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Greneral Instructions, Ito 10. Signals, 23 to 24. Running Bules and Regulations, - . . . 46 to 34. Telegraph Rules, 116 to 56. Numbers of Telegraph Wires, - - - - 169 57. Numerical Telegraph Signals, 170 59. Conductors, Brakemen, &c., - - - - - 171 to 65. C5onductors, &c., of Passenger and Mixed Trains, - 199 to 70. Conductors, &c., of Freight Trains, - - - - 217 to 72. Brakemen, - - - - 225 to 74. Train Baggagemen, 234 to 77. Speed of Engines, - - - - - - - 24f 78. Enginemen and Firemen, ----- 25o to 86. Station Agents, - - - - - - - - 291 to 94. Station Regulations, ------ 323 to 96. Station Baggagemen, 330 to 102. Porters, 360 to 103. Constables, 367 to 106. Watchmen, 375 to 107. Watchmen at Level Crossings, 379 to 108. Switchmen and Signalmen, 385 to 111. Draw-bridge Tenders, 398 to 112. Roadmasters, -------- 404 to 114. Track Repairers, 415 to 121. Repairing Telegraph Wires, 441 to 124. Bridge Inspectors and Repairers - - - - 447 to 125. Bridge Watchmen, 452 to 127. Instructions in case of Accidents, - - - - 461 to 129. Regulations for the use and care of the West- \ ^r . ^ ^qq inghouse Automatic Air Brakes, j- - 4t)& to 4yy 136. Suspension or Alteration of Rules, - - - - 500 136. Certificate of Directors, 138. Certificate of Privy Council 139. Extracts from Consolidated Railway Act, 1879. OdTr/3,/06a 22 45 115 168 198 216 224 233 248 290 322 329 359 366 374 378 384 397 403 414 440 446 451 460 464 5 RULE. Ito 22 - 23 to 45 46 to 115 - 116 to 168 169 - 170 171 to 198 - 199 to 216 217 to 224 - 225 to 233 234 to 248 - 24f 250 to 290 - 291 to 322 323 to 329 - 330 to 359 360 to 366 - 367 to 374 375 to 378 - 379 to 384 385 to 397 - 398 to 403 404 to 414 - 415 to 440 441 to 446 - 447 to 451 452 to 460 - 461 to 464 465 to 499 - 500 GENERU mSTitUCTIOIIS tllD REGUUTIOIIS APPLICABLE TO ALL SERVANTS OF THB Grand Trank Railway Company of Canada AND BAUWATS OPERATED BT IT. •:o:- I 1. The Rules and Eegulations, and Special Rules and Orders, issued from time to time by the G-rand Trunk Railway Company of Canada, being designed for the security of the lives of passengers, and of property entrusted to the Company for transportation, as well as for the security of employes engaged thereon, and for the proper care and oversight of the property , and interests of the Company, every employe is expected and will be required to yield a willing and cheerful obedience thereto. A copy of these rules and regulations will Each em- be given to each employ^ engaged in the work- ?/gn receipt ing of the line, and a receipt on a printed form ^^' ^^^^' taken from him. In addition to this, a copy of these rules and regulations, printed on a sheet and framed, will be hung up in every station, engine shed, and conductors' room, where it will be open to 4 I I' Employ^iS when on duty to have coi)y of rule? in their pos- session, un- der Dbnalty of $1.00. the inspection of every employe of the Com- pany, and no excuse will be admitted of want of knowledge of the rules, should any employe not have received, and receipted for a copy. Should! any employe not fully understand these rules, it is his duty to apply to the Super- intendent for an explanation. 2. Every employ^, whose duties require it, shall make himself acquainted with all the rules and regulations of the Company, including those contained in the working time-table, and must keep a copy of the same in his possession, when on duty, under a penalty of $1.00 He must also keep himself advised of the orders and special instructions issued from time to time. 3. Each employe is to devote himself exclu- sively to the Company's service, residing where he may be required. Prompt 4. He is to obey promptly all instructions he obedience . r i j* iU'j. necessary, may rcccive irom persons placed m authority over him, and to conform to all regulations of the Company. Enginemen 5. All cuginemen when on the line or on wdeSfof duty, must obey the orders of the Superintendent dent and*"" ^^^ *^® Assistaut Superintendents on the respec- intendenr" *^^® divisious ovcr which they severally have jurisdiction, whether the same shall be com- municated verbally, by telegraph, or by written order. Penalties 6. Any employ^ will be liable to criminal dieneel*^ punishmcnt for disobedience or negligence of Employes to reside where re- quired. of the Com* id of want of employe not opy. understand ;o the Super- s require it, ^ith all the IT , including le-table, and s possession, f $1.00 He >f the orders time to time. mself exclu- dding where structions he in authority igulations of i line or on perintendent n the respec- \rerally have all be com- 3r by written . to criminal legligence of Employ'-. i ! i| ill s. f"'""^.'^^^.-^ 16 . JTiATE I^06 THE TELEGRAPH SIGNAL SroR mH OmiRS NoOitotKS %. Kedjf^ieht B.Wt)ite Light vt 3NAL 'i^U RAILWiSy LEVEL CROSSING Of fOR OmtFS l\\\t»lA%\\t ^ I ! 19 24. Semaphobe Signals, where used, are >laced at a distance from the extreme switch it each end of stations ; also at each side of railway crossings and at all junctions. They lust be so constructed as to fly to danger in ;ase of the wire breaking. When the line is clear for passage of trains the arm of the semaphore will not be exhibited, id at night a green light will be shewn. When it is necessary to proceed with extra caution the arm of the semaphore will be lowered bo an angle of 45 degrees or half-way, but this dgnal will only be used after an approaching brain has been stopped by the danger signal. When the arm is extended horizontally — bhat is, at right angles with post— or at night, [when a red light is visible, this signifies danger, [and is a signal to stop. 26. Switch Signals consist of discs or arms [for use during the day, and green, purple and white lights for the night ; they must be approached with the same caution as is neces- jsary in the case of semaphores. 26. G-reen and purple lights refer to sidings [only. When approaching a switch from any lirection a green light indicates that it is set for siding at the right, and a purple one for the siding at the left hand side. The arm or pointer >n the disc also similarly indicates the position )f the siding. White lights are used at main line switches and indicate that the main line is Lnbroken. In such a case the disc or arm is lot displayed. 20 27. The straight or most direct track is the main line. 28 A., a twill switch the green and pur- ple lights signify as before stated right and left respectively, but the upper light refers to the track beyond the switch and the lower to that on which the train or engine is approaching. In the same way the position of the arms on either side of the post indicates the position of the tracks, the black arm referring to the track beyond and the white to that on which the train or engine is approaching. 29. Telegraph Signals are placed at tele- graph stations, and when turned on exhibit a disc by day and a red light by night. When the disc or red light is exhibited, the engineman and conductor of any train or light engine must not pass or leave the station until they receive from the operator either a "Clearance Order," signifying that the Stop signal is not against their train, or a regular "Train Order." "When there are no orders for trains the board will be turned off, and a white light will be shewn at night. 30. Flag Signals are red, green, and white for use in the daytime. The red flag to be exhibited in case of danger, or when it is neces- sary to stop a train, the green flag when it is necessary for a train to proceed with caution, and the white flag for all right. 31. Hand Lamp Signals shew a red, green, or white light, to be used by trainmen, switch- men, and signalmen at night, in the same 21 track is the en and pur- right and left refers to the ower to that approaching. the arms on le position of to the track lich the train aced at tele- d on exhibit it by night, exhibited, the my train or re the station rator either a lat the Stop , or a regular no orders for ", and a white >n, and white d flag to be en it is neces- ^ when it is with caution, a red, green, imen, switch- in the same {manner as flag signals are used in the day time. 32. Detonating Signals must be used in all cases of emergency, for stopping >r protecting trains, in addition to the ordinary signals. 33. Engine Whistle Signals are as follows : One short whistle — means " Apply the brakes." Two, " Let go the brakes." Three, " Back up." Four, " Signal for switch." Four long whistles " Signal for junction switch." One long, three short, and one long whistle • " Train broken loose." semaphore and passenger Five long whistles are for calling in flagmen. One long whistle — station warning. One low long whistle platform warning. "Whilst a train is running, a series of short successive whistles is a signal of alarm, and is a warning to trainmen to be on the alert to apply brakes, if necessary. One long and two short whistles — '• are to be sounded when approaching level crossings. 34. The Engine Gong Signal indicates dan- signals on ger, and must be acted upon in accordance with *'^*^°^* Rules Nos. 101, 115 and 258. 35. All trains and light engines running at night must shew two red lights from the rear. 36. A red flag by day and an additional red fUakAim 22 Engine numbers* light at night, in addition to the head light, placed upon the front of an engine, and a red flag or additional red light fully displayed from the rear of the train or engine, indicates that the engine or train is followed by another, and this red signal will absolutely stop all trains going in the contrary direction until the train or engine on which the red signal was carried has arrived. 8t. A white flag by day, and a white light in addition to the usual lights by night, shewn in front of an engine, and in rear of a train or light engine, indicate that a train is following, keep- ing out of the way of all regular trains. 38. Engine head lamps are furnished » with numbers, and with green and red shades. 89. When an engine is attached to a train, the number of such train must be shewn in the centre of the head light, and when without a train, its own number with a cipher " 0" pre- fixed, must be exhibited. 40. After sunset and until daylight, engines, when on the main line, whether coupled to a train or not, must have the white head light fully exhibited. 41. "When a train is clear in a siding, and switches set safely for main line, the green shade must be drawn as a signal that the main line is clear. When a train is entering a siding behind another train on the same siding, the engineman of the rear train must sound a suc- cession of short whistles as a signal to the for- ward engineman to expose, and receive a similar signal from him that he has exposed the white head li^ht, and a red flag lyed from the ates that the ther, and this rains going in ain or engine d has arrived. ^hite light in ht, shewn in train or light lowing, keep- •ains. rnished. with shades. ed to a train, shewn in the en without a »her "0" pre- ight, engines, coupled to a ;e head light I siding, and le, the green that the main jring a siding le siding, the sound a suc- sil to the for- eive a similar sed the white 28 light of his head lamp, until he is again signalled that the main line is clear. Before an engine is moved to come on the main line or foul of it, the green shade will be withdrawn. A red shade denotes danger. 42. In working trains at stations or sidings Signals for the following sig Is will be observed : — trains?* The signal to start is given by stretching the arm at right angles to the body, or by swinging the lamp overhead. To stop, by stretching both arms at right angles to the body, or by waving anything across the track. To move cautiously, by moving slowly the hand down towards the track. To back up, by waving the arm towards the body, or moving the lamp up and down. 43. A red flag by day or red light by night Signals on waved upon the track, or the explosion of '^**' * a detonating signal, signifies that the train or engine must come to a full stop. The waving of a hat or any like action must not be passed unnoticed. 44. The absence of a signal at any place where Absence of one is ordinarily shewn, or a signal imperfectly ®'*°*^^' exhibited, must be considered as an indication of danger, and treated accordingly, and the fact reported to the station agent or signalman. 45. No employ^ is allowed to judge of the ne- implicit cessity of the signals shewn. The responsibility to signals for giving them rests with those who exhibit "«°«««*'y- them, and it is absolutely necessary that they be implicitly and immediately obeyed. ! (I; i' 24 RUNNING RULES AND REGU- LATIONS. Employes 46. Every employe must make himself thor- ffioroughiy oughly acquainted with these regulations,and all w1?£*roies, special orders and instructions issued by circu- eto. lars referring to his particular duties, knowing that a safe working of the traffic depends upon a faithful and strict compliance with the Com- pany's rules and official orders. Time. 4*7. The clocks in the telegraph offices at Mon- treal, Toronto, Hamilton and Peterborough will shew the Eastern Standard tir^o, which is that of the Y5th meridian, West of G-reenwich. The correct time will be telegraphed to ail stations, and the clocks at Pordand, Island Pond, Point Levi, Brockville, Belleville, Stratford, Point Edward, London, "Windsor, Niagara Fails, Fort Erie, St. Thomas, Palmerston, Harrisburg, Port Hope, Peterborough and Midland will give the standard time to those who cannot regulate their watches by the Montreal, Toronto, Hamil- ton or Peterborough clocks. Trains on the Detroit District and Michigan Air Line, will be run by Central Standard time, which is that of the 90th meridian, "West of G-reenwich, and is one hour slower than Eastern Standard time. The clocks in the offices at Fort G-ratiot and Ridgeway will shew Central Standard time. Conductors and enginemen are required to re- gulate their watches daily by the standard time ; and when running where they cannot 25 D REGU- himself thor- lations,and all ued by ciicu- ties, knowing depends upon viih. the Com- oflBces at Mon- 'borough will which is that enwich. The to ail stations, d Pond, Point •atford, Point ra Falls, Fort rrisburg, Port will give the nnot regulate )ronto, Hamil- Vains on the Line, will be bich is that of iwich, and is tandard time. : G-ratiot and tandard time, equired to ra- the standard they cannot regulate their watches with the clocks at any of the above-named stations, they must regu- late them by the time of the conductor they I first meet who has done so. 48. The FULL faced figures in time table shew Crossing where trains are to be crossed or passed, and^'**^°"^' [conductors and enginemen by referring to cor- I responding figures on same line of time table will see what trains are to be crossed and [passed. No train must leave a station where [another train of the same or superior class is due, except when a crossing order is received pn writing from the Superintendent, through ithe train despatcher. 49. Regular trains are those shewn on the ch^ssifioa- Hime-table, and are classed as follows : — tlaLsf FIRST CLASS, i Through and Local Passenger trains : I SECOND CLASS, Mixed and Express Freight trains : , THIRD CLASS, Freight trains. 50. First class trains have right of track over second and third class trains, and second class have right of track over third class trains. 51. Irregular trains are those which are not shewn in the time-table, and must keep clear of all regular and signalled trains. 52. When an engine or train is to follow and Red and have right of track over all other trains, a red nX* ***' 26 Ml I I '« ill! I J I ii:i flag by day, and a red light by night, in addition to the head light and two red tail lights, must be shewn in front of the engine, and in rear of the preceding train or light engine. This red signal will absolutely stop all trains going in the contrary direction, until the train or engine for which the red signal was carried has arrived. The following train or engine must always be considered as part of, and as having all the rights of, the leading train or engine, and con- ductors and enginemen must so regard it, and wait for all the other trains or engines in com- pany indefinitely, and cross them all at the same point. When a train is to follow, not having right of track, but keeping out of the way of all regular trains, a white flag by day, and a white light, in addition to the usual lights, by night, must be shewn in front of the engine, and in rear of the preceding train or engine Trams foi- 53. When an engine or train is to follow an- s?gnais.^° other on a red signal, notice thereof must be given to the despatcher, and to the conductor and engineman of the preceding train, who will cause the proper signals to be displayed, and notify all conductors of trains they may cross or pass that a train is following and must be waited for. Conductors and enginemen must always see flags or lamps displayed before their trains start. Whistling 54. Enffinemen of trains or liffht enffines carrv- and redu- • jV ■. .„ jii* i«ii i oing speed, mg red Signals will sound their whistles when approaching trains or engines, to call attention to the signals (which they must know are exM- 21 bt, in addition 1 lights, must and in rear of ine. This red ins going in rain or engine ?d has arrived, must always aving all the ^ine, and eon- regard it, and gines in com- ill at the same n; not having ^ )f the way of >y day, and a mal lights, by )f the engine, I or engine to follow an- ireof must be the conductor rain, who will iisplayed, and y may cross or and must be ^inemen must 3d before their engines carry- whistles when call attention ^now are exhi- bited on their engines), and reduce speed so that their conductors can notify trainmen, and they will not pass such trains until signalled by their conductors to do so. 55. When a red signalled train loses time. Conductors the conductor must report to the train de-sfgtfaued spatcher, and ask for orders ; and when the sig- *'**^"^- nal is ordered down, or has reached its destina- tion, the conductor of the train carrying it will see that a message or notice is written in the telegraph book, and that the operator displays telegraph signals, so as to stop and notify all trainmen interested. This of course will not dis- pense with the necessity of his also telling conductors of trains against whom he is run- ning. 66. Conductors of trains carrying red signals, conductors in addition to seeing that the telegraph signal cLr^ig* is shewn, and notice is entered in the telegraph '®^ s'snais. book as prescribed, will make sure that the men they meet on trains bound in opposite directions, and affected by the signals, are distinctly notified of such signals. 5t. Down white signals have right of track lUifhts of over up white signals. When a first class train ^""^^"^ overtakes and passes a signalled train or engine, it in no way interferes with, or cancels the rights of, the train or engine so signalled, and the men of all trains and engines going in the opposite direction must so understand it ; but no train, except a first-class train, must be per- mitted to come between a signal and the train ceing signalled, and the first class train must 28 Superior class train- men to look out for in- ferior class trains. Superin- tendent's orders. Delays. Trains on sidings • carry a signal in the intervening distance. Sec- ond and third class trains, when they cannot make their regular crossing or passing stations on time,' must keep out of the way of first class trains. Third class trains must keep out of the way of second class trains ; and all trains of inferior class must be on the sidings 5 minutes before superior class trains, or trains that haye right of track, are due. 58. When trainmen of superior class trains do not find inferior class trains at their proper crossing stations, they must look out for them at each station until crossed, and have their trains under full control, so as to stop short if necessary. 59. Trains of a like class, running in the same direction, must not pass each other, unless upon receipt of special instructions from the Super- intendent, through the train despatcher. 60. In, the event of a train being delayed, by accident or otherwise, station agents or switch- men must notify conductors and enginemen of following trains. 61. Enginemen must keep a sharp look out for trains on sidings, and when they see one with the conductor in front of engine exhibiting a red flag, and hear the engineman of the standing train sound his whistle three times, they will under- stand that the train on the siding requires to be red signalled to the next telegraph station, and the engineman of the passing train will stop, and not display the required flag until his con- stance. Sec- they cannot sing stations of first class ep out of the all trains of gs 5 minutes ns that haye class trains : their proper out for them i have their stop short if g in the same ', unless upon n the Super- Ltcher. g delayed, by ts or switch- Buginemen of p look out for jee one with libiting a red tanding train will under- equires to be station, and in will stop, mtil his con- 29 Iductor is aware of the arrangement. At night, the conductor will use the red lamp instead of a flag, which he will raise and lower several times as a signal, the engineman blowing his whistle as above. When the weather is foggy, and signals are difficult to discern, great caution must be exercised in their use. Conductors must always know when their engine is carrying a signal. 62. Should a train be held by another between Signals for telegraph stations, the conductor of the train thus tmSa. held may, by giving the signal, as per rule im- mediately preceding, require the first train passing him, bound in the same direction, to carry a signal for him to the next telegraph station, on his arrival at which he must report to the train despatcher. Except as above, sig- nals must not be carried for extra trains unless by authority of the Superintendent, through the train despatcher. 63. No inferior class train must be allowed, Superior except by special order from the Superintendent °^*^^*'*^°^* through the train despatcher, to start away from a station ahead of a superior class train, unless there is ample time at the ordinary running speed, as per time table, for such inferior train to reach the next station 10 minutes ahead of the superior class train's time. 64. When an operator receives a message for Freight passenger trainmen, warning them that a freight a?ead of train is running ahead, he will add on the face frS!*®'' of the order the time at which the freight train left his station. >'!» i,ia I: I Distance between trains. Orders to be fully un- derstood. ■'U Operators and train- men to act promptly. Light en- gines. 80 66. No engine or train is to be allowed to leave or pass a station within 10 minutes, and in foggy i weather or snow storms within 15 minutes of another train, going in the same direction, and enginemen must endeavour to maintain that time apart between trains. Conductors must notify enginemen when they are closely fol- lowing other trains. 66. The safety of life and property imperative- ly demands that every person, in any manner connected with the movements of trains by special order, should use the utmost care and watchfulness, and that all rules regarding the said movements should be strictly observed. Orders must be plain and explicit, and if not fully understood by the parties addressed, explanations should be required before taking them. After the acceptance of an order it must be obeyed fully and to the letter. 67. Promptness on the part of operators and trainmen in sending and answering telegraph orders, is of the utmost importance in enabling trains to move with regularity, and all concerned . ^fct bear in mind that a few minutes' unneces- . u. f loss of time at a station may result in some iM/uj's' delay in making the whole trip, shewing the importance of all the despatch possible, consistent with the safety of trains. 68. No light engine must be allowed to follow a passenger train on a red signal. An engineman in charge of a light engine has the same responsibilities as the conductor of a train, and will be governed by the same rules. He lilii 31 lUst not run an engine at night without hav- ing a proper headlight, and two red tail lamps exhibited. 69. No train must leave or pass a station, or Trains not [* turn out," before the time named in the time statlSna table, unless by special order from the Superin- tiSJ,^ °^ tendent, through the train despatcher. 70. Special trains must be run between Special stations at the same rate of sr >ed as regular *'*^"** trains of the same class are timed to run in the time table, and must be shunted, clear of the lain line, at least 10 minutes before regular krains are due. •71. Conductors of all trains leaving terminal Train ciear- jtations, or stopping at telegraph stations, must *"''®®'^<*®"- iscertain from the operator on duty whether there are any orders or arrangements, affecting the running of their trains. Conductors of lixed, freight, or inferior class trains, and en- ^inemen of light engines, raust not proceed mtil they have obtained either a train clear- mce order, properly signed by such operator, [the receipt of which they will acknowledge >y initialling train order book), or a regular train order. This clearance order will be re- tained by the conductor, unless the telegraph dgnal is displayed for other trains, in which jase it must be handed to the engineman. *72. A clearance order does not, under any circumstances, authorize or permit a train )r engine to leave a station in face of a train )ossessing right of track as per time table, Holding orders. or by signal; or a train against which they may have previously received crossing orders. Agents or operators must not give a " clearance order " to an outgoing train or engine, until the conductor of the train or engineman of a light engine, from the opposite direction, has reported at the office, and registered his arrival. •73. Holding or detention orders will be ad- dressed to the station agent or operator, and switchman, who, as the case may be, will, after displaying danger signals, "32" these orders. The operator must allow nothing to interfere with his immediate notice to the station agent, or switchman as the case may be, of these holding or detention orders. Every such order must be entered in ink in the book provided for that purpose. Signature ^4. The statiou agent or switchman will see man. that trains are held. The operator will be dis- missed if he undertakes- to sign for the agent or switchman, but, when there is only an operator on duty, his signature will be accepted, and he alone be held responsible lg. Signals to be set on receipt of train or- ders, and trainmen held for orders to go at once to office. 1^5. Operators, when they have holding or train orders, before acknowledging the same, must see that the semaphore and telegraph signals are set at danger. They will then advise the despatcher to that effect. Train orders must then be repeated to the despatcher, but must not be acted upon or considered as complete until the despatchers' signal " 9 " and signature have been received. The telegraph signal so 88 which they ssing orders, a "clearance ne, until the an of a light has reported! val. will be ad- perator, and I 3e, will, after I these orders. J to interfere station agent, be, of these ry such order : provided for nan will see r will be dis- r the agent or [y an operator jpted, and he 3lding or train 3 same, must yraph signals m advise the orders must ler, but must as complete and sis^nature ph silnal so Ixhibited, will bring all trainmen to the office for orders. Those not affected, and not held for jrders, will be furnished with the proper clear- ance order before being allowed to pass; but [he signal will be kept set until those really in- [erested are sent for, found and notified. Con- Luctors will always go at once to the telegraph >ffice, without being sent for, when the red signal Is shewn. W. "When conductors are notified that they conductors ire held for orders, or for the arrival of a train, de/JSok.'^' |;hey will sign their names across the holding )rder in the telegraph order book. 77. Crossing and other orders referring to the Duties of Lovement or cancelling of trains, must be ad- engfnemen', Iressed by the despatcher to the conductor and aS3**i°era- ^ngineman, and must be plainly written out on tors, on re- the forms in manifold copying books provided for tmn orders t;hat purpose. Before accepting these orders, the conductor must see that the train despatcher's dgnal " 9 " and initials are written underneath the receiving operator's signature, which means that the order has been repeated to the des- >atcher, and is his acknowledgment that it is correct. The order must be read aloud by the >perator to the conductor, and handed to him. [t must be read aloud by the conductor to the ingineman, and fully understood by all inter- ested, before starting. It must then be given to the engineman, who will place it on clip, and Land it to the locomotive foreman at the end of lis journey. The conductor's copy will be re- gained by him until the end of his journey, and 2 34 Rights of trains. then sent with his journal to the Assistant Superintendent's office. The engineman and fireman must also read the order independently] of the conductor having done so. •78. When a train has orders to run regardless of a specified train, it gives the train under suchj orders no rights over any other train. Conductors ^Q, When conductors receive orders to ruiil must be ao- ,, • 1 . 1 n << 1 * 1 n quainted avoidiug rcgulars or keepmg clear oi regu- ning of"" lar and signalled trains," they must make them- bShdiwo- selves acquainted with the running of trainsj tions. from both directions. No verbal oommuni- oation about movement of trains to be accepted while trains are in mo- tion. 80. Conductors and enginemen, when run- ning on telegraph orders, must make sure thatJ the trains they are crossing are those specified^ in such orders, and no verbal communication relating to the movement of trains, must be received or delivered by trainmen, or others, while trains are in motion. Condmstora 81. Ou Icaviug, and while passing stations, for*Sgnais. couductors must be on the outside to look out Irregular trains. for signals. 82. No construction, wood, or other irregular^ train must leave " a turn out " in the morning, 5 without receiving telegraph instructions fronii the Superintendent, through the train des-j patcher, that all trains due have passed,i and they must be off the main line 15 minutes} before any regular train is due, and await itsj arrival, unless duly signalled, or specially^ ordered to the contrary. 35 83. No special train or light engine must Despatoh- I leave a station without direct authority from ®' * °'^®"' the Superintendent, through the train des- ' patcher, and only one person shall be permitted to move trains by special order at the same time. 84. Before an engine can return, after piloting a train to any station, regular train orders must be obtained from the train despatcher. In case the engine is not required to go with a train as far as the next station, an order to return must be obtained by the engineman from the train despatcher, at the station from which the engine starts. 85. Trains will not stop at stations, or pass- f^*J^°^ ing places, against which in the time card a star ( =^ ) is placed, unless necessary for the pro- per business of the road, to take fuel or water, or to pass or get out of the way of other trains ; jbut trains must stop at all stations where tht^ istar is not placed opposite their running time. When two or more trains are running in com- pany on the time of a starred train, the train or trains that are following must run into starred stations with extreme caution, with the expec- tation of finding the leading trains signalled to I stop. 86. At night telegraph stations, the night sta- JJJlJjfto^s Ition affent or switchman must see that opera- to keep tors keep awake. Any seeming negligence in attending to instruments must be reported with- out fail to the day station agent, who will notify [the Superintendent. 36 Starting ■ignal at night. Train re- ports. Protection of trains at sidings where there is no staff. Freight trains not to delay passenger trains. Agents, etc., to ob- serve train signals. Reference to time- table. Irregular trains ap- proaching stations. 8^ "When two or more trains going in oppo- site directions are at a station at the same time, during darkness, the signal to start by waving I the white light must be given in such a manner j that only the engineman of the train intended to be started shall see the signal. 88. The arrivals and departures of all trains must be promptly reported, by telegraph, to the | train despatchers. 89. At a siding where there are no station- men, no freight or other train must stop after dark to leave off or take on cars, unless the train is safely protected by signals in both directions. 90. No excuse will be taken from conductors of I freight trains being on the main line shunting, taking fuel or water, and thereby delaying pas- senger trains. 91. Agents and persons in chpjqe must look out for, and carefully observe signals carried by trains passing, or stopping at their stations, and enter them in the train register book, notifying conductors and enginemen of other trains run- ning in opposition to such signals. 92. At terminal stations, all orders must be booked, and reference made to the register and| time table, in every case, before a train or clear- ance order is given. 93. Irregular trains must approach stations! with extreme caution, upon the supposition that other trains will be met, or that the main line| willbe occupied. 8t 94. Unless when unavoidable, trains approach- ing stations at which they are to meet or pass other trains, will not be permitted to run ahead for the purpose of backing into a siding, but must take the first switch, and run in clear of the main line, if the trains they have to meet or pass are not in or going in the siding. 95. When trains are booked, or have to cross at any station, care must be taken to see that the semaphore or other danger signal is displayed, so as to prevent the possibility of collision on the station main line, by both trains approaching at the same time. Both trains must move cau- tiously. 96. Enginemen must endeavor, as far as pos- sible, to keep up an uniform rate of speed, and the speed of all mixed and freight trains must not exceed, except where specially allowed by figures in the time table, the rate of 1 mile in 3 minutes. Conductors and enginemen must see, when going down grade, that their brakemen are on the top of the cars, ready to apply brakes as soon as the train has turned the grade. 9^. One brakeman must be stationed on the rear car, and one on the engine of mixed and freight trains, to watch the train, and to ensure prompt application of brakes to the front and rear cars. Brakes must be applied when neces- sary, without waiting for the alarm whistle from the engine. 98. When a train is standing or moving on a grade, the rear car must never be left without a i man at the brake. Trains firoing into sidings. Caution at crossing stations. Uniform speed. I Freight and mixed train brakemen • Brakes on rear cars. ¥ * 38 Coupling trains. Cars stand- ing on main line or sid- ings. Engine gong. Conductors at stations. Backing trains • Trains delayed between stations. 99. Engines must not be uncoupled from t ains when in motion, and under no circumstances must two trains be coupled together. 100. "Whenever cars are left standing on the main line or in sidings, the brakes must be set, or the wheels securely scotched. 101. The alarm bell in the cab of the engine is on no account to be used for starting a train, its purpose being for stopping a train in case of ne- cessity. 102. To prevent loss of time, conductors are to make their stops at stations as short as pos- sible. No train is to be started from any station, until the conductor has given the proper signal. 103. Whenever it becomes necessary to back a train to a station, it must be done with great care, a man with red flag or red light keeping a safe distance in advance of the train, to warn any train that may be approaching. Neither conductor nor engineman has any right to assun that there are no trains approaching. 104. Whenever from any cause a train is de- layed between two stations, the conductor must send a man to the rear 800 yards, or 15 telegraph poles, or a sufficient distance further if on a curve, and if necessary to the summit of the nearest grade, to warn and advise any approaching train, taking care that he is provided with detonating signals; and unless he has absolute right of track he must protect his train in like manner in front. Conductors, brakemen, and switchmen must each carry at least four detonating signals! 39 ij about their person when on duty, so as to be prepared to use them at any moment. 105. Whenever any train or portion of a train BackiDg is moving reversely, that is, backing up, either cS.towns in shunting or otherwise, in any city, town, or ^^ v^^^^Ke^- village, or in any station yard, the conductor or a brakeman of said train must be stationed on the last car, to warn or signal parties approach- ng, standing on, or crossing the track. 106. During night journeys, or foggy weather. Extra all stations must be approached with great infog^ caution, especially those at which trains should weather, be crossed, a sharp look out being kept for signals, and trains must be under such control that they can be stopped, if necessary, before the signals are reached. When a station signal cannot be seen the usual distance on account of fog, snow, or from any other cause, enginemen and trainmen must consider that there is danger ahead, and no excuse will be accepted for over running either signals or switches. 107. On the double track, freight trains must Double not be run so as to delay passenger trains ; and gSf^ting. in taking the cross-over switches, conductors will see that their trains are properly protected, enginemen keeping a sharp lookout for trains approaching, and conductors as vigilant a look- out for trains following. And whenever any train may have occasion to use the opposite line at night, for shunting or other purposes, they must, in all cases, before crossing, have the red shade on headlight fully shewn, to protect the train. t 'ii 40 Trains to stop at sema- phores. 1^^ iii Trains 108. Should a train runuing on the double track | stSnson be at a stand, disabled, the red shade must be! frack.^ exhibited by engineman, to signal any train ap- proaching from the opposite direction not to pass until the nature of the accident is known ; and should the opposite track be found obstructed the engineman must detach his engine and run ahead 800 yards, or 15 telegraph poles, and there remain until the usual danger signals have been placed, then return, continuing the exhi bition of red shade until the opposite track is clear. 109. If a train passing in the opposite direction | be noticed not running safely, the green shade will be exhibited to warn any train following; but if the train passed is disabled, then the red shade must be flashed in the face of following] trains. 110. Enginemen are required to bring their trains to a full stop at the semaphore when at danger. Having done so they must with- out delay move cautiously forward, so as to be under the protection of the semaphore, and await hand signal from the station, iDefore drawing in. If the last car is not inside the semaphore, the brakeman must go back 8O0 yards, or 15 telegraph poles, with hand and detonating signals, to protect the train. 111. All trains or engines must pass slowly and cautiously through towns where the track streets, etc. crosses oT Tuus aloug pubHc strcets, and the bell must be kept ringing until all such crossings Trains pass- ing through public 41 e double track ade must be «s any train ap- on not to pass known ; and d obstructed, igine and run! h poles, and r signals have! .ing the exhi- )osite track isi Qsite direction 5 green shade in following; then the red ) of following' to bring their >hore when at ' must with- d, so as to be maphore, and jtation, before lot inside the go back 8 GO th hand and train. ass slowly and re the track s, and the bell such crossings [and streets are passed. All trains must pass slowly and cautiously through sidings. 112. At drawbridges, crossings of other rail- Sj«P*^« Iways, and junctions, the semaphore arms for bridges," [day, and the lamps for night signals are always SosTSs, [to be set at danger, and every engine and train ®*®* must come to a full stop before reaching the signal, and not proceed until the signal to come on is shewn, and the man in charge must not alter the signal until trains or engines have been [brought to a full stop. 113. Grreat care must be taken to prevent the Cattieon killing of cattle upon any portion of the line, ^^^^ ' and trains running in day time must come to a stop, if possible, to avoid striking them. 11 4. If any car of a train take fire more than 300 cars taking yards from any watering-place, the train must ^'®* be stopped, the burning car cut out, and every endeavour made to extinguish the fire. If ne- cessary, a hole should be cut in the top of the car, and the flames extinguished through it, keeping the sides and ends closed. The engine- Jman must give what water he can spare from the tender. 116. In cases of mixed and freight trains, Trains when the engine gong is sounded, the engine- {UJs*^^"* man will not stop, but look for signals from the rear. At the same time the fireman will pull the bell-rope to find if the train has broken apart. If no signals are obtained, and the bell rope is loose, the engine must be run ahead until the detached portion of the train 1. •r? i 42 ' i is known to be at a stand, the engineman first giving the signal provided for by Rule 33. The engineman must not allow the front brakeman to apply brakes until he instructs him to do so, and will not back up until he receives a signal. If the detached portion is not visible, and its location is not known to the engineman, so that he can at once return to it with safety, he will run to and leave the front part of his train in the first available siding. The de- tached portion left on the main line must be quickly stopped and protected by signals, front and rear, by the trainmen, until the engine returns for it, or until it is pushed forward by| the engine of a following train. If pushed for- ward, it must be done cautiously and under | the protection of proper signals, and the engine- man must keep sounding his whistle. Whenj the engineman gets the front part of his train i into a siding, he can leave it and return with his engine for the remainder, provided no regular train is due in either direction. Should he have to wait in the siding the arrival of a following train, he can ascertain as it passes where the detached part was left by that train. Should | a train be approaching from the opposite direc- tion having right of track, the engineman andl trainmen must instantly stop it by whistle or other signal, and the engineman of the detached train will return in front and on the time of and carrying a signal for said train. After finding and removing the detached cars, the signal will be taken down and the signalled train im 43 will proceed. If at a telegraph station, the engineman will go to the office for an order to return, but if this order cannot be obtained, he will return acting as prescribed in Eule 48. m I; i I 44 Telegraph operators to be always ready for duty. Privacy of telegraph offices. Operators' duties in case of ac- cidents. IHJ i TELEGRAPH RULES. 116. All persons, working the telegraph lines of this Company at any place or time, or in any capacity, must obey and be governed by, the following Rules end Regulations, as operators, and all operators are employed on the express condition that tboir services may be required beyond their telegraph auties at such times and in such manner as the Superintendent may direct. Operators must hold themselves in readiness for duty whenever and wherever the interests of the Company require them. 117. Telegraph offices must be kept neat, clean and strictly private, and no idlers or loungers allowed therein. All communications are strictly private and confidential. Any operator divulging the contents of a telegram, or giving any in- formation, except to the proper officers of the Company of wlxat may be heard passing over the line, will be dismissed, and also be held disqualified for any future employment in the service of the Company, 118. Should an accident happen on any part of the line, no version or account of it must be telegraphed, even to operators, but what is written and signed by an officer of the Company, and given to operators for transmission to spe- cified parties. Those who may observe or hear such communications passing must be silent on the subject. These messages, when received, must be delivered in envelopes. Lt.lU 45 raph lines or in any Id by, the operators, e express required ch times dent may iselves in erever the lem. neat, clean r loungers pe strictly 'divulging ag any in- fers of the ssing over o be held mt in the any part t mubt be ; what is Company, >n to spe- v^e or hear > silent on received, 119. Operators must keep their instruments and instru- batteries clean, and must not make any change kep°*Viean! or alteration in wires or instruments. If any changes are necessary, the telegraph inspector will make them. 120. At offices where there are day and night operators, the day operator will have general charge of the office. 121 Offices at which there is but one operator Hours of must be open every day except Sunday, at 7^"*^* a.m., and, where necessary for the proper work- ing of trains, at such earlier hour as directed by the Superintendent. On Sundays they must be open at 8 a.m., never being closed for meals or for the night without permission from the train despatcher on duty. 122. Offices at which there are day and night offices to be operators, must be open at all hours, except ^®'*' *^p®°' when closed for meals. Offices at which there are more than two operators must never be closed. 123. Ordinarily, operators will be allowed one operators hour for each meal, but when necessary they eairiSSer. will be restricted to a shorter time. ' "When operators relieve each other, the one going off duty must carefully call the attention of the one coming on to orders still in effect ; and as proof that the one coming on duty knows of these orders, he will, in the presence of the one going off, place his initials on the margin of the book opposite each order. A written transfer must be given from one operator to the other. I if If, Interrup tion on wires. 46 124. "When any trouble occurs on the lines, the despatcher shall promptly locate the in- terruptions, and immediately notify the office where the regular repairer is stationed, as to the nature of the interruption, whether grounded, circuit open, or heavy escape, and also state between what stations. All ordinary business must give way to allow him to locate | this trouble. This must be done promptly and carefully, that there may be no delay in getting the repairer out at once, and each operator must promptly use his ground wire t assist in locat- ing the difficulty, not leaving his instrument until all is right or some plan arrived at to remove the difficulty. broki'n '^for 125 . If circuit be interrupted from an unknown 30 minutes cause for thirty minutes, the operator next the opeiStor. ^ break must at once notify the nearest gang of trackmen to repair it immediately, first satisfy- ing himself, by careful examination, that the trouble is not in or about his own office. Should the interruption take place after dark, the track- men must be notified the same evening, and ordered to go over the line at daybreak. Telegraph 126. Operators are expected to keep close watch wires at sta- ^^^^ ^^^ lincs at their stations ; to see that they do not get crossed or detached from the insu- lators ; that they are kept clear from all build- ings, trees, &c. ; and that whenever they cross the track they do not get so slack as to endanger the lives of trainmen. Repairing 12*7. Particulars of all repairs made and inter- wires. ruptions occurring on the line must be obtained 1 1" *1 from the trackmen or repairers, and briefly tele- graphed to the Assistant Superintendent and Telegraph Inspector by the operator. 128. Great care must be observed in keeping Care of in- the connections good throughout the wires **^'^""*®"*^' and instruments. The working of the line depends greatly upon the attention paid to this duty. During thunderstorms and absence of the operator the wires should be cut out in the switch. Great care must be taken to keep the thumb-screws in the relays, key, sounders and cut outs screwed tightly. They are apt to work loose, especially in winter time. 129. Keys are often carelessly pushed open by books lying on the table. Great care must be taken to guard against this. 130. Ground wires are never to be used except Ground to detect the direction of an interruption, or by ^^'^®^' order of the Superintendent. Dividing the circuit by ground wire is the cause of almost endless confusion and trouble, and any operator found guilty of this practice will be severely dealt with. 131. The circuit must not be allowed to re- g^'-^^ept*** main open for any purpose whatever, except by ©losed. order of the Superintendent. 132. When about to leave their offices, opera- pisoonnect- tors will always carefully disconnect their instru- * ments from the lines, and see that the circuit is complete through the "cut-out" switch. A satis- factory explanation will be required for allow- ing an instrument to be injured by lightning. I ^iiii tli 48 Adjusting 183. Operators must always know that their relay. relay is properly adjusted before they open the key. This is especially necessary in damp weather. Use of wire. 134. No communication must be sent by tele- graph that can be sent in time by train or letter. Such messages must not be refused, but opera- tors must, after transmission, enclose them to the Superintendent. No verbal 135. When practicable, operators must require messages to •, .^ , j j.i. i j I be accepted persons Sending messages to read them aloud in their hearing, and thus avoid the danger of | mistakes on account of poor penmanship. They must not accept verbal messages under any cir- stances. 136. In addition to the office call, every operator must use a personal signature when sending or receiving messages. All messages " sent " must be dated and timed, and the signature of the receiving operator noted on them. All messages " received " must, in like manner, be timed and dated, and the signature of the sending operator noted on them. 13^. The receipt of a message will be acknowledged by saying "I., I., O., K.," and signing operator's personal signature and office call. 138. Messages received must be carefully copied in a neat and legible manner, and promptly delivered to the proper address. When answers are required, operators will use every effort to obtain and forward them at once. Office calls and signa- tures. Messages received. ^ 49 J ' 139. The originals of all messages handed oriffinais to in for transmission must always be dated and ^ ^^^' timed by operator if sender fails to do so. Each day's " sent " messages must be done up neatly, the date noted on the outside, and the business of each month tied up and carefully preserved. 140. In transmitting messages, operators will Careful , . 'in 1 ^ ' I ' J operating. connect circuit lirmly, always writing at a moderate speed, especially when working with inexperienced operators, thus avoiding much repetition and the risk of errors. Operators not perfectly competent are warned against attempt- ing to receive messages by sound. They must never guess at a word. 141. Operators must never act on supposition, but always make sure. Safety must be the first consideration at all times, and under all circum- stances. 142. Should the circuit be interrupted while when cir- an operator is writing he will endeavor to as- JSpteA"**^' certain the cause. If caused by another operator breaking, unless accompanied by the signals "7, "17," or "38," he will report the case to the Superintendent. The time of the line must not be taken up in struggling for circuit. 143. Contention for circuit, quarrelling, abu- use of the sive, profane, or obscene language upon the line ^*^®^* is strictly prohibited. Operators who indulge in this sort of conduct will not be retained in the service. 144. Operators will use no abbreviations iuNoabbre- message's except the numerals and stations calls, Je*used! *^ >■ iiii TJ J J . i 1 ■ I i 1 1 ' y I , mr 1 1 1 1 i ' i Operators to be ac- i quaintcd with rules about run- ning trains by tele- graph. 1 1 1 i 1 i i Dcspatcher responsible for his cir- cuit. 1 Despatcher going oflF !i duty. ' ' ■' ' v 60 which should be used in every instance where , applicable, as per list. When figures occur in messages, they should be written slowly and' plainly, and if receiving operator has the least! doubt as to the correctness of his copy, he must repeat the figures to sending operator, and ask if correct. In all train orders where figures occur in the body of the order, the time if in a | time order, or number if the number of a train, must first be spelled, and then repeated in fig- ures, and dcspatcher s should require operators] to do the same when giving the " 32." 145. The attention of operators is particularly I directed to the rules and regulations concerning the rights of trains, and the i unning of the same by telegraph arrangements, with all of which they must make themselves thoroughly ac- quainted. The utmost caution and prompt- ness in everything pertaining to train arrange- ments is earnestly enjoined. 146. The train dcspatcher on duty is empow- ered to act as chief operator of his circuit, and his instructions to operators regarding the work- ing of the line must be obeyed. 14*7. The dcspatcher before he is relieved must give a written transfer to the dcspatcher coming on duty, explaining the position of all trains then on the district, signals carried, and the train orders given which are not completed or| cancelled at the time of such transfer. Movement 148. In addition to the duties imposed upon the despatchera dcspatchers by the general rules and regulations £ 61 of the Company, they are to assist trains by making such crossinff and passing arrangements, by telegraph, as will facilitate their movement, when the rules and instructions in the time tables do not give them the right to proceed. 149. In making crossing and passing arrange- Train ments, the despatcher must obtain replies from SSoretood! the conductor and engineman of the superior class train, or from the agent and switchman at the int where the trains are to cross, that the croM. -g or passing arrangements are correctly understood by them ; and the despatcher must make sure beyond a doubt that the trains having right of track are secured, before giving orders to the inferior class, or trains not having right of track, to proceed, and he must surround all orders affecting the movements of trains with such safe- guards as will prevent the possibility of mis- understanding or accident. 150. The despatcher must see that all orders are J5,"J®|^*.^ ^® correctly repeated back to him by the receiving operator, in accordance with the rules, and he is required to keep a most vigilant watch over the operators and conductors on his circuit, and to check any infringement of the rules and instruc- tions that may come under his notice, and report I the same at once to the Superintendent and chief I despatcher. 151. In the event of trains becoming late or irregular, the train despatcher must take into erWuty" account the time allowed by time table, dis- Utr ^'*'°' tance, grades, weight of train, and the state of I! V i:^ ;!Bf.i vy a, 62 the weather, and make such meeting and pass- ing arrangements for trains with conductors and enginemen as will best facilitate their movement. Not to delay 152. Despatchers must be careful not to give tSs"*^^'^ freight trains such right of way as may cause delay to passenger trains. Precedence 153. Busiucss relative to the movement of of messages ^^g^.j^g must havc preference over ordinary business. Despatcher 154. The train despatcher on duty may at any JP^^J^u^f,! time interrupt any business on the line (when necessary for the despatch of trains) by using the signal *' 7." When this signal is given all other business must cease, and the circuit must be given up to his use. No other person is per- mitted to use this signal. Signal "17" 155. The signal *' 17," is to prevent accident, having precedence over all other business and must only be used in extreme cases of danger. Signal "23" 156. When a circular or "23" message is to be sent, " X " will be used • a general call, and all the oflBices are to answ to it, commencing with the most distant. The same order must be ob- served in acknowledging the message by " 0. K." and signing. Breaking 15 7. Operators, for the purpose of procuring a train order from the train despatcher, may break into any business on the line not preceded by the signals "7" or »'17," by using signal "38 " when necessary to save delays to trains re- quiring orders. 58 rams re- 158. Operators who were transmitting business at the time either of the signals "7," "17*' or " 38 " interrupted them, will remain at their instruments prepared to take circuit, and resume their business as soon as the messages for which any of the above signals were given have been completed. 159. The train despatcher only will be per- Dospatcher mitted to use the signal "9," and that only signal^"?!" when " 32's " to telegraph orders are received by him. 160. All trains must be reported promptly, and Prompt re- the arrival and departure time must be entered traius.*^ ^ in ink in the book provided for that purpose. 161. In reporting trains on main line and;;u.x.''and branches running West and North, operators nai's^" ^^^' will make the signal *' U. X." and East and South " D. X." three times, and then sign office- call, repeat two or three times, and proceed with the report, which must be written slowly and plainly. Operators at terminal stations will promptly note in thoir register sheets reports of all trains approaching their stations, that they may be able to give the necessary information to station and trainmen. 162. Operators are expected to use all proper unusuai efforts to obtain and forward causes of delay. gtaSs* When such delays occur at their stations, they will in all cases ascertain and report the cause, and if a train is being detained an unusual length of time, immediate notice must be given to the train despatcher If a train, having received :;1 54 Giving " time." Operators leaving offices. Telegraph signals at night. Operators to observe signals on trains, running orders, does not leave the station promptly, the despatcher must be notified, in order that he may, if necessary, alter his arrange- ments. 163. At 11.57 a.m. every day all other busiv js upon the despatcher's wire will be suspenued for the purpose of sending " Time." Promptly at that moment the sending operator must com- mence beating seconds, and continue to do so until precisely 12 o'clock, at which time he will say " I, I, I, 12 K." No other operator must open circuit upon despatcher's wire when time is being sent, under any circumstances. 164. Operators when about to leave their offices for any purpose must first report to the train de- spatcher on duty, stating the length of time they wish to be absent, and obtain his permission. They will, when going to meals or for the night, use the abbreviations *' S. F.B.," '' S. F. D," " S. F. T.," or " S. F. N.," and as soon as possible after their return report to the despatcher. 165. G-reat care must be taken in the handling of telegraph train order signals. The spring must never be let go with a jerk, and a close watch must always be kept on the lamps at night, to make sure that they are burning well. Any defects in the working of signals or lamps must be at once reported. 166. Operators noticing any defect in the lights carried on engines or trains, must at once report the same to the next station, and also to the train despatcher. 55 16*7. No student or other person will be allowed students to practice on the line, except by special permis- Sse*°^'^^°' sion of the Superintendent ; nor will any oper- ator be allowed to take a student until he has received the permission, in writing, of the Superintendent to do so. Operators will be held personally responsible for any interruption to the working of the wires caused by their stu- dents. 168. Directions for Keeping Local Bat- Keeping /-^ batteries TERIES IN Order : in order. Copper cups should be cleaned once a week, zincs scraped, and the sediment in the porous cups poured oft. The cups should then be filled up with clean water. There should always be some vitriol in the copper shelf, and the battery should be kept in a warm dry place. Cups must not touch each other. When salts accumulate on the outside, the cups must be taken down and cleaned. Callaud and Glass Cups. — The inside of the jar should be painted an inch down from the top. There should be three inches between the copper and zinc plates. The zinc should be covered by the solution, and there should always be some vitriol in the cup ; but not enough to allow it to form into a cake. About once a month some of the top or white solution should be drawn off", and the cup filled with clean water. The battery should be kept in a warm dry place. When salts accumulate, a thorough cleaning should be given. 66 Numbers of wires. iHi i M' ) Any fault in the working of instruments or batteries must be promptly communicated to| the telegraph inspector. 169. The wires are numbered as follows : GEAND TRUNK, WEST OF MONTREAL. No. 1. Through East. No. 2. do. do. No. 1. Through West. No. 2. do. do. No. 1. No. 1. No. 9. B. & L. H. Despatcher's. do. No. 4. Despatcher's. do do Despatching Side line. Toronto to Montreal. do. do. Toronto to Stratford. Toronto to Port Huron. Port Huron and Detroit District. Waterloo and Gait Branch. London and St. Mary's Branch. Buffalo to Goderich. Point Edward to Stratford. Stratford to Toronto. Toronto to Belleville. Belleville to Brockville. Brockville to Montreal, wire over International Bridge. Union Station to Queen Street crossing. Union Station to York. GRAND TRUNK, EAST OF MONTREAL. No. 1. — Despatcher's. Montreal to Richmond. Richmond to Island Pond. Island Pond to Portland. No. 4. — Despatcher's. Richmond to Point Levi. No. 3. — Through East. Montreal to Portland. No. 6. — South. Montreal to Rouse's Point. Yard line. Bonaventure to Lachine Junction and Point St. Charles. No. 28. — Montreal to Fort Covington. GREAT WESTERN DIVISION. No. 1.— Through. Niagara Falls to Windsor. No. 2. — Despatcher's. Niagara Falls to London. No. 3 — Despatcher's. London to Windsor. No. 4. — Loop Line. London to Fort Erie. No. 5. — W., G. & B. Hamilton to Southampton. No. 6. — Toronto Branch. No. 7. — L., H. A B. London to Wingham. No. 8. — Sarnia and Port Stanley Branches. Pt. Stanley to Sarnia. 51 y% No. 9. — S. Ex., W., G. & B. Palmerston to Kincardine. No. 10. — Brantford and Tilsonburg Branches. Hariisburg to Tilsonburg. No. ll.—Siiort Wire. Niagara Fails to Suspension Bridge^ N. Y . No. 12.— Cable Wire. Windsor to Detroit. No. 13.— Cable Wire. Fort Erie to Black Rock. MIDLAND DIVISION. No. 1. — Port Hope to Midland. No. 2. — Despatcher's, Port Hope to Midland. No. 7. — « Peterborough to Madoc via Belleville. No. 14.— (Old) Whitby to Lindsay. No. 14.— Despatcher's, Whitby to Haliburton via Peterborough, looped from Lindsay, No. 16. — Despatcher's, Toronto to Sutton. No. 17. — '' Toronto to Peterborough via Lorneville Junction No. 18. — Despatcher's, Toronto to Lakeficld via Lorneville Junction. 110. Numerical Signals : 1. — Wait a minute. 2— What time is it? 3. — Please get answer from 4. — Where shall I proceed? 5.— 6. — All ready. 7. — Business of sufiflcient importance to take precedence of all other except 1 7 — Message to prevent detention of train. 8. — Busy on other line. 9. — Correct. To be used only by train despatcher. 10. — Keep circuit closed. 11. — Did you get my last ? 12.— I did not. 13. — Have no report. Train not left. 14. — Write more firmly. Separate your words. 15. — Lightning troubles us. 16. — What is weather at your station ? 17, — A message of the highest importance To prevent accident drop all other business and attend to it at once. 18. — What is the matter? 19— 20. — I will enquire. 21. — Are there any specials to-day? » ■Ui Numerical signals. !;'M »f5ii i-i I •mm iimii I til t ill 22. 23. 24. 25. 26.— 27.- 28.— 29.- 30.— 31.- 32.— 33— 34.- 35.— 36.— 37 — 38.—' O.K 58 Turn switch and connect wires through. All operators attend and take the following message. Have you any business for me ? Make dots. Put on ground wire. Take off ground wire. •Do you get my writing? Public or commercial message. Finis. flow do you understand this? I understand that I am to — To be run by telegraph arrangement. Warn trains and trackmen and all concerned. Train orders wanted. , — ^AU correct. 59 CONDUCTORS, BRAKEMEN, &c. 1^1. Conductors and trainmen must make themselves thoroughly acquainted with the whole code of signals, and the instructions referred to in these rules and regulations, and must always have in their possession, when on duty, a copy of the current working tim*^ cable. 1T2. No excuse for neglect of duty, on the Trainmen ground of overwork, can be accepted. No man duty, is compelled or expected to work if he reports himself unfit, either from want of sleep or any other cause ; but when trainmen report them- selves ready for duty, and take charge of a train, they are expected to keep wide awake, and to be continually on the alert. It must be distinctly understood that no violation of rules, or failure of duty, can be excused on account of want of rest* 1^3. The conductor must see before starting Conductor that the proper number of his train is on the his train be- headlight of the engine, and after the train is fSJ? ^^*''' shunted into a siding clear of the main line, and the switches are correctly set, he must notify his engineman, in order that the green shade may be drawn over the head-light. (See Eule 41.) 1^4. Each conductor will provide himself wuth S^JavS^S'^ a watch, which must shew the correct time, care- watch, fully regulated by the standard time by which trains are to run, and must compare his time with that of the engineman before starting. ?■ ■:;h '. i ^' \A Bi ' r 60 I. Conductor's responsibil- ity. 1^5. Until the train starts, the conductor will' be under the orders of the station agent. 1^6. After the train is started, it is entirely un- der the control of the conductor, and his orders ' must be obeyed, except where they are in violation or conflict with the rules and regu- lations, or plainly involve any risk or hazard to life or property, in either of which cases all participating will be held alike accountable ; the passengers are in his charge, and he is respoii- sible for the safety and regularity of the train, which he must never allow to proceed beyond any of its crossing stations until the arrival of | the train or trains to be crossed, unless written instructions be received from the Superinten- dent, through the train despatcher. 1^7. At each terminal station a conductor's book is kept, in which all circulars and orders affecting trains, the working of the line, etc., will be inserted, and each conductor must regu- larly inspect the same before starting with his train. 178. Entries of all delays, irregularities, etc., must be made in the train journal, which must at the end of the journey be forwarded to the Assistant Superintendent. duty ?n case 1*79. Whenever an accident occurs to a train, or to train^*"*^ the train is stopped on the line from any cause, (at any place other than a station where there are semaphores) by which the line is obstructed, the conductor must send a flagman back, or go himself with all proper signals, at least 800 Conductors' books Conductors* journal. 61 yards, or 15 telegraph poles, or a sufficient distance further if on a curve or grade, to stop any approaching engine or train ; and if he has not absolute right of track ahead, he must protect his train by sending a man forward the same distance ; and as each flagman proceeds, he is to place on the rail, at a distance of every 200 yards, a detonating signal. On arriving at the end of the above mentioned distance, the rear flagman is to place two signals on the rail. When the train or engine is enabled to proceed, and the rear flagman is called in, he must leave only the two farthest away detonating signals on the rail, as a warning to the following train, and the engineman of such train must stop quickly, and in the absence of other signals, pro- ceed cautiously with his train, keeping a sharp look out. If the delayed train has not absolute right of track to the next station, it must pro- ceed cautiously to the station, with the flagman walking at least 800 yards ahead. 180. In case there is a possibility of a train Protecting beinff overtaken by another train, the conductor sending must put off* a brakeman in good time, to signal back. and warn the train following. "When trains brproperiy have to cross or pass at sidings where there are^*'^- no switchmen, conductors must let themselves in and out of these sidings, and see that the switches are properly set for the main line and locked. 181. When a train is standing at a station ob- conductor structing the main line, or on a siding, Ms^'trafn with the switches turned for the siding, tending before at- to 62 b'#' Caro of lamps when train is shunted. To report defects in track. any other OT is delayed between or outside station **"^^* yards from any cause, the conductor will be held responsible for the safety of his train, and| must arrange for its protection, and see that it is protected, before attending to any other duty. 182. When a train is shunted for another train to pass, the tail lamps and side lamps must be removed, or so disposed of as not to exhibit the red light to a following train ; but special care must be taken to replace the lamps the moment the train proceeds to run on the main line. 183. The conductor must, immediately on arri- val at the next station, report to the station agent any defect in the line, 184. The conductor is responsible for the rules of the Company being properly enforced upon his train. 185. Conductors must deposit their boxes in the places set apart for them. Leaping on 186. Couductors and brakemen must refrain, and'^shunt- a*^ much as possiblc, from leaping on or off their *"^- trains whilst in motion. Before proceeding to shunt any cars into a siding, they must satisfy themselves that it is not obstructed, and that there is sufficient room for the cars, and not allow them to be run in with too great a speed. When bell- 18*7. Should the bell-rope become disarranged, rope IS out .i*.! n ■ j« • of order, and it be necessary irom any extraordinary cir- cumstance to stop the train, if other signals fail, the brakeman must apply the brakes 63 sharply, and suddenly release them a few times so as to attract the engineman's attention. 188. Whenever a conductor has reason to be- Bn.kon lieve that his train has passed over a broken rail, ^^^^^' or obstruction, it is his duty to stop the train, and ascertain if such be the case ; and if so, he must leave a brakeman with detonating signals, red flag or lamp, as the case may require, in order to warn approaching trains. He himself must notify station agents and trackmen, as quickly as possible. 189. To avoid the possibility of accident, Trains to bo 11 'ri-L T 1 under full m case the air brakes become disarranged, control, freight and other trains immediately following a passenger train from any station, and parti- cularly where it is down grade, must proceed very cautiously, and be under full control, keep- ing a sufficient distance to the rear to be signalled in case of danger, until the next station is passed and the train they are following is, beyond reasonable doubt, clear and out of the way. 190. Whenever any train or portion of a train Train back- is backing up, either in shunting or otherwise, ^°^"^' in any city, town or village, or in any station yard, the conductor or brakeman of the said train must be stationed on the leading car, to warn or signal parties approaching, standing on, or crossing the track. 191. Level crossings must not be obstructed. Level cross- No engine, tender or car must be left on any ^°^^* level crossing for a longer period than 5 min- utes ; and if in any city, town, or village a train is waiting for more than 5 minutes, it must be li s . i: : \ : 64 ^■t-Mtv. When pagg- ing other trains. Care of switches* Examina- tion of train on journey. Removal of bell-rope. cut SO as to leave the whole width of the road- way, including footpaths, clear. In such case the cars must not be coupled together again until the crossing is protected by a signal. 192. Passenger conductors should see and salute each other when passing on their trains. Freight conductors whenpassing trains at stations, either by night or day, must always be on the outside, and shew themselves to the men on the train they are passing. They are forbidden to ride on engines. 193. Conductors and brakemen will be held res- ponsible for the care of the switches they may use. 194. Conductors will be held responsible for having the full complement of trainmen on their trains. 195. Freight conductors and train baggage- men must act as brakemen when necessary. 196. The conductor and brakemen have time on the journey to examine the wheels, brakes, couplings, and journals of the cars, and can have no excuse for allowing them to be neglected ; it will always be presumed that they are inatten- tiv^e to their duties if they are neglected. 197. The bell-rope must on no account be re- moved until the train has fully stopped at the station. 198. The man who opens a switch must close and lock it for the main line, and properly place the safety catch. 66 IConductors, S&c, of Passenger and Mixed Trains. 199. Every conductor, baggageman and brake- Iman is to be at the station from which he is to start, half an hour before the appointed time. He must, while on duty, wear a badge on the front of his hat or cap, denoting his office. The con- ductor is to see that he has on the train : Trainmen to be on duty half an hour be- fore train- time. Badge to be worn. Ar- ticles to be provided. 1 Axe. 1 Saw. 1 Hammer. 1 Two Gallon Oil Can. 1 Oil Filler. 1 Pair Scissors. 1 2 Cases, each containing 12 Detonating Signals, 1 1 Broom. ll Bell Rope. 1 Water Pail. 1 Chain 12 feet long, with Hooks attached. 1 lb. Sulphur. 3 Red Lamps. 2 White Lamps. 2 Red and 2 White Flags. 2 Tail Lamps. 6 Links and 6 Pins. 200. Whenever a fare is collected on the train I the condiT^tor must at once issue a ticket to the I pa ''o j^er. ^ol. Cone' ictors must see by personal inspec- Itiuii before starting, that the cars have been care- fully o wept out and dusted; that when neces- sary the stoves and lamps have been lighted in I proper time; that the water-coolers are filled with good fresh drinking water, and that the pas- Isengers are properly accommodated ; that their baggagemen and brakemen are on duty; that the air brake pipes and cars are properly coupled, and satisfy themselves that their train is in pro- per running order. Any defects in the running [gear, or deficiency in the interior fittings of cars, 8 Conductor to issue a ticket when fare col- lected. Conductor to person- ally inspect train before starting. i: ^1 66 M' Lamps. Announc- ing name of next station and a?sist- ing pa:ca- gers in alighting. Running past plat- forms. must be immediately reported to the station agent. They must also see that the bell rope i properly attached from the rear of the train tJ the bell in the cab of the engine, testing thj working of the same, which must not be re moved until the train is at a stand, at the endo| the journey. 202. At sunset the car and signal lamps mustf be lighted. 203. Immediately after leaving a station, thJ name of the next station at which the train iJ timed to stop must be distinctly announce! twice to the passengers inside of each passengeJ car, so as to be heard throughout the car, andiJ must be again announced twice within a reason! able time before arriving at the station, prope time being allowed to passengers to get in ank out of the cars before the train is again put in motion ; but every assistance must be rendereil by trainmen, so that the train may be kept at thj station as short a time as possible. At termina stations, conductors will not leave their trail until the passengers have alighted, and win render them all needful assistance. Befoi starting from terminal stations, junctions ad crossings, where trains leave in different direcl tions at or near the same time, announcement^ must be made to passengers of the direction is which each train is going. 204. If a train should run past a platform which it ought to stop, the engineman mns not be signalled to back before the passenger have been warned to keep in the cars, the con] 6^ Ittctor or abrakeman being on the rear platform )fthe last car. 205. "When cars on passenger trains extend be- yond station platforms, passengers must be earned to walk forward through the cars to ^he platform. 206. Passengers must not be allowed to stand Passengers m the platforms of cars, and must be cautioned f JnSs'of lot to attempt to leap on or off trains when in <'«^'^^- lotion. 20t. On passenger trains the conductor or when la brakeman must always be on the rear platform JndYe"aving lof the last car when arriving at a station, to see stations, [that the semaphore is raised to danger ; also Jwhen leaving a station, to look out for any [signals that may be given after the train starts, iny neglect in raising the semaphore must be |reported at once. 208. On the arrival of a train at the end of a At end of [journey, the conductor, in the absence of the ^^""^"^y* station man appointed for the purpose, must per- sonally examine each car, to see if any articles have been left by passengers. If anything be found, for which there is no owner, it must be handed over to the station agent. He must also see that fires and lamps are safe, and the I windows closed. 209. Conductors of night trains on which sleep- sleeping iug cars are run, must attend to the sleeping car gSil^^^"" passengers before proceeding through the other part of the train, examine tickets, and arrange, if possible, so as not again to disturb them !»! 11 Riotous conduct not to be al- lowed. Dogs and heavy basgage not to be allow- ed in oars. No person to travel without ticket or pass. 68 during the journey. They must also see tha their men avoid slamming doors and makinJ unnecessary noise, when going through the caTg] 210. Conductors must not allow riotous conduc on the train, nor allow passengers to put theiJ feet on the cushions, or otherwise destroy the! cars, nor permit heavy baggage or dogs to be* carried in passenger cars. 211. Conductors must not allow any one tol travel without a ticket or pass signed by anl authorized officer. They must collect and puncJ all tickets and trip passes, and make out at the! end of their journey the returns that may be| ordered from time to time. Passengers 212. Any pasBGuger without a ticket, andl SikSs? refusing to p^y fare, should be removed. "Any passenger refusing to pay his fare may, by the con-i " ductor of the train, and the servants of the Company, be put outj " of the train, with his baggage, at any usual stopping place, oil « near any dwelling house, as the c9nductor elects, the conductoil ((first stopping the train and using no unnecessary force" 421 Vict., Chap. 9, Section 25, Sub-Section 12. 213. The conductor will observe that thisl power can only be exercised by putting off a passenger at a station, or near a dwelling | house. G-reat caution is, however, to be ex- ercised by the conductor, and the following in- structions are laid down for his guidance. 214. If the passenger refuses to pay on thel ground that the ticket has been lost, the con- ductor should not remove the passenger, if he I believes the ticket has been lost ; but in all cases the name and address in full should be obtained 69 and forwarded without delay, with a special I report, to the Superintendent. 215. In case of removal, no force is to be used I but such as may be actually necessary, and as much care and consideration as possible is to be shewn to the passenger. 216. In every case of removal it will be the duty of the conductor to ask for the names and addresses of four or five passengers, w itnesses of all the circumstances, and to forward such infor- mation, together with a full report, to the Super- intendent without delay. 198. The man who opens a switch must close and lock it for the main line, and pro- perly place the safety catch. m TO Conductors, &c., of Freight Trains. | Freight 2l7. Conductors and brakemen must be in at- conductors, ^q^^qj^qq half an hour before the time fixed on the time table for the departure of their trains, to see that the cars are properly coupled, oiled, and in good order to run. They are to see that thev have on the train : 1 Axe. ISaw. 1 Hammer. I Two Gallon Oil Can. Oil Filler. Pair Scissors. Cases, each containing Detonating Signals. Broom. Bcil Rope. 12 2 Water Pails. 12 Links and 12 Pins. .1 Chain, 12 feet long. 1 lb. Sulphur. 3 Red Hand Lamps. ' 2 White Hand Lamps 2 Red,and 2 White Flags 2 Tail Lamps. 6 Brake Bolts. 218. The conductor is responsible for the at- tachment of bell rope, signal lamps, and flags | to the train. Use of jour- 219. The conductor is to enter in his journal be^'examtn- any delays or casualties, and report the same on *** arrival to the proper officer. When any cars which should have been taken forward are left on the way, the conductor must promptly give notice of the same by telegraph to the! Assistant Superintendent. He will see that the doors of the cars are at all times properly se- cured, and those that require it sealed. Whether I empty or loaded, they must always be closed | while in transit. Way-bills 220. Couductors must examine the way-bills, freight/^" checkiug them with the labels, numbers, and n Knitial letters on cars before starting, to see that Me freight is loaded according to the stations to Iwhich it is consigned. Should way-bills not be [ready, the fact must be promptly reported to the ISuperintendent. They must also report to the Iguperintendent all cases in which freight to be lunloaded in transit has not been conveniently [loaded for distribution ; they are also required personally to check with the receiving agent the freight delivered, and should there be any discrepancy or damage, it must be noted on the way-bill at the time. Loaded cars must not be taken without way-bills, and no way-bills with- out the proper cars, except by special authority. 221. No conductor in charge of a freight train Not to coi- shall receive or take a fare from any person travel- ^®<'*^*'^^^- Jing on his train ; nor shall he allow any person to travel as a passenger without the written order of the Superintendent or Assistant Super- intendent in charge of the district. 222. Conductors must particularly examine all To examine platform cars, to see that they are safely loaded, bra£^*"^ and if they are not, must leave them to be reloaded. They must also examine the brake- masts, and see that they are free to work, before starting. 223. A conductor's van must be at the rear of sharp look every freight train, and a sharp look out must kept ^from be kept from the cupola or side windows, and ^^"' on all trains except way freight not carrying passengers, a bell-rope must be extended from the end of the train to the gong in the cab of the engine, m m m •72 When in 224. Freight conductors when in charge ol Jaasenger passenger trains must obey the rules and regj trains. latious laid down for conductors of passengei| trains. 198. The man who opens a switch mi close and lock it for the main line, anil properly place the safety catch. Brakemen to be on the alert. BRAKEMEN. 225. Brakemen must make themselves thoil oughly acquainted with the whole code of signals, and the instructions referred to in thes rules and regulations. Brakemen 226. Brakcmeu are under the orders of tM dSofor^s^or- couductor. They must see that the bell-roj ^^^- and lamps are in proper working order. 22t. Brakemen are to be near their brakes while! the train is in motion. One brakeman employed! on mixed and freight trains must be on the! engine, so as to be prepared to promptly apply! brakes on front cars on a signal from the engine-! man, or when otherwise necessary, while the! train is in motion, and to keep a good lookout foi' the rear portion of the train, exchanging signals^ frequently with the rear brakeman. 228. Brakemen will not apply brakes so tightly! as to skid the wheels, but in descending grades! will use the brakes of several cars to check and! regulate the train, and change brakes frequently! Application of Drakes. •78 229. Before starting they must examine the Care of ir brakes, to see that they are in proper work- S.^tWes, Ing order, and report any defect to the conductor, i^n^p^'etc- If engaged on a passenger train, they must see [hat the cars are carefully .swept out and dusted, Ud if necessary the stoves lighted ; that the heat [nd ventilation are properly regulated, and the lel boxes filled. They must have the signal lamps trimmed and ready for lighting, should [heir journey not be ended before dusk. They lust see that a good supply of fresh water is |ilways kept in the water coolers. 230. Brakemen must always be on the alert, and To look out teady to apply the brakes immediately upon a and have^** [ignal being given by the engineman, and when dS? conS-oi. )proaching signals, stations, railway crossings, md swing-bridges, or on dow^n grades, they must lot wait for the engineman's signal, but must [eep their trains well in hand, and completely inder control. Passenger brakemen must be Particularly careful in this respect, in case of failure of the air-brake. 231. Upon stopping at stations or sidings, Dutyatsta- )rakemen must examine the axle-journals to **^"^* see that none are heated, and must thoroughly Bxamine coupling pins and links. 232. Brakemen must keep a sharp look out for Trains trains breaking loose, especially on down grades, fjole!*'^* 283. Brakemen must assist conductors and To assist station men in loading, unloading and checking and'^stSn freight, baggage, or parcels to be left, loaded, "®"- inloaded or delivered ; and at all stations where 1 \ ".-I ^ !' HI Care of baggage. i H wood is taken, they must assist in putting it oj the tender. 198. The man who opens a switch musti close and lock it for main line, and properly place the safety catch. TRAIN BAGQAQEMEN. 234. Train baggagemen must make themselves thoroughly acquainted with the whole code of signals, and the instructions referred to in these rules and regulations. 235. Every train baggageman must wear, upon his hat or cap, a badge denoting his office. 236. Train baggagemen are under the orderg| of the conductor. 23^. They must see that all baggage is pro- perly marked and checked, and arrange it so that there may be no delay in putting it out at the proper stations ; carefully registering! in their baggage-book each piece, number ofl check, and station at which received or left off/ A correct report of the same must be sent in at^ the end of the journey. Yalue parcels must accompanied by way-bills. Parcels and way-billsl must be carefully checked. Baggagemen must see that they have the correct number billed, as they will be held responsible for the same. They are prohibited from receiving baggage or parcels not properly checked or billed. All| m IS [ting it oJ checks must be entered in full according to the marks on them. 'Ch must properly emselves le code of) in thesef ''ear, upoij ffice. the orders! ?e is pro! nge it so ng it out igisteringj imber ofl r left off." lent in at I must bel A^ay-bills len must >illed, as] e same. ?gage orl ed. AH 238. They are held responsible for the careful vaiue handling of all baggage, parcels, and letters en- fetteX"' trusted to their custody, and must give and take et^l* ^°^^l: receipts for value packages. They must be f Jk^^^'^j'JJ* careful in the delivery of despatches, parcels, during: returned checks, etc. They must not leave their car during the journey without having it pro- perly watched or secured, nor allow any passen- gers to travel in it. They are held responsible for the safety of the cash boxes and their con- tents, and must be particular in entering the number of the cash boxes on the cash bag way- bill. 239. No checks must be removed from bag- checks, gage in the car, and all baggage must be left where marked for when put in the car, except in cases where passengers wish to leave the train at some other station, when it will be put off as the conductor may direct, and shewn on return ac- cordingly. 240. Way-bills for through baggage and bag- Transfer of gage put off at junctions must be correctly made ^^^^^f^^- out, and must be checked over and signed by the receiving baggageman, who will send them in with his returns. 241. Checks on baggage in bond must be taken Ba«gage in when it is possible to do so. *^"^* 242. Baggagemen must not leave their car while they have baggage in charge, without lock- ing up^the car, and no baggageman must leave Hi' i!.' 76 Claims through careless- ness. liH the station at the end of his journey, until all I 249- his baggage has been properly disposed of. fcheii t 243. Baggagemen must understand that if any m^^ ^^ claim is made through their inattention to the instructions, or by carelessness in putting bag- 1 1 ^J gage out at a wrong station, they will render iT per themselves liable for the amount of such claim. 244. Baggage in bond must be piled with | jjnes. checks outwards. Returns. 245. Baggagemen must make out their returns immediately on arrival, and send them in by next train without fail. 246. Dogs must not be carried except tickets have been purchased for them, and a chain and collar, in each case, is attached, for properly securing them in the baggage car. Letters. 247. Letters not on railway business, and not passing through the offices of the Company, must not be conveyed by train. Baggagemen violating this rule render themselves liable to the Post Office penalty. To attend , 248. Baggagemen must perform the duties of 1 e ra es j^pg^jj^jj^Qj^ when required to do so. 198. The man who opens a switch must close and lock it for main line, and properly place the safety catch. iiitil all I of. .^t if any in to the fing bag. P render p claim. 8d with returns in by tickets ^ain and ►roperly and not nipany, ^gemen lable to ities of must >perly 11 249. Table shewing the speed of an engine, Speed of ,'hen the time of performing a quarter, half, or ®"*'"®^ Ue mile is given : Speed per Hour. Time of » per- forming i Mile. Time of per- forming h Mile. Time of per- forming 1 Mile. Speed per Hour. Miles. Time of per- forming i Mile. Time of per- forming ^ Mile. Time of - per- forming 1 Mile. 'Miles. m. 8 m. 8. m. s. m. s. m. 8. m. 8. 5 3 6 12 33 27 64 1 49 6 2 30 5 10 34 26 53 1 46 7 2 8 4 17 8 34 35 25 51 1 43 8 1 52 3 45 7 30 36 25 50 1 40 9 1 40 3 20 6 40 37 24 48 1 37 10 1 30 3 6 38 23 47 1 34 11 1 21 2 43 5 27 39 23 46 1 32 12 1 15 2 30 5 40 22 45 I 30 13 1 9 2 18 4 37 41 21 43 1 27 14 1 4 2 8 4 17 42 21 42 1 25 15 1 2 4 43 20 41 1 23 16 56 1 52 3 45 44 20 40 1 21 17 52 1 46 3 31 45 20 40 1 20 18 50 1 40 3 20 46 19 39 1 18 19 47 1 34 3 9 47 19 38 1 16 20 45 1 30 3 48 18 37 1 15 21 42 1 25 2 51 49 18 36 1 13 22 40 1 21 2 43 50 18 36 1 12 23 39 1 18 2 36 51 17 35 1 10 24 37 1 15 2 30 52 17 34 I 9 25 36 1 12 2 24 53 17 34 1 7 26 34 1 9 2 18 54 16 33 1 6 27 33 1 6 2 13 55 16 32 1 5 28 32 1 4 2 8 56 16 32 1 4 29 31 1 2 2 4 57 15 31 1 3 30 30 I 2 58 15 31 1 2 31 29 58 1 56 59 15 30 1 1 32 28 56 1 52 6t> 15 30 1 . I 1 nil' Time to oome on| duty, etc. 78 ENGINEMEN AND FIREMEN. 250. Enginemen and firemen must make then] selves thoroughly acquainted with the wholJ code of signals referred to in these rules aiill regulations. 251. The engineman of every train must in attendance thirty minutes, and the firemd forty-five minutes, before the appointed tinae| for the train to leave. The former must sei that his engine is in proper working orderl sufficiently supplied with fuel, water, and dr sand, and properly oiled, also that the lamp and signals are in a fit state for use. Befon taking charge of the engine, both must sig their names in the appearance book kept by th locomotive foreman, and inspect the notic(| board and circular book. 252. Each engineman is held responsible foil the engine under his charge, for the generall efficiency of the machinery or working parts," which he should inspect as often as his duties! will allow, and he must report to the foreman any case of imperfect washing out that he may| know of or suspect. If any part of the machinery is damaged by heating, the engineman will be| !^iable for the amount of such damage. Economy 253. He is responsible for the economical use matS?^ of all material, stores and fuel supplied to his engine ; and it is his duty to see that no waste | takes place. have V 4Bu an lH£ iGa iSe- iLa k( 2C( ILj ir lO 10 IT Care of en- gines. tfl 2 Screw jacks. ^ Flax and twine. 4 Large and small oil cans. Tube plugs and irons. 1 Fire bucket. 2 Whit« and 2 red flags. 2 Torches. . , . 12 Detonating signals in tin case. 1 Set does and wedges. 2 Pairs wooden blocks for blocking links and cross heads. I ^ „.„meman when on duty, shall Nec«»ary LrwUrh«^Ss the following tools: 4 Buffer Lamps with rea and white hghtfl. 1 Hand signal lamp. 1 Gauge glass lamp. 1 Set of screw keys • 1 Large and Ismail mon- key wrench. 2 Cold chisels. I Large and Ismail ham- mer. 1 Crowbar. 1 Coal shovel. . 1 Twelve feet chain with shackle. Yrmst -nTOVide To have 255. ^g-Tr.euSe waX whicK mnsttfeue.. themselves ^1*1^,^^^^ thT standard time, and L iUp ensineman and nre 256. No person except the en| j^^ man (and front brakeinan oi m^x ^^^ ^^ toins), shall be «;\l<>;f^i£[on of the General or tender, without P?J"i'''chief Engineer or Manager, Superintendent^^l^i Mechanical Supenntenden^^ ^^^ ^^^^^^^^^ wMstle, before st^Un^g- ^ ^^ 258. The e^g^^^™^'^' tor must immediately signal from, the conductor^ m ^^^ ^^^^^ answer by ringing *e beU^ ^^^ ^^^^ the the train carefully, and mu 80 couplings by jerking, and he must look out behind when starting, also frequently when in motion, to see that the train is following properly. He must not depend upon being warned by the gong in the cab. Not to run 259. No engiuemau must run a train with- Snductor. out a couductor, from whom only he will take signals relative to the movements of the train, which, from the moment of starting to the time of arrival at its destination, is entirely under the orders of the conductor, to whose instruc- tions as to stopping and starting, the engineman is to pay implicit attention. But enginemen are held personally responsible, if they obey orders from conductors which are known by them to be contrary to the rules. 260. In all cases where any message or order directing a train or engine to proceed cautiously or at a named rate of speed over any part of the railway, or any bridge or viaduct, is given to the engineman of any train or engine, he shall retain the same in his possession, and act in strict accordance with such order, under pen- alty of immediate dismissal. When train 261. In casc of a train beini? hauled by two IS hauled _ • . r • n l^ n i . •' . . by two en- cngiues, the engmeman oi the lirst engine is m ginea. charge, but in such cases each engineman will be furnished with a copy of train orders, and both will be held responsible for their being carried out. Conductors will read the orders to both enginemen. Running cautiously. ;!'. To consult with con- 262. In cases of doubt or difficulty, relative to 81 look out Iwheii in >roper]y. Id by the m with- ^in take pe train, Re time jy under instruc- rineman 'men are y orders them to |or order utiousJy part of is given rine, he and act ler pen. by two le is in a will 's, and being lers to ive to the running of trains, enginemen and conductors duotor in mu ' nsult with each other, as they will be doubt!* held equally responsible for any violation of the rules through forgetfulness, negligence, or any other cause. 263. In case of accident to a train, the engine- in case of man, if required, must detach the engine, and *^'^°*'^®"* proceed to where he may be ordered by com- petent authority. 264. The greatest precaution must be taken to To examine ascertain that switches are correctly set, before caretufiy. passing over them, and no excuse will be accepted for running off a switch, in cases when the light and target indicate its position. 265. Enginemen must be cautious in passing when track places where the track is under repair, and in pa??.*^ ^^ ^^' crossing trestle work, and must close their ash- pans before passing wood-piles and wooden structures. 266. On entering or rounding curves, great Curves. watchfulness must be used, to avoid the possi- bility of running into a train ahead. 26^. In approaching stations, enginemen must when ap- never depend upon information as to where the ffilonl?* train ahead will stop for fuel or water, or other cause, but must always be prepared to stop short of the signal. 268. Enginemen, in approaching stations, espe- cially those at which their trains are not timed to stop, must sound the whistle at a distance of not less than 800 yards from the nearest station if 'I W * it. When stopping. 82 switch, and must be certain that the sema- phore, switch and telegraph signals are all right for them to proceed. When pass- 269. In passing stations at which trains are mg stations j^^^ to stop, cngincmen must sound a low, long whistle, and their trains must be under such control, that they can stop if required. 2^70. Enginemen in bringing their trains to a stop must pay particular attention to the state of the weather and the condition of the rails, as well as the length and weight of the train ; and must give due weight to these circumstances in determining when to shut off steam. Stations must not be entered so rapidly as to require violent application of the brakes. Signals for 271. Eugiuemen must approach passenger plat- stations. fQj.jjjg yery cautiously, sounding a low prolonged whistle, or ringing the bell, especially at sta- tions where passengers may be standing on an intermediate platform, or where another train is w^aiting. Enginemen must be cautious in approaching junctions and all large station yards. Signals for 2*72. The bell must be rung, or the whistle ings. ^^^^^' sounded, at the distance of at least eighty rods (440 yards, or 8 telegraph poles) from every road cr9ssing, station or junction, and the bell must be kept ringing or the whistle sounded at short intervals, until the engine has passed such point. In foggy weather the utmost vigilance and caution must be used. foi-^and °"^ 2t3. The engineman and fireman also, when Jma- feht are [low, ider to a state \8j as and pees ions uire 83 not otherwise engaged, must always keep a good obey eig- lookout, and pay immediate attention to all ""^^^ signals, whether the cause of the signals be known to them or not. Neglect in obeying a signal is aificient cause for dismissal, whether resulting in accident or not. 2*74. No engineman on duty must leave his Engines«ot engine, except 1 1 case of great necessity, when*^*^®^®^*^' he must take care to put it in charge of his fire- man ; but on no account shall both leave it, either on the main line or on any siding on the road, or until it be given up to the proper per- son appointed to receive it 2*75. If, however, a light engine should become When light unable to proceed, the engineman will at once abfeS! ^^^' send his fireman at least 800 yards or 15 tele- graph poles, or a sufficient distance further if on a curve or grade, with proper signals (see Rule 179), in the direction from which the next train is expected, and if necessary, go himself to protect his engine in the opposite direction. If from the exigencies of the case both men have to ilag, the engine must be left with the regu- lator secured, the reversing lever in mid gear, and the tender brake applied. The train des- patcher must be advised, as speedily as possible, from the nearest station. 276. "When an accident happens to an engine or To report train, the engineman must, as soon as possible, *°*^"*®"^* telegraph to the Mechanical and Assistant Me- chanical Superintendent the particulars, and the delay likely to be caused. If assistance be re- quired, he must also make sure that proper -M • H; ;- I ^mtm^'^l i'lf u\ Shunting. Protection of engine I. 84 notice has been given to the nearest locomotive station ; and should the accident be warrantably serious, then notice, stating as nearly as possible the extent of the damage, must be given to the nearest station where auxiliary cars are kept. 27^. The engineman must not allow the fire- man to move the engine at all, unless he is him- self present. The shunting of cars requires both men to be on the engine, and must not be done at so great a speed as to endanger the lives of men employed in coupling, or in any way to injure the property of the Company. 2^8. No engine without a train must stand on whenstand- the main line, unless properly protected, as per ime?" ™**" ^^l^j ^J t^^ semaphore, or other signals, which enginemen are held responsible for seeing exhi- bited. 2^79. When a pilot engine in front assists a train, a stop must be made before the pilot is uncoupled, and the train will not proceed until the pilot is safely in the siding. 280. Enginemen while shunting or running trains or engines in passenger station yards, must do so cautiously. They must keep a good lookout, and give warning of their movements by a low continuous whistle, or by ringing the bell. 281. Assisting engines must, under ordinary circumstances, be coupled on at the front of passenger trains, and at the rear of mixed and freight trains. Rosponsi 282. Enginemen before proceeding with light runnmg^^" engines, must have the Superintendent's writ- When pilot engine assists in front. Signals when ^hunting. Assisting engines. 85 >tive kably fsible the ^t. fire- Ihim- Jboth [done Js of \>y to d on per hich exhi- sts a ot is mtil ling trds, rood sby >ell. ary ; of md ^ht rit- ten authority through the train despatcher, li.ght en- and when working light engines their duties ^*"®^* and responsibilities are the same as those of conductors. They must not run at night without having a proper headlight, and two red tail- lights exhibited. 283. No engine is to run on the line tender Engines not foremost, except from unavoidable necessity. de/fi?st^°' 284. No engine is to pass from a branch or when pass- siding on to the main line, until the switchman siling'^^to signals the main line clear. ™**" *^"®- 285. Enginemen must not allow steam or water Escape of to escape from their injectors, cylinder or pet- wa?er. ^^ cocks, to the injury or annoyance of people on station platforms or elsewhere. 286. Every engineman must carefully examine At end of his engine after each journey, and must imme- ^^^^^^^' diately report to the locomotive foreman, and enter in the book which is kept for that purpose, any defect or deficiency in the engine or train. He must also report to the locomotive foreman, (and to the station agent or operator at the near- est station during the trip), and enter on his trip ticket, the particulars of any accident, neglect, or irregular occurrence, such as the improper work- ing of semaphores, irregularities in the movement of trains, deficiency in the track, neglect on the part of bridge watchmen, etc., that he may have observed upon the journey, and hand the trip ticket to his foreman before leaving duty. 28t. Enginemen and firemen must be careful Care of wa- in the use of all property belonging to the Com- eto.***^^"' :$ h IS ll Safety valves. Cleaning ash-pans. 86 pany, especially hose-pipes and water-cranes, which must never be pulled over or thrown off the tender while the engine or train is in motion. The pipes must always be allowed to empty themselves before being thrown olF the tender, as the water in winter freezes on the track, and causes considerable inconveuienee and expense. They must also see that the pipes are i)ioperly secured. 288. Enginemen and firemen must not inter- fere in any way with the safety-valves of engines, either by wedging down the levers, or otherwise to obtain more pressure in the boilers than the authorized allowance. If they are not satisfied that the valves are in proper condition, they must so report to their foreman. 289. Enginemen must not clean out smoke- boxes or ash-pans except at the pits appointed for that purpose, unless in cases of necessity, when they must see that all live coals are extin- guished. 290. In addition to the above, enginemen and firemen will be governed by the general and running rules and regulations. STATION AGENTS. Station 291. Every station agent, or person in charge rcsTousibii- of a station for the time being, is held respon- ities. sible for the efficient protecticm of the whole of tht? offices, buildings and other property con- 87 that they are kept clean aud in g ^_^^^ ^^ 292. He is to cause^^-taUo: gj<^nas^t ^ _. kept in good order He mu J ^^^ ^^^^^^^^ ^^^ stores B^PPf^^^f/d and that there is no wa.te economically usea, 't i 90 When a train crossing order is received, the semaphore signal must be raised to danger, and, before the order is replied to, the operator must see that the signal is displayed, so as to ensure the stoppage of the train. If the opera- tor is unable, on account of fog or from any other cause, to see the semaphore, he must so advise the despatcher, and not reply to the crossing order until he has made sure that the semaphore is at danger. The usual danger signal must also be exhibited at the station. Where 308. At statious where there are no semaphore semaphore^ siguals, a red signal must be shewn for 10 minutes after the passage of any train or engine. 809. "Whenever it is necessary for a train not timed to stop at a station to pass through a sid- ing, it must be first stopped at the semaphore, and then brought on by caution signal. 310. Station agents are held responsible for the safety of the switches, which must always, excepting when a man is standing by, be kept locked for the main line. They must also see that the track is clear at the station, and must not allow cars to be loaded or unloaded on the main line without authority from the Superin- tendent. 311. Station agents are responsible for all general and other orders being duly entered and executed, and for books and returns being regularly written up, and neatly kept. The agent will read over to the staff at his station all orders and circulars referring to their several Switches to be kept locked for main line. Station staff to be kept advi- sed of all orders, etc. 91 auties received by H^-d^ob^^^^^^^ tures on Ihe same^ ^J^^p on the walls of Ss^uritelVn bo^ks. and properly '""^^^^^ r.- P v.HonB the ticket office mustT^eUet 812. At chief ^tatwns, the ^^ ^^^ ^ be open twenty mmute&P'^eA, ^^^ ^^ HletTati"-SS^> closed i.me- SSS^^rethetr^st^^^^^^^^ of station. ^X. 313. It is one of the efepecm ftom tAu. apt d, Id id if the station agent is satisfied that the claim- ant is the owner of the property, he may deliver it up on obtaining a receipt in the book. No piece of baggage or any article must be sent off by a conveyance belonging to another Company, except a receipt for the same is first obtained. 320. It is the special personal duty of station Cash bags. agents, unless otherwise authorized by the Treasurer, to deposit the cash bag daily in the train cash box provided for that purpose, in presence of the train baggageman. 321. Station agents must not stop passenger when trains at their stations unless such trains arefra?n?S marked on the time table to stop, except when f^^^ *» necessary for safety, and in order to carry out these rules and regulations, or by special in- structions from the Superintendent. 322. During the winter the pai^enger plat- Care of sta- forms and approaches, switches and semaphore S ^" ^^"' levers and chains must be kept clear of snow and ice. Ashes must be spread on the plat- forms when slippery. Care must also be taken to have any undue weight of snow removed from the roofs of the Company's buildings. 198. The man who opens a switch must close and lock it for the main line, and pro- perly place the safety catch. i( 94 STATION EEGULATIONS. Station platforms to be kept clear. Baggage to 323. Passengeis must be informed that before be checked. ^Yiqj can have their baggage checked, they must procure tickets at the ticket office, and shew them to the station baggageman. 324. To avoid mistakes, all passengers must attend personally to the checking and marking of their baggage, and all baggage, after being loaded in the baggage car, must be left off at the place designated, and claimed by the owner on arrival of the train. 325. Eunners for railways, boats and hotels, and carters or cabmen, must not be allowed to enter the stations, or come upon the platforms, on the arrival of passenger trains, to solicit or influence passengers, but may stand in such places as directed by the station agent or consta- bles. If guilty of misbehaviour, such persons must be ejected from the station, and will be subject to punishment according to law. 326. Cabmen and porters with checks, will be admitted to obtain baggage ; they will also be admitted when taking baggage to the trains. Unnecessary noise, and obscene and abusive language, are strictly forbidden. 32t. Hotel omnibuses, baggage waggons and private carriages, must be arranged in the station grounds, as directed by the station agent or con- stables. Baggage to and from trains. Care of station grounds* 95 lo smoking -11°^^^ *f;;^i„^ed io get into or Pa^ffl^ 329. No person must^beallow^ platfoxm of), wwedto|et ^pon (or ^^^^\ J J*Sas been put in motion t>„,, hen any car after the traiu ^^^ or at ■, J i ....tMllwaMMMMIi N ■ 96 ii J ■ ;. STATION BAGGAGEMEN. Appear- ance on duty> Dudes of 330. Baggagemen are under the immediate con- gagemen**^' trol of the station agent, and must attend at the station during the hours he may direct. 331. Baggagemen must be neat and clean in appearance when on duty, and must wear badges, properly fastened on their caps. Tickets to 332. Baffffaffemeu must see passengers' tickets be shewn. •• « i '='P.^ , j i. x i. beiore checking baggage, and baggage must be checked to places for which jassengers hold tickets. Personal 333. Nothing but actual personal baggage, such on^rtTbe as chests, truuks, valises, carpet and leather bags, checked, leather hat boxes, and such like, must be checked, and merchs,iidise or household furni- ture is not to be checked or carried as baggage in any case. 334. Baggage must be carefully handled. 335. Parcels of merchandise must be handed over to the express messenger, but where no express messenger is on the train, an extra bag- gage ticket may be issued, upon payment of double extra baggage rate. When practicable, all tickets must be made out in ink. All bag- gage must be carefully weighed, if necessary, before it is checked, and the baggageman at the receiving station must also weigh it, if he has reason tof suppose that the weight charged for on the ticket is incorrect, Extra baggage tickets* 9*7 fe con- [at the >an in wear pickets 1st be hold ', such bags, st be furni- ?gage nded e no bag- it of able, bag- lary, the has for 336. All baggage exceeding 100 lbs. per passen- Extra bag- ger (except that destined for points in the Sfo^be- United States, for which regular advice will be ISecked!"' issued by the General Passenger Agent) must be I charged for as excess baggage, at the rates that may be issued from time to time, and the charges must be paid before the baggage is checked, after which a proper ticket must be given to the passenger. 33^. Any station baggageman who checks and Penalty for allows excess weight to go forward free, will be "®*^®®** fined, and will render himself liable to dismissal from the Company's service ; and the receiving station must report to the Greneral Baggage Agent all such cases, giving check numbers and train from which received. 338. Commercial travellers with samples, on commer- presentation of commercial travellers' tickets, fiJl' bag-^" may be allowed such quantity of baggage free «^®* as advised from time to time by the G-eneral Passenger Agent, and any excess weight must be charged at the ordinary excess baggage rates. This excess may be booked through on one ticket to destination, with the privi- lege of stopping off at intermediate points, and re-checking on presentation of regular com- mercial travellers' passage ticket, accompanied with excess baggage ticket. 339. On account of the trouble experienced at No single small stations in handling* extra large trunks Eagga«e and packages carried by the public, and especial- to^be ear- ly by commercial travellers and immigrants, J^e^carf*" 98 and the difficulty of getting such articles in and out of the baggage cars, no single piece of baggage weighing over 250 lbs. must be ac- cepted for transportation in the baggage cars, or checked for that purpose. Carriage of 340. Dogs must uot be taken in charge except **°^* tickets have been purchased for them, and a chain and collar, in each case, is attached for properly securing them. Dog release forms must be made out, and signed by consignors, when tickets for dogs are issued. These forms . will be sent in with the weekly returns. Tickets for 341. Tickcts, Stating Weight and other particu- S*e^\nd*' lars, must in all cases be properly written out, ^^^' and given to passengers, for money collected for excess baggage or dogs. 342. Baggagemen at receiving stations will be careful in collecting, and forwarding promptly to the Audit Office, tickets issued for all excess bag- gage and dogs, notifying Audit Office of all cases where such may have been forwarded without being properly booked and paid for. In such cases, station agents at receiving stations will make out excess tickets, shewing number of baggage, check, and station from which it was forwarded, and collect at rates from station to starting-point, before property is delivered. Chalk not 343. Evcry piece of baggage is to be checked to be used, separately, and the number of the station (and name, where it is possible to write it), for which it is destined carefully marked on a check card, Returns to Audit Office 99 which must not be used more than once on each side. The use of chalk is prohibited. 344. When baggage goes astray, station agents stray bag- must telegraph particulars, at once, to the Super- ***®' intendent, or G-eneral Baggage Agent, over their own signature. 345. After baggage is checked or marked, bag- station gagemen are responsible for it, until it is handed Sieifm-' over to the train baggagemen. fJrbare^e. 346. In receiving baggage from a train, care Baggage must be taken to see that it is being put off at wrong sta- the proper station, and, if marked for any other *^^^- station, it must be sent on by the next stopping train. 34Y. Baggage must not be given up until the checks to duplicate check is produced; such duplicate ®^'^®""p* must then be attached to the corresponding one, and locked up in the baggage room. 348. A passenger travelling on a through ticket Passengers which does not bear upon it a notice that it is through • not available to stay over at intermediate *^°^®*^ stations, will be entitled to have his or her bag- gage checked, provided the ticket is not out of date. 349. Special care must be taken not to deliver Loss of baggage without first removing the checks and *'^®®^^* obtaining the duplicates from passengers. Where any baggage is received the checks and duplicates of which do not correspond, a receipt must be taken, properly filled up, on the proper form furnished for that purpose. When a pas- i.»,v»,v*»v.«a«.*K 100 Stray and unclaimed baggage. Carriage of corpses. senger has lost the duplicate check, a charge of 25 cents must be made, and a receipt for the bag- gage taken from the owner, on the prescribed form, and in both cases checks and receipts, with extra baggage ticket for the amount, must be immediately forwarded to the Greneral Baggage Agent ; but in no case must baggage be given up unless the persons claiming can describe the contents of such baggage, and satisfy the station agent that they are the rightful owners. 350. Station agents must report immediately any baggage wanted at their stations, stating when and where checked, and description of check. When such baggage has been found and forwarded to them, they must at once acknow- ledge receipt. All unclaimed baggage, whether checked or not, must be locked up in the bag- gage room, and a report of it sent to the Superin- tendent or General Baggage Agent, daily ; if unclaimed at the end of fourteen days it must be sent to the Stray Baggage room, and a mem- orandum sent to the Superintendent or General Baggage Agent, giving the date received. Un- claimed baggage sent, that is not checked, must be checked, and duplicate check enclosed with memorandum. No baggage is to be opened, except in presence of the owner. 351. A corpse must not be taken for carriage, unless on production of the certificate of a qualified physician that the person did not die of any contagious or infectious disease. This certificate will be retained by the parties in charge, and the name of the physician must be 101 sdiately stating >tion of nd and cknow- ^hether he bag- uperin- %; if t must I- mem- reneral . Un- , must i with pened, mage, i of a 3t die This es in Lst be entered on the stub of the ticket book for reference. 352. No more checks must be kept on hand care of than are actually required. All surplus or broken ®^®°*'^' checks, or checks not used at stations, must be sent to the G-eneral Baggage Agent every week, with card attached, giving name of the sending station. Checks when not in use must be kept locked up. 353. Baggage must be checked and numbered checks to before being put into the baggage car. Leather red witfdu- and tacks will be supplied by the General Bag- p^^^^'^^^^s- gage Agent to attach checks to chests, &c., with- out handles, that strap checks may be attached, and all checks must be compared with their dupli- cates to see that they correspond, and all reversi- ble checks must be properly reversed before being used. 354. Checks must not be given to cabmen, om- checked nibus drivers, or hotel porters (as such), except ttS uken on presentation of tickets, and passengers must ger^carl^^"' not be allowed to take checked baggage, or bag- gage such as can be checked, into the cars with them 355. On all baggage not claimed within twenty- storage on four hours after its arrival, storage will be charg- baggage**^ ed at the following rates, viz.: — From one to seven days, twenty-five cents each piece, and so on at the rate of twenty-five cents per week. Extra baggage tickets must be issued for the amount. 356. Baggage left behind through error of the Baggage owner must be sent by express or freight, accord- 102 BagKage in bond. Bicycles and babies' carriages. e ana- Baggi from da to the United States or vice versa ing to owner's direction, but when left behind otherwise, it must be sent on by passenger train; if not checked, then it must be checked, and du- plicate enclosed to receiving agent, a receipt being taken from the train baggageman for it. 357. Baggage in bond must always be accom- panied by Customs manifests and way bills, properly made out by the agent at the forwarding station. 358. Bicycles and babies' carriages actually in use and owned by passengers, may be sent free in baggage cars, and checked ; but owners must sign the form of release provided, which exempts the company from all responsibility or liability in jcase of their receiving any injury. 359. When checking baggage at stations in in Canada for the United States, or vice versft, baggagemen must be very particular in ad- vising all passengers to claim their baggage at the Customs or frontier ports for examination, or that it will be detained there at their own risk. PORTEES. Porters. 360. Porters are under the immediate control of the station agent, and must not absent themselves from the station during the hours of duty, without obtaining his leave. To be civu .361. They must be civil and attentive to pas- tS^ t?pM- sengers and others, and whatever the provoca- sengers. ^j^j^^ must uot enter into an altercation with any behind 5r train; and du' receipt [for it. accom- ty bills, 'arding fually in t free in frs must exempts liability ions in 3 versA, in ad- ?age at nation, ^n risk. 108 lone. They must take no gratuity. They must appear on duty clean and neat, with their I badges properly fastened to their caps. 362. They must render every assistance in To assist [loading and unloading passengers' baggage, and Kago.^'**' handle it carefully. They must also assist the I baggagemen in checking baggan^e, on the arrival and departure of trains. 363. Porters must keep waiting-rooms, offices, To be oare- platforms, approaches, closets, stoves, windows, pSliJ^s^pJS- etc, clean, and prevent waste or damage of the ^^^^^' Company's property. 364. They must, when necessary, clean cars, and keep the tracks between platforms clean. When there is no appointed lamp-trimmer, they must cleun and trim the lamps, and attend to all fires on the premises. 365. While the cars are in motion, porters are Not to leap strictly prohibited from leaping on or off them, oar^when and from coupling or uncoupling them. ^" motion. 366. Porters must make themselves acquainted To assist •ii_ ii IP "i. !_ J • 1 switchman With the rules tor switchmen and signalmen, when ne- cessary. iontrol ibsent >urs of 5 pas- voca- CONSTABLES. 367. Every railway constable, properly ap- Powers of pointed as such, and having taken the oath, or SJliSies. made the declaration required by statute : " Shall have full power to act as a constable for the preserva- tion of the peace, and for the security of persons and property against felonies and other unlawful acts, on mch railway, and on 104 any of the works belonging thereto, and on and about any trains, roads, wharves, quays, landing places, warehouses, lands and premises belonging to such company, whether the same be in the county, city, town, parish, district, or other local jurisdic. tion within which he was appointed, or in any other place through which such railway passes, which may be worked or leased by such railway company, and in all places not more than a quarter of a mile distant from such railway or railways ; and shall have all such powers, protections and privileges for the apprehending of offenders, as well by night as by day, and for doing all things for the prevention, discovery and prosecution of felonies and other offences, and for keeping the peace, which any const'ible duly appointed has within his constable-wick ; and it shall be lawful for any such constable to take such persons as may be punishable by summary conviction for any offence against the provisions of this Act, or of any of the Acts or by. laws affecting any such railway, before any justice or justices, appointed for any county, city, town, parish, district, or other local jurisdiction, within which any such railway may pass ; and every such justice shall have authority to deal with all such cases, as though the offence had been been committed and the person taken within the limits of his own local jurisdiction." 42 Vict. Chapter 9, Section 61, Sub-section 2. Under or- 368. Coiistables are under the immediate tion agent*' coiitrol of the station agent, and must not ab- sent themselves from the station during the hours of duty without obtaining his leave. When com- 369. The coustable coming on duty must mgonduty. |j^£^^j^ himself from the constable whom he relieves, of any extraordinary occurrences that have taken place during the preceding twelve hours. Duties. 370. During his period of duty he must be in attendance on the platform, on the arrival of all passenger trains, and he must do his utmost to keep bystanders back from the track as the trains approach, to prevent persons getting on or off tha trains while in motion, and to prevent the obstruction of the free passage to and from 105 mediate not ab- ing the e. ' must iom he 38 that twelve be in of all Ltmost as the ig" on event from the trains. He must give every information to passengers making enquiries, and must prevent cabmen and hotel-runners coming into the wait- ling rooms, or on the platform, to solicit passen- |gers. He must also ring the bell three minutes before the departure of a train. 3^1. He must at all times strictly watch the movements of suspicious looking persons, or known bad characters, who may come to the station, and in such a manner that such persons may see that it will be impossible for them to escape detection, in the event of their attempt- ing to commit any crime. 3*72. Should he be required to perform any other duties at the station in addition to his police duties, he must so arrange his work as to leave himself free to attend all passenger trains. 3Y3. As constables may often be called on to arrest persons charged with offences, it is very necessary that they should inform themselves as to the extent of their powers, especially as to when they will be justified in arresting without a warrant, and in what cases a warrant is neces- sary. They must also bear in mind that their first duty is to guard the property of the Com- pany, and protect the persons and property of passengers ; and although under certain circum- stances, it may be i^ght for them to lend their aid in arresting criminals, yet they must be care- ful not to neglect their ordinary duties for the purpose of doing what comes more properly within the province of the municipal authori- ties. 106 374. "Every such constable who is guilty of any neglect or breach of duty in his office of constable shall be liable on summary coq. viction thereof, within any county, city, district, or other local jurisdiction, wherein such railway may pass, to a penalty of not more than eighty dollars, the amount of which penalty may be ' deducted from any salary due to such offender, if such constable be in receipt of a salary from the railway company, or to im. prisonment, with or without hard labour, for not more than two months, in the gaol of such county, city, district, or other local jurisdiction." 42 Vict., Chapter 9, Section 61, Sub-section 5. "Every person who assaults or resists any constable, appointed as aforesaid, in the execution of his duty, or who in* cites any person so to do, shall, for every such offence, be liable on summary conviction, to a penalty of not more than eighty dollars, or to imprisonment without hard labor, for not more than two months." 42 Vict., Chapter 9, Section 61, Sub-Section 6. Imittini such. ; authoi superi il WATCHMEN. Duties of 375. To the watchmen is entrusted the duty watchmen. ^£ guarding the buildings and property commit- ted to their care ; and for this purpose they must remain on duty during such hours as they may be required by their immediate superiors. 378. When a watchman comes on duty, he must make a careful survey of his beat, noting the condition and position of all the property under his charge ; and must visit every part of his beat at frequent intervals during his period of duty. 377. Any watchman found sleeping while on Sleeping on duty. duty will be liable to instant dismissal. When to 378. Should a watchman find any one steal- ing any of the property committed to his care, or attempting to set fire to any building, or com- 101 mitting any indictable offence, he must arrest such person, and hand him over to the police authorities, and report the case to his immediate superior. e duty commit. 'Y must 3y may i> 1*7, he noting operty 3art of period lie on steal- care, com- Watchmen at Level Crossings. 3^79. Watchmen at level crossings must make themselves thoroughly acquainted with the whole code of signals, and the instructions refer- red to in the book of rules and regulations. 380. They must be provided with a current Necessary working time table, signal flags, lamps, detona- ^"'^''^^®^- ting signals, and a tool for picking obstacles out from between the rails, and must keep crossin^^s clear of ice and snow. 381 On the approach of a train or engine, if use of sig- the crossing is obstructed, or it is necessary to "*^' bring the train to a stand, a red signal must be exhibited. 382. They must keep cattle off the track, and Care of prevent loot passengers and horses from passing ^^^^^^^«' over the track, when a train is approaching. 383. The crossing must be examined after the passing of any vehicle, in order to see that the rails are not obstructed. 384. If the crossing planks require repairs, notice must be immediately given to the section foreman orany of his^men. 108 Use of sem- aphores. SWITCHMEN AND SIGNALMEN. Switchmen 385. The duties of men in charge of switches meVt5"beand signals require great care, attention and ^iJYiwt! watchfulness, as any neglect may cause very serious accidents ; the men are, therefore, warned always to be on the alert, and cautious in the discharge of their duty. 386. At stations where semaphore signals are provided, the men in charge must exhibit the danger signals directly a train or light engine stops at, or passes their station ; and must keep them up for 10 minutes after any train or light engine has passed or left the station, except when another train has orders and is ready to start in the opposite direction. The danger signals must also be shewn when shunting is going on, or when the main line is in any way obstructed. 38Y. Whenever it is necessary for a train or light engine, not timed to stop at a station, to pass through a siding, it must be first stopped at the semaphore, and then brought on by cau- tion signal. 388. Each man in charge of switches and Ind signals, siguals must be familiar with the code of en- gine, train and station signals, both night and day, and the arrangement of tracks and switches at the station. He must be pro- vided with signal flags, a hand signal lamp, and detonating signals. If distant from a station, he must always have a supply of Care of switches 109 v.«tifl S-witchmen and signal- oil and wick on ha»d»w ^^ ^^ ^„a men are "fefP^X", charge being in good switches under t^«"^„^^^ "fport any defects to forking order and must ^^P" ^ \te winter the nearest station agen^ switchmen must ^o^ng^oSerltdrttundhy frost or other obstruction. f,om opposite directions are when 889. When tf 1?« ^^^^ S«, the switchman app_ro«h approaching at *«X™V-nals, and bring both ,|t^ dU- ^^straise the ««^t%Vthe si^gB ; and, con- *- trains to a ^^^nd stiort oi ^ ^th •tUe olhe. t,«m P"«««^. to /to"" SA", 590. A"? »fJtiidS5lj ..portrf •» th.,.,.^ signals must ue 'nearest station agent. f„,, ^llow- Swjuh. *« 391. Switchmen ^dsigaalme^^^^^^^t^U^e.^^^^^^^^^ ing a train ^ PaB«- ^^/^^^hes are properly set is clear, and that ^U ^^^c ^^^^^^^^ ,t is When trainmen or tracK^ f ^^itchmen or their duty to <^^ff .*^^^baUhe switches are Stk^dtr tCmS line, ^d must report . Sy n«gl««t in this respect. ^ kept|s^..„, ; 392. At all "ding^^BW^^chesJ ^^^ ^^^yja^ ^,, right for the main line ana 110 Signal lamps. by hand . unlocked and turned for sidings when a train passes *JvS has to go in or out. Switches diverging from switch. through sidings must always be left locked for through sidings. Switch handles must always be pinned or locked, and not held by hand when a train is passing over a switch. Switches to 393. Whoever opens a switch on to a siding examhied.'^ must SCO it closed ou the main line. After turn- ing the lever, the rails must always be examined, to make sure that they are right. Fspecial care is imperative in handling three-throw switches. 394. Before leaving their work, and when coming on duty, switchmen must satisfy them- selves by personal inspection that the signals are all right, and switches properly set and locked for the main line : also that the through sidings are clear or properly protected. All signal lamps must be lighted at least half an hour before dark. They must be kept burning brightly all night, and extinguished at daylight. 395. Lamps and chimneys must be brought to the station daily, and all parts connected with the working of signals must be carefully cleaned every day, and the oil cisterns emptied not less than twice a week. 396. At drawbridges, crossings of other rail- ways, and junctions, the semaphore arms for day, and the lamps for night signals, are to be set at DANGrER, and every engine and train must come to a full stop before reaching the signal, not proceeding until the signal to come on is shewn, and the man in charge must not alter To be cleaned daily. Sema- phores at draw bridges, etc., only to be lowered for trains or engines after they have stopped, u Ill tue signal until trains ox engines have been brought to a full stop^ ^^^ ^^ ^^^^ 391 Switchmen and «gnal t^espaBSing thing reasonable to prevenx y on the line. ^^^ 198. The »a^^JV?the mSi ^^' ^^'^ close and lock it lor ^ properly place tlie sateiy^ DRAW-BRIDGE TENDERS. A must be on duty atN«e,^« 398. Bridge .tf^^ers mu^^« during the each swing bridge mgWano^ ^^^ ^ season of ua^ig^^'^Vr^nning of the trams, time table, shewing tj^ ^^"^ f|g signals, signal aTupply ofhandsi^al^-^Pf^'eslary tools. flags, cotton ^^'^»^' "^^^^^^ ^,,^ danger signals ^^. 399. Bridge t«^*f f.^enLes, so as to bring shewn to trams and hght^g ^^^^^-^^ l,„dges^ ^. AH BigW " ^^S"^^^ ' tui rTport to the Super- K«ot 400. Bridge tenders wnll rep ^a engine f«u «top. ^^StlSS'a:^elSd. before crossing bridges. ^ constantly on ^^ M ^■1 To report defects in bridges. 112 clocks regu- and keep their clocks regulated daily ; they *'* have opportunities for doing this from con- ductors and enginemen. 402. They must see that the bridges and all their parts, as well as their lamps and signals, are always in proper working order, and imme- diately report any defect to the agent at the nearest station, who will at once notify the Superintendent. Register of 403. A register must be kept, by the bridge vessels. ,j o ° i . iii. i. • tenders, oi vessels passmg through each swmg bridge, giving hour, name, and kind of vessel, and destination, and the cause of delay, if any. BOADMASTEES. Works in 404. The works under the charge of the road- roadmaster. masters, and for the repairs and maintenance of which they are held strictly responsible, are earthworks, ditches, and other water-courses, permanent way in all its parts, fences, gates, culverts, cattle guards, road crossings — both public and private — section men's shanties and tool sheds. Duties. 405. Each roadmaster is accountable for the proper discharge of their duties by the men under him ; and for the judicious and econ- omical use of tools and materials supplied for maintenance and renewals. All loss and des- truction of the Company's property must be reported at once to the Chief Engineer and Assistant Engineer of the district. 118 o rpnnired to ascertain the To w» % 406. Koadmastexs are ^qnited ^^^^ „^,,^a condition of the twk, "7 ^^ reports ot frequently as P^f^^^^j "^ngSeer and Assistant to time. J t importance Speeja. «- 401 If there « ^^1 J^ ^«p|,ial report must requiring early att^«>ii- '^ P be sent in immed.aieiy. -ted at least Culvert.. *0«- n^^£ty"hfro:dSer or foreman oiiceaweek,eitneruy ^.g^ of section upon which it ^^^^ .^ *«\rS En2-- -y case in which j^.^. inff to the ^ai®i Ar.A V»v enffinemen. ^rilials are disregarded by ug ^^^^^ 410. Boadmasters J^^^J^Cve such repairs thorou.u signals on their^^strict^ud J^ ^^t^^ ^^ ^ r!^;:.2i^3r?^p^^^ ?&* s, Wbere *«- j^^^^^^a to see that all .oioo.,, 4n. Boadmasters ate req^«^^^^a that the, a,obm». Wffe watchmen are at t°f "^"^jU the same 3y of water, and means to >^J.g ^hey ZcZ of fire, are PfM!fa*e watchmen clear ^^Talso see th^ ^^^^fte -i^^ ^f.^'S, away all snow and -eft ^^^ jed W^h snow-stoTin, a^"^ 4?r.r tKis work. J-^^'j 4?^^ proper imple'^«'^*« Jlhmen ^ith spanners for furnish the bridge watcnme 114 To superin- tend re- pairs* tightening the bolts of the rail joints, and see that this duty is efficiently performed. 412. Eoadmasters must be present and superin- tend all important repairs or alterations which involve breaking the track, taking charge of the work in so far as it pertains to the track, and the safety of trains ; and they must satisfy them- selves that the track is safe, obtaining the assurance of the bridge and masonry inspectors that everything is right, before allowing trains to pass over. 413. Eoadmasters are responsible for keeping their districts clear of snow. They have the ordering out of engines, ploughs, and scrapers ; and the employment of extra m.en for clearing away snow is under their control. 414. Eoadmasters are prohibited from entering fend^^com- iuto any understanding or engagement with the perty.^ ^^^' officials of othcr railway companies or with any private company for the exchange or lending of tools, hand cars, or any property belonging to the Company. Use of snow- ploughs, etb. Not to ex- tback: bepaibebs. Observance of rules. 415. Before any laborer or foreman is engaged by the roadmaster, he must be made to under- stand that wilful transgression of the rules will be visited by immediate dismissal from the service of the Company. Rules to be 416 . In every gang of track repairers there must a e be afoT of thes duty, laan. them'V 41^. every tegula and ti tings nishe track audi 41i try o prop and oft! or o moi 4 one pas foo arc w< se di at 115 Tf„rli foreman must have a copy «pia1 man engag ,^„„;T.ed to do so. ' them when leqmr ea lo j™„otorR are held responsiDie in*"' y^,^,. 41>I. Theroadmafitexs ate n^ ^ „f the pverv foreman 18 proviaea J table, Sations, the .c^^^J lampl ^^ ^^'T' ^^^Sl^rS:^ -terials and implements. ^^^^^ for the indus- » of ,, 418. Each foreman IS !««P°^; and for the to bo kept. t^ of the men ^^^^.^^'ort a&ed to him; proper execution of the WOT b ^^ ^^^odes ^d must have a list of the na ^^ ^^.^^^^ of those under him, «« *J^^^, enabled to sum- or other emergency he may o xaon them immediately^ ^.^ section i.^j,ij: 419. Every fo^^eman must in P ^^^ ^^^^ once every day, ^^^^ZT^ornmS^ either on pass over the «ec*^f^XSust see that all rails foot or by band car and m^s ^^^ ^^^^^ ties ^«^«S tSit^,:rno»-- S! ofthTt^r S r ' ^at all g^^^^ S^Svatecrossing^-^-^^^^^^,^^^^^ 420. Trackrepairersmust w ^^^ ^^ft 116 Signals to be used. of train, denoting* that a special train will follow, as special trains may be despatched without notice. Trackmen may expect trains at any moment, and must always be on the look- out and prepared for them, whether a signal has been carried or not. They must stop working when a train is within 400 yards, and move to the side, clear of the track, so as to prevent any risk of accident. 421. The signals to be used by the track repairers are as follows, viz. : green flags and lights, red flags and lights, and detonating signals. The green flag or light indicates caution, and the red flag or light is to be used when it is necessary to stop a train. Such signals must be sent out at least 800 yards from the place they are meant to protect, and must be waved across the track on the approach of a train. In addi- jjj tion to the red signals, one detonating signal must be placed on the rail every 200 yards, and * at a distance of 800 yards two detonating signals ! must be put down. These must be taken up when the line is clear. J In case of 422. Whenever it is necessary to displace any | accidents, pg^^ q£ ^^iq track, or in case of any slip or failure of any portion of the works, or an accident befalling an engine or train, or any lorry being required for temporary use on the line, or if, from any other cause, the track is not safe, the red signal must be conspicuously exhibited at a distance of not less than 800 yards or 16 telegraph poles, each way, by men sent expressly to display such signals, even if n€ a : m IIT ..J „«<1 tViev shall con- no engine is expectg^^^^^^^^^ . tiune to exhibit the si|na ^^^ foreman to arrives with e^P^««\°7^^,ve or summit of a withdraw them. . \\^ ^,\ear the end of 800 gradient should exis at or nea ^^ ^^^^ fards, the «g'^?\«„^j\f the accident or faUure is the sped • d distance. "^'^ t be repaired at of a serious character and can ^^^^^^^ once it must be imm«*'S„taDhic station, and Senger to the ne-esUelegm^ --^^^^^S to the roadmaster, and wa ^^^^^^^ the on either side of the bre^^ ^^ danger signal to apptoaching ^^ ^j^il Son when the track IS ^^ng^ ^^^^ it per- taken out, care f ^^* f ^Jenty minutes before iectly secure at least iw j a regular train is due. ^.^^^^^^^ ^ ,^u 423. The track nxust not in any ^^^^^_ ^,^.,. for the purpose of Pitting mc | ^^ drains, or «^^^«f ^r wh° ^^^^ invariably from the roadmaster, J^" are present rrnge that the FOP^^^S X «^'^^ ^'' during such operations and ^^ ^^^ ^^^^^^^ -LSr^=tUe^^^^^^^,,,„,te,,,^ 424. In »» «»e. S'to iS peri"™* '>»?■'« '"°"' 118 f Gauge of track. Ballasting. 426. Ballast must not be thrown up between the rails to a higher level than two inches above the top of the cross-ties, and all gravel or ballast must be shovelled to the side sufficiently to leave a passage for trains of not less than three feet clear, the rails being kept clear of gravel and other materials. 42*7. Particular care must be taken in maintain- ing the rails to the proper level and gauge ; the rails must be kept free from dirt and snow. Tools, etc.. 428. All tools, implements, signals, oil, &c., to^be ocke j^^g^^ whcu uot iu usc, be locked up in a build- ing or in boxes. Materials 429. All bolts, uuts, aiiil othcr materials which fromtrains. havc dropped from the rolling-stock on the track, must be picked up, and sent to the nearest sta- tion. 430. All cattle and animals found straying within the railway fences must be immediately driven off, and each foreman will be held respon- ponsible for the safe keeping of the line in this respect on that portion of which he has charge ; and all laborers dwelling in shanties along the line are strictly prohibited from keeping cows or hogs, unless the same are securely enclosed in a manner to be approved of by the roadmasters. Windows to 431. Occupauts of crossiuff watch-houses and be obscured v ■• j. i j.- i • r. • ii • at night, shantics must be particular in obscuring their windows at night. 432. All persons walking along the line who Cattle on the track. 433. after, the pl of the 434 promi 435 aspc xnedi It n ticu thai the sep ins boi re] to f Trespassers edoff^br are not in the Company's service must be ^^^' ordered off. 119 • .must be closely looked u«^"»" .00 Ml level ciossxngs must oe ^^^^ ^^^t must w"tt.*°tS foremen «^t USs and wUen ticulaTB. Sectwn ^^^ pb ^wes, a ^^^^ that are tf^^f touching e^«^/^f,ibK on tbe tbe W«e8 aw ^^a fix them, xf P?«^^*J^^panVs ^:P&^^teac.must. 4B6. ^1^ f :f the Tare" t station. ^^ ^„ , to the agent at the n xam, sno^ J^^^t^, »£- ^^ 431. Dunngheavy night,, ^hereoy ^^^t. ^ind, whether V *ay ^^aden mjnryj_ ' foremen mubt gtorm, ot u ^ ^^eit ^^^ tfSS^-^^^- nirStle Ppose of ing its comi signals, lOTv^ ^j sections, 5'„Ythe track is Bafe forthe P &^ ^^ '^«?^*^^C%Sb on.the f «^^Smen neglectmg SS - tf f -4r S- he^Snediately dxs- this Wpoit*^* duty >/v laissed. 120 Examina- 438. Section foremen must keep a sharp lookout, cuttfngs, to see whether any loose rocks or stones are likely cuWerts, ^^ ^^Y[ upon the track from the side slopes of cuttings, and have the same removed as quickly as possible. They shall also report to roadmasters any deficiency in drainage, or in the capacity of any culvert, and these must be particularly watched during and after any severe rain-storm or flood. Care of 439. "When the hand cars and lories are not in lorries, etc. use ou the line, they must be lifted off the track, and the wheels secured by a chain and padlock. Trackmen must be extremely careful in using hand cars upon the track, only doing so when their service is actually necessary, and never having them on the rails when a train is due or expected. Lorries must be used only for convey- ing materials for the line, and they must not be run at the high speed for hand cars, but must always be preceded and followed by signalmen at the prescribed distance. Neither of these cars must, under any circumstances, be attached to a train, and no persons, except Company's servants on duty, must be carried on them at any time. 440. Hand cars, lorries or velocipedes must not be on the main line during a fog or snow-storm, or at night, except in an urgent case, and then only when ordered by the roadmaster. 198. The man who opens a switch must close and lock it for the main line, and properly place the safety catch. 121 ^^^^^^^^^ , .11 The section foreman f^'^^^^ observe Jen Sheeting his ^e^t^'^Xnevei they ate vray out of order, , „ossi- RepaWn« them. oVoll as soon as poftoi teiograpii 442 The said ^f man sW^' "^ i^ charge «ire. , , « Wins notified by the ope^ jnterru- with. ^o^t^^,''i!^W or dismissed. Thereof, he WiU be fij^ J'^ , ^^ ptoTided 443. Each g^^^S .lifaTd materials for repair ing, «°.'^^^ffi^ps, one pait of J^^f ^;a insula- one pair of clarnp , ^^^ pU wire and ^^^ file ; also a suppiy ^^ ^,j^ application tors, or caps, to be n roadmaBter. repairers, in addition To straighten and brace up 122 To report to the operator at the nearest tele- graph station, any repairs they make, and the cause, nature, and place of the derangement ; and, In the absence of the foreman, to take the ne- cessary steps to repair the telegraph, when ordered to do so by an operator in charge of a station. 445. When the line is broken, the wire should be loosened from one or two of the poles on each side of the break, by taking off" the tie wire. The two ends of the broken wire should then be screwed in the clamps, drawn together and joined by a tight, compact splice. If the wires are too short to come together, a piece of the same size must be put in. After the joint is made, fasten the line up with the tie-wire to the insulator on the pole as it was at first, care being taken to turn the loose ends or points of the tie-wire, where wooden insulators are used, downward ; but where glass insulators are used, upward ; and these ends should be as short as possible. Very little sag should be allowed in the line between the poles. To make a proper joint in the wire, hold the two ends lapping each other, in the pliers ; and then take five or six short turns with each end around the opposite wire. Samples of such joints can be seen in many parts of the line. When the lines are found to be broken in several different places, near together, so that it will require much time to repair them properly, the breaks should be hastily united, and the lines then hung along the fence or trees, but clear of rails, so repairs be don Wh€ but no of the are tw being be sei Wl poles the V W care outs agai 4^ The pro: 1 tog fol 123 J * +ViP erotiiid, snow or cleat of eax^h other a^d ot m g^^ ^^^^ ,ailB, so that Jey ^a^^^X,^, l^owever, must repairs aie bemg .^^^ be done as quicKiy P together, l^hen the wire ^^^^J/^Itlfted and kept clear but not broken, it st^ouldbe ^. here there of the ground and the ot'^^y^I^'^les-while it is 1X1 or more wires o^^^XSons ,,, then being fastened up. ^ ^^^ ^^e going on. be sent over it while tne v ^^ ^^^ When i-Bulat^ts or^caps^are ^^^^^^^_ ^^ poles, they mu^^Jejmm^e. the wire refastenea as . • ^t a curre, When the line -«^™ tTtC wire on the J, xaust ;?« t^^^e s'o hat'he .train may be °"'ttlpos"ndnotfromit. against the poi> ^Umbing the poles. 446 The spurs are used m cMuo S ^^^^ ^^^ Thty should Wrappe^^^^^^^^^^ prongs protrude trom ^^ ^^ follows ; , .^ each of the .r tSb^teant ofthe.screw. le-i^^^ ^Wiorth^ndsofthewir^^t^^^ cSSto make a JOf * f .^^t^s must be passed i Sched to one of tWam^.th being drawn Und the W^eel °f *e o^^ ^^^^ he made with Sfeendfof the wire. Responsi- bilities of bridge in- spectors. When bridges re- quire re- pair. To report weekly. 124 BRIDGE INSPECTORS AND REPAIRERS. 44^. Bridge inspectors will be held responsible for the safety of all bridges, trestles, and buildings, whether of wood, stone or iron, except where the masonry is put under the charge of a separate inspector, in which case the bridge inspector will be responsible for every- thing but the masonry. This rule does not refer to buildings used by the Mechanical department. 448. Every bridge must be inspected at least once a week by the bridge inspector or foreman of bridge repairers. Bridge inspectors will be held responsible for the carrying out of this rule. 449. Whenever it is necessary to make any repairs to bridges that cannot be done between trains, the roadmaster must report to the Chief Engineer or Assistant Engineer of the district not later than three days before the time when the use of the track will be required, and the track must not be disturbed or rendered unsafe until permission has been given in writing by the Chief Engineer or Assistant Engineer. This permission will be forwarded to the bridge inspector, and the Chief Engineer or Assistant Engineer will also notify the roadmaster to be present, with a sufficient number of his men to remove the track if necessary, and to replace it when the bridge is ready for it. 450. Bridge inspectors must make weekly re- ports as directed, to the Chief Engineer, giving in detail tl ferent si they all have e: dition. 451. sucb. a repairs vision take the W 45! with book Tl the bi d 125 ferent sttuctuies, andtf)f^J^ ^„dges they have exammea, v> dition. . . rkis being done, t; J^X.. 451. When any ^-^P^^SS of a bridge, or ^^ such as the moving ,f P^^e skilled sixper- ^ tKSetp^^^^ Vision, tne o^^ & , d''' tails, and musi ui^ ffwtS be dSe by theix foremen. ►re- len •.a BBIDGB WATCHMEN. . , win fit be acq BRlDOrii* W ^„a4Ti+pd Necessary iHand signal lamp, shades. . 12 Detonating signals. 1 Screw wrench. 1 Hammer. 1 Axe. 2 Pails. ^ «,.filcient number of Water. 453. They must ^^^P/ j£d a.t proper jSshlledw^^^^^^^^ distances apart, on their charge. 126 Duties. 464. Immediately before a train is due the bridge watchman must walk over the bridge, taking with him a red and green flag by day, and a hand signal lamp by night, and he must always take with him and use, if necessary, a supply of detonating signals. As he goes over the bridge, he must examine the nuts and fastenings of the rails, etc., and make sure that all is right for the passage of a train. Having ascertained that all is right he must exhibit to the approaching train a green flag by day, or a green light at night. 455. The watchman must at least twice during the day, and twice during the night, examine the track at either end of the bridge for not less than 500 yards, to see that there are no broken rails, or other defects, by which trains would be endangered. Signals. 456. Should it be necessary to bring a train to a stand, the bridge watchman must do so by exhibiting a red signal 800 yards or 15 tele- graph poles from the bridge, and besides the ordinary signals, detonating signals must be placed on the rails at every 100 paces from the bridge. To look out 45Y. After a train or engine has crossed, the watchman must walk over the bridge, carry- ing with him a pail of water, and making a careful examination, both on the surface and beneath it, to see that no sparks remain alive on the floor, or beneath the floor planks, and that none remain on the timbers, or get into the joints of the timbers between the top and the ground. 458. 1 order, oi reported under v 459. B as it pa closed, fact mi 460. cularb strearc prope opera deran bridg Ini 46 sucl or a: ed sbo an( sui ca ab lo al si ••^"l"! iSeSS'i. V of ft. "*«» reported to t"^® ^"^ ; j „e is in charge. under whom the bndge ^^ ^^^^ ^^^.^^ ^^„ ^^^,^ 469. Bridge watchmen mu« ^^^^^^^ ff Vr„;'l 1 ^* rlhS -tsKan !>' left open, the Stustbe ^^;--l^^^^,^,,,. he parti-. oe»^o 460. The ^«^«e telegraph vrhere it crosses „ire.etc. enlarlywatchfuloftheteleg P^^^^ ^ , streams, and to use e^ y ^^^^ ^ to the proper o-fftJSeS telegraph statin g %rang^-t% V -i- - -"^^ ''^ bridges. ;i« nnc»e of Accidents. Instructions m case oi xx ^ . f of a person being injured, in -- "f 461. In the event of ^ P^'%^„over by a car, euch as having an a™ J '^^ extremity, attend- • rgeofcan be procured. .^^^^^^^^^^ 462. In the absence ot ^ P^^^^^.^p or rope, caUed a ' Tp^^^^irltlerUne, should be tied about the size f^/iff.v if possible, about afoot loosely around the lim»' " 1 ^^ placing a short Sve>e i-f ^e'fgaSKo--* px-s-xe stick beneath tne ng 128 can be easily made to prevent the loss of blood by twisting the stick, care being taken not to tighten the rope too much, as it might injure the soft parts, but merely twist the stick enough to prevent bleeding, and thereby place the man out of immediate danger. 463. An injured person should be placed lying upon the back, and if weak from the effects of the shock and loss of blood, pillows should be removed, and the head put on a level with the body. 464. Should there be coldness and shivering, warm drinks, such as tea, should be given ; and if there is great prostration and weakness from loss of blood, stimulants, such as brandy, whis- key or wine, may be administered in moderation. 465. steaia audth tliis-W 466 allow putni ofcy aiTC^ 46 poui nect 4 cart mti alx vo to di t\3 1 129 «, TTSB ASD CXBB OF THE B^o«LX«o«« "°rl^^MA-rxc Ai« BBAKB8. .1. T.ine leading to t^ewe^^i,,. handle to t^® "S'V ^ds of air. i,g ten ox fifteen po ^^^^^ ^^^ ^^ffle 4*10. When taking "^ ^ # tbe 130 must be turned to the left, to allow the reser- voirs in the extra cars to fill with air ; after this is done the brakes must be applied, and let off suddenly, to ensure all being released. 4Y1. In making stops at stations, small quan- tities of air must be exhausted at a time ; by so doing the air is reserved, and the train brought to a stop gradually. The brakes should then be let off about the last revolution of the driving wheels (as nearly as possible) ; thus avoiding those lurches noticeable in stopping a train with the power brake. The brakes must never l>e applied with full force except in cases of emergency. 4^2. Brakes should not be applied a second time when, on the first application it is found that the train is going to stop too soon, and that they have to be let off in order to run a little farther. A second application would not be so strong as the first, as the reservoirs have not had sufficient time to re-fill, and there would be difficulty in releasing. 4*73. The pump must be run as slowly as possible, the required pressure being kept up ; the safety valve pops at 85 pounds. 4*74. The brake must never be used in shunt- ing trains, or when brakemen are expected to brake. 4t5. The main reservoir must be kept free from water; also, the triple valve under the tender should be drained daily, to let out any -water tb for this 416. ""• hung ^ it is uol into tb be disci sible ^ engiiae the tr tuTne< brake posit brak< turn use < etc. bra] air bra the re' (V IS tl ^ 131 tn^ne^mA tender. l^^^^dle on !U FoT the automatic bT^e^ horizontally ; J *V'- ifvalve must be t^^''f.'\"the simple air tbe triple ^ ai^« .^^ change it to tne r turned dp/i^;!^ midway ^^^^^.^Xiih the Opposite way. tested at ^e reqnest «« /^t, il tXu on or put^^ff \^^3i^ed (whenever a c«i ^ '^.o^'^'SS pnmp must *\;a worked wla^e tne x«« ^ o^^ 132 pump, etc., and enter on their trip tic- 'ets particu- lars of all failures of the brakes and loss of time in connection therewith. All passenger engines must carry a spare hose and couplings, as part of their equipment. Trainmen. 481. In making up trains, all couplings must united, so that the brakes will apply throughout the entire train. The cocks in the brake pipe must all be opened (handles pointing down) except that on the rear of the last car, which must be horizontal, and the coupling hung up in the clip. 482. In detaching engine or cars, the coup- lings must invariably be separated by hand ; the cocks in the brake pipes must always be closed before uncoupling, to prevent application of the brakes. 483. At stations where it may be necessary to cut a train, to take or leave cars, trainmen must not turn the stop cock or disconnect hose until the brakes have been released by the engineman. 484. If the brakes are applied when the engine is not attached to the train or car, they can be released by opening the cock in the end of the brake cylinder or air reservoir. 485. If cars are equipped with a valve for the application of the brakes from the inside, it should be kept tight, and must always be ex- amined station, of emeri 486. ' stations and ins are in sible ii points must I tor's r 481 so as 48i of ai 48 up i not 4 dul L sh th is in re 133 J^emetgency- ,ve tested at intetmediate stations v^lj^f^f the btakeman. to see ^ aad i^BP^ttL Older. Conductors ax ^^^^ *^er''£cas«s,andwb^ J^^^;,,ted, i^.J gible in f^'^.^v ao inspectors aie .^gpec- points at ^liw^J^ ^^t is laade as per «^^'* 't number 491. ,. ^, fteezes tor's rule numo couplings k ^»^- ^r^iKuA^-^^^^^'^fi; made so aB toleak,itmu ^ ^ust be m 488. :Beports^Xkini order, of any car not m W together or bung 489. Hose ^^^^^^^ For tbat purpose, W nr> in tbe clips Pro^^ not iu use. Hn.^ofallbrakeboseistbe AQO The uncoupling 01 . f +Vie brakemen. . ^ j^ig tiam should be stopped ^yj^ tl,at the re^ of the tbe brake f^l;^ S rdi^veA)^' ^l^^Ss oUr is protected and; ^^^ ends ^ g'^^ ssible. 5l.x?Srr"Sere-bcaras^,/°' ^ stipply of the r;:rersi^j-rs^^^^^^ rules. 136 S z 111 III Ui u CO UI u CO CO C5 CO UJ I'oT ill in posit of the 1 befoi Befo: the laa: engiii^ 0. B atO. Bt tbe 1 anyi or o lian< bxol but the tUT ah< mi lei < 131 ^ot fflnsttat^on of tbefo^^ ^^ A repxeseute valve at e^^ ^e ^atist be « ^ ^ X ;« is made up, ta® f". ^v.^ jeaT end 1 Ijxoken ^^?® ;o aleak m ttiepip^^^^ g^ be 188 The Directors of tlie Grand Trunk Eailway Company of Canada hereby order and enact that the foregoing shall be the Eules and Eegu- lations of the Company. Dated this eleventh day of July, one thousand eight hundred and eighty-four. H. W. TYLER, President, J. B. BENTON, Secretary, The foregoing Eules and Eegulations of the drand Trunk Eailway Company have been ap- proved by His Excellency the G-ovemor^General in Council, on this the twenty-fifth day of November, 1884. JOHN J. McaEE, Clerk Privy Council, l^\^^\ . THE 25. E; his ^^\ be sbai receive any ot sengeif 8. Tl not be BO pia^ ings^ severf accoP 10. the < tbe or V cro8 for sTaa by dai pa ue at b1 ^ 139 4^ +h« undertatog f'Tl ^ear upon "°*\t&^e offi^-'n? a'^dAe inductor rf the^* fished 10. The l^L^Sitea^eigWy todB^r-Sd ^^'^^^^gj^f hS :i BUlal«°^S neglect, and one n^ ~"f^*b& ''t nature; and if a^> ^ 140 such goods without, at the time of so sending the said goods, distinctly marking their nature on the outside of the pack- age containing the same, and otherwise giving notice in writing to the station master or other servant of the com- pany with whom the same are left, he shall forfeit to the company the sum of five hundred dollars for every such ofience ; 15. The company may refuse to take any package or parcel which they suspect to contain goods of a dangerous nature, or may require the same to be opened to ascertain the fact, and it shall not be lawful for the company to carry any such goods of a dangerous nature except in cars specially designated for that purpose, on each side of each of which shall be plainly painted in large letters the words " dangerous ex- plosives "; and for every default of the observance of this provision the company shall be liable to forfeit and pay the sum of five hundred dollars, to be recovered by any person suing for the same. GENERAL PROVISIONS. 62. Every railway company shall make such by-laws, rules and regulations, to be observed by the conductors, engine drivers and other officers and servants of the company, and by all other companies and persons using the railway of such company, and such regulations with regard to the construction of the carriages and other vehicles to be used in the trains on the railway of the company, as are requisite for ensuring the perfect carrying into effect of the provisions of this Act, and the orders and regulations of the Railway Committee; 2. The company may from time to time, repeal or alter such by-laws and make others, provided that such by-laws be not repugnant to the provisions of this Act or the Act in- corporating the company, or any Act or Acts amending any of them ; 3. And such by-laws shall be reduced into writing, and shall have afiixed thereto the common seal of the company ; 4. Any of the conductors, engine drivers and other officers and servants of the company or other railway companies usin^ any railway, offending against any such by-law shall forfeit for every such offence a sum not exceeuing forty dollars, — such forfeiture to be imposed by the company in such by-law as a penalty for every such offence ; 5. H tbe^ lientioned public, or 1 railway, ^ interfere, or remove -without V of any 8« 6. :Nofi it has be 7. The aforesai may l3® ceipt b> railway boards, up an< Bpicuo^ pany> laws : the VI board by-la destr shall lishe 8. an^ sect per cat col th su se P 141 rem"'" v„jjce to any v^' ... ,. .thout V^f'Zy> ; „, effect unless or until of any BU*Dy ** ' ^^^u have force or e^^ 1 i^ay \^P urofficer ?^„^!i; railway, shall^eP*^^^ ^^^g lished, and l^epx ^ confirmed, shall be d ^^^ and be <**&i?tion, and stoU ^^ ^^^ pwot "^ *? ^iway ^tionof a^y^fthe railway, It shau eontainWS » wy SS or damaged^-i;;;riy »igW oe. »?y .?S*b'^CVl?i^ "?n ThrcoffiP'^y l?tuy contra- thirty days pay ° N 142 vention of such by-law, and may retain any such forfeiture out of tlie salary or wages of the oflfender. PENAL CLAUSES. 03. If any officer or servant of, or person employed by any railway company, wilfully or negligently contravenes any by-law or regulation of the company, lawfully made and in force, or any order or notice of the Railway Committee, or of the inspecting engineer or engineers, of which a copy has been delivered to him, or has been posted up or open to his inspection in some place where his work or his duties, or any of them, are to be performed, then if such contravention causes injury to any property or to any ^rson, or ex- poses any property or any person to the risk of injury, or renders such risk greater than it would have been without such contravention, although no actual injury occurs, such contravention shall be a misdemeanor, and the person convicted thereof shall, in the discretion of the court Defore whom the conviction is had, and according as such court considers the offence proved to be more or less grave, or the injury or risk of injury to person or property to be more or less great, be punished by fine or imprisonment, or both, so as no such fine exceeds four hundred dollars, nor any such imprisonment the term of five years ; and such im- prisonment, if for over two years, shall be in the peni- tentiary. 94. If such contravention does not cause injury to any property or person, nor expose any person or property to the risk of injury, nor make such risk greater than it would have been without such contravention, then the officer, servant, or other person guilty thereof, shall thereby incur a penalty not exceeding the amount of thirty days' pay, nor less than fifteen days' pay of the offender from the company, in the discretion of the Justice of the Peace before whom the conviction is had ; and such penalty shall be recoverable with costs before any one Justice of the Peace having juris- diction where the offence has been committed, or where the offender is found, on the oath of one credible witness other than the informer. 96. One moiety of such penalty shall belong to Her Majesty for the public uses of Canada, and the other moiety to the infornaer, unless he be an officer or servant of, or person in the employ of the company, in which case he shall be a compete?* Her Ha3es 96. Tli« preceding and reco^ bis salary — 143 and recover tne »» b^ salary or pay. \^^^