APPENDIX N. CN Rail Correspondence. G3 Terminal Vancouver Port Metro Vancouver Project Permit Application APPENDIX N

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1 APPENDIX N CN Rail Correspondence APPENDIX N 3 Terminal Vancouver Port Metro Vancouver Project Permit Application

2 CN RAIL AREEMENT The following correspondence is provided to indicate that 3 (through one of the partners, Bunge North America, Inc.) has engaged Canadian National Railway (CN), early in the design process. The feedback from CN has been incorporated into the design, and further discussion information will be provided to CN as the design progresses through its various review stages. Though there has not been a signed agreement between CN and 3, 3 agrees in principle to the conditions outlined in the letter from CN dated July 21, 2014 and see it as a straight forward matter to put a finalized agreement in place.

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6 Memo Date: ednesday, July 2, 2014 Project: To: From: Subject: Rail rain Facility Monty riffin Larry Stockton Curve Discussion Points Monty, Below you will find our Curve Discussion Points regarding the concept 4B curves. Please let us know if you have any questions or concerns. Thanks, Larry Stockton Sr. Project Manager hdrinc.com 1 of Broadway Suite 3400 Denver, CO T F

7 CURVE DISCUSSION POINTS ESTERN STEVEDORIN COMPANY LIMITED RAIL RAIN FACILITY VANCOUVER, BRITISH COLUMBIA, CANADA Option 4B Operation Summary: Unit trains arriving on site will enter one of the two main chamber tracks A or B while having the option to utilize reserve chamber track C only if both A or B tracks are occupied. Reserved chamber track C will be used in the instance where additional capacity is needed to clear the main line and/or the marine bridge near the facility. Unit Trains will proceed around the loop in a counter-clockwise direction stopping in the clear prior to the dumper pit. At this point on site crews will assume operation of the train and begin pulling through the processing building. The train will cycle through the loop on track D and pull back onto the same track it was received on. The train will be air-tested, inspected, and released to CN/CP for departure. iven the above operation scenario, the majority of the operations will take place on track A or B both of which have a maximum of 12 curves or less as requested by the CN. Engineering Summary: Operating speed on track A, B and C will not exceed 10 mph Track C will only be used in an instance when track A and B are occupied Operating speed on track D will not exceed 5 mph Track D is essential to the operation in the facility to accommodate turning the train around for outbound move on departure and the efficiency of the unloading operation Of the 31 curves within the design 74% (23) meet the CN design criteria of which (8) exceed the 12 maximum requirement o Of the 3 chamber tracks 91% (20) meet the CN design criteria of which 9% (2) exceed the 12 maximum requirement o All curves which exceed the 12 max are beyond the necessary distance from the site to the marine bridge allowing the incoming unit train to clear completely prior to negotiating the higher curvature in question Risk Mitigation: Curve oilers will be installed on any curve that is 12 or higher Premium track materials including; o Head hardened rail o Concrete ties o uard rail where necessary Maintenance and Inspection program Rail Sciences to complete a train derailment study hdrinc.com 2 of Broadway Suite 3400 Denver, CO T F

8 Conclusion: HDR have worked diligently over several months to design the best configuration possible with the limitations of the site. In HDR s opinion this is a safe and functional solution to a challenging footprint. Based on past projects and with a diligent maintenance/inspection program it is our belief that this configuration can be very manageable and fluid with proper train handling. hdrinc.com 3 of Broadway Suite 3400 Denver, CO T F

9 [254x762] 10"X30" CONED [305x1463] 12"X48" CONED [254x762] 10"X30" CONED MOTOR MEATEX 4280 MOTOR MEATEX "X30" CONED [254x762] 12"X48" CONED [305x1463] 10"X30" CONED [254x762] DN UP LEEND A1 PROPOSED TRACK A PROPOSED TRACK B PROPOSED TRACK C PROPOSED TRACK D PROPOSED TRACK E PROPOSED TRACK F B6 B2 A6 C2 B1 C1 NO 10 LH HTTO NO 10 LH HTTO BROOKSBANK AVE A2 C6 A1 TRACK A DEREE OF CURVE D6 D2 D7 NO 8 LH HTTO A ' 31" A3 A ' 43" 6 43' 49" B5 A ' 50" A ' 40" A ' 32" A8 TRACK B C5 DEREE OF CURVE B1 B ' 02" D4 B3 B ' 45" 6 51' 45" D1 A5 B ' 42" B ' 00" B ' 33" TRACK C 9' DEREE OF CURVE C1 C ' 43" C ' 59" 100' C4 C5 C6 7 00' 00" 12 24' 16" 11 58' 53" NO 8 LH HTTO NO 8 RH HTTO C ' 10" PROCESSIN BUILDIN TRACK D F1 VANCOUVER PILE DRIVIN LTD D1 D2 D3 DEREE OF CURVE 12 51' 43" 12 31' 58" 12 44' 20" C7 E1 A8 A4 B4 PROPOSED RETAININ ALL D4 D ' 00" 13 13' 19" C3 C4 D6 D ' 00" TRACK E DEREE OF CURVE B3 B7 ESTERN STEVEDORIN COMPANYLIMITED NO 8 LH HTTO N E1 F1 TRACK F DEREE OF CURVE PILE ALL A3 A7 D5 D3 NO 8 LH HTTO CAP TO BE REMOVED PRIOR TO CONSTRUCTION S C A L E I N F E E T C - CONCEPTUAL - FOR REVIE/DISCUSSION 15' DRAN BY: CHECKED BY: DATE: EKB LDS 07/01/2014 SHEET NUMBER T-004B LOCATION & DESCRIPTION: SHEET TITLE: PORT VAN METRO ESTERN STEVEDORIN COMPANY LIMITED OPTION 4B