Rail Safety and Security – Oversight Program Description and Delivery - Fiscal Year 2025-2026

Table of contents

1. Overview of the Program, Operating Context and Environment

1.1 Rail Safety

Program Overview

Rail Safety’s Oversight Program is comprised of three primary activities:

  • Promotion of compliance and safety;
  • Monitoring of compliance and safety; and,
  • Enforcement of compliance / mitigation of threats to safety.

In addition to railway oversight, Rail Safety is also responsible for international bridges and tunnels. Under the International Bridges and Tunnels Act (IBTA) and the International Bridges and Tunnels Regulations (IBTR), owners of international vehicular bridges or tunnels are required to conduct inspections and submit inspection reports to TC. Rail Safety reviews inspection reports to verify compliance with regulatory requirements established under the IBTA and IBTR. In addition, Rail Safety conducts on-site visual inspections of selected international bridges and tunnels every year to oversee all IBTs in a five (5)-year cycle.

Operating Environment

External operating environment

Rail Safety operates within a dynamic environment. Rail traffic has been increasing year-over-year since the initial drop caused by the pandemic. Despite this, Transportation Safety Board (TSB) reportable occurrences decreased in 2024, leading to a reduction in accident rates from 10.85 to 10.19 per million train miles. However, crossing and trespassing incidents showed slight increases in 2024. Ongoing and emerging pressures stem from regulatory gaps, stakeholder interests railways adoption of new technologies, resource allocation for inspections and audits, and the impacts of human factors on safety performance.

Internal operating environment

Internally, Rail Safety is focused on facilitating the adoption of new rail technologies to modernize the Canadian rail environment. Research is ongoing to assess industry-led technology integration and technology-based regulatory actions on TSB recommendations, particularly through equivalence of safety assessments. Rail Safety is also advancing efforts for a modernized oversight regime. The program is expanding data analytics capabilities, driving education and outreach efforts, and piloting drone-based compliance inspections. Rail Safety and Security (RSS) is also contributing to a self-assessment of Transport Canada's oversight framework in 2025–26, supporting potential amendments to relevant policy. The Advisory Council on Rail Safety continues to meet quarterly to discuss key topics with industry partners.

Changes to organizational structure

Effective April 1, 2024, the Rail Safety and Rail Security Program merged to form the Rail Safety and Security Directorate (RSS). This restructuring aims to position Transport Canada for a truly integrated modal rail oversight program, to be more strategic and proactive, and to shift to a more modern program delivery approach anchored to data and risk. Within headquarters, this includes creating specific branches for operations planning and development, strengthening risk analysis, and focusing on oversight implementation and delivery. These changes, along with regional realignments, work towards a unified approach to oversight.

Regulatory Measures

Several key regulatory initiatives are underway:

  • Locomotive Voice and Video Recorder (LVVR) Regulations have been in effect since September 2022. Oversight of their implementation continues.
  • Consultations for the Railway Safety Management System Regulations, 2015 are ongoing for a regulatory refresh. The scope has been broadened to incorporate provisions for fatigue management systems within the SMS framework and to align with Transport Canada's Safety and Security Management Systems Policy Framework.
  • New proposed Railway Personnel Training and Qualifications Regulations were pre-published in December 2024, with final publication planned for the fall of 2025. These aim to address gaps in employee training and qualification.
  • Development of the policy framework and regulatory submission for new Enhanced Train Control Regulations is underway, with a plan for pre-publication in Canada Gazette Part I in 2026. This is expected to provide an additional layer of safety by preventing incidents caused by human factors.
  • Amendments to the Canadian Rail Operating Rules were approved on January 24, 2025, and came into force on January 28, 2025, to enhance consistency with the Grade Crossings Regulations regarding terminology, sightlines, and warning time standards.
  • Work continues on the Railway Freight and Passenger Train Brake Inspection and Safety Rules. Following a TSB recommendation, rule amendments were made in two phases. Phase I, strengthening regular air brake inspection requirements, came into effect on May 1, 2023. The latest changes, requiring enhanced brake cylinder testing and allowing automated air brake testing, will come into force in December 2025.

Safety Management System Program

Improving the effectiveness of railway safety management systems (SMS) is a longstanding recommendation from the Auditor General of Canada and the TSB. Rail Safety implemented the use of Key Performance Indicators (KPIs) as mandatory audit criteria and has since reviewed and revised its methodology. The SMS oversight program is currently under review with the goal of streamlining its approach while maintaining quality and depth. Due to findings from previous audits on Duty and Rest Period Rules (DRPR) implementation, the value of targeted DRPR audits was found to be limited, and remaining audits were not completed. The SMS Regulatory review is underway and includes incorporating draft Fatigue Management System Regulations into the SMS Regulatory regime.

Rail Safety Oversight Training Program 2025-26

The Rail Safety Oversight Training Program for 2025-26 is focused on continuing to standardize and enhance training for inspectors and auditors to ensure national consistency in oversight approaches. This includes mandatory training on functional compliance manuals, an updated course on risk principles, and revisions to training on the Minister's Observer function and SMS regulations/auditor course.

Data collection and analytics

Rail Safety is advancing data collection and analytics initiatives by implementing a data analytics framework and leveraging a data warehouse to better understand rail safety risks. Exploration and piloting of alternative inspection tools such as micro-drones and video cameras are ongoing to monitor railway operational activities, with work continuing in 2025-26 to develop a nationally consistent framework and training. The Rail Occurrence Follow-Up System (ROFS) application is also being increasingly used.

1.2 Rail Security

Program Overview

Since April 1, 2024, Transport Canada’s Rail Security Operations Program (formerly part of the Intermodal Surface Security Oversight (ISSO) Program) amalgamated with the Rail Safety Directorate to form the Rail Safety and Security Directorate. This new entity is also responsible for the oversight of transportation of dangerous goods by rail.

The mandate of the Rail Security Program under the Rail Safety and Security Directorate remains the same: to enhance the security of Canada’s intermodal and surface transportation system, with a particular focus on the security of Canada’s railway operations, including both passenger and freight railways. The mandate also extends to certain urban transit systems and some international bridges and tunnels (IBTs) crossings into the United States (US), located exclusively in Ontario.

The Rail Security Program works closely with stakeholders to conduct risk-based security assessments of sites, stations, and facilities to determine each site’s associated level of risk. These assessments consider inputs from security and intelligence partners, including the Security Intelligence Assessment Branch and the Integrated Terrorism Assessment Centre (ITAC). Conducting these assessments assists the Rail Security Program with resource allocation for rail security oversight activities across more than 1,000 sites and facilities. The Rail Security Program also provides functional guidance to surface transportation stakeholders on security threats, security risk assessments, and incident trends and tactics.

Most oversight activities conducted under the Rail Security Program are regulatory, and some are voluntary. The regulatory component is guided by two sets of rail security regulations: the Transportation of Dangerous Goods by Rail Security Regulations, which are applicable to railway carriers and railway loaders that offer for transport, transport or handle dangerous goods, including Schedule 1 dangerous goods Footnote 1, and the Passenger Rail Transportation Security Regulations, which are applicable to passenger companies and host companies Footnote 2. The voluntary component is guided by two memoranda of understanding (MOU): one between TC and the Railway Association of Canada (TC-RAC), and the other between TC and several IBT owners and operators. The Rail Security Program designs, develops, executes, and oversees deliveries of its own oversight work, in accordance with its mandate.

Operating Context

The Rail Security Program conducts security oversight activities –including outreach and inspections – to verify regulatory compliance with the Transportation of Dangerous Goods by Rail Security Regulations and Passenger Rail Transportation Security Regulations, and applies enforcement measures for regulatory non-compliance, when necessary. In addition, the Rail Security Program conducts voluntary oversight of various IBT owners and operators, in accordance with MOU agreements. Under these agreements, MOU signatories work with TC to help enhance security at their various locations.

The Rail Security Program is responsible for conducting security oversight at over 1,000 railway sites, stations, and facilities across Canada. This work is undertaken by Transportation Security Inspectors (TSIs) located in Canada’s five regions: Atlantic, Quebec, Ontario, Prairie and Northern, and Pacific.

Operating Environment

The rail system is vast, open, with multiple access points which makes it an attractive target for terrorists or extremists, criminals or individuals/groups aiming to disrupt rail operations. Over the past few years, the rail network has been impacted by blockades and other disruptions by many different groups including environmental, pro-Palestine/Israel, anti-war/Government, and many others. There have also been elevated levels of security incidents across the railway network such as tampering, obstruction on tracks, theft and suspicious activities.

The threat environment is evolving and growing complex with new threats emerging. Cyber security, for example, continues to be a concern as new technologies are introduced. Other emerging threats include economic security, and hostile activities by state actors. Ideologically motivated violent extremism is also on the rise.

TSIs monitor incidents and conduct reactive inspections by following up with railway companies on the latest information on the incidents. The Rail Security Program continuously works with both its TSIs and industry stakeholders to track, analyze, and help mitigate the occurrence of railway security incidents.

1.3 Transportation of Dangerous Goods by Rail

Program Overview

The Transportation of Dangerous Goods (TDG) Program promotes public safety in the transportation of dangerous goods by all modes of transport in Canada. The program includes the development of safety regulations and standards; the Provision of oversight and expert advice; the identification of threats to public safety and the enforcement of the Transportation of Dangerous Goods Act (TDG Act) and its regulations; provision of guidance to assist emergency responders and mitigation of the impact of transportation incidents involving dangerous goods; and conducting strategic risk assessments and scientific research.

All oversight activities conducted by the TDG Rail Safety Program are grouped into the following categories:

  • planned and reactive inspections
  • quality control activities
  • enforcement actions and immediate risk reduction measures
  • education, outreach and awareness activities

Operating Context

There are 35,506 known sites in Canada Footnote 3 that handle, offer for transport, transport, or import dangerous goods across all modes. This figure is more than double the 15,915 sites noted in TDG’s 2024-25 National Oversight Plan. The Client Identification Database, which was launched on October 25, 2023, is intended to provide an accurate and up-to-date list of TDG sites and is partially responsible for the large increase in known sites. Of these known sites, about 3% (1,181) are seen as TDG by rail sites.

Under the Rail Safety and Security Directorate, TDG’s rail safety oversight activities are in the process of being assessed and realigned. Previously, oversight was coordinated nationally and regionally by the TDG Directorate. However, as of April 1, 2025, TDG oversight, including TDG rail safety oversight, will be coordinated exclusively by TC’s modal organizations and CANUTEC’s functions have been moved within Intermodal Surface, Security and Emergency Preparedness (ISSEP), supported by a new TDG Program Hub (or Centre of Expertise). As a result, 2025-26 will be a transition year from a regional to a modal approach for the delivery of TDG oversight.

Operating Environment

Compliance Rates

The TDG Program regularly monitors and assesses the level of compliance of the Canadian industry with the requirements of the TDG Act and the Transportation of Dangerous Goods Regulations (TDG Regulations). The Compliance Estimation Program (CEP) is a statistical program that generates, on an annual basis, estimates of rates of industry compliance with the TDG Act and the TDG Regulations. The selection of sites is conducted through a random sample that selects sites based on region, risk-level, postal code and non-compliance history over the past five years. The random sample is conducted in such a way to ensure that representation is proportional across all regions. Starting in 2025-2026, the CEP sample will be adjusted to permit more accurate statistical analysis of non-compliance rates by mode. The most recent overall non-compliance rate was 46% (for 2023-24), representing a six-percentage point improvement over 2022-23.

Incidents Trends

According to Part 8 of the TDG Regulations, industry is subject to meeting reporting requirements in the event of a release or an anticipated release that results in the death of a person, the treatment of a person’s injuries by a health care professional, an evacuation or shelter in place, or the closure of a facility, road, main railway line, or main waterway. Industry is also required to report if the means of containment has been damaged and its integrity is compromised, or if the center sill or stub sill of a tank car is broken or has a crack in the metal of at least 15 cm.

Road transport (in transit) has had the highest incident rate over the past five years (2020-2024), with an average of 178 incidents, largely due to its high volume of traffic. Facility incidents followed, averaging 106. Rail incidents (average 40) showed greater volatility, influenced by fluctuating traffic levels.

Realignment of TDG Program

The TDG Program’s oversight activities were assessed and realigned in 2024-2025. Previously, the TDG Program was delivered by the TDG Directorate and the regions. As of April 1, 2025, TDG oversight functions have been transferred to TC’s modal organizations and ISSEP. To provide expertise for the effective delivery of TDG oversight by the modes, a support organization – the TDG Program Hub or Centre of Expertise – was established.

Accountability for the oversight of TDG sites has been established using a ‘primary mode’ methodology. For each site, the primary mode will initially be determined by the TDG Program Hub by focusing on the mode associated with most activities on the site (e.g., a TDG company operating at an airport would be given a primary mode of air). Modal organizations will be consulted, as required, and their feedback on requested changes to the primary mode will be reviewed and implemented Footnote 4. Of note, every modal organization has multi-modal sites. To ensure accountability and oversight integrity, the inspector from the primary mode must inspect all TDG modal components of a multi-modal site during an inspection.

Areas of Focus

For 2025-2026, TDG has identified three areas of focus, with two impacting the rail sector:

  1. Major TDG hub inspections (all modal organizations)
    1. Major TDG hubs were first identified as an area of focus in 2018-2019.
    2. For 2025-2026, 138 inspections are planned at the 51 major TDG hubs.
  2. Sites where incidents have occurred and have not been inspected since the incident (all modal organizations)
    1. This was identified as an area of focus for the first time in 2022-2023, following feedback received from stakeholders during consultations on the new inspection prioritization tool.
    2. These sites have been identified by comparing the inspection database with the Dangerous Goods Accident Information System (DGAIS) database.
    3. For 2025-2026, 34 sites are targeted for inspection.

2. Considerations and drivers for oversight activities priorities

2.1 Rail Safety

Program Considerations

Rail Safety’s oversight priorities are primarily risk-driven, determined by analyzing data from Transport Canada inspections, the TSB, and railway companies under the Transportation Information Regulations. The Risk-Based Business Planning (RBBP) process involves a historical review and analysis of various data sources to identify planned inspection and audit targets. New indicators have been incorporated to monitor the effectiveness of addressing identified risks.

Risk drivers

For 2025-26, the main impact risks receiving particular focus, based on fatality or serious injury data from 2022-23 and 2023-24, are Trespassing (highest risk), Crossing (second highest), and Employee incidents (third highest). However, the risk of derailments involving large quantities of dangerous goods remains the top risk for the Rail Safety Program.

Key priorities for 2025-26 include fostering national consistency in compliance and enforcement, program planning to address issues arising from climate adaptation (floods, fires, cold weather), implementation of an action plan for LVVR oversight, and review and analysis of the implementation of the Duty and Rest Period Rules.

Specific Inspection Areas for 2025-26

Oversight includes inspections in various functional areas:

  • Equipment: Verifying compliance with design, testing, and inspection requirements for locomotives, freight cars, passenger cars, air reservoirs, and conducting train brake inspections.
  • Operations: Monitoring compliance with the Canadian Rail Operating Rules and other requirements for train movements, dispatching, including crew performance and rail traffic controller activity.
  • Occupational Health and Safety (OHS): Verifying safe workplace conditions in accordance with relevant regulations and the Canada Labour Code, often conducted alongside operations and locomotive inspections.
  • Crossings and Signals: Monitoring compliance with regulations and standards for public and private grade crossings (sightlines, surface, signage) and for signals and communication systems and physical assets (AWS, WIS, WSS).
  • Track: Monitoring compliance with rules, regulations, standards, and guidelines.
  • Bridges: Assessing how railway companies manage risks associated with bridges and meet responsibilities for safe operations, including examining Bridge Safety Management Programs.
  • Natural Hazards: Conducting risk-based inspections covering scenarios that could cause track blockage or derailments, such as landslide, rock fall, debris flow, and subgrade failure.

Table 1: 2025-26 Rail Safety National Oversight Plan numbers by component

Regions A B C IBT Reports IBT Site visits Audits Total
Atlantic 571 3301 537     1 4410
Quebec 922 4700 563     2 6187
Ontario 1359 4915 541     4 6819
PNR 1886 7847 909     1 10643
Pacific 1145 7159 782     4 9090
NCR 0 5 5 22 4 0 36
Total 5883 27927 3337 22 4 12 37185

2.2 Rail Security

Program Considerations

Each planning period, the Rail Security Program considers factors that could possibly impact its ability to conduct oversight work. For the 2025-26 oversight period, the key considerations continue to include: resource availability; travel distances for TSIs; external factors such as weather and natural or man-made disasters; and an evolving context of threats and disruptions driving unplanned, reactive oversight activities. These factors can significantly influence the amount and type of oversight work that the Rail Security Program conducts year after year. As most of these factors are beyond its control, flexibility is incorporated into the Rail Security Program’s oversight planning schedule to allow for adjustments when necessary.

Oversight work to assess compliance with all regulatory provisions will continue to be conducted during the 2025-26 period. TSIs are required to review and assess stakeholders’ security risk assessments and security plans; followed by comprehensive inspections, site inspections, oversight of visual security inspections, and other activities, as needed. As inspectors and stakeholders become increasingly familiar with the regulatory provisions, it is expected that TSIs will take less time to complete certain oversight activities.

Risk drivers

i) Risk-Based Oversight Activities
Driver: Risk-Based Priority

The Rail Security Program uses three risk methodologies to plan its risk-based security oversight program. With the various threats to Canada’s railway system (e.g., protests, high levels of security incidents such as tampering and interference, etc.) that can significantly impact the security and flow of people and goods, the vast and open nature of the railway system, and limited available resources; it had to implement a risk-based oversight program that helps to determine how and where to use its limited resources for the enhancement of security along Canada’s railway network.

ii) Non Risk-Based Oversight Activities
Driver: Operational Priority

While the Rail Security Program is largely risk-based, for which risk methodologies were developed and implemented, some oversight activities under the Program are not determined by risk but by inspection cycle or frequency of occurrence. These include:

  • Security Risk Assessment Review, Security Plan Review, and Comprehensive Inspections (every five years under the TDG Rail Security Oversight Program, and every three years under the Passenger Rail Security Oversight Program);
  • Reactive inspections (inspectors respond to rail security incidents as frequently as they occur);
  • Education and outreach to railway stakeholders (under both the TDG Rail Security and Passenger Rail Security Programs); and
  • IBT MOU oversight activities (the regions inspect IBTs on a cyclical basis, usually annually – at least one oversight activity at each IBT MOU Signatory).

2.3 Transportation of Dangerous Goods by Rail

Program Considerations

Transition to TDG oversight by modal organizations

2025-26 will be a transition year as TDG oversight is coordinated exclusively by TC’s modal organizations and ISSEP rather than regionally. Support will be provided by a new TDG Program Hub. It is possible that TDG inspectors, modal organizations/ISSEP, and the TDG Program Hub may face unanticipated challenges in operationalizing the new model that could negatively impact completion rates for TDG oversight activities.

Launch of TDG’s Site Registration Requirements

The Regulations Amending the Transportation of Dangerous Goods Regulations (Site Registration Requirements) were published in Part II of the Canada Gazette, and the Client Identification Database Portal was launched on October 25, 2023. These regulatory amendments introduced new requirements to the Transportation of Dangerous Goods Regulations that:

  • require that persons who import, offer for transport, handle or transport dangerous goods at a site located in Canada that they own or operate be registered in a new registration database if applicable; and
  • require that all registered persons provide administrative information and information concerning the dangerous goods and operations being conducted at their respective site located in Canada that they own or operate.

This new registration requirement has significantly increased the number of known TDG sites and has provided new key risk data for all new and previously known sites. The quality of the data provided by registrants through this process is uncertain and will be assessed as sites are inspected by TDG inspectors. While TDG has a robust risk scoring and inspection prioritization process, this significant increase in sites will make it more difficult to maintain the current inspection cycles.

Flammable Liquids Tank Car Phase-Out Blitz

As a result of the Lac-Mégantic tragedy in July 2013, TC and the United States Department of Transportation (US DOT) developed a new tank car specification for the transportation of flammable liquids, the Class 117 tank car, and prohibited Class 111 manufactured since October 2015 from being used in flammable liquid service. Included in the regulatory amendment were several phase-out dates to remove remaining Class 111 tank cars from flammable liquids service (e.g., Class 3, flammable liquids). These include the final phase-out deadline of May 1, 2025, for all Class 111 tank cars used in flammable liquids service.

The Rail Safety and Security Directorate, supported by the TDG Program Hub, planned and executed an inspection blitz in May 2025 to verify compliance with the phase-out deadline of May 1, 2025. The goals of the blitz were to:

  • Verify compliance of flammable liquids tank car selection and to confirm that shippers are only using tank cars authorized for flammable liquids service;
  • Remind railway personnel, shippers and other parties of the applicable phase-out deadlines for tank cars used in flammable liquids service;
  • Confirm that classification, documentation, and safety marks comply with the TDG Regulations; and
  • If applicable, confirm that facilities involved in the loading and unloading of tank cars comply with the requirements found in TP14877, Clause 10.6 with regards to the loading and unloading of railway vehicles.

Risk drivers

TDG oversight priorities for 2025-2026 include:

  • Supporting the realignment of TDG’s oversight activities to TC’s modal organizations.
  • Improving the Safety and Security Group’s knowledge of TDG sites.

These priorities are reinforced by government and ministerial directions, as well as recommendations from auditors.

Government of Canada Priority (Speech from the Throne, budget, mandate letters, etc.)

In Budgets 2016 and 2019, TC received authority to develop and implement TDG’s Client Identification Database (CID) – a registration system and a stakeholder database.

  • Prior to CID, TC had no systematic way of identifying its regulated community who handle, offer for transport, transport, or import dangerous goods in Canada.
  • To continuously deliver a risk-based oversight regime that ensures compliance with the TDG Act and the TDG Regulations and in order for the Minister of Transport to fulfill their regulatory mandate, TDG proposed the creation of CID to meet these objectives.
  • CID was launched on October 25, 2023, and regulated individuals and organizations had to register by October 24, 2024. As of April 17, 2025, 4,347 organizations (representing 23,916 sites) have registered. Almost 20,000 of TDG’s known sites have yet to be registered.
  • As of April 2025, there are over 35,000 TDG sites in the database – an increase of over 100% from May 2024.

Ministerial Priority

Core responsibility 1 (safe and secure transportation system) in TC’s Departmental Plan 2024-25 is to ensure a safe and secure transportation system in Canada through laws, regulations, policies, and oversight.

In 2025-26, TC will continue to implement the TDG Modernization Roadmap. This will improve measures to prevent and reduce the impact of spills, releases and incidents related to dangerous goods and substantially reduce the number of deaths and illnesses from hazardous chemicals and air, water and soil pollution and contamination.

To keep pace with evolving industry and technological conditions, TC will focus on legislative and regulatory measures to improve enforcement and compliance. This will include updating the Transportation of Dangerous Goods Regulations, focused on:

  • training requirements for stakeholders;
  • using electronic shipping documents; and
  • administering the registration requirements for facilities involved in means of containment activities, which includes design, manufacturing, repairing and requalifying transportation of dangerous goods containers.

Auditor General Recommendation

In the Follow-up Audit on the Transportation of Dangerous Goods (released in fall 2020), four oversight-related recommendations were made. The audit stated that TC should:

  • improve and update its tools and database to have more complete and accurate information on regulated companies and their compliance status and to better inform risk-based planning.
  • systematically track and document its verification that companies have returned to compliance after violations are found.
  • strengthen its processes for collecting data from its partners to better identify the national rate of regulatory compliance in the transportation of dangerous goods.
  • finalize its approval of the interim emergency response assistance plans by completing the necessary investigations and by developing national guidance and criteria for assessing firefighting capacity for plans related to flammable liquids. The department should ensure that approvals for all future plans are finalized within its prescribed timelines.

Transport Canada agreed with each of these recommendations, and is undertaking the following activities (among others):

  • The Regulations Amending the Transportation of Dangerous Goods Regulations (Site Registration Requirements) came into force on October 25, 2023, and persons were required to register in the database by October 25, 2024. These regulatory amendments introduced new requirements to the TDG Regulations that:
    • require that persons who import, offer for transport, handle or transport dangerous goods at a site located in Canada that they own or operate be registered in a new registration database if applicable; and
    • require that all registered persons provide administrative information and information concerning the dangerous goods and operations being conducted at their respective site located in Canada that they own or operate.
  • As of April 17, 2025, 4,347 organizations (representing 23,916 sites) have registered. Almost 20,000 of TDG’s known sites have yet to be registered..
  • The Inspection Prioritization Tool was officially launched as part of the Regulatory Oversight Management application - which is an online inspection monitoring and control system that strengthens the Program's ability to monitor and assess compliance - in early March 2022. The new tool has been used to develop TDG's annual inspection workplan since 2022-2023.
  • Work to remove dangerous goods sites that are either closed or no longer working with dangerous goods is ongoing. From April 2016 to November 2023, over 14,000 sites have been removed or deactivated.
  • Strengthened the application of, and supported training on oversight procedures for follow-up activities conducted by inspectors after they detect non-compliance by regulated entities. TDG’s standard is that 100% of non-compliances must be recorded and up-to-date. TDG has achieved this standard since 2022.

3. Oversight delivery in 2024-25

The delivery of oversight activities, such as planned risk-based inspections and reactive inspections, will be reported through the CCTD

4. Organizational contact information

Transport Canada welcomes your comments on this report.

Email: TC.RailSafetyandSecurity-Securiteetsureteferroviaires.TC@tc.gc.ca

Annex A: Definitions

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