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Canada Transportation Act

Version of section 129 from 2018-05-23 to 2020-06-28:


Marginal note:Long-haul interswitching order

  •  (1) A shipper may apply to the Agency for a long-haul interswitching order against a railway company that is a class 1 rail carrier if

    • (a) the shipper has access to the lines of only that railway company at the point of origin or destination of the movement of the shipper’s traffic in the reasonable direction of the traffic and its destination;

    • (b) a continuous route between those points is operated by two or more railway companies;

    • (c) the shipper is dissatisfied with a rate charged or proposed to be charged by the railway company referred to in paragraph (a) or with the proposed manner in which that railway company is to fulfil its service obligations for the movement of the shipper’s traffic between the point of origin or destination that is served exclusively by that railway company and the nearest interchange in Canada with a connecting carrier; and

    • (d) the matter described in paragraph (c) cannot be resolved between the shipper and the railway company.

  • Marginal note:Restriction

    (2) If, at both the point of origin and the point of destination of the movement of the shipper’s traffic, a shipper has access to the lines of only one railway company that is a class 1 rail carrier, the shipper is entitled to apply for only one long-haul interswitching order, which is to be in respect of either the movement of the traffic from the point of origin to the nearest interchange in Canada or the movement of the traffic from the nearest interchange in Canada to the point of destination.

  • Marginal note:No entitlement

    (3) A shipper is not entitled to apply to the Agency for a long-haul interswitching order

    • (a) if the point of origin or destination that is served exclusively by the local carrier is within a radius of 30 km of an interchange in Canada that is in the reasonable direction of the shipper’s traffic and its destination;

    • (b) if the point of origin or destination that is served exclusively by the local carrier or the nearest interchange is located within the Quebec–Windsor corridor or the Vancouver–Kamloops corridor;

    • (c) if the point of origin or destination that is served exclusively by the local carrier is located on a track that

      • (i) serves a reload or distribution compound, a container terminal or any other facility operated by the local carrier or for the local carrier’s own purposes, or

      • (ii) is used by the local carrier for the transfer of traffic between cars or between a car and a warehouse owned by the local carrier;

    • (d) for the movement of vehicles, as defined in section 2 of the Motor Vehicle Safety Act, or of parts of those vehicles;

    • (e) for the movement of TIH (Toxic Inhalation Hazard) material;

    • (f) for the movement of radioactive material;

    • (g) for the movement of oversized traffic on flat cars, if the dimensions of the traffic require exceptional measures be taken;

    • (h) for the movement, on flat cars, of containers or trailers;

    • (i) if the traffic to be moved is already the subject of a long-haul interswitching order;

    • (j) if an order or consent agreement made under Part VIII of the Competition Act, which followed an application made by the Commissioner of Competition, addresses the rate for the traffic to be moved; or

    • (k) in any other case specified in the regulations.

  • Marginal note:Deeming — interchange

    (4) For the purpose of paragraph (3)(b), an interchange located in the metropolitan area of Montreal is deemed to be the nearest interchange and to be located outside the Quebec–Windsor corridor if

    • (a) the point of origin of the movement of the shipper’s traffic is located in Quebec and north of the Quebec-Windsor corridor;

    • (b) the shipper has access to the lines of only one class 1 rail carrier at the point of origin; and

    • (c) the nearest interchange is located in the Quebec–Windsor corridor.

  • 1996, c. 10, s. 129
  • 2018, c. 10, ss. 29, 95
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