Since the report came out there were three main rules that took effect. The latest one was the rule on the key routes of key trains, which was a follow-up to an emergency directive that was issued following the Lac-Mégantic accident. The rule became effective on February 19, 2016, and made permanent some of the provisions of the emergency directive in terms of the requirement for railways to do risk assessment, so it provided the frequency of risk assessments. It also imposed some speed restrictions.
The rules, as well, included additional inspections that railways or companies are required to do on their infrastructure, in particular on track inspections.
Finally, the rule included a provision on how the railway companies are to work with municipalities and other levels of government on their risk assessment. In that particular example there were several exchanges and discussions between Transport Canada, the Railway Association of Canada, as well as the Federation of Canadian Municipalities, in terms of what the mechanisms for consulting municipalities would be and how that relationship would work. That's one area.
Another area would be the train securement rule. That came into effect in October 2015, and again it was a rule to make permanent the provisions of the emergency directive on train securement. That rule included a number of things; namely, the fact that the railway companies must use a standard chart in applying the number of handbrakes on a train left unattended.
There was also a rule on what additional physical securement requirements must be applied to unattended equipment, such as a temporary derailment. That was in direct response to the TSB. As well, the rule made permanent the requirement that once an employee has applied the handbrakes, they must confirm this with another employee, who must be qualified in that area to be able to receive the information and make a decision or follow it up, if required.