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COMCKIININn THK 
 
 I Hoiitrea], Onaw a & OcciDial fiaif af 
 
 18 8 1 
 
 PRINTED BY ORDER OP TUB LEGISLATURE. 
 
 QUEBEC 
 CHARLES FRANgOIS LANGLOIS. 
 
 Pbintrh to Hkh Most Excellent MAJBSTy tub Qumn. 
 1881 
 
 y. 
 
 '/. 
 
 TO HIS HONOR 
 
 THE HON. THEODORE ROBITAILLE 
 
 LIEUTENANT GOVERNOR 
 
 OF THK 
 
 l^HOVIlSrcE OF QUEBEC. 
 
 REPORT 
 
 A 
 
QUEBEC, MONTREAL, OTTAWA & OCCIDENTAL RAILWAY. 
 
 To His Honor, 
 
 The Hon. Theodore Rohitaille, 
 
 Lieutenant-Governor of the Province of Quebec. 
 
 I have the honor, in my capacity of head of the Department of Public 
 Works and Commissioner of Kailways, to submit the annual report on the 
 condition and working of the " Quebec, Montreal, Ottawa and Occidental 
 Railway." 
 
 The railway, as a whole, came finally into possession of the Oovernment 
 in January, 1880, at which time the Eastern Division (Quebec to St. Martin 
 Junction), was taken off the contractors' hands, but it was not until late 
 in March following that the traffic of this part of the line began to be 
 worked in the interests of the Q-overument. 
 
 The organizing of the working staff, foi upwards of 300 miles of railway, 
 of course imposed large additional and an entirely new class of duties and 
 responsibilities on the Department of Public Works and, necessarily, ranch 
 time was required to systematize the several sub-departments of manage- 
 ment and bring all into harmony and smooth working order. 
 
 Shortly after the entire line came under the control of the department, 
 Mr. L. A. Sent'cal was appointed General Superintendent with Mr. C. A. 
 
«f ♦».« t± . "'"'^*'*' ^o Ayjmer), which had hepn n tho control 
 
 of the Government since September, 4879. 
 
 The length of line, including the Piles and «^f T.. u . 
 
 the .. .on. j:/CLr:;r;'i" ■^""^ "■"• '^-"■"'- '- 
 
 Total receipts as follows : 
 
 Passenger traffic 1219.672 29 
 
 ''"^^'^^'^ffi'^ 140.132 16 
 
 Mails, express, &c ^^^^^ ,^^ 
 
 ■'$382,326 35 
 Of this amount 73.68 ner oenf «7..c „k u , • 
 
 close, Lb!Lr.,,hr„;r .'''"" °'~°"''"''°p'°'' 
 
 Bece... t::: -:- -- ;-j.^^^ 
 
 no. e.hiM«„, .,e .„ e.:^ ta^ly tr .:' le """'-"^ """'«'"™"'' 
 
 
 « V 
 
 4- 
 
« ^ 
 
 ROLLINO STOCK. 
 
 The general superintendent's report refers fully to this imiwtant sub- 
 ject, stating the number of engines and cars now on the line and showing 
 clearly that further provision will have to be made to meet the increasing 
 demand of traffic. In connection with the rolling stock question he points 
 out the need for more workshop and engine shed accommodation. 
 
 GENERAL CONDITION OF THE MNE AND WORKS UNDER CONSTRUCTION. 
 
 The outlay for improvements and new works has been and continues 
 tobelarge. Ihavo had the engineers' reports brought up to the 3 Ist March 
 1881, (appendices 2 and 3 therewith) so as to include all that has been done 
 under their branch of the service, during the twelve months ending with 
 that date. 
 
 The expenditure in construction account has been :— 
 
 Eastern Division. 
 Western " 
 
 1216,400.00 
 
 362,829.0n 
 
 ♦569,235.05 
 
 And the estimated expenditure for the completion of improvements 
 and new works now in progress, is as follows :— 
 
 Eastern Division. 
 Western " 
 
 #140,800.00 
 
 678,040.00 
 
 $818,840.00 
 
 Details ot both those classes of expenditure, past and contemplated, 
 given ill the appendices above referred to as Nop. 2 and 3 respectively. 
 
 The eastern division comprises the main line and branches, Quebec to 
 St. Martin Junction, 189 miles. 
 
 are 
 
m 
 
 s 
 
 »bo«.. 2J mile. " ' °' """"™'' """• ""•'"<">"»""c.io„. 
 
 OHAUDIERK BUIDOE AND STATION. 
 
 k u , ' nceiMng and clohvenn'? passoiio-ers at TTnll 
 
 1. e,gh( Imlhc « „|,„ bemff provided for at Chauditoo Station. 
 
 baa aiao bee,. a,r!^^r L" ir; :^,r °"-''""" °" '""" '""""' 
 
 Te ahenZ ' T" °""'^ '*"""' '°'» ■»'^«' "' ""l-tocom,., l„ 
 "ome (then) still inoomplelo work, «813,'>75.6I. 
 
 EXTENSION TO WEBEC ,.*TE HAHBACKS, MONTUEAL. 
 
 Bee,a™rcrTwI».''T'.'"'" '°' °" '"" ^W" J-^X '»-Mo H. J. 
 
 v 
 
 JOLIETTE RAILWAY. 
 
 o„ o^jTr""'- "'r°" ''"°'""" """ '"■'°°'*' "f P'oPerbaltaingmalerial 
 r;l T'T T'™"' '° "■" """' '""•' <E-'er„ Division, render.^ 
 
 ....table gravel was d.aoovered, proved to be some 8 n,ilea north from the 
 
Hf 
 
 town of Joliotte. Here tho material was found to bo of oxcellont (|Uftlity 
 and in quantity uulimitod, but in order to roach it, the Jolietto railway 
 would have to be used between Liinoraie Junction and Jolietto (6 miles) 
 and the lino extended H miles beyond the latter point. The general super- 
 iiitendent's report, (appendix 1,) i^oes fully into this matter, and ponding a 
 more permanent form of airaiiufement with the proprietors of the above 
 named railway, (the extension having been ionstruetod at the cost of the 
 government in tho meantime) it has been used as u ballast road under the 
 temiwrary agreement referred to by Mr. Senocal. 
 
 I would specially diro<:t attention to that portion of Mr. Seiu'-cal's report, 
 whieh discusses the future of tho railway, both m to ».onne»;tions to bo made 
 for the successful development of its traffic and as to the dangers it may 
 have to encounter from competition. 
 
 Appendix 4, contains the rules and regulations that have been adopted 
 for the management and working of tho railway in all branches of its 
 service. 
 
 These general orders include, in a concise form, the regulations whieh 
 are indispensable in the exercise of real superintendence and control, as 
 applied to the various branches of railway management. 
 
 It was on the 15th January, l(j80, that the government took possession 
 of the Eastern Section of tho Q., M., O. & O. Railway. 
 
 On that date I gave orders to the superintendent to take over the 
 management of the line and to apply, temporarily, to its working the same 
 system of superintendence, police and management which was already 
 followed on tho Western section. After having discussed and acknow- 
 ledged, with the Commissioner and General Superintendent, the necessity 
 of a uniform system of management, I caused a draft of a memorandum to 
 that effect to be prepared, recommending that the general orders, rules and 
 regulations in force on the various railways in Canada and in the United 
 States should be attentively studied. 
 
(1 th.H co.np.Iat.on I tlumght pro,,., to adopt what appoarcd tome 
 to bo tho b,.«t uaapt-d to tho .ountry thro^^.h which our lino r,.n. to the 
 g«o,^raph,caI poHition of itn terminun and of itn principal stations, an well 
 a« o everythn.g which may furth.-r tho inton.t^ of commorco and industry 
 and hnally mrroa«« the traffic of tho road and of its branch.'s. 
 
 In preparing this work. I have strirtly confined myself to the .-lauses 
 •u the general law respecting railways, an.l I have endeavored to protect 
 at the same tune, the interests of the public and of tho management. 
 
 Far from .laiming to give you here a perfect plan of organization, I am 
 eonvnn.ed. on the contrary, that I will continually have to iuvestigat and 
 boneht by the unprovoments and amendments which experience daily 
 .ntrodu<e8 m the various branches of railway management. 
 
 I have tho honor to l)e. 
 Sir. 
 Your obedient servant, 
 
 J. A. CHAPLEAU, 
 
 Commissioner of Agriculture and Tublic Works. 
 
AJTENDIX 1. 
 
 {UEBEC, MONTREAL, OTTAWA & OCCIDENTAL RAILWAY. 
 
 REPORT OF MR. L. A. SENEGAL, 
 
 OENEUAL SUI'EIIINTENDENT. 
 
 Quebec, 1st June, 1881. 
 To Ho)i. Mr. J. A. Cu.vh.eau, 
 
 Prime Minister of the Province of Quebec. 
 
 Sib, 
 
 I have the honor to forward you my first report upon the management 
 of the provincial railway, the ' Quebec, Montreal, Ottawa & Occidental." 
 
 It was on the let of March, 1880, that I was officially informed of my 
 appointment to the position of general superintendent of the Quebec, 
 Montreal, Ottawa & Occidental Railway. I was informed, at the same 
 time, that, whenever there was any need for it, I was to see and consult Mr. 
 Walter Shanly, civil engineer, who was appointed adviser for the general 
 management of the railway. 
 
 B 
 
10 
 
 f- ' 
 
 I look charge on March Ist ISRI) i 
 "ato of ,he red .„d a, •. J^', .^ J\ "'''" "■ f™^' "J'-'f - 'o th„ 
 
 A.Scote and the l.Her by Mr T T P """■ """""»«' !>>• Mr. 
 
 "«'ier hi.„. The We*rn divi* n.lhlTl^ar '""* " '"''""' ^'"" 
 " year, had aJmost a re-alar „,„ ? ' '""""'» '"f '"ore than 
 
 'he other hand, .til, L the^"'" °'' ''"" ''"«'™ «"-» W on 
 contractor. ^"" ""' '"»»'«ement tha. had exi,ted under 'th! 
 
 roadJtbecameVcMsLTowuJer,'!"' "'"' " ■'™*"''''» "«*i"8 of the 
 In_<.oing this I „a. oarr^; ^ tZT'"""'''"'- """ «■-'-«-' 
 wh.chaccon.p.nied^y.p^^J'' """ '^""«<' » *he iustracion. 
 
 My attention was directed iirsl to lh» „ ■ 
 appeared ,„ „e to be prea,i„, a„rlhi h „ nT"? """ " '"= ™'- ""ich 
 -eer'. report. It will be ™ffi,.ie„. Z°l7" *'"°'' ^'"'"' "' «"< Engi- 
 »f the road waa ballasted with 1 ' ' '"" "'»' ""> '«»'«» Portion 
 «>»' part of the conntry. ^his'^roHr?' "" """"^ °'«-"' '" 
 ■ ""''^■"'^ " "ad. a. any cost, to b ehal .d ,T " ""'"'"""o «"' ' 
 ronnd about explored to try „„d find !' * ' ~ ' '""' ""> "hole country 
 
 «Tn,ttirit'ii,:'"'nrprr :;"■" '■"«-™-.aub„ut 
 
 ■» "ot capable of bearing heavy «!» "°*"'' '"»'- '"e road 
 
 -»/.:rn:tr;rr .ct';X:;;:'^' ™- -- are 
 
11 
 
 Another pit has been found at Deschambault about half a mile from 
 the main road. I bought the right of working this pit for two years from 
 Mr. Haraelin. The pressing need of gravel was so great that we ex- 
 hausted this pit during the first summer. 
 
 I at last found a fine gravel pit on the Western division of the road at 
 St. Eustache. This pit is situated at about four and a half miles from the 
 village of St. Eustache, at a place called St. Joseph, and is about ten miles 
 distant from the uiaiu line, but, ss the country which we should have to 
 traverse is very flat, the cost of constr ag a line there would not be very 
 heavy. The pit at St. Thereso has been exhausted since last year and has 
 been abandoned. I may add the same for the Gatineau one, so that we 
 have now only the one at Lachute, which is not very profitable. 
 
 The advantage in "favor of the St. Eustache pit is the importance of 
 the traffic we should obtain from the country which this line would open 
 up. St. Eustache is a large centre, and the principal trade there, espe- 
 cially the grain trade, is all exported by navigation or by wheeled vehi- 
 cles, for the same conveyance that takes the agricultural products to town 
 comes back loaded with the necessary merchandise for local consumption. 
 There are also at St. Eustache strong water-powers, which can be utilized 
 with profit, when this locality obtains an easy means of communication with 
 the large centres. 
 
 The result of all my searches has been the adoption of ballast from St. 
 Elizabeth. 
 
 I 
 
 You mentioned to me, at the tim», the great inconvenience of having 
 to run our ballast tiains on an independent road not subject to our control, 
 and of building a branch line of seven or eight miles without authority. 
 I understood these difficulties, but, in accepting the superintendence of 
 your road, I did not think of the peculiar condition of a public enterprise 
 subject to the will of the Legislature, and it was from your remarks that I 
 was enabled to understand the inferior position in which a government 
 
I I 
 
 ' i 
 
 12 
 
 TOd is riMossarily placed I .i„ . , 
 
 who „„<,e„ta„d. hi. duiio, and L 2.^!"^^"' " " "»«'» '«i'-y »- 
 •Sreoiohav. his hands «ed in anZ'^i'"""*™ *"■ "-ko would 
 -'-.ty. capacity and decision I hj't'," "" "«"'™ »" »»* 
 'ho sopervLion of ,h„ employees an,! ™'"""' '» ^"'"'S 
 
 ">" 0" time, he probably wo„M n^ h "°* """ "" '™'°» -°- 
 •nolhe,. direction, leaving this dlT "''""''"'■■'' '" '^™»'«S'= m 
 B"i, in these days, .he managle," ol ar!,'; ""™"""' " »'««™--tor. 
 thongh there are omi»i„„, (^ ttel ' ^ '''' 'l"""'" ""'"'=' "■'»«• a-d 
 turned tha. if the Province of Ou Ik T" ""' ■"""'• " « '» bl pro- 
 
 'o ™ it snccessfnlly, an !?«" rt'wTn '" '"" ""'^y. " -he« 
 bomgdone. Well, in the rnnnin. of ! •, °"" ""' " '-<^-'y 
 
 «<! .11 the expenses rendered n oil ib"'''"'"""^ should be lost! 
 •"• Nothingconld be done w.^ ro dt rT''f'"°"'''™'''»''''«'°»W 
 w«sw.„ti„g in MidUy. the slope J°l """ '""'■ '''"' """» ^ 
 
 "Wchgot into thejointsof thell^th '*"'"' *' ^"''' """''-• ""^ ™«1 
 »-«. -hat was n,ore in.porrrrurLtrirr""""''*""'""^''"* 
 7"^- I «« trough, face to face r^l '7 °" ">«'' » &»« a 
 all he more certain that by the state 'i ^ '""""' "*""'■ ™ 
 
 dunng the previous six monL,, XT,? T""'' ""' "^ '»»'™'- 
 the receipts upon this division. *" '="^""™»"i«g had exceeded 
 
 correspondence upon this subject. It was „ Uf" '" '""''"'°° " "" "-' 
 The pnce asked for the said road was ZZ 1 l"' ™*f««'»'y -atum. 
 been reasonable, , wa, anxious ,„ ^LZd m ' ■''°"^'" " ""«'" ^'^ 
 no other means, after some hesitrtfon, llT:, , ' »w that there were 
 
 my IHends, the necessary wei^Iton, 1 .'" °'''™' ''"'"■'" '^«>»e'' 
 
 master of the road, I felred °n omfZtT '" "" "'" ~"'""^ On'e 
 allow „. to extend the line which wast '"' '""■""" J"""" 
 
 There was always the al.er„ati:f of ^ v ..rtr "; r~" °' °" --• 
 wh,ch made it easier for you to decider ™* '*""' '")' """"duals 
 
 »-«h»iid.hes.id,ineii.ho;rb;::i.^';:::;ir'7f'"''-°''-'' 
 
 fe yourselt to keep it for the pro- 
 
 
18 
 
 vince. It was, in fact, upon such orders that I began and completed this 
 work, and you are still at liberty to say whether the province will keep 
 the road or merely lease it from the company, which is ready to settle 
 all claims that remain to be settled. I have had the honor of already making 
 you a special report upon this subject. 
 
 While awaiting your answer I have made arrangements for traffic with 
 the Joliette company. We pay the running expenses, that is to say the 
 rolling stock, station and train employees, but the company keeps the road 
 and stations in repair at its own cost and we pay them one-third of the 
 gross receipts of the road between Joliette, Montreal and intermediate 
 stations. These arrangements have produced a wonderful result for the 
 Q., M., O. & O. Railway, as will be seen by comparing the receipts of the 
 four months previous to the arrangement and the four months after, which 
 are shown in the following statement : 
 
 Receipts at the station or for the station of Lanoraie 
 from July 1st to November Jst, 1881 |4,108.50 
 
 Receipts at the station or for the station of Lanoraie 
 and from Joliette or for Joliette from December Ist, 
 1880, to April 1st, 1881 (share of Q. M. O. & O) 7,450.51 
 
 Increase during four months $3,341.95 
 
 To be deducted running expenses incurred by Q., M., 
 0. & O. during the four months on account of the 
 Joliette line #1,616.00 
 
 Actual increase , $1,725.95 
 
 Say, for the twelve months, nearly $5,177.85 
 
 It is true that the traffic at all the stations has increased, but by com- 
 paring them, you will find that the increase in Joliette and Lanoraie is out 
 of proportion with the increase at the other stations of the same kind on 
 the line. 
 
14 
 
 ~d .hat 2 have obtained, the 11!^: T ,^ "°"" °'"'"' °°""»> "f the 
 
 'he .Toliette road, and the sov;„r„ ' l ^l' '"°'""'°'' "» '"'"«' i" 
 possesion of it, .,„„,j'';™""'»' " •' hberty at any day to take 
 
 *60,0«0, and by „ea„/„fthe cont ^^IT"' " ""' °"^ -».'»>-y-W 
 hf hythe n,o.t exacting oft'lLtllM''.^"""'""' °'«>-'-- 
 only a* M7.600. There i. it h t neb /"' ^ """ '>-»'* "^ director, 
 f" P.y for improvement, sik 'e m d ' hln I '^' '" *"'°""' "' *'«•«»» 
 "7 "'•''■ V «'oel ™fe, widenin"*',^tl ^ """""* -' "» ™«" 
 r-' ^^o* "hioh the engineers 4 e'tfrnaTe' 7T' """"" "«• ""f"" 
 been exactly the .a,„e if the joverrmer h \ " ""^"^ '"»"'" •""'e 
 then wa», for }60,00l). ^ '«™>nent had purchased the road a. it 
 
 W the honor to malce a rep" « : t^r:;";*"""'-- "avcaiready 
 have .poken above and which I adsTano ,. '°°'"' """'=''• "' ""'^h i 
 
 Pe-.ble bnt certainly nece.;^"" ^'^ o *'°™' -"' "'"°'""°"»''- 
 <l.sburaeonecenlif it would gr™t llol77''T' "°""' "■" "»« to 
 number of year., some such 1^'ZT. If ~'"^'"^' '"' ' -^'n 
 "■Ih regard to Joliette. n, .^7 f .^ ""°'' ' '"'" ^Poken of 
 evidently be increased by the J„! , "^^ ^^ °- * «• ™'™y would 
 
 and which it could no. obit ra " Jr"° " ^''"' " " ■""' ^'P'^ ^ 
 op.nion, be one means of stimu trjtterjM"- ^r" '"""^ "°""- '» "y 
 •ngr to grant any subsidy, by invitlT T "'"S "' """«)" ""hout hav- 
 the receipt, of ,he Q. M O & ^ "* "'™' """P""- to assist in increaain. 
 
16 
 
 The same applies to the extension of the line from Lachute to 
 St. Andre. This branch would traverse a rich country and by connecting 
 the Q. M. O. & O. with the Ottawa, it would bring in all the traffic 
 from Rigaud and several other parishes on the other side of that river. 
 There again, in receiving a good percentage of the gross receipts and 
 with insignificant expenses, the Q. M. O. & O. would have nothing to lose, 
 and everything to gain. In this arrangement, the government lor further 
 satisla.,tion, could reserve the right of buying these branches at a certain 
 figure, agreed upon after some experience, if it were proved that th.-y would 
 yield more than the interest upon the'purchase money. 
 
 I am convinced that without subsidies you could just as well push on 
 the prolongation by the same means ver 12 or 15 miles of the Laurentian 
 Railway, which several of the parishes of the county Montcalm are persis- 
 tently asking for. The government must have disbursed $60,000 in subsidies 
 for the building of the first fifteen miles from St. Therese to St. Lin. It 
 would be very remarkable if it could build fifteen other miles without 
 further aid than a reasonable tariff". I may remark that it would not be a 
 bad thing, since even now the Laurentian Railway, gives the Q. M. O. & O. 
 over $10,000 nett, which represents an interest of about IG per cent, upon 
 the subsidies granted to it. 
 
 In order to establish this very clearly, I may cite a recen* example that 
 cannot be denied : the building of the Berthier branch. On several occasions 
 I had had the honor of calling your attention to the necessity of connect- 
 ing the Berthier station with the town of Berthier, by a bianch of about 
 two miles. I had even obtained, beforehand, the promise from the South 
 Eastern, that they would pay you 8 per cent interest on the cost of this 
 road, apart from the advantages that the Q. M. O. & O. would derive 
 therefrom ; but for the same reasons as I stated above, your government 
 did not consider that they were authorized to make such disbursements. I 
 considered that this branch was absolutely necessary to secure the Sorel traffic 
 and part of the traffic of the South Eastern, and this is why I appealed to 
 private capitalists who built this line. I will content myself, as in the case 
 
16 
 oU'nro^Thell^Two^SiU"™^^^^^^ '' "^« receipts, before and after the 
 
 14,476 . 
 
 Receipts at the station and town or for ih. . .• 
 
 o,oo!» 35 
 
 Increase in three months ~^~ 
 
 To be deducted running expenses incurred by the Q M O * 
 O. m four months for the branch ^" * 
 
 •• 1,399 50 
 
 Actual increase.. 
 
 ^ 2,983 56 
 
 Say for twelve months, nearly " 
 
 $11,934 24 
 
 I need not add that iw 
 
 I..S branch has helped the tome^fa e "l' " '"'" ^'""""Mtasof 
 
 feotury i„ the .own of Berths, wUch ^ I'T °' ° '"*' '"'='' ""■">■ 
 amoM. of freight on the Q. M. O. & O. '"""■' '"■««'?"'««» the 
 
 •akeo,t7hi:t:^L':l°:i7;^^^^^^ "» ^°— ».. can ..Ui 
 
 e^Penence . ™fflo.n. to ^. . W^^^ ^nr''''''^''"'™''"^ 
 
 I had the honor of statino- to 
 private means, that it was uorwith H-iew T ' ^''? '^'^'^ ^^^^« ^"^ 
 although we were certain that it would pay '"""''**"" ^'^^^ ' ^'"^ -' 
 
 In order to prove whnf r a 
 
 «-.~.onhe..r.::~e:;::-c.rr 
 
17 
 
 This carve, which is in the parish of St. Martin, was really a source of 
 danger to traffic, which it was absolutely necessary to remove. In order to 
 straighten the line a new right of way had to be bought. As the govern- 
 ment, in this case, as in many othcr.s, did not consider itself authorized to 
 take the responsibility of the expenditure, I was compelled, in order to alter 
 the line, to become personally responsible for the sum of $1000, the amount 
 necessary to carry out the work undertaken for that purpose, in the mouth 
 of May of last year. 
 
 OENERAIi -MANAOEMENT. 
 
 The offices of the divisional superintendents, of traffic managers, of audi- 
 tor, of cashier, the freight and passenger offices and those of the inspector of 
 agencies were all duplicated. There was one set for the Eastern section, 
 and one set for the Western section : I thought it better to unite them all at 
 the central office in Montreal. This allowed me to reduce the staff and the 
 co.st of management, at the same time to have a more effective service. 
 
 The government which was in po.ssessiou of the Western division for 18 
 months, had established a general office in Montreal, and as the Eastern 
 division was amalgamated with the Western only on the 16th January, the 
 general offices of the former as organized by the contractor, before the taking 
 over by the government of this division, remained as they were. 
 
 The office of auditor was filled by Mr. Shackell and I kept him on. I 
 regret to say that there was no chief accountant in the offices of the railway, 
 until the 1st September last ; the auditor had a great deal too much to do, 
 to have a perfect control of the expenses. As I had the honor of saying in 
 my report, which I forwarded yoa on the ith June, 1880, I considered it of 
 the greatest importance that there should be a chief accountant as soon as 
 possible. This is the reason why Mr. A. Louthood was appointed to fill 
 this position by an order in council. 
 
 By an order in council of the 28th February, 1880, Messrs. C. A. Scott 
 
 C 
 
18 
 
 'ho road ,h„ ,am„ a, ie „ " , t ' ". ™' "W'omtm™, kept 
 
 "■« Whole le„„h. i„ ,h, ,™,ta°;: "t:. "'■ "" '° "» ™"'"»<i -m 
 
 tondonl „f ih„ whole road and r !, I . . " "•""""'•TOlwri... 
 
 "f M. C. A. S..*e, whol dtl!::. '"'""" '™^'-' *"' ^" «•" '"- 
 
 I transferred Mr W O TTaii u 
 Three Biver., .o the .Utio;. at QuieTt ■!", """"""'' '"^'^ "■" ""^ "' 
 -' all busino.. that might ari.e ZT tL .'T' "'"' '"'"" '" *™- 
 reiJ.ee Mr. McFarlane, whom I hJ:. ^ '" ' '*'"" ™ Montreal ,0 
 department. Mr. yal,;e to! Mr 11:!? " "?'"?' " *' °- *• *°«'» 
 
 """' P'"°" «» local agent at Quebec. 
 
 »wvf;ent.trr;:frcr ;:i,Tr --- -»' -^ «.« 
 
 po-iWe to do without the «c™e, ol .hf. ,>* ''' ''"■ " «^ ™- 
 
 oon.plio..ed. and which .he :«: a^^Lt*"' ^'"^ "-««» - "os. 
 neglecting hi, own department ThTL '"" "''""^'S" "'*<»■' 
 
 have to compete with rival line,.' ™"" '" "" ™'»P"fc» that 
 
 Another orderin council of the l.t a„ 1 1 . 
 
 BlumhartgeneraUtorekeeperof the road Th'i i m"""'"'"" '"' ^^ =■ 
 du.,e, the I4.h April. ,880. We dispensed wthlT ""!"'" ""^-his 
 Quebec and Mr. Maepherson in Montreai, wro'LtedTrd^irrh" 
 
 wtf;;tt™::;tttr„?orr::"'"»*°'^---'---^ 
 
 When our trains ran into the citv of nn 
 Gouin from Hull station to the terminus ^ transferred Mr. 
 
 i 
 
 i 
 
19 
 
 i 
 
 The Piles branch, which traverses the country extending between 
 Three Rivers and Grand Piles, a country sparsely inhabited, but possessing 
 great richness and the elements of a great deal of traffic, required a special 
 and permanent service, and which could not bo fulfilled by the officers 
 occupying the ordinary positions on the remainder of the road. Upon this 
 subject, I have the honor to reier you to the special report I made you when 
 I recommended the appointment of Mr. G. A. Gouin. Having obtained 
 your consent, I appointed this gentleman local manager of the branch which 
 ought, besides the local traffic of different manufacturing or lumbering esta- 
 blishments, to furnish us with 2,500 carloads of freight per annum. 
 
 Up to the 1st June, 1880, the engineers, Messrs. Light and Peterson, 
 have had control of the maintenance of the road ; but now that the road 
 is in a running condition, I have assumed the general management, and this 
 upon Mr. Shanly's advice and your orders. The works that remain to 
 complete the road are subject to my orders, upon the report of the engi- 
 neers. One of the reasons that gave rise to the decision, was the importance 
 of leaving the responsibility and management in the hands of one 
 and the same officer, and thereby prevent accidents and damages which 
 might arise, and which a single management alone would avoid. 
 
 I refer you for further details to the general orders which comprise all 
 our rules of management. 
 
 TRAFFIC, 
 
 The road still continues to yield satisfactory returns. If one considers 
 that the receipts are purely of a local nature, that our rolling stock is still 
 insufficient, and that we have not sufficient connections with the net-work of 
 the Western railways, we may well be astonished that a road which is scarce- 
 ly completed should give such good returns, with only the passenger and 
 freight traffic of the line itself. I hope it will be possible soon to establish 
 useful connections that will also afford an outlet for our produce and supply 
 tralnc for our line 
 
1 1 
 
 so 
 
 sundry receipts 5 per cent. I'tr cent., and that ol 
 
 In 1878 Mr. Scott gave the following .tatietics in his report :- 
 
 Conveyance of passengens 57 ^^^ ^,^^^ 
 
 freight gg 
 
 Sundry receipts , 
 
 This year we have 
 
 ^^'^^^SOVH ,, 
 
 Freight .... 
 
 ° 38J 
 
 Sundries 
 
 8J 
 
 nost fertile :::,';, cxir "■"",";»"<"■ «-'"-.-. .■>, 
 
 Another iaci which explains the freio-Hf fr..ffi u • 
 is our having to take reduced Z ■ V ^^nxgont of proportion, 
 
 state of thin.: i., ed unon T '" ' " '' "'^'"^^ ^ '^"^^•^«-- This 
 the proportion t:^^^^^^^^^^^^ 
 
 --^p«rcent.ofthet-rv^;r:^r,— ^^ 
 
91 
 
 have no doubt that next year wo shall'arrive at 70 per cent., which is tho 
 normal state. I may say ht-rc that the statomcnt shown by the contractor, 
 "^Ir. McGreevy, of the last six mouths of the running of the road while 
 ho hac' -t, proves that the expenses excoodod the receipts. I am happy, 
 after the amalgamation of the two divisions, to be able to show quite a 
 different result. I have done my best to place our road in a condition to 
 be able to supply the wants of trade in our neighborhood ; and for this 
 purpose I have had several sidings laid down at the principal manufac- 
 tories, etc., etc., and I have increased the facilities they had to make use 
 of our road for the ends of their trade. 
 
 The Laurentian Railway belongs to a private company, and connects 
 with our line at St. Therese. The receipts from the traffic which is brought 
 to our line from this one are always on the increase, since it began to run. 
 The traffic on the road is composed principally of lumber, firewood, live 
 stock, grain and agricultural produce in general. 
 
 The traffic on the St. Jerome branch has quite equalled the hopes of 
 the promoters of this line. Beside the annual revenue derived from this 
 line, colonization is greatly assisted by its powerful concurrence. The new 
 settlements upon the Upper Ottawa and upon the Red River which under 
 the impetus given by the Reverend Mr. Labelle, have given great hopes and 
 results which are already appreciable, will furnish us with a remunerative 
 traffic before very long. 
 
 I should mention here an industry which the building of the railway- 
 has greatly stimulated and which is now being worked with as much 
 intelligence as profit ; I mean the quarries of building stone which are 
 situated at St. Vincent de Paul and Deschambault. This industry has taken 
 rapid strides. The harbour works at Quebec and the graving dock are 
 being built of this stone. I have thought it right to establish a minimum 
 price for the carriage of this merchandise which I hope will furnish us 
 with a continual traffic. The facilities our road affords to the shipping 
 trade for the carrying of its merchandise and the delivery of the same up- 
 
f2 
 
 r guuijy i,l„|,|„h„d, g,v,. a coi,.id,.rable imR'aso to „„r IralH. Alr,.,„I. 
 
 ROLLINO-STOCK 
 
 w»» aiviaea inlo two sections, the Eastern and Western. 
 engiZ^In,!"!? :' "' '""" "«'"'» ™""«« <"■ " locomotive 
 
 —;"; r,r::':f; rH:;'-; "- -™-«°" «"- ""^-h • -nd 
 
 «o. I k ""* ^^*^» passenger cars. 6 second clnsn 
 
 »r., 4 baggage ears, 2 ™ix„d cars, 7 cattle car. 4 hay cars, 78 Zh. cITs 
 
 case o/:::: ::rrH::;i2;::^;^:i«%:;:- --■ 
 rrrs^r:rz--:d:rrrr 
 
 overtv tf "'? f"™" ""° '"""" "°°'' ""'"'• '"-' i»"' "»- i-dod 
 en! neJ , ",7 ™"" '° '"= «"'°'""™'- ~™"d of ,9 locomotive 
 
 beXs 10 Vd ^r • '' '"•■■ "' '"" •""' ""•• 18^ P'«'f°™ ca". 
 
 «J°i; ™"' "'"'' "'" -''•"' "'" "■«"->» ™«dem„ed 
 
f1% 
 
 It 
 
 •4 
 <« 
 
 ThiH maki'H a total of: 
 
 84 locomotive uiigiiios ; 
 1 i iifHt class cars ; 
 2 druwinj,' room curs ; 
 14 second class " 
 
 4 l»ujfgago 
 
 '2 luixud •• 
 
 1 ofEcial '• 
 
 171 box 
 14 hay 
 20 cattle 
 216 platform " 
 
 1 water tank ; 
 1 tool car ; 
 4 snow ploughs ; 
 4 scrapers. 
 
 It was absolutely necessary to organize some workshops at Quebec, 
 and thus to have R..iae suitable place to keep the 8uppli,>s and material of 
 all kinds and to centralize the works and tlie management. This workshop 
 18 now in good working order, forges are established therein, as well as a 
 workshop for the tinsmiths and finishers. We have on the second story 
 the blacksmiths\shop and painters' shop where all the necessary work for 
 the line can be done on favorable terms. I mean to have the greater 
 portion of the first clas. cars made at Quebec which can only be made 
 under the immediate and personal supervision of the mechanical superin- 
 tendent, and the repairs to the cars will in the future be done also at 
 Quebec.T.The new workshops now completed and in good repair, as well as 
 the buildingjnow occupied as the workshops, will give us ample space 
 for these works, 
 
:i 
 
 5 't 
 
 li I 
 
 24 
 
 In Montreal we have, as yet, but temporary workshops, under the 
 management of the mechanical superintendent, but they contain a spleu- 
 did set of tools. 
 
 At the beginning of my management, I aimed at giving the passengers 
 every comfort and all the necessary facilities to be able to compete L- 
 cessfuUy with rival roads, With this object in view I put myself in com- 
 munication with the different car manufacturers in order to procure 
 drawing-room and sleeping cars, but I was unable to buy any ; the Pullman 
 company offered to lease me some for ten years at $4,000 per annum ; the 
 Wagner company for the same length of time at $3,000 per annum. 
 Finding these prices exhorbitant, I decided to have four first class cars 
 turned mio two drawing-room cars for day trains and two sleeping cars for 
 the night trains. ^ 
 
 As these transformations were merely an experiment, I thought I would 
 do them at the least possible cost. Had the experiment not proved favorable, 
 the interior divisions of these cars were such that, at a slight cost, the^ 
 could have been replaced in their former condition of first class passenger 
 cars. The cost of these changes including the furniture, carpets, beddin<. 
 &c amounted to the sum of $8,034, from which we must deduct the seats 
 and furniture of the first class cars, that were taken out and which 
 
 r ^ZV'^ '"" *""""= *^° ''"''''^ ^^"^« '^'^ "^^« fi>«^' ^^--^ cars, and 
 hve third class cars into mixed cars with two compartments. These cars 
 are used on the branches. I estimate the value of these seats at $1,400 
 The acfual cost therefore of these four cars would be only $6,634. 
 
 It was in consequence of this result that I undertook lo have two other 
 drawing-room and sleeping cars built upon a new plan which is very much 
 liked. The fitting up of these cars is very ingenious and is different from 
 any patented car ; they cost $12,000 each. . 
 
 The receipts of the road have been much affected by the want of 
 sufficient rolling stock, and government cannot expect as large profits from 
 
 m 
 
25 
 
 this line as it is capable of yielding, until it is equipped upon the st 
 tooting as ©ther railways in Canada. 
 
 same 
 
 The last statistics published by the Dominion government give the 
 average rolling stock of all the railways of Canada together. By taking- 
 the proportion of the number of miles of road in operation and comparing this 
 proportion with the average of all the railways in the Dominion, these 
 statishcs show that we ought to have 51 locomotive engines, 25 first class 
 cars, 5 second class cars, 13 baggage, mail and express cais, 691 box cars. 
 30o platform cars. We have only 33 engines, 20 first class cars, 14 second 
 class cars, 14 baggage cars, 441 box and cattle oars and 206 platform cars 
 which makes a deficit on our part, of 18 engines, 5 first class cars, 1 second 
 class car, 254 closed cars. We might add 242 hay cars, but these are only 
 (or special service which lasts only for a season, and should be much more 
 numerous to supply the actual requirements. 
 
 A shed for the engines was indispensable at Hochelaga. The only 
 shelter we had for our engines was a square covering placed across the 
 track which held four engines, opposite to the turn-table. The peculiar 
 position of this shed was dangerous and also an obstruction. The value of 
 he fuel alone for the engines remaining exposed during the winter, amounted 
 to the sum of |3,300 per annum. This shed cost #2,650, and is built in such 
 a way that, should it become necessary to build one of more durable material 
 part of the wood of which it is built could be utilized elsewhere. 
 
 We have also built a store for small supplies for the cars and engines, 
 and offices for the mechanical superintendent and general storek:eper 
 Ihese buildings could be used as sheds for engines should they ceas to 
 have their present use. 
 
 At several places the water was supplied by aqueducts, the price of 
 which came very high. I have had built by our workmen, tanks supplied 
 by gravitation or by machinery, especially at Quebec, Hochelaga and Three 
 Rivers. In this branch I have effected an economy of several thousand 
 dollars per annum. 
 
liil 
 
 26 
 
 Exporicnco has proved to us that coal is loss expensive than wood as 
 fuel. You will see )>y the monthly return what the proportion of expens.^ 
 IS between wood and coal. Though coal necessitates a larger cost Jor 
 repan-s ni engines, nevertheless, at the present price, it is more economical. 
 Our rolling stock is now in very good working order. 
 
 Connections. 
 
 The connections of a railway are of such importance that I may safely 
 say that the performance of this portion of my duties takes up more than 
 one-half of the labor I have given to the Q., M., O. & O. Railway. It is 
 the part which requires the greatest piu-severance and watchfulness, and it 
 IS there I have the most frequently to tax my resources or take the initia- 
 tive personally, because a Government has not the liberty enjoyed by an 
 individual or a company. Conflicts between railways are amongst' the 
 most dangerous of conflicts. At a given moment, powerful organizations 
 may unite to ruin a line. This danger exists for the Q., M., O. & 0. as for 
 any other railway, and, being well aware of it, I have endeavored to do my 
 best, within the limited scope allowed me. I do not consider that I am at 
 liberty to allow the success of the Q., M., 0. & O. to be endangered, and to 
 expose the province to sustain such a shock, which would threaten it 
 with direct taxation ; for all its hopes are founded on the value of the road, 
 since in the road it has invested almost all it possesses. 
 
 Governments, with respect to such conflicts, arc not in the same posi- 
 tion as companies. The latter are masters of their movements and their 
 actions, while the hands of a Government are tied. A Government might 
 miss the best of combinations, because it would not be prepared to carry it 
 out. Uncertainties, such as a general election, or a special session, with all 
 the delays consequent thereon, would suflice todestroy the good-will of busi- 
 ness men, who are pressed by circumstances to conclude a transaction 
 promptly and experience proves that all railway arrangements are made 
 abruptly, by a coup d'etat, or at least under the influence of so imperative a 
 necessity that capitalists do not hesitate to pay the price demanded It 
 
27 
 
 19 only competition whi<h can give value to a road, and competition 
 always implies exigencies which must at once be met. And when we think 
 of the important interests of the railways whose termini are in the Trovinoe 
 of Quebec; when we recollect that the Grand Trunk and the Pacific, repre- 
 sent each hundreds of millions of dollars, and are fighting equally powerful 
 companies, which will endeavor to protect themselves, we must expect a 
 supreme effort to be made by all these rival companies, for an issue must 
 be found, at any price, for all the new traffic which is preparing to come. 
 Over the whole American Continent everything has a tendency towards 
 monopolies and combinations of various lines in order to form powerful 
 net-works. For instance, the trade of the West is now exclusively in the 
 hands of five great railway companies :-l. The Pennsylvania Railroad 
 nearly 6,000 miles long ; 2. The Grand Trunk, which now controls nearly 
 2.000 miles; 3. The New York Central and its connections; 4. The Erie 
 and Its connections; 5. The Baltimore & Ohio. 
 
 In the West our railway might effect connections : 1. With the Pacific 
 for the Pacific trade; 2. With the Ontario and Quebec and Great Western 
 and Credit Valley, for the Chicago trade and also create a new western line • 3 
 With the Ontario and Pacific Junction or the Western and North- Western 
 for the St. Paul's trade, via Sault Ste. Marie. These three roads give three 
 directions entirely different, and I will take the liberty of shewi-i- you in 
 a few words, what I deemed it my duty to do, in order to keep tht'se three 
 avenues open, notwithstanding the most powerful interests contending 
 against us. ° 
 
 When the conditions, on which the Syndicate obtained from the Federal 
 Government the concession of the Canada Pacific, were first published you 
 were the first, Sir, to draw my attention to the entire omission of the q' M 
 O. & 0. Railway in the contract, although two private companies (the 
 Canada Central and the Ontario Pacific Junction) were endowed by it with 
 considerable advantages. 
 
 In examining clause 25 of the appendix to the contract, I find, in effect 
 that not only the railway of the Province of Quebec is exdudod from par' 
 
mmmmmm 
 
 i r. 
 
 !i 
 
 liilj 
 
 28 
 
 ticipating in any favors, but that power is given to the Syndicate to create 
 a nval hne tor the Q., M., (). & O. IVom Ottawa to the Atlantic. 
 
 aroal^irs":^"" '"'" ^' ''' "^' ^^^'^^"^ ^^^^^^^"^ "'-■ '^^^y 
 
 The Canada Central from RenfVew to Brockvillo on the Grand Trunk 
 connecting the Pacific with the American railways ; 
 
 th . r ^' r;P''7'^ "'^^ fr«'" Pe'nbroke or some other and nearer point, on 
 thij Canada Central to Kingston ; 
 
 The St. Lawrence & Ottawa Railway, which taHs the traffic to Pres- 
 cott, thence to Ogdensburgh or to the Grand Trunk ; 
 
 direclto the T ""' T ""'' ^''^ ''"'"''''' "'''^^ *^^«« *^« P-^^ ^-de 
 direct to the American lines, via the Coteau Bridge ; 
 
 The Atlantic & Western Railway, running from Ottawa in a direct line 
 
 r:ihe:t p^rT t "^^'^^^ -''' '-^'''^ ^^-^ «- - -y 
 
 ilting rtad, " "^=" " '' ''^'"' ^•«' ^^ ^^^ ^^ ^^ ^^^ - 
 
 After the conditions contained in the Pacific contract were published 
 
 It becamo necessary for your road to obtain the assurance that the Pacific' 
 
 wouM not g,ve tho^preference, for Us traffic, to any of these various lines, to 
 
 the detriment of the Quebec Railway. In other words, we wished to be 
 
 certain that when the Pacific would receive our freight at Lake Nipissing. 
 
 1 would not charge us more to carry it from that point to its destination on 
 
 Its line, either m Manitoba or British Columbia, than it would charge for 
 
 instance to the Coteau Railway, and vice versa; that if our agents wo ked 
 
 up freight in the Wh-West, and put it on the Pacific with instructions to 
 
 send It to Quebec by the North Shore Railway, the Pacific would not lew 
 
 higher rates on goods consigned to the Q., M., O. & O. than on those sent 
 
 by any other line. We paid no heed to the war of tariffs which the various 
 
 A> 
 
29 
 
 lines above-montioned might oppose to us for running over their respective 
 roads. We had to expect competition ; we wore in a position to meet it • 
 we did not ask to be treated better than any of these roads, although 
 as a national enterprise, built not as a speculation, but with the people's 
 money, our read was entitled to favors from the public government. 
 
 We could not get a guarantee of this kind inserted in the bill passed by 
 the Parliament at Ottawa, because a contract, binding the good faith of the 
 parties, was in question, and nothing could be altered in it ; but I had the 
 honor of accompanying you in various interviews with the members of the 
 Syndicate, and I understood that you had obtained from the parties 
 interested, a clear and formal expression of their good-will. 
 
 The Federal Act, 43 Vict., chapter 52, gives to the Q., M., 0. & O. con- 
 siderable advantages over a portion of the Pacific. It secures to us full 
 running powers to Calender Station, that is to say, we have the right to 
 run our full trains over the entire length of the Canada Central at rates to 
 be determined between the Q., M , O. & O and the Canada Central. It 
 was the only compensation which the Province of Quebec could expect as 
 compensation for the $12,000 per mile which the Ottawa Government paid 
 to the Canada Central. This compensation has been rather spoiled by the 
 onerous condition we were obliged to undertake, although we received 
 nothing from the Federal Government, that of granting the same privileges 
 on our line to the Canada Central ; but it is none the less true that at the 
 proper time and place we may benefit by these provisions of the law. 
 
 The Ottawa Parliament, as you are aware, cancelled that portion of 
 the Pacific which extends from Lake Nipissing lo Sault St. Marie, and, in 
 obedience to your instructions, I took care that there was introduced into 
 the charters of the Ontario & Pacific Junction and the Northern & North 
 Western, a clause which places us on the same footing as these lines, with 
 respect to the Sault St. Marie trade. 
 
 As to the Chicago trade we can establish a line from Ottawa to Toronto 
 to connect with the Great Western and the Western lines. Experience has 
 
■T" 
 
 
 30 
 
 shown us that this is a difficult matter. A l)ill to this effect had failed to 
 become law thd previous year, in a manner which showed that the Q., M„ 
 O. & O. had powerful adversaries. It was only with the greatest efforts 
 and by the united vote of the membevs of the Province of Quebec, that we 
 were enabled to carry this year a m.'<.-,re so important for our road. 
 
 But, I do not mean to say that all the danger is over. I take the 
 liberty of pointing out to you all that is possible, without in any way pre- 
 tending that there are any hostile intentions. 
 
 1. It is none the less true that the Pacific now goes as far as Brockville 
 by connecting with the Grand Trunk, and can send as much of the trade as 
 It pleases by the St. Lawrence or, on the other side, by the American lines. 
 
 2. The Ontario & Pacific Junction has already 115 miles completed 
 with a grant of $8,000 per mile for the 120 miles from Calender Station to 
 Toronto, where trade can also be brought. 
 
 3. The railway between Kingston and Pembroke has already 70 miles 
 built, thus adding a new rival line from the Pacific to the River St. Law- 
 rence or to the Grand T-unk at Kingston. 
 
 4. The St Lawrence & Ottawa is a well known road which has been 
 running for a long time between the terminus of the Canada Central at 
 Ottawa to the Rive. St. Lawrence at Prescott and on the other side of the 
 American lines. 
 
 ton. 
 
 The Vermont Central now has a direct line from Argenteuil to Bos- 
 
 5. The Atlantic and North Western which starts from Ottawa and goes 
 m a straight line to Lachute, has a charter which is one of the most dan- 
 gerous for us, for it can cross the St. Lawrence and continue its diagonal 
 line to Sherbrooke, Portland or any point on the Atlantic and pass into the 
 hands of the Pacific Company. 
 
81 
 
 6. The Vaudiouil, and Coteuu lines, amulgamatGd under the name of 
 thi' Canadian Atlantic, are in full operation, and will 80011 have a second 
 line between Montreal and Ottawa of the same length as the Q., M., O 
 &0. 
 
 7. Upon the amendments obtained at the last session of the Federal 
 Parliament, the International Kail way, which has formed connections with 
 the net-work of roads starting- from St. Johns, P.Q., via Sherbrooke, Ia-m- 
 noxville and Megantic, is building its line towards Maine and New Bruns- 
 wick. 
 
 I may add to the list of existing charters ; 
 
 8. That the Grand Trunk, with a view of preventing the building of 
 the Ontario & Quebec, has just purchased for the sum of $900,000, 70 miles 
 of the Grand Junction Road which was intended to serve as part of the 
 Ontario and Quebec. 
 
 9. That the Pacific is making desperate efforts to control the Ontario 
 & Quebec charter. 
 
 10. That it was announced about two months ago, that the Canada 
 Central had, by agreement, connected with the Canadian Atlantic near 
 
 Ottawa where the two lines converge. 
 
 il. That the supposed and declared intention, I believe, of the Federal 
 Government is to get rid of the Intercolonial to any corporation that will 
 give sufficient guarantees. 
 
 12. That the proprietors of the St. Paul, Minneapolis and Manitoba, who 
 are also proprietors of the Canadian Pacific, haA'e purchased the St. Cloud 
 and Minneapolis Railway, which has a grant of land, with a view, to make 
 certain of a more direct line towards Sault St. Marie, a line which they 
 wish to control upon American soil ; and that even if we had running powers 
 
i 
 
 82 
 
 upon the Pacific as far as Sault St. Marie, our operations miglit still be 
 impeded by arrangements outside of our control upon American soil. 
 
 The result therefore is that no end of combinations, can be made against 
 the Q. M. O. & O. Railway. No one for example could find fault with the 
 Grand Trunk, for diverting the western trad., by the Ontario and Pacific 
 Junction at Toronto, by the Pembroke and Kingston, at Kingston, by the 
 Canada Central at Brockville, by the St. Lawrence and Ottawa at Prescott. 
 by the Canadian Atlantic at Coteau, by the Atlantic and North Western at 
 Lachine or find fault with the Pacific for allying itself with the Canadian 
 Atlantic, or with the Atlantic and North Western, in taking over the 
 
 ?u^T.r'^ ^''"^'"' '"*^ "' '''"""^' ^^' Intercolonial, which would reduce 
 the (.1 M. O. & O. to the modest position of a purely local road. 
 
 I do not wish you to believe that any of these threats have actually 
 been made against the Province of Quebec. ]]ut these events are possible 
 and 1 wish to make it clearly understood why I have endeavored to make 
 sure of some connections for the Q. M. O. & O. It is with this object in 
 view that I have tried to gain, for the Province of Quebec, a large share of 
 influence in the Ontario and Quebec Railway. It is with this object that 
 I have endeavored to enter into friendly relations with the South Eastern 
 while awaiting a traffic tarif, which would open New York and Boston to us' 
 It IS with this object that 1 started and supported theprojoct of a tunnel and of 
 the South Shore Railway, which at a given moment would not only allow 
 of our sending our agricultural produce and passengers to New En-land 
 but allow of our carrying the Chicago trade by means of the American°lines' 
 running along the South Shore of the St. Lawrence from Niagara, by a line' 
 just as short as the Grand Trunk. And it is with this object that I thought of 
 the bridge over the ice, which had for eflfect the lowering of the Grand 
 Trunk rates for crossing the Victoria Bridge, from $16 to .$7 per car. 
 
 Our interest is to ally our destiny with that of the Ontario and Quebec 
 but m case the alliance should not come to pass or that that road should 
 not be built, we could still count upon the tunnel and the South Shore 
 
88 
 
 Railway to establish a new lino from the west by means of the Amori(^!iu 
 roads. 
 
 If a little surpnse was exhibited in some quarters at our having signed 
 a contract with the South Eastern for ten years, to allow of our carsVssing 
 on their line, people must now be convinced of the prudence of such a step. 
 The Southern lines have since pooled their receipts and, without a contract, 
 the lines on the North Shore would have been at the mercy of this 
 powerful organization which might hnvo raised tariffs as it pleased. This 
 contract assures us connections with New York and Boston, and our rail- 
 way has already derived a benefit therefrom. 
 
 In conclusion, I am of opinion that to guard against what may happen, 
 it is very important to effect a connection between the Intercolonial at 
 Levis, and the Q. M. 0. & O. at Pointe a Carey. 
 
 I had an interview with the general superintendent, Mr. D. Pottinger 
 during the month of June 1880 ; we visited Hadlow Cove together and 
 another suitable place at St. Joseph de Levis. Without going into details I 
 may say here that a connection is practicable at either place and that the 
 loaded cars could be crossed in steamers at all seasons as they do between 
 Sarnia and Detroit. 
 
 We likewise agreed as to the importance of this connection, if the 
 tunnel under the St. Lawrence between Hochelaga and Longueuil, and 
 a Railway, on the South Shore, to connect the network on the North 
 side with the great American lines, were built. The carrying out of this 
 plan, would give our connection wi^h the Intercolonial a greater impor- 
 tance and an addition to the traffic on our road which would be difficult 
 to estimate, but which would certainly greatly increase the receipts. 
 
 We could carry upon the best possible terms the passengers and goods 
 coming from the West and going in the direction of the Intercolonial and 
 
84 
 
 
 wo would have ovory fadlily lo Inmship them by the omlel of our net- 
 work. 
 
 Ill tho event of concluding- some arrangement with the new Tunnel 
 and South Shore Company, it would he i.,.«Hihle to establish uninterrui.ted 
 communication between Chicago and Halifax by the 1st January next or 
 at thelatest by the 1st July of next year, and this even though the tunnel 
 should not be completed for three years. 
 
 This communication would be established by placing two tracks upon 
 the ice, the one between Berthier and Sorel and the other between Hoche- 
 laga and Longueuil. The advantage of those two roads consists inthefm-t 
 that the ice always takes between Berthier and Sorel, so as to be able to 
 bear a loaded train, before the ferry boats have ceased to run between 
 Hochelaga and Longueuil, and thus when the ferry boats cease to run we 
 would have to send our train coming from the West as far as Sutton Junc- 
 tion, and from thence to Sorel, to join our road. This would cause us to go 
 over 100 miles more, but this would be nothing .ompared with the advan- 
 tage to be derived from the fact of keeping the communication uniuter- 
 rupted. 
 
 As soon as the ice takes between Hochelaga and Longueuil, we can 
 lay a track m two days, and then take our regular course. 
 
 Besides the advantages we would derive from our connection with 
 railways going to the West, there is another, which would contribute larc^e- 
 ly to the prosperity of the country to the North of us, and to the improve- 
 ment and development of our agriculture; it is the facility of communica- 
 tion with the New England States. Taking it as a whole, the country be- 
 tween Quebec & Ottawa, on the North Shore of the St. Lawrence, is one 
 of the richest and most productive in the whole province ; the want of 
 rapid, easy and cheap communication, up to now, was the only reason of 
 Its inferiority in productiveness. The agriculturalist and manufacturer 
 found that the expense of forwarding their goods to market was so great 
 
 ^ 
 
M 
 
 thtit they coiised to produce more than what was iu'c.}8!.ury for thoir own 
 consumption. 
 
 In ordor to benefit by thivso advantages and to enable our population 
 to benefit thereby we most open up numerous outlets and make our means 
 of transport equal our production ; for this purpose it is nec(>sHary toobtain 
 access to the New England markets. We have at our doors twelve or 
 fifteen towns where a ready market is found for all the produce of our 
 mines, forests fields, &c. 
 
 s 
 
 Let me here give some examples which will demonstrate the practical 
 result much better thin the most elaborate theories. 
 
 Last year the district between Three Itivers and Terrebonne, had a sur- 
 plus of hay. Pressed hay was selling cheap on the North Shore, whereas 
 it was quoted in Boston at $27 per ton. Therefore our producers were 
 losing a large profit which they could have realized, ov at least did in part last 
 winter and which they will realize iu full when we have the necessary cars. 
 Our contract with the South Eastern and its connections provides for this 
 pressing need ; for they are obliged between them, to furnish us seven 
 hundred hay cars. Last winter prevented the execution of the whole of 
 this part of the agreement, because it was impossible in the whole of the 
 United States to get the number of cars. But these lines have now their 
 contingent for next winter. 
 
 The lumber merchants of the Ottawa valley have no other market for 
 their inferior quality of deals and boards than the New England States; 
 they can ship their merchandise only during summer by water to Whitehall 
 and Burlington and thence by rail to its destination. The cost of transport 
 by water between Ottawa and Burlington or Whitehall is $2.50 per thou- 
 sand feet. The transhipment from barggs to cars costs 50 cents per thou- 
 sand feet, and the loss that is sustained upon the transhipment of goods is 
 about 50 cents per thousand feet. Then it has to travel 272 miles to reach 
 Boston and by the lowest tariff this would cost 1 cent per mile per thou- 
 
n 
 
 ...^^fc...t, ,„„1 hy .„m,„..r „.viK,„i„„ ,,i.r .he t„..l Oct ...orefor „„„l,l b„ 
 
 .c. J*""; r ' °"''' """^ ""' ""'"" "•"<"' ""'"•°' '™-hipm.„t at all 
 «l 16.00 per thousand leet. 
 
 Th. samo applien ,o minerals, hen.Iock-bark, manufactuml pro<Iuct« 
 f^«.n. hve-«tock, &o., &c. Those difFcront consideration, and th. Z and 
 
 tL!" ?■ , ' "' " "'^^'^' '' "" "^rproximate estimato of the opera- 
 
 tions ol next jrear, a receipt of a).ont one million dollars. 
 
 I remain, 
 
 Sir, 
 
 Your obedient servant, 
 
 L. A. SENEGAL, 
 
 General Superintendent. 
 
II' 
 
 88 
 
 i 
 
 QUEBEC, MONTREAL, OTTAWA 
 Statement of Traffic Earnings, Operating Expenses 
 
 Total Passongor Traffic 
 
 Extra BnRKago .' 
 
 C'ominctors Collections. 
 
 Pftlacu Day Car 
 
 Palace Sleeping Car. . . . 
 
 Total Freight Traffic . 
 
 Sundries : — 
 
 Miscellanooiis nnd Special Train Service. 
 
 Mall Sorvico 
 
 Express '.!!!'.'.".'..' 
 
 Telegraph ..'....... 
 
 Rentals .'.*!.'....'! '.'. 
 
 Car service 
 
 NoTK.-Excess of Traffic Earning, over amo.mt shown in An.Iitors 
 F^t Se^in""l*°/''? !f^i' *'"'' '" """ Statement, nailway 
 ExDeises ' *""'"''*'* """^ ^'^'^K'"' *» t^"^ Operating 
 
 $^ cts, 
 190,764 31 
 451 94 
 5,297 26 
 5,306 26 
 2,786 50 
 
 15,066 18 
 
 7,627 95 
 
 2,381 36 
 
 403 87 
 
 463 15 
 
 5,645 58 
 
 Expenses. 
 
 $ cts. 
 
 204,606 21 
 146,1J2 15 
 
 31,588 09 
 
 Montreal, 31st May, 1881. 
 
 M, H. SEYMOUR, Jr., 
 
 Bookkeeper. 
 
89 
 
 f^ 
 
 & OCCIDENTAL lUILWAY. 
 
 for the six months ending 31st December, 1880. 
 
 Mkchanmcal Ukpaiit.mknt : — 
 
 Wof,'(^K of Kngincmoii, Fironien and Uk'iinerR 
 
 Fuel for Locoinotivt's 
 
 Oil, Tullow, W«Kte, &c., f(ir Eiifjiiius ". 
 
 KepaiiK of Kiifjiiifs and Tciidt in 
 
 llt'piiirs and Ki-iicwals of I'liiisciifiLi' Cain 
 
 Hei)aii\s ami Uuiiewiils of Kiuiglit Cars 
 
 Sundries— I'liinpinK Enyinos, Watir Sn|)ply, Liyl'ting siioi«, 
 niaiutenancu of TiuntabluR, Pnnip^, Tanks 
 
 Supciintendonce— Salaries of Mechanical Sni)erintenduut, Fore- 
 man and Clerks 
 
 ENOINEEIIIXfi UKVAnTMKNT ;— 
 
 Wages of Laborers employed on track, including sidings. , 
 
 llepairs of Bridges and Culverts 
 
 Uopairs and Renewals of Buildings 
 
 Repairs of Fencing 
 
 Clearing snow 
 
 Engineering Superintendence 
 
 Sundry Stores, Materials, &c 
 
 TnAFKic Dki'ahtmknt : — 
 
 General Offices — Salaries of Management, including Travelling Ex. 
 
 penses. Store supplies, Rentals, Legal Expen.- es, &c 
 
 Station Agents, Clerks, Poiters, Ac 
 
 Couductors, Bagagemen and Brakesmen 
 
 Compensation Expenses arising from injury to individuals 
 
 Claims for loss and damage to Freight. 
 
 Claims for loss and damage to Property 
 
 Loss from Stock killed ,' 
 
 Insurance Premiums * 
 
 General Stores, Stationery and Fuel supplies to Stations, including 
 
 Expenses of Telegraph anil Telephone Service 
 
 Advertising 
 
 $ 
 
 cts. 
 
 22,110 
 
 00 
 
 ■tJ,r)'.)i 
 
 50 
 
 4,0ri5 
 
 46 
 
 (i,4ll2 
 
 52 
 
 9,00 J 
 
 61 
 
 'j,2or) 
 
 63 
 
 r.,9Hi 
 
 03 
 
 4,145 
 
 00 
 
 44,189 
 
 20 
 
 2,688 
 
 68 
 
 3,469 
 
 20 
 
 1,396 
 
 64 
 
 325 
 
 85 
 
 750 
 
 00 
 
 5,373 
 
 80 
 
 Total Operating Expenses. 
 Net Earnings 
 
 Expenditure $73 58 per cent. 
 
 Revenue 26 42 " 
 
 20,462 09 
 
 45,824 99 
 
 18,661 10 
 
 683 77 
 
 20 04 
 
 37 00 
 
 50 00 
 
 3,417 15 
 
 29,961 84 
 2,456 81 
 
 $ cts. 
 
 102,5.".!l 70 
 
 58,193 37 
 
 120,674 79 
 
 281,327 86 
 100,998 50 
 382,326 45 
 
 A. LOUTHOOD, 
 
 Acconntant. 
 
SI 
 
 M 
 
 ill 
 
 If] 
 
APPENDIX 2. 
 
 QUEBEC, MONTREAL, OTTAWA & OCCIDENTAL RAILWAY. 
 
 REPORT OF Mr. A. L. LIGHT. 
 Chief Enoineeb of the Eastern Eivision. 
 
 Quebec, 15th June, 1881. 
 Honorable J. A. Chapleau, 
 
 Premier of the Province of Quebec. 
 
 Sir, 
 
 In compliauce with your instructions, I have the honor to report as 
 follows (for the year ending March 1st 1881), upon that portion of the 
 I- Quebec, Montreal, Ottawa and Occidental railway," between Quebec and 
 St. Martin's junction, including the Piles branch. 
 
 The permanent way and bridges are in excellent condition, and have 
 been mamtamed at a reasonable cost. The steel rails, iron brid-es foun- 
 dations and masonry, in particular, have proved their first class "qualities 
 
1 !i 
 
 42 
 
 The working of the road last winter was very satisfactory, no deten- 
 tion of trains from snow obstructions having taken place (although this is 
 u common occurrence to railways in this section of the country), and the 
 value of an elevated road-bed has thereby been fully established. The cost 
 of keeping the track clear of snow,-a very serious item.-has also thus 
 been reduced to a minimum. 
 
 • 
 
 As no suitable ballast could be found in the neighbourhood, heavier 
 material Had to be brought from places (specially selected) at some consi- 
 derable distance from the main line, and the embankments had to be 
 widened, in order to receive a " lift " or covering of the same, with a view 
 to preserve the original roar' bod, which was, in many places, literally 
 drifting away, the side ditches being almost filled up by the loose sand 
 disturbed by passiug trains, and th<s, pariicularly near bridge approaches 
 and at high embankments. Tho covering of heavier ballast was also needed 
 for the preservation of the rollin- ctock, as well as for the comfort of the 
 travelling public, which would have been otherwise seriously affected. 
 
 Widening and ballasting are now going on ; 95 miles of the first, and 
 oO miles of the last were completed last year; and the balance can be 
 finished this season. 
 
 Ten (10) additional culverts, some dry masonry walls, and crib pro- 
 tection in exposed place^n are in course of construction on account of da- 
 mages caused by floods, and with a view to preserve embankments exposed 
 to "freshets." "Out-let" and "off-take," drains have also been made in 
 several places to carry off; and distribute the flood water which caused 
 much damage to farms in the vicinity of the railway, and to strengthen 
 the condition of the railway itself All this work is being done at a reason- 
 able cost and can be completed this year. 
 
 During the past year, traffic has greatly increased, and the traffic 
 department having demanded enlarged accommodation, the expenditure on 
 buildings has been greater than was at first anticipated ; notably, way 
 
\. 
 
 48 
 
 stations, dwellings for agents, office-fittings, &c., also cattle yards and hay 
 platforms, which have been erected to give loading accommodation for the 
 largely increased hay traffic. 
 
 This class of work could not be well dispensed with, and has formed 
 a considerable item in the past year's expenditure. The greater portion of 
 it is now finished. 
 
 I have also been called upon by the traffic department to jirovide 
 " semaphores " for the protection of several stations and junctions. This 
 item is included in that for station buildings and accommodation, 
 
 A most efficient water service, which formed one of the principal items 
 of last year's expenditure, was completed last year, and is now giving every 
 satisfaction. 
 
 The workshops at Quebec were finished last year, and are now in 
 working order ; they are a fine set of buildings. 
 
 Special attention has been given to wooden bridges, which have been 
 examined and strengthened, in order to preserve them as long as is possible 
 in the case of such structures. 
 
 The Batiscan draw-bridge, which must always to a certain extent 
 remain a source of anxiety, has been especially protected by the erection of 
 signals on the draw-span. 
 
44 
 
 In conclusion, the principal classes of work done last year (1880) and 
 chargeable to constrnction are as follows: J l ; ana 
 
 Widening embankments, new sidings, straight- 
 
 ^ ening Dagenais curve and ballasting $ 83,767 00 
 
 Culverts and protection worJ^ ... 46 '37') 00 
 
 F^mcr^sings ZZZ ^' ^^^ 
 
 Off-take drains ^ ^^^ ^^ 
 
 Water stations, cranes, reservoirs "129100 
 
 Stations, dwellings, hay platforms, cattle yards 
 semaphores, etc... ,' 3^^00.00 
 
 Hendry charges against construction 4 000 00 
 
 Work-shops at Quebec, exclusive of machinery 1 0,000.00 
 
 1210,406.00 
 
 Approximate estimate to complete works in progress on main line 
 between Quebec and St. Martin Junction, also Piles branch. 
 
 Wdemng embankments 29,000.00 
 
 ^:': ff 00.00 
 
 M ; 12,000.00 
 
 Masonry and protection work i^^eoO.OO 
 
 Loutingencies to cover work on Piles Branch 
 completion of wharves at Quebec, etc .' 30,000.00 
 
 $140,800.00 
 ..f ^:^-;f ^^•^^t^^t'^does not cover anything connected with the Joliette 
 
 with the Grand Trunk, or any other extension or long sidings in the city 
 of Quebec or elsewhere, or land purchases, but simply covers the comple! 
 tion ot the mam line and Piles Branch 
 
 I have the honor to be, 
 Sir, 
 Your obedient servant, 
 
 A. L. LIGHT. 
 
 *♦ ) 
 
\ 
 
 appi<:ni)]x :i. 
 
 « JBEC, MONTREAL, OTTAWA & OCCIDENTAL RAILWAY. 
 
 REPORT OF Mr. P. ALEX. PETERSON, 
 Chief Engineer of the Western Division. 
 
 Montreal, 28th May 1881. 
 Honorable J. A. Chapleau, 
 
 Premier, &c., 
 
 Quebec. 
 
 Sir, 
 
 I have the honor to acknowledge the receipt of your request of the 
 2nd inst., in which I am asked to prepare, in the shortest time possible, 
 a report, with full details, of the works on the Western Division (the Chau- 
 diere Bridge and Montreal extension included) from the 1st April 1880, 
 to the 31st March 1881, together with an approximate estimate of the 
 works still required to complete the line between Montreal and Ottawa, 
 adding thereto all such further details and information, as I may think 
 advantageous to furnish. 
 
46 
 
 During the year ending 81st March 1881, the total expenditure under 
 th.8 department, has been $352,829.57 for works of construction, and 
 $59,142.72 for maintenance and renewals of permanent way and buildings 
 This sum of 1352,829.57, spent upon works of construction is to be divided 
 under two heads, viz. : 1. works required under the original contract, and, 
 2. additional works not required under the original contract, such as the 
 Chaudiere Bridge, extension to Quebec Gate Barracks, Union Station at 
 Ot taw.. Phosphate-platforms and others works required in connection 
 with the requirements of the traffic. 
 
 There has been expended under the first of these heads, the sum of 
 $26,102 99, made up as follows : Land purchase, $13,706.74. earth-work 
 and ballast $10,272.23, station buildings at North Nation Mills, $1 129 96 
 Drainage $696.69, Farm crossings $297.40. 
 
 Under the second head the expenditure has been $326,726.60 of which 
 $228,109.05 has been expended on the Chaudiere Bridge, $7,310.35 on h- 
 Quebec Gate Barracks extension ; $9,242.13, on the station buildings at the 
 Union Station Ottawa, and the remainder has been expended on various 
 Items, the details of which are shewn on schedule No. 1. 
 
 On schedule No. 3, will be found an approximate estimate required to 
 complete the line between Montreal and Ottawa, amounting to $678,040 10 • 
 of this sum $89,761.22 is required to complete the old contract, and 'the 
 balance is for additional works; such as the extension to the Quebec Gate 
 Barracks, new station at Ottawa, workshops, Hochelaga station yard, bal- 
 lasting line where contract quantity is not sufficient to keep the ties out of 
 the clay, branches and sidings into lumber yards and other works required 
 to meet the present requirements of the traffic, and to aid in its future • 
 development. 
 
47 
 
 MAINTENANCE AND RENEWAL OF PERMANENT WAY. 
 
 The amount expended under this head, $59,14:^.72, covers the wages 
 and the materials employed in keeping the track in good order, and also 
 repairs on bridges, buildings, turn-tables, &c. 
 
 The maintenance of the track has cost $48,352.79, or $28.28. per mile, 
 per month, which is a low rate, considering that it iinludes all shovelliii<r ol' 
 snow, running snow-ploughs, Hangers, &c., and that tiic small amount of 
 ballast on the line causes the track to heave very much, requiring a great 
 amount of labour, during the season of frost, to keep the track in fair con- 
 dition. 
 
 The track is in as good condition as possible, considering the limited 
 amount of ballast under the ties, and the bad condition of many of the ties. 
 The ties are in many places very much decayed and require renewing 
 during the present season. I estimate that at least 135,000, will be required 
 to replace those that are decayed. 
 
 The ties should be put in ahead of the ballasting, so as to permit the 
 track to be readily lifted and to save disturbing it after it has been ballasted 
 and surfaced. 
 
 There is included in the charges for maintenance of way $6,350.00 on 
 account of a renewing of the floor system of the St. Rose and Back River 
 Bridges. These bridges originally had a wooden floor system, which 
 having been decayed, required renewing ; this has been done in iron with 
 four longitudinal iron floor stringers. The entire cost of this work has been 
 $19,144.11, the cost of renewing in wood would have been $6,350 00, so 
 this sum has been charged to maintenance of way renewals, and the dif- 
 ference $12,794.11 to construction. 
 
 During the year, the stations have all been repainted and repaired and 
 are now all in good order. 
 
48 
 
 WORKS O. CON8TIIU0TION. 
 
 of .hi, ..r„cu.r„ ,„., appro.. C;fi''t,r°^^^^ "■» -«'->•' 
 ha, be.,, paid ,„ Mr. H. .T, I,o„„,.' , , ™ t,' ,"' ,"" "'"™'" *»W52.i,2 
 Co. for the bridgo proiH-r- th..T *'"-^''"*"" '" M™'"- dark, Kom-e. & 
 mechanioa, depanC 1; ''rj;'!'" "^ «-' ♦"■^"■»'' char,e, of 
 
 con,,.., fra™.. ,„, .,.„, p:;rg,t„"'";;rr *"'"-"°' ™"'"'°"- 
 
 expense,, &o. «6,388.33. Tho chanot™ „f ™I"'""to.ide.,f, offlco 
 
 thU bridge h,« bee,, i™pro,J ™d . 1 ""'" "°'"°"^ "' «" -"'k »» 
 
 has bee,. ,e. ,h.,. .he ori„-,.a, e„„.rao. prioe. Ii:^!:::^;^..^ "^' 
 
 care ':::: ::t ri ^^t-r ° r """""" -- « ™ 
 
 end to end with locomotive, wl,! , . "1""' '"«!■"« covered from 
 the following result, ''"' '"'' "•"■■ "'«''«"'■>■' ™ '«ken with 
 
 185 feet span deflected 4/10 of an inch 
 
 "» " " s/io„f ,. ■ 
 
 '«» ■• •■ 6/10 of .. 
 
 one ,nch. 
 
40 
 
 There was no permiuiciit set, emli span returned to its original heij-lit 
 after the load was removed, and in no case, as will be neen, did the dellec- 
 tion exceed or even reach the greatest amount allowed by the specilica- 
 tion, viz : l/ir)00 of the span. 
 
 The contract for the extension to the Quebec Gate Barracks was signed 
 on the 20th day of January 1880, and work was commenced on the cribs 
 and has been carried on as rapidly as possible. 
 
 Little or nothing has l)een doiu' upon the masonry, and I am afraid 
 this work will not be completed in the time specified. 
 
 THE UNION STATION AT OTTAWA. 
 
 By the arrangement made with the Canada Central Railway, the pas- 
 senger station was to be built, for the joint use of the two corapanios, and 
 each company was to build its own freight station. The passenger station 
 which is 74'G" X 38' is nearly completed, it has three covered ways, with a 
 track for each line, between them 350 feet in length, each of which will 
 hold seven cars; separate baggage rooms are being built on each side of 
 the outer covered ways. The building is heated by steam and has gas and 
 water pipes laid in. It has twelve large rooms and will furnish ample 
 accommodation for the two companies. The work has been done by the 
 government by days work ; it has cost to the 31st March $6,812.26, half of 
 which is charged to the governniont. 
 
 The freight shed has been built under contract by Mr. H. J. Beemer, 
 it is 286' X 30', it has stone foundation walls and is a very substantial 
 building, it has cost |5,886.00 and requires one hundred dollars to com- 
 plete it. 
 
 A stone arch has been built over the Ottawa water works aqueduct, 
 so as to allow the tracks to be run into the Union Station, at a cost of 
 
 a 
 
60 
 
 $4,212.25. Tho yard outMido ol' thi- .iquuduct has ulso boon widened. 
 This work has cobI 12,175.98. 
 
 A great variety oi' t.thor work has boon done, as will be seen by 
 reference to schedule No. 1, where tho amount expended on each kind of 
 work is set forth. These works have been rendered necessary to enable 
 the line to be properly worked and to provide lor tho extension of the 
 traliic. 
 
 WORK TO HE DONE. 
 
 The value of the work yet to bo done, to oomplote the line aocordinj? 
 totho requirements of tho original contr.a.t, is )J89,7(;i.22 and the additional 
 works now under contract, or in contemplntion, will require the sum of 
 1583,978.88, making a total of !$G73,740.00, as shewn by schedule No. 3. 
 
 (lENEUAri WOUK8 TO UK DONE. 
 
 Under this head, as will be seen by schedule No. 3, the expenditure is 
 estimated at $233,678.42 ; this is in excess of the amount placed under this 
 head last year, as there are several branch lines to saw mills included, 
 which were not contemplated at that time. The estimate for ballasting is 
 increased, as the contract rates are now 50 p. c. higher than they were at 
 that <late. The workNhops have been designed upon so much larger a 
 scale than was originally intondt^d or than I considered necessary that even 
 without tools, they will cost far more than I estimated last year for shops 
 and tools complete. 
 
 Among the most pressing works required, I would mention that in the 
 Hochelaga station yard, for which I have allowed the following sums : 
 grading $11,000.00, three miles of sidings $18,140,00, new engine house 
 $16,000.00. The condition and arrangement of this yard are as bad as they 
 can be, and this certainly doubles the amount of shunting that would be 
 necessary in a yard properly laid out. 
 
01 
 
 Bolbro any thinir can bo don.- to pu( il in a propor condition, it will be 
 nm>N8nry to n'.novo tho loniporary nii-in.- slicd and turn-t.iblo IVom tho 
 position in which they uiv now, as they .onipl.tfly block the fiitranco to 
 tho yard and render any attempt to improve it unavailing. 
 
 The several branch lines tlmt are proposed and included in tho estimate 
 will. I believe., yiold a lar<?e revenue and some of them will nearly pay for 
 themselves tho first year they an^ brou!?ht into use. 
 
 EXTENSION TO QUEnEC GATE UARIIACK.S. 
 
 This work as originally designed, was estimated to cost $301,492 IG, as 
 will bo soon in ray estimate of last year. Various additions and changes 
 have since been made, which will have the elfect of increasing tho cost to 
 about $418,311.68. The increases are piincipally due to the following: 
 
 1. Putting all the cribs down to the level of the wharf, as required by 
 tho Harbour Commissionerf, so that the earth in Iront can be <'X.avated 
 and additional grouixl obtained for wharfage.— Of course, the cost of this 
 will bo taken into account when the terras of settlement for right of way 
 and use of wharf an considered. 
 
 2. Fillin- the cribs with stone, instead of earth, as originally proposed. 
 8. Bonus to be paid contractors, for early comi)letion. 
 
 4. Additional ramps for leading to Ferry. 
 
 6. Additional bridges required by Harbour Commissionors :— One at 
 Harbour street, and one at the tobacco factory. 
 
 The amount allowed for the station buildings at the Barracks is only 
 $40,000.00, the same araount that was i>ut in the estiraate of last year ; 
 whether this will be enough, or not, will of course depend upon the char- 
 acter of the structures that are adopted. I think that as cheap a station 
 
hi 
 
 52 
 
 should be put up as, will meet the i.resent requirements ot the traffic, and 
 present a neat and litting appearance, for I believe that before long the 
 station ground will be extended to Jacques Cartier Square, and that new 
 arrangements will then be required both for freight and passenger stations 
 
 Trusting the above, with the schedules appended, will furnish all in- 
 formation required. 
 
 I ! ! 
 
 i I 
 
 t I 
 
 i 
 
 U 
 
 I have the honor to be, 
 
 Sir, 
 Your obedient servant, 
 
 P. ALEX. PETERSON, 
 
 Chief Engineer. 
 
58 
 
 Statement of Expenditure on construction account, from 1st April 1880, 
 to the Slst March 1881. 
 
 Land imrchase $13706 74 
 
 ^""""S 192129 
 
 Earth excavation 10033 27 
 
 Bails and fastenings . 1343398 
 
 '"''" '''Z[[Z[[':z'Z'.:. c40 9o 
 
 ^"""'""K 13162 93 
 
 '^'^^'"'^""S 6937 45 
 
 Farm crossings 297 40 
 
 Culverts and cattle guards g^a oi 
 
 Station buildings, repair shops, Engine houses, Turntables, wood sheds Tanks, &c., 
 
 including Ottawa station biiildings 26667 96 
 
 ^"^""'^""e '.'.'.''Z''.'.'Z '.'.'. 4760 89 
 
 ^*^<^i^'OS^ 464 60 
 
 Switch stands ^,g ^^ 
 
 H'"'''C««' 91 27 
 
 Putting on nut locks .. „„ 
 
 45 60 
 
 Chaudi6re Bridge 228109 06 
 
 Extension to Quebec Gate-Barracks 731^ 35 
 
 Draining „„„ „, 
 
 " 696 67 
 
 Signals and Semaphores 1^3^ ,- 
 
 Lifting track ; '.'.'.'.".."'.'.'.."."."!!.' 324180 
 
 Benewal of superstructure of Back Uiver and St. Rose Bridges, proportion of cost 12794 11 
 
 Water supply... ^279 34 
 
 Mile posts j2 gg 
 
 El'"Pmcnt '_ '"" 27087 
 
 Masonry in culverts 41^2 35 
 
 "'pKap '..!!!.'.'.';;; eoooo 
 
 Tot"l $362829 67 
 
 P. A. PETEESON, 
 
 Chief Engineer. 
 
 Montreal, 28th May 1881. 
 

 ■■•^" 
 
 . ..-U UU »-BWS9a 
 
 •111 
 
 ' '1 
 
 i tl! 
 
 54 
 
 SCHEDULE No. 2. 
 
 Statement shewing the amount remaining unexpended of the works 
 required under the old contract, at the 31st March, 1881. 
 
 ITEMS. 
 
 Land purchase 
 
 Earth oxcaviition and ballast 
 
 Dry masonry 
 
 Farm crostn'ogH 
 
 Snow fences 
 
 Under drains 
 
 Station buildings, worlt shops, Engine houses. Turntables, 
 Tanlis, &c ' ' 
 
 Total 
 
 xlequired to 
 complete at 
 
 the 31st 
 March, 1880. 
 
 $ cts. 
 15806 12 
 10800 00 
 102 47 
 1214 43 
 1149 62 
 6143 83 
 
 81647 82 
 
 Amount ex- 
 pended from 
 
 Ist April, 
 1880, to 3l8t 
 March, 1881. 
 
 $116864 19 
 
 $ cts. 
 13706 74 
 10272 20 
 
 it 
 
 297 40 
 
 696 67 
 1129 96 
 
 Amount re- 
 maining to 
 complete 
 works at the 
 31 St March, 
 1881, 
 
 $26102 97 
 
 $ cts. 
 
 2099 38 
 527 80 
 102 47 
 917 03 
 
 1149 52 
 
 4447 16 
 
 80517 86 
 
 $89761 22 
 
 Montreal, 28th May, 1881. 
 
 P. A. PETERSON, 
 
 Chief Engineer. 
 
 I 
 
56 
 
 SCHEDULE No 3.-SHEET No. 1. 
 
 Estimate of total expenditure required to complete original contract, and 
 additional works now under contract and in contemplation, on line 
 between Montreal, Aylmer and St. Jerome, including right of way,' 
 extra sidings, stations, ballasting, &c., necessary to place the line in 
 complete working order, from April 1st, 1881. 
 
 GENERAL WORK. 
 Right of way 
 
 Ballast on main lino and branches 120,000 c. y,, at 7 cts 
 
 Drainage . , , 
 
 Masonry copin .:.■ > ■:. iverts 
 
 Hochelaga station ground— grading 
 
 " sidings in yard, 3 miles at $4,350.00 
 
 " new engine house 
 
 Filling in Smillis quarry bridge 
 
 Mile-End, new land for station ground, 78,015 at 10 cts 
 
 " grading station ground 
 
 " one mile of sidings 
 
 Back River— New siding for Beetroot Sugar Co 
 
 St. Martins junction— New station giound I J acre 
 
 " " New station building 
 
 " " J mile of siding 
 
 " " y curve to connect with eastern division, including land. , 
 
 Buckingham— Siding to Ross Bros., including land 
 
 Branch line to Ironsides and Gilmour's mills, including land 
 
 " " to Conroy's Mills at Deschenes 
 
 « Y curve from Aylmer Branch to Chaudiere bridge 
 
 Putting in mile posts 
 
 Machine shops (without tools) in Montreal, according to plans proposed by mechanical 
 superintendent 
 
 Add for contingencies, superintendence, Ac, 4c., 10 p. c. 
 
 $7000 00 
 32400 00 
 
 4303 43 
 30O 00 
 11000 00 
 13140 00 
 IGOOO 00 
 8000 00 
 7801 50 
 1200 00 
 4350 00 
 
 650 00 
 
 100 00 
 1200 00 
 1100 00 
 4250 00 
 5000 00 
 14000 00 
 5150 00 
 6200 00 
 
 60 00 
 
 . 70000 00 
 
 213234 93 
 . 21323 49 
 
 $234558 42 
 
MiWiiigrnii aaaa 
 
 
 
 56 
 
 SCHEDULE No. 8.~SHEET No. 2. 
 
 Estimate of work required to complete Chaudiere bridge. 
 
 Painting floor system of bridge ■ jjqqo qq 
 
 Kight of way over Mr. Beynolds land iqoo oo 
 
 $1500 00 
 
 Estimate of work to complete Ottawa station ground. 
 
 New engine liouso at Ottawa, including laud J7000 00 
 
 To complete station building, covered ways, baggage shed and W. C. Ice house, &c., Ac , 
 
 (•"''f '■»»*) 3850 00 
 
 To complete freight shed 100 00 
 
 New tracks, say half of 3 miles at $4,380.00 5530 oo 
 
 Grading yard (half cost), say 6,000 c. yds. at 2o cts !!*.!!!!!!! 1200 00 
 
 'I $19,670 00 
 
 Estimate of work to complete Quebec Gate Barracks extension. 
 
 Land purchase $132990 00 
 
 Cribwork, masonry, 4c., including contingencies, e.xtras, fee 221321 08 
 
 New station buildings at Quebec Gate BaiTacks ". 40000 00 
 
 New tracks, including sidings, ballast, &c 24000 00 
 
 $418311 68 
 
 SCHEDULE No. 3.— SHEET No. 3. 
 
 Summary of work, required to be done to complete original contract, and 
 additional works now under contract, and in contemplation, on Main 
 Line and Branches, Chaudiere Bridge, Ottawa Station, Ground and 
 Buildings, and Quebec Gate Barracks Extension, from the first day of 
 April, 1881. 
 
 On Main Line and Branches $234558 42 
 
 " Chaudiiro Bridge " jjoq qq 
 
 " Ottawa Station, Ground and Buildings 19670 oo 
 
 " Quebec Gate Barracks Extension 418311 68 
 
 Total $678040 10 
 
 P. A. PETERSON, 
 
 „ , Chief Engineer. 
 
 Montreal, 28th May, 1881. 
 
 ■ I 
 
57 
 
 SCHEDULE No. 4. 
 ^^st^Marth^lSS?*^"'"' '''' Revenue, account from Ist AprU, 1880, to 
 
 BepairB und Renewals of Bridges and Culverts 
 
 Sidings "'SGTOOO 
 
 Fences *25 78 
 
 Buildings 2253 01 
 
 Signals.... "^39 03 
 
 Approaches...;..." '^^^ " 
 
 " " Turut..blcs "'*'* ^" 
 
 " " Roadway ^"^ ^^ 
 
 Engineering and Superintendence 40605 07 
 
 1500 00 
 
 'J'"*"! $59142 72 
 
 P. A. PETERSON, 
 Montreal, 28th May, 1881. ^^^^^ Engineer. 
 
 SCHEDULE No. 5. 
 
 Freigbt shed at Ottawa 
 
 Passenger Station do (one half cost).!. .!,.!..! $5836 00 
 
 Dwelling house at Calument .,,,, ^*^^ ^^ 
 
 Combined Engine shed and dwelling, Calumet.".*. . , 1310 73 
 
 Dwelling house, St. Rose ^"''5 67 
 
 Station building, St. 1 liillippe ' ' ^^^ '^ 
 
 North Nation Mills!!.!.. ; "^" "' 
 
 Wharf at Calumet 1129 96 
 
 Phosphate Bins Buckingham. .'...!!!!!!!!!!!!.." ^^^^ ^^ 
 
 Water closets at Stations ^^^^ ^^ 
 
 Building platforms, Baggage 8h«I«rCaUle" ya^dL! "complaing' ;;fln;8h;d; ■;fflc;; and '"' "' 
 
 buildings at various stations, Fitting up store building at Hochelaga.&c., 4c.. . . 6898 14 
 
 '''°'*' $20677 96 
 
 P. A. PETERSON, 
 
 Montreal, 28th May, 1881. ^^^^^ Engineer, 
 
 H 
 
'!! 
 
 58 
 
 SCHEDULE No. 6. 
 
 28th January, 1881. 
 
 H. J. Beemer. 
 
 Final estimate, Chaudiere Bridge. 
 
 Clearing ocres.. 
 
 Fencing rods. . 
 
 Earth Excavation c. yds. . 
 
 Rock " " ,. 
 
 Earth " in foundations « . , 
 
 Rock " « « .. 
 
 Ist Class masonry in Cement " .. 
 
 Cement substituted for masonry in bottom of Piers 5 6 and 8 . . " . . 
 
 Concrete around Piers " . . 
 
 Iron in clamps and bolts lbs. . 
 
 Hand laid Rip Rap c. yds. . 
 
 " " around piers « . . 
 
 Dry masonry culvert « . . 
 
 Filling piers extra price allowed « . . 
 
 Assumed profits on diminished ijuantilies authorized by secretary's, 
 • letter of 6th Febrnary, 1880 
 
 Allowance for hauling stone to piers during the High water. 
 
 2.75 
 204J 
 78555 
 2746 
 548 
 410 
 6126 1 
 173 J 
 42 
 3745 
 8349 
 994 
 20} 
 81 
 
 $ cts, 
 
 60 00 
 
 3 00 
 
 20 
 
 80 
 
 40 
 
 1 00 
 
 11 00 
 
 10 00 
 
 08 
 •2 60 
 
 1 20 
 3 00 
 
 10 00 
 
 $ cts. 
 
 137 50 
 
 613 50 
 
 15711 00 
 
 2196 80 
 219 20 
 410 00 
 
 08278 00 
 
 420 00 
 
 299 60 
 
 20872 50 
 
 1192 80 
 
 61 50 
 
 810 00 
 
 8830 52 
 500 00 
 
 $100552 92 
 
 Increased price authorized by secretary's letter of 13th February, 1880. 
 
 P. A. PETERSON, 
 
 Chief Engineer. 
 
59 
 
 SCHEDULE No. 7. 
 CLARKE, REEVES & CO. 
 
 1881, Chaudiere bridge. 
 Final estimate for iron super itructure. 
 
 Feb. 28. To one span 135 feet S12167 00 
 
 To ten spans 150 feet each 131090 00 
 
 To one span ICO feet 13874 00 
 
 To one span 255 35947 00 
 
 193078 00 
 
 Amount of contract. 
 
 Loading timber ' j gg 
 
 Removing bolts to grade 2 65 
 
 Dressing abutments for end cf ties ^g gg 
 
 Framing cedar timber on abutments 80 30 
 
 Hoisting « << g ^g 
 
 2281 linl. feet floor timbers laid at $1.25 per contract 2851 25 
 
 Less cost of piiinting floor 
 
 2989 22 
 260 00 
 
 2739 22 
 
 $195817 22 
 
 P. A. PETERSON, 
 
 Chief Engineer. 
 
11 
 
 '^IV ' ;i 
 
 60 
 
 SCHEDULE No. 8. 
 Summary total amounts expended on Chaudiere bridge, to date. 
 
 H. J. Boomer contmct (schedule No. G) 
 
 Clarke, Reeves and Go's, contmct (schedule No 7^ *' ^'"^^^ ®^ 
 
 Floor system, labor 193078 00 
 
 Paid for timber "^^ ^^ 
 
 Bolts and nuts.... ^^^^ °^ 
 
 Screws «««26, 
 
 47 67 
 
 6271 90 
 
 Prince of Wales sign on bridge 627190 
 
 Printing and advertising 343 00 
 
 Mechanical charges ^^^ ^^ 
 
 Add for contingencies, superintendence, 4c.. 4c 1 1 70 00 
 
 ' ' 0.383 32 
 
 Total amount expended .... 
 
 $318135 02 
 
 P. A. PETERSON, 
 Montreal, 28th May, 1881. ^^''^ Engineer, 
 
APPENDIX 4. 
 
 OUEBEC, MONTREAL, OTTAWA & OCCIDENTAL RAILWAY. 
 
 GENERAL RULES AND REGULATIONS. 
 
 GENERAL MANAGEMENT. 
 
 The Quebec, Montreal, Ottawa and Occidental Railway, which is the 
 property of the Government of the Province of Quebec, is managed by the 
 Mmister of Agriculture and Public Works who, when necessary, secures 
 the assistance of an officer appointed provisionally by order in Council and 
 whose duties are : 
 
 •.K ^•7^,^'"''^," y *^« '^^^ ^«/k and heavy repairs to be performed, 
 either to the road-bed or the roljing-stock ; 
 
 2. To superintend and see to the carrying out of the general orders 
 relating to the traffic, the working and maintenance of the road and rolling- 
 

 ml 
 
 62 
 
 8. To report upon contracts for the purchase of rolling-stock, supplies 
 of fuel, etc. ; 
 
 4. To study the trafiic returns and agreements for connections with 
 other companies as well as the time-tables. 
 
 II 
 
 WORKING BRANCH. 
 
 The general superintendent. 
 
 The working branch is managed, under the immediate orders of the 
 " Minister," by an officer, who is known as the " General Superintendent." 
 
 The general superintendent is the first executive officer; he is respon- 
 sible to the government for the working of the road, the good behaviour of 
 the staff and the regularity of the service ; he has the entire and absolute 
 management of the employees of all the departments. 
 
 The general superintendent has control over the supplies. The orders 
 of the general storekeeper must be approved by him before they are carried 
 out i he has to decide upon the necessity of the purchases to bo made, as 
 well as the compliance with the requisitions of the heads of departments. 
 
 The general superintendent also has control over the payment of all 
 the working expenses of whatsoever nature they may be ; not an invoice 
 nor a pay-sheet can be paid, unless they have been previously verified and 
 signed by him. 
 
 The general superintendent gives tickets at reduced rates, and passes. 
 
 The general superintendent is aided by an assistant who is known as 
 the "Assistant-Superintendent" and who replaces him when he is absent or 
 unable to act. 
 
63 
 
 III 
 
 • The assistant-superintendent. 
 
 Subjoi't lo the orders of the gvnoial superiiitendi'nt, tho ussiNhmt- 
 superiuti'iideut .seos lo the proper \vorkiii<r ol" tlio lino. Ho porlbnnH 
 tho duties of trullic rauiiugcr and youeral inspector. 
 
 Under him are tho requisite number of assistants, truin-despatcheis and 
 telegraph-operators necessary to assure the proper workinii ol' his 
 department, 
 
 Ho corresponds with the general superintendent, to whom he reports 
 everything that he does and he submits to him all measures relating to 
 the working of his department. 
 
 His ? pecial duties are : 
 
 To take all necessary steps for the security and the running of trains ; 
 
 To see that trains are properly made up and run on time ; 
 
 To see to the proper distribution and employment of the rolling stock ; 
 
 To superintend and make sure that station-masters, engine-drivers and 
 way-officers strictly carry out all general orders concovning the traffic ; 
 
 To secure the proper handling of goods in the stations ; 
 To control the cartage and porterage ; 
 
 To see to the transfer of passengers and freight to connecting lines ; 
 
 To secure obedience to signals, the keeping in order and proper work- 
 ing of semaphores and signa. posts. 
 
m 
 
 k T 
 
 64 
 
 To see to th.. proper use and the prompt loading and unloading of 
 ins «tock ol all kinds. * 
 
 f 
 
 roUin 
 
 To sec that stations are properly kept, both insid. and out, to the disci, 
 plmo o the employees, the keeping i„ order olthe furniture, the sui>piyi„g 
 ol articles and stores applied for from the store-keeper. 
 
 To point out the cars which are not in good order or are not clean. 
 
 To see that the restaurant . are in good order, and that the tariff of 
 articles approved by the general superintendent is observed, and that the 
 conditions imposed upon the lessees of such restaurants with respect to 
 order, cleanliness and comfort, are fulfilled. 
 
 To see to the proper distribution of work amongst the employees, to 
 ascertain how the extra men are employed and to make himself acquainted 
 with the duties and the work of each employee. 
 
 The assistant-superintendent is responsible for the behaviour and con- 
 duct of his staff ; he must make this the object of the strictest and most 
 continued superintendence and require, from all his subordinates, the 
 greatest politeness towards the public and travelers. 
 
 The assistant-superintendent, when circumstances require, and by 
 virtue of his office, takes all the steps necessary for the proper working of 
 the hue. His authority extends to all the employees in his department 
 
 IV 
 Head office. 
 
 At the head office, the work is divided amongst eight departments, 
 whose duties may be defined as follows : 
 
 I :' 
 
m 
 
 Chuck accountant's depautment. 
 
 Tho chid' uctoiintuiit has «oh' rlm^i-. oflho book-kivping ii, conn.-dion 
 with tho rocoiptH and oxpoudituro of i -,. .yhole wervico. 
 
 Ho i« rosponsil.lo Ibr tho accvracy with ,vhich arc kopt tho l)(»ok8 au.l 
 docunu-nts of all (h. othor offir.s, ,u ■„„,... uon with tho bock-koepin-r of 
 tho undo.taki..jr, and in whi.h avo .stored all tmnNu,:tion« hotwoojUho 
 genoral mauagemont and tho publir. 
 
 For that purposo ho has ex.,lusivo control over tho HtaHaiul tho work- 
 ing of the olFices of tho auditor, tho cashier and tho pay-mastor. 
 
 Tho chief accountant keeps the journal and lodger, in which is entered 
 a summary of the operations of tho olhi'r omcos. 
 
 The chief accountant makes out, every month, a statement of the Hnan- 
 cial position, of tho receipts and oxpoudituro, as well as a summary of the 
 transactions of the undortakinir s>enorally. 
 
 Kkoeipts. 
 
 Tho statement showing the receipts is supplied to tho head accountant 
 by tho cashier, the auditor and general store-keeper ; it is composed of the 
 following accounts ; 
 
 Proceeds of passenger traffit-. 
 " freight «' 
 
 " mail service. 
 
 express service. 
 
 mileage of other cars over tho line. 
 
 demurrage. 
 
 sale of old materials. 
 
 ii 
 
;■!■ i 
 
 ^> J 
 
 in 
 
 
 
 66 
 
 The receipts being established, they are compared with the mileao-e of 
 ho en,.mes and the length of the road ; we thus get the proportio^n of 
 the receipts to every mile run and to every mile of road in operation. 
 
 A comparative statement for the corresponding month of the previous 
 year is given opposite these figures. 
 
 Expenditure. 
 
 The statement of expenditure is supplied to the chief accountant in the 
 lollowing manner : 
 
 Every month, the heads of the various departments prepare a statement 
 shewing the expenditure incurred for each branch ; special mention is 
 made of the amount payable for wages and of the amount payable for 
 matters relating to construction and working. 
 
 Control exercised by the chief accountant over the finances 
 
 OF the undertaking. 
 
 The chief accountant having the control and responsibility of the 
 finances of the undertaking, has, under his immediate orders, the offices of 
 the auditor, the cashier and the paymaster. 
 
 The receipts are collected in the following manner : 
 
 Every day the station-masters remit their receipts to the cashier • this 
 remiitanco 18 accompanied by a voucher in duplicate; one goes to the 
 cashier with the receipts and the second to the auditor. 
 
 The cashier makes out a statement of the receipts from all the stations 
 deposits the amount in the bank and gets a receipt therefor written at the' 
 
 whi *^r'f "*^ '" '^" °*^" ^""'' *^« ^"^"- carefnllv examines 
 whether the charges have been collected on all th. goods carried ; whether 
 
 il 
 
 u 
 
67 
 
 the tickets sold, which have been delivered to the auditor by the train 
 conductors, follow the regular numerical order; and finally whether the 
 remittance to the cashier tallies with the auditor's vouchers. 
 
 The cashier's daily returns are checked and certified by the auditor 
 and handed to the chief accountant. 
 
 The receipts, when accounted for and deposited in the bank, become 
 the property of the government and form part of the " cor. solidated revenue 
 fund of the Province." 
 
 Working expenses. 
 
 The working expenses are covered by a cheque which the Provincial 
 Treasurer places, every month, at the disposal of the general superintendent. 
 
 These cheques, made payable to the order of the general superintendent, 
 are deposited in the bank and the amount which they represent can only 
 be withdrawn by a cheque from the chief accountant, countersigned by 
 the general superintendent. 
 
 The stafl\tho employees of the head office, the station-masters and their 
 staff; the track inspectors and their workmen, the section-men, the engine- 
 drivers, firemen, oilers, cleaners, conductors, brakesm.ni, baggage-m osiers, 
 fuel-yard keepers, the workmen in the forges, work-shops and round-houses, 
 etc., are personally paid by the paymaster on a pay-sheet prepared in the 
 department in which they are employed ; this pay-sheet is certified by the 
 head of the office and forwarded to the chief accountant, who cheques it 
 over, debits the amount of it to the oifice from which it was issued, makes 
 out a cheque to cover it, gets the general superintendent to countersign it 
 and hands over the whole to the paymaster. 
 
 The invoices are handed to the chief accountant by the general store 
 keeper, with his certificate authorizing them to be paid ; they go through 
 the same formalities as the pay-sheets and are paid by the chief accountant. 
 
68 
 
 Each invoice must be paid by a separate cheque; grouping several 
 smalhnvoxces together and paying them by a single'cheiue is not aUowed 
 
 The control over the paying out of monies may be resumed as follows : 
 
 he chief accountant cannot draw a cheque on the bank without producing 
 
 the vouchers, establishing that the expenditure was incurred for working, or 
 
 cons ruction expenses by an officer authorised to that effect; that °the 
 
 aUioles so ordered were delivered, that the quantities and prices have been 
 
 tersigned by the general superintendent. 
 
 i 
 
 VI 
 
 Control kxkkcised by the ministek of Aamcur.TuuE and pubuc 
 
 WORKS OVER THE GENERAL MANAGEMENT. 
 
 as fo w""'*'' ""^ '^^"'"^'"'•^ """^ P'^^''^ W«^-k« controls the management 
 
 The receipts are deposited in the bank, day by day, to the credit of the 
 rovmcml-Treasurer and form part of the Consolidated Eevenue Fund of 
 the 1 rovince, as already stated. 
 
 The chief accountant, in a monthly report which is a synopsis of the 
 statements from the various heads of offices above mentioned, gives the 
 probable amount of the expenditure for each branch and sper,.]ly mentions 
 the expenditure for new work, renewal of rolling stock, repairs to the track 
 and all expenses outside of the ordinary expenditure. 
 
 The statement of the financial position, the summary of the operations 
 of all the offices, the synopsis of the pay-sheets, the list of invoices paid and 
 cheques issued are sent monthly to the Minister. 
 
 A certificate of the deposits made is sent every ten days to the Minister 
 of Agriculture and Public Works, by the chief accountant. 
 
 
69 
 
 All new work, all important orders, such as those for engines, cars, 
 supplies of fuel etc., cannot be made or given without the approval of the 
 Minister. 
 
 An employee of the department goes, at undetermined periods, to in- 
 spect the books and vouchers of the undertaking. 
 
 VII 
 
 Cashier's office. 
 
 The cashier takes the receipts from the stations and also the receipts of 
 all kinds ; every day the station masters, city ticket-agents, &c., forward their 
 remittances with a memorandum. The cashier verifies the amount, enters 
 it in the cash book and signs a receipt, which he forwards to the station- 
 master or agent, as their voucher. 
 
 This done, he prepares a memorandum of deposit for all the receipts of 
 the day, mentioning specially the receipts other than those from the stations, 
 such as those arising from the sale of tickets in the city offices, the mail 
 service, demurrage, mileage of other cars over the line and the sale of old 
 material, deposits the amount in the bank and gets a receipt at the foot of 
 the memorandum. 
 
 On the other hand the auditor's office examines the vouchers, and the 
 auditor and cashier compare them with the receipts. 
 
 This done, the auditor reports to the chief accountant. 
 
70 
 
 VIII 
 
 Paymaster's office. 
 The duties of tho paymaster are to pay the salaries of all the employees. 
 tymaTer '"""" ''''''" " ''' ^'^"^"*^ "^ ^""'^"^"^ P-^ by the 
 
 A pay-sheet is prepared by the head of the department under whose 
 control the various employees have worked; it mentions the name of the 
 
 t^he^stoppages for insurance or for other reasons, and Anally the amount due 
 
 These sheets are forwarded to the chief accountant, who places the 
 necessary amount at the disposal of the paymaster, as explained above 
 
 The employees are paid monthly by the paymaster; he goes to each 
 ^on. notifies the staff, the trackmen and section men and a 1 the work 
 
 which s due him gets, as his voucher, their signatures in the margin, or in 
 the case of absentees, an order to pay to some third party. 
 
 IX. 
 
 Auditor's office. 
 
 He Ifr '^;,"^7'^^do-'^«»*« relating to the receipts are correctly kept. 
 He exercises the functions of general controller over the receipts. 
 
 His special duties are : 
 
tl 
 
 To see that the amounts debited to all the agents are duly represented 
 by money or vouchers ; 
 
 To see that the way-bills from the despatching station correspond per- 
 fectly with the quantities which reach the receiving station ; 
 
 To see that the tariff has been strictly followed ; 
 
 To keep the running accounts with other companies; to settle trans- 
 actions respecting through tickets, direct transit, mileage, demurrage, re- 
 pairs to rolling stock of other companies, etc. 
 
 Every month the auditors make up their accounts and the balance 
 is paid over to the party entitled to it. 
 
 The auditor is kept informed by the general traffic agent and the 
 general passenger agent of all through ticket arrangements made by them. 
 
 The accounts in connection with the mileage of cars belonging to other 
 companies over the Quebec, Montreal, Ottawa and Occidental Railway and 
 the cars of the latter over other lines, shewing the amount due or to be 
 collected, are also kept by the auditor and balanced every month. 
 
 He also has to keep the account current for the mail service ; 
 
 To see to the supplying of tickets to the stations and city offices and 
 the keeping of the accounts in connection therewith ; 
 
 To check the remittances to tha cashier by comparing them with the 
 station masters' returns ; 
 
 To check the station masters' returns by comparing them with the way 
 bills for goods and the tickets handed over by the conductors, for pas- 
 sengers ; 
 
72 
 
 To see that the express companies pay the 
 
 agreed upon ; 
 
 pay the proportion of their receipts 
 
 semo!t/'^."'f ' '^" *'''""'' '''^^'^""^ ^'^^'^^-' deficiencies and rein^bur- 
 aements and to report them to the chief accountant. 
 
 An employee of the auditors' offic.. known as th. - Travelli,,.. AnrlUnr " 
 ^B appomted to inspect, at uncertain dates, the station. J^^^^'^^' 
 
 His duties are : 
 
 To personally examine, „„ the .p„l, the bmi„„s, „1 th,, stations ; 
 
 cor- 
 
 To see that the station masters' books are well kent • and th.i fK 
 
 ™a :lt' "^'^r '"'"""• "-'-^ -'*^^^^^^^^ 
 
 correspond with those which -uide the auditor's office ; 
 
 remit^L?^' 'Tu '" ""^''"" '^' '"^'^"*^ ^«^"«d '' *^« stations by prompt 
 Ttr^dtute^ '''''-''' '--''^^ ^" ^— « — -d' ^^ 
 
 To assist the station masters in settling all matters in abeyance and 
 prepare all transactions towards attaining that object ; 
 
 To establish, with the station „, 
 
 ferences which may exist between the entries 
 and the amounts collected at the receiving station ; 
 
 masters, who is responsible :■ he dif- 
 at the despatching station 
 
 M 
 
78 
 
 To check the cash accounts and see tliat the agents only enter sums 
 received and to note carefully whether goods not delivered and mentioned 
 in the station master's return are still in his possession ; 
 
 To establish and regulate the position of responsible agents by getting 
 paid in, without delay, the deficits which they may find ; 
 
 To furnish notes as to the capacity and knowledge of each resi)onsibK' 
 employee and as to the regularity of his transactions. The travelling 
 auditor reports, at oiico, to the auditor, tlie result of his inspection, Ibllowed 
 by his remarks on the service, the steps he has thought proper to take on 
 his own responsibility and the suggestions he has to make. 
 
 GrENEEAI. STOREKEEPER'S OFFICE. 
 
 Organization of the Branch. 
 
 The branch, under the direction of the general superintendent, is 
 managed, under his direct responsibility, by the general storekeeper, who is 
 assisted by the storekeepers, the employees in the office, the distributors 
 and storemen whose number varies with the requirements ; 
 
 The purchases or sales must be authorized by the general superinten- 
 dent ; 
 
 The purchase of locomotives and cars do not come within the province 
 of the general storekeeper, these orders must be authorized by the minister 
 and the purchase is made by the general superintendent. 
 
 The general storekeeper's duties are : 
 
 To purchase the supplies, furniture, materials and stores required by 
 the various departments of the undertaking]; 
 
 K 
 
! !i 
 
 74 
 
 To see to their being kept in the .storel.ouses until they arc delivered ; 
 To see to their distribution : 
 
 To supervise the ice.ping of the storehouses and control the issues ; 
 To condemn and sell all unnecessary or unserviceable articles. 
 
 Any purchase or sale elfocted by any one but the general storekeeper 
 will not be recognized by the management. 
 
 The general storekeeper must always be in a position to deliver, within 
 a reasonable <lelay, to the various branches of the undertaking, such stores, 
 as they may require. He must always keep a suificient stock on hand for 
 
 IhrservTcT' '"'^""'' '"''"''"■' '"'""'"" " '"^^"^ '''' requirements of 
 Stationery, registers, and forms of account are kept in a distinct branch ; 
 
 When the head of a department, station, office, workshop, &c. requires 
 stores, he sends to the head of his department a requisition taken Im a 
 book vv.th counterfoil, shewing what he requires. This requisition, when 
 checked and examined by the head of the department, is sent to the store- 
 house, where it is complied with ; 
 
 .T^« 5«"e;al storekeeper is not called upon to decide a« to the 
 advisability of the requisitions sent him ; the signature of the head of the 
 department relieves him of any responsibility ; 
 
 Nevertheless, if the requisition appears extraordinary he must submit 
 It to the general superintendent, before complying with it; 
 
 The articles are delivered to those who have made the requisition by 
 the storekeeper or are sent them by train ; "^ J 
 
76 
 
 These articles are placed in charge of the baffgaire-master, whoddivors 
 them to the master of the receiving station, and tht-y are shown on a bill of 
 lading in triplicate ; 
 
 In order to facilitate the distribution, roqtiisitions should be sent in, as 
 much as possible, by the first of each month ; 
 
 Orders on merchants, manufacturers or purveyors arc given by the 
 general storekeeper, in accordance with the information given him by the 
 storekeepers or the heads of the various departments. The extent, the details 
 and conditions of each order are entered on the order sent to the purveyors. 
 
 The goods are received by the storekeeper to whom they are addressed ; 
 any goods which are not of good quality, which do not fulfil the condi- 
 tions mentioned in the order, or which are not accompanied by an invoice, 
 must be refused ; 
 
 The storekeeper gives receipts for the goods delivered by the purveyor 
 as soon as the quantities are ascertained and debits them to himself in his 
 entry book ; 
 
 At the end of each month, the merchants, manufacturers and purveyors, 
 send to the general storekeeper a detailed account in triplicate of all de- 
 liveries during the month, annexing thereto the orders and receipts from 
 the storekeepers ; the accounts, after they are verified, are covered by a 
 cheque made out by the general storekeeper in favor of the purveyors and 
 addressed to the chief accountant ; 
 
 In each store is kept a special entry and delivery book. The store is 
 debited with the aiaou it of the invoices of the goods received and credited 
 with the value of th.. goods delivered ; the balance in store is shewn opposite 
 each entry ; 
 
 The general storekeeper delivers to the storekeepers a printed list of the 
 
7« 
 
 goods contaiiiod in the Htore. At tho end of every month, tho storekeeper 
 writes opposite the name of each article, the quantity he has in hand as 
 shewn by the entry and delivery book, with the price ; the value of the 
 stock and the amount of the goods delivered sliould corresi)ond with the 
 total of the " supplies " account ; 
 
 Every month the general storekeeper makes "selection, in each bianch, 
 of the receipts for goods delivered and send.^ them to the heads of depart- 
 ments with the corresponding invoices. The latter, after checking them, 
 charges the expenditure under the head to which each belongs, and makes 
 out cheques of repayment in favor of the general storekeeper. 
 
 The general storekeeper makes a report, every month, of his transac- 
 tions to the chief accountant ; the amount of goods in store, as shewn by 
 the previous report, to which are added <he purchase, made during the 
 month, the charges for freight and handling forms the debit side of the 
 account, which is balanced by the amount of goods delivered and the stock 
 on hand. 
 
 At the end of the year, the geneial storekeeper makes an inventory of 
 the contents of each storehouse, and a synopsis of all trans; ons. rhe 
 amount of the previous year's stock, to whi.h are added the purchases made 
 during the year, must be balanced by the amount of goods deliveier', and 
 the stock on hand as per inventory. 
 
 The distribution of stores is suspended during the taking of the 
 inventory. 
 
 i i 
 
 I 
 
77 
 
 XI. 
 
 The MKOIIANKUL .SUPKniNTKNnENT'8 OKFICK. 
 
 Th.> Mchanioal l)pi)artincnt jh maiiajre,!, xuuh>r th.i iinincrliato control 
 of th(' jrenoral 8up,.rintojul..nt, by an ollicor known a« the mechanical 
 superintendent. 
 
 His duties are ; 
 
 To study the various projects lor constructing, repairing or improving 
 the rolling stock and to make suggestions to the general superintendent in 
 connection therewith ; 
 
 To prepare plans and specifications ol such work as is to be done by 
 contrt. ore and to inspect the orders to be filled in the workshops ; 
 
 To sup. o the execution of alJ the various works and to test them 
 as they are ma, ufactured ; 
 
 To receive the new rolling stock, to debit the expenses under the 
 proper headings, to establish the ,ost price and the value of - ho rolling 
 stock ; 
 
 To control the work, expenses and the expenditure of stores by the 
 engine drivers, firemen, and cleaners, the workmen in the workshops, 
 round-houses and small repairs shops ; 
 
 To distribute between the workshops of Montreal and Quebec, the 
 engnies, tenders and cars which require repairs, to make out detailed 
 returns of such works, both from n technicai and from an economical point 
 t ■ view. 
 
 To see to the keeping of the books relating to the mileage uf axles 
 
78 
 
 and the mords of ail onginoH and Umdi^rn, Irom tho time they havt- bot-n 
 lirMt u«ed until th-^y iro rejected ns used up ; 
 
 Topn,i,ar.. and .tudy all te,.hnical matt^-rs and noasures rolatin^Mo 
 the runn.nir of the on«iMo«, to th. roliini, .took and t,. th. plant in the 
 workshop., round kouses, small n-pairs «hops and th.ir Htalln ; euffin.. drivers 
 hromen, doaners, mochanifs. linishorH, l.iaoksmiths. cni^ine litters, *..• to 
 take communication, day by day, of their reports and to make sueh 
 deoions as e,Tcum8tanco,s in the locomotiv. department may require. 
 
 To study a,id prepa.;.. all technical matters and measures in connection 
 vv.lh the car service ; to see tlu(, .he cars are kept in good order ; to take 
 communication, day by day. of the reports of the foremen ol the workshops 
 relating thereto and to give .uch decisions as circumstances may require. 
 
 Workshops at Montreal and quebec. 
 
 The workshops at Montreal and Quebec ibr construction and repairs 
 are managed by a foreman, under whose orders are the whole staff and 
 whose duties are : 
 
 To procure workmen, to make himself acquainted with their know- 
 edge and capa.-ity, to fix their salary, to settle their accounts and to dismiss 
 them li necessary, keeping, however, within the limits assigned him by 
 the mechanical superintendent, and in accordance with the requirements 
 ot the service ; 
 
 To get all work done in accordance with the instructions of the 
 mechanical superintendent ; 
 
 To see that no work is undertaken without a special order authorized 
 by the mechanical superintendent ; 
 
 To distribute the orders amongst the foremen of the various sections 
 
t9 
 
 of the workshops which havo to coutiibtiti" to thoir heiui; cnrriod out and 
 to tiriimj,'o thf work so that no tinio will he lost ; 
 
 To forward in i^ood timo, th.- requisitions lor supplii-s ..r nuil.'riuls 
 n-quirod lor th.> work to be carriod on ; to s.v thiit proper use he made oj 
 these raatoriiils and ol' the labor ; 
 
 To make out the .ost price of the work done, which is vi'rilied by the 
 accounts of the office ; 
 
 For that purpose an employee from the mechanical accountant's office 
 and known as a " Check t'lerk," Jointly with the foreman, makes out the 
 time of the workmen for the different works and char«res each of the orch-rs 
 with the cost of labour, material and general expenses connected therewith. 
 The items of expenditure so made out are forwarded to the accountant of 
 the office, who checks them, enters them in his books and accounts to the 
 mechanical superintendent for the ecoiiomical results obtained in carrying 
 out the work. 
 
 Every engine has an account opened for it in the books of the office 
 and the account for each engine is subdivided into nine heads ; 
 
 These nine heads include : 
 
 r 
 
 1 . Salaries ol the engine drivers, firemen and cleaners . 
 
 2. Fuel; 
 
 3. Ordinary repairs ; 
 
 4. Oil ; 
 
 5. Tallow; 
 
 6. Cotton-waste ; 
 
 7. Coal oil ; 
 
 8. Packing ; 
 
 9. Small ores. 
 
• I 
 
 !i: 
 
 80 
 
 Statistics. 
 
 The statistics for the mileage of axles give the 
 the engines, cars and snow-ploughs. 
 
 number of miles run by 
 
 donet'7 ""^^""^^""^^ '^^ ^ <i'-7 i» which he enters the daily work 
 This return must contain the following information : 
 
 i. en::;i:ro;' :":t °" -"" *- "™'- — - - -»-- 
 
 The number of the engine ; 
 
 The names of the driver, fireman and conductor ; 
 The number of the train ; 
 
 The names of the stations of departure and arrival ; 
 The distance in miles between the stations ; 
 The hours of departure and arrival ; 
 
 The description of th. train which he has hauled, p.^ssenger freight 
 mixed, ballast, pilot, shunting, empty. &c. ^ 
 
81 
 
 In the case of passenger traius, the number ofUrst'class, sccoud class, 
 express, baggage and postal cars ; 
 
 In the case of freight trains, the number of box, cattle and hay cars ; 
 
 In the case of ballast, pilot, or coal trains, the number and description 
 ol the cars composing the same ; 
 
 The total number of cars composing the train ; 
 
 The total number of miles run by it ; 
 
 The hour at which he lired up ; 
 
 The hour at which he raked out his fire ; 
 
 The number of hours under steam. 
 
 This return is verified and certified by the depot-master, the foreman 
 of the roundhouse or shed, as the case may be, on the departure and arrival 
 of the engine ; 
 
 It is afterwards forwarded to the mechanical superintendent. 
 
 The accountant of the office collects these returns, classifies the same 
 and makes a synopsis of them monthly. 
 
 Annexed to the expense accounts, they form a general synopsis of the 
 work, mileage, expenditure of stores and cost of running. 
 
 When the mechanical superintendent is required lo supply his 
 engines, cars and workmen for the use and benefit of another branch of the 
 undertaking, he is entitled to a remuneration, determined by the general 
 supenntendent, who reduces his expenditure by so much. 
 
 The value ol' the labor supplied for repairs to the buildings, road 
 fences, signals, crossings, track-masters' tools and snow ploughs is debited 
 to the road department. 
 
; 
 
 
 '§ . 
 
 82 
 
 The use of trains for transporting ballast and materials is charged to 
 construction account. 
 
 The cost of transport, labor, storage and handling of fuel and repairs 
 to depots are charged to " fuel " account. 
 
 The engines and cars employed in new work and lioavy repairs to the 
 road, as well us in the transport of the materials required for this work are 
 charged to "capital" account. . 
 
 The cost of transport is determined by the tariff rates. 
 
 The mechanical department being cr(;dited with the amounts debited 
 to the above mentioned branches, balances its monthly account by carrying 
 the balance of its account to the debit of the " general summary of running 
 expenses " to which it contributes, as explained in the chapter relating to 
 the chief accountant. 
 
 Auxiliary stores. 
 
 The transactions between the mechanical department and that of the 
 general store-keeper are numerous ; three fourths of the stores supplied by 
 the store-houses are ordered by the mechanical superintendent. 
 
 The " Montreal " store-house, being in the immediate neighborhood of 
 the construction and repair shops, the foremen have every facility for 
 obtaining the necessary materials for every kind of work they have to do. 
 
 The " Quebec " store-house, being also in the neighborhood of the work 
 shops, can supply the same demands. 
 
 Still a certain number of forges and small repairs shops are temporarily 
 situated in places where there are no store-houses. 
 
 To obviate the delay between the application for and the arrival of the 
 articles, the general store-keeper places at the disposal of the mechanical 
 
 ! 
 
83 
 
 superintendent at each round-house, forge or work shop an assortment of 
 materials and stores which are likely to be required. 
 
 These materials and stores are debited by the general store-keeper to 
 the mechanical superintendent who has to account therefor in his monthly 
 report to the chief accountant. 
 
 Control of the work on and repairs to rolling stock. 
 
 The depot and round houso foremen must report every morning, how 
 many engines they have housed during the night with their numbers- the 
 work and journey performed by each engine during the previous day • the 
 available engines and those which are employed in shunting, the state in 
 which they arrived and the repairs they require ; 
 
 If the engines have passed the night on a switch, then the station 
 master must make such return. 
 
 Damages. 
 
 Damages to the rolling stock, of whatsoever nature they may be are 
 established by the track masters, conductors and station masters as soon as 
 they are reported by either department. 
 
 The station master sends in a weekly return of the number of cars 
 which have arrived at his station in a damaged condition. The return 
 must shew the nature of the damage, the temporary steps taken to repair 
 the same and the responsibility of the employees who, by carelessness or in- 
 capacity, have contributed to the causing of the damage. The returns are 
 made out in duplicate; one remains in the possession of the station master 
 and the other is sent to the mechanical superintendent. 
 
84 
 
 Returns ok heated axle boxes. 
 The station masters make a weekly return of the number of cars which 
 have arrived at their stations with heated axlebo.es. ^h. return mu^^^^ 
 „,ention the date of the last inspection, the number and description oi the 
 cars, the damage and the responsibility of the employees. 
 
 Returns of repairs. 
 
 A return of repairs is made out, at the end of each week, by the fore- 
 men ol the workshops, shewing- the number of cars undergoing repairs in 
 each workshop; the return must mention the -™^- f ^ ^^^^^.V/ 
 the cars, those on which repair, have not been commenced ; the cars under 
 going repairs, those repaired and turned out since the last return. 
 
 Foremen or engine sheds. 
 The foremen of engine sheds are obliged : 
 
 To supply locomotive power, to house the engines after their journey, 
 to examine and have them cleaned, to ovder such repairs as -J^- --^ 
 sary and to see, before they leave the depot, that they are in good ^^olklng 
 order. 
 
 For that purpose they regulate the daily duties of the engine drivers 
 and hremen as well as those of the cleaners and oilers ; they see that subst - 
 "tes are provided for such employees as are sick or prevented from per- 
 forming their duties, 
 
 They are in constant communication with the station masters to 
 decide with them as to th. ..omposition of trains, so as to make the most of 
 the motive power of the enpines , 
 
 Before the engines leave tho Hh«d«. the foremen confer with the en- 
 
85 
 
 gmeers and firemen, in order to make sure that they are fit to do their duty, 
 that they are provided with the necessary tools and that they are in a posi- 
 tion to draw, with safety, the trains given them. 
 
 Fuel. 
 
 The supplying ar-i distribution of fuel are under the charge of a special 
 department. 
 
 The general store keeper calls for tenders for the supplying of both 
 coal and wood and gives the contract to the party whose tender is con- 
 sidered the most advantageous. 
 
 to 
 of 
 
 The cost of transport, handling and storage, having been added to the 
 original cost, the mechanical superintendent determines the price at which 
 the fuel is to be charged to the different branches. 
 
 The fuel yards are established at varioT.s places along the line, in the 
 vicinity of the store houses, round houses, workshops or stations. 
 
 The foremen of round houses, workshops or stations are responsible 
 for the storage, keeping and distribution of the fuel. 
 
 They account to the mechanical superintendent, and for that purpose 
 they are provided with an entry and delivery book ; the fuel-yard is debited 
 with the quantity supplied and credited with the quantity delivered ; the 
 balance must be represented by the stock on hand ; 
 
 Every month the fuol-yam K.sepers send in a return of their doings to 
 the mechanical superintondoai and state the quantity of fuel remaining 
 on band. 
 
 n- 
 
[f 
 
 86 
 
 'ill 
 i 1 
 
 XII. 
 
 Maintenance of way and buii.dinos department. 
 
 chief engineer. 
 
 Th.' dopartmont for the maintcnaiico of way and buildings is managed 
 by an oiHcer known as the chief engineer. 
 
 He receives and carries out the instructions of the general superin- 
 tendent, in all matters relating both to the running of the road, its mainte- 
 nance and siiperintendence ; 
 
 He studies all technical questions, prepares plans, makes out drafts, 
 speciiications and contracts, respecting the construction, improvement and 
 repairing of the road ; 
 
 He is assisted by four track-inspectors. 
 
 Track-inspectors. 
 
 The road is divided into four divisions which are known as divisions 
 
 Nos. 1, 2, 3 and 4. 
 
 The track-inspectors, under the direction of the chief engijxeer, have the 
 charge of everything relating to the maintenance and supervision of the 
 road within their divisions ; under their orders are the section foremen and 
 the section-men ; 
 
 The track-inspectors keep the chief engineer informed as to the state of 
 their divisions and the working of the department. They suggest all mea- 
 sures which they consider advisable for ensuring regularity or eifecting 
 improvements ; 
 
 They frequently go over their divisions, report to the chief engineer 
 everything they have noticed and suggest any steps they may consider 
 advisable for the good of their department. 
 
87 
 
 Section foremen. 
 
 Each division is subdivided into a .orfiiin number oi' sections, the 
 length or which is generally Irom five to seven miles. At the Iiead ol' each 
 section is a section loreman, assisted by a tracklayer and l,y a stall' which 
 varies from lour to eight men, according to the re.iuirements ol' tlie servi.,e ; 
 
 He goes over his section every day, (;ither on loot or in a hand-cai' ; 
 
 He sees that the track and all its materials are in good order, carefully 
 examines the rails, plates, bolts and ties, taking special care to screw up 
 the nuts which may be loosening ; 
 
 He ascertains that the joints are properly distanced, the ties solid and 
 also the state of the crossings and switches ; 
 
 He sees that the fences and semai)hores are in good order, and is careful 
 that the ditches and culverts for draining the track are cleaned out and 
 in good order. 
 • 
 
 The section men must tsolleot all passengers' effects, bales, etc., w^hich 
 may have fallen from the cars while running, as well as all bolts, nuts and 
 other pieces which may have dropped from the cars, and leave them at the 
 nearest stai ion ; 
 
 During storms of rain, snow or hail all sect'on-m(!n must be on dutv 
 with all the tools they require ; 
 
 When snow or sleet begins to settle on the rails to a serious extent, so 
 08 to endanger the running, they must at once clear out and clean the swit- 
 ches, sidings, and the rails at level-crossings, approaches to bridges, &c. 
 
 They must go over their sections and signal dangerous spots to the 
 conductors of the trains they meet ; in a word they must do their utmost to 
 enable trains to run freely and safely ; 
 
— f 
 
 88 
 
 Every track-repairer must always carry with him a working timo-table, 
 and so carry on his work as not to stop the trains ; 
 
 If the work to be carried on is likely to stop the running ol' the trains 
 at any given point, such point must be protected by a danger signal and 
 torpedoe placed at a distance of twenty telegraph posts from such point ; 
 and it is only after he has ascertained that it is protected that the section 
 foreman allows the work to be done ; 
 
 The track-inspector must see that the section foremen are provided with 
 time-tables, signal Hags and lanterns, twelv.'. torpedoes, a love! and all the 
 tools necessary for their work ; 
 
 When materials are required for repairs, the track-inspector sends a re- 
 quisition for them to the chief engineer, who approves and forwards it to 
 the general storekeeper and the latter sends the articles required. 
 
 XIII 
 
 Office of the general freight agent 
 
 The duty of the general freight agent, subject to the order of the general 
 superintendent, is to study the freight tariffs, to apply them in an intelligent 
 manner, to carry out the necessary measures to secure a maximum of 
 traffic, to increase and improve it; to negotiate agreements for connections 
 with other companies, to draft and study all subjects, the object of which 
 is to bring more traffic to the road or to extend and improve its connections. 
 
 He must superintend and control the operations of connecting lines, 
 follow up their working, inspect their offices and ascertain that the stalfls 
 in a i>osition to give to the public all requisite information as to conveyance 
 of gooils by the railway. 
 
 He must ascertain, by inspecting their books, that the corresponding 
 lines do i»ot divert traffic to the injury of his railway, that the tariffs are 
 
89 
 
 faUhfulIy adhered to and the amounts due are regularly collected and 
 
 To see that facilities are given at the stations to the connecting lines, 
 
 o as to make sure that the latter iind in them all that they require lor 
 
 their proper working, but that they do not make an improper use of the 
 
 To direct and assist station-masters in applying the tarifFs, to follow up 
 personally all transactions whose importa.ice takes them beyond the limits 
 ol the station-masters' powers. 
 
 To ascertain the positioii and resources of rival lines, or of lines with 
 which It would be advantageous to establish connections; to study their 
 tarilfs and compare the advantages which they offer to the trade and to the 
 public for the conveyance of goods. 
 
 To draft and make agreements with express companies. 
 
 To pay special attention to local traffic and study the measures to be 
 taken in order to increase and develop it. 
 
 To make arrangements with the proprietors of manufacturing establish- 
 ments situated on or near the line. 
 
 Claims 
 
 The general freight agent is charged with the settlement of claims and 
 with the correspondence entailed thereby. 
 
 All claims for indemnity, ebate and reductions of accounts must be 
 sent to the general freight agent. 
 
 As soon as he receives a claim he must collect all the information 
 which can facilitate its settlement, ascertain the delays in forwardino- and 
 
A If 
 
 
 90 
 
 delivering goods, the accidouts whi.h have occurred in transit and how they 
 were caused. 
 
 He gives direction, to the .t„tio,-m«ster» for r,.gnlating the hrward- 
 i„„ 01 ffoods, »A prepuros all tho tra„.a.tion, to cHcct such rcgttl.t.o.. 
 
 If after enquiry. the gereral agent decide, that the claimant i, entitled 
 ,0 an Indemnity, he mak:^ out an order in his favor for reunbursemen . 
 11 or rTduJtion ,a. .he case may be) and sends it to the chref acconntarrt, 
 who books it and makes out a cheque to cover it. 
 
 The order for reimbursement, rebate or redaction must contain a des. 
 cviptl' of the goods, the original Rgure, the amount oi tire reduct.orr. the 
 :rrfo: the .L. the senamg and the receiving sf.tions, the number of 
 the train and the number of the waybill. 
 
 The general freight agent make, a weekly reUrrn to the S--"" 
 intenden. in which he enter, his remarks, a, to the workmg of his depa.l 
 "e steps he has thought proper to take on his own responsibility 
 and the suggestions he has to make. 
 
 The -eneral freight agent exercise, hi. authority over the station- 
 mastirine'ything connected with hi, department. They must supiily 
 
 r:i.h all L ^:;:-^zrt^:z 2::z 
 
 once, refer them to the general freight agent. 
 
01 
 
 XIV 
 
 General passenoer agent 
 Tho duty of the general passcngor .gout, subj., the orders of the 
 Hupenut.ndent. is to snporiuiond the convyanco of passengers, to study 
 and draw up the tariffs and agreements for connection with ..ther lines and 
 to see that they are carried out by station-iuaaters and ticket agents. 
 
 His duties and powers, are, with resp., t to passengers, similar to those 
 of the general freight agent with respect of goods. They must mutually 
 assist each other, so as to ensure the success of the undertaking; the settle- 
 ment oi claims and the prompt and efficient despatch of all the business of 
 their department. 
 
 XV 
 
 Station-masters. 
 
 The station-master represents the assistant-superintendent in everything 
 relating to the general management and conduct of the affairs of his station 
 as well as of his division. 
 
 He IS responsible for the efficient discharge of the duties devolving 
 on his employees, for their politeness in all their dealings with the public • 
 for the safety of the rolling stock, offices and buildings at the station ; for 
 the keeping of the registers, the supervision of switches and signals and 
 in a word, for everything relating to the general good of the service. 
 
 He must know how to read and write correctly, be conversant with 
 the elementary rules of arithmetic and be able to keep books neatly; 
 
 He must see that all general and other orders are faithfully carried out 
 and entered in a special register. Whenever the employees fail in their 
 duty or any complaint or claim is made against them, he must, after having 
 
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 .^ss r^ Rochester, NY 14609 USA 
 ^=r^ Phone: 716/482 0300 
 •SSS-——- Fax: 716/288-5989 
 
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 92 
 
 made himself acquainted with the facts, communicate them immediately 
 to the assistant-superintendent. 
 
 He is also responsible for the cleanliness and keeping in order of the 
 station and its buildings, which he will inspect every day ; 
 
 He shall see that all station and signal lamps are trimmed and that 
 signals of every kind are kept in good order and ready for instant use; 
 
 In stations where there are no operators, he must properly understand 
 telegraphing; 
 
 He must see that the time of arrival and departure of every stopping 
 train is accurately entered in the train book; where there are none, ne will 
 indicate it in the book, by waiting the word nil ; 
 
 He must report immediately to the assistant-superintendent .yhenever 
 any train leaves or passes his station before the time prescribed in the time 
 table ; 
 
 He must not, in any case, permit any engine or train to leave or pass 
 his station within fifteen minutes of another going in the same direction ; 
 
 He will carefully superintend the train-signals and inform the conduc 
 tors of the orders or arrangements aflfecting trains. 
 
 He must see that no engines or cars are left upon the main line, with- 
 out direct authority from the assistant-superintendent ; when such authon y 
 is given the cars must be at once taken to a siding and their wheels carefully 
 scotched ; 
 
 He must not allow any engine or car to cross or shunt on the main 
 line within ten minutes of a train being due at his station ; 
 
98 
 
 Heraust see that all switches at his station are in good order and 
 
 :C :. :t t' r t t-" ^-^ '-'-'-^ ^^" -^^^^ 
 
 always l.ave the mam line Iree for ihe passage of special trains Where 
 there ,,s no switchman he must himself perior^ the switchma'^du^; 
 
 He shall, forthwith, communicate to the assistant-superintendent all 
 unus.a occurrences in ^ 
 
 ith s ; "f " "^'^^^*^' *'^' «^^«— ^-at the nearest station 
 
 10 the scene of accident must immediately give notice of the same by tele- 
 graph or otherwise, to the superintendent or nearest section foreman f 
 
 He is responsible for all money received on account of the railway and 
 Tr otr:Z;' '''' '^'^'^"^^ ^^^^*^«^ --=" ^-- errors in book-keeping 
 
 and !!lTv "'\' ""^ -d balance his accounts daily in the form prescribed 
 and remit his cash as called for by special instructions ; 
 
 Any station-master who shall render a statement of account which con- 
 tains errors plainly traceable to carelessness, wrong calculations or want of 
 care in taking an inventory of the freight in store, or shall enter remittances 
 not actually made at the time indicated, is open to the serious charge of 
 falsifying his accounts. ^ 
 
 All goods or articles, without exception, received for transportation 
 must oe properly entered on way-bills to accompany the same ; 
 
 He is held personally responsible for the safe keeping and proper de- 
 hvery of all goods received by him and for all charges due thereon ; and 
 all articles entered on the way-bills shall be considered as havino- reached 
 his statmn in good order, unless it is otherwise stated on the face of the 
 waybill; 
 
 He shall see that all loaded box-cars of freight, not required to be 
 opened till their destination is reached, are locked and sealed. 
 
iff 
 
 • 7 
 
 .11 < 
 
 HI ! 
 
 94 
 
 Station masters shall not permit freight cars to be over or improperly 
 laden If a doubt exists, they shall take the safe course, by consulting 
 the Freight Tarill as to estimated weights and measurements ; 
 
 To avoid misunderstanding and delay, requisitions for freight cars 
 must be made on the form provided for the purpose and handed to the 
 conductor; if previously telegraphed for. the fact must be stated on the 
 reqiiisition ; 
 
 Freicrht and cattle cars must be thoroughly cleansed on being dis- 
 charged ° The station-master shall immediately report every instance m 
 which a car. not previously cleaned by the sending st^ition, arrives at his 
 . station; 
 
 He mus^ not supply or lend, under any circumstances, stores or other 
 articles belonging to the railway. 
 
 XVI 
 
 Conductors. 
 
 Conductors are under the orders of the station master of the place 
 where they reside, and. while running trains, are under the orders of the 
 masters of the stations where they ma,', for the moment, be. 
 
 The conductors have the brakesmen under their immediate control; 
 they have full authority over all the train hands, including the engine 
 driver and fireman, in everything relating to the proper ruumng and 
 security of the train. 
 
 Outside station-limits, the conductors are personally responsible for 
 their trains ; when, in consequence of an accident or a signal, or ior the 
 requirements of the railway, trains are brought to a stand-still ac any point 
 outside a station, the conductors perform, with respect to the engme- 
 drivers and liremen, the duties of the station-masters ; 
 
95 
 
 Couductors must be able to speak and write correctly, both French and 
 Jinghsh, and be conversant with the elementary rules of arithmetic ; 
 
 They shall wear a uniform and a bad-e denotinj? their office ; 
 
 They are specially recommended to show and to see that the brakon- 
 men show the greatest politeness and attention towards travellers consistent 
 with their duties ; 
 
 Conductors must give obligingly, and without unnecessary words the 
 iniormation which passengers may require; they will not enter into con- 
 oTtheir lules /''' ''""' ""^' "^ "''^*'"^ '''"''''''' ^''^^^ '"^^ performance 
 
 The conductor must be at the station from which he is to start, at least 
 half an hour b fore the time appointed for the departure of his train; 
 
 On his arrival, he reports himself to the station-master and awaits his 
 orders ; he sees ihat the brakesmen are on duty at the proper time ; 
 
 Before leaving, the conductor shall see that the cars are properly 
 coupled, and, in winter, properly heated; that the signal lanterns are 
 properly placed and lighted, if necessary, and finally that he has on the 
 train the following articles : 
 
 1 Axe; 
 
 1 Saw ; 
 
 1 Hammer; 
 
 1 Oil Filler; 
 
 1 Pair scissors ; 
 
 1 Case containing 12 torpedoes ; 
 
 1 Broom ; 
 
 2 Red and 2 green and 2 white flags ; 
 
 3 Red lamps ; 
 
 2 White lamps ; 
 1 Grreen lamp ; 
 1 Signal lamp ; 
 
 1 Conductor's lamp ; 
 
 2 Tail lamps ; 
 
li 
 
 m 
 
 !: 
 
 96 
 
 Alarm cords and couplings ; 4 Brass brushes ; 
 
 1 Tail rope ; 4 Axle box wedges ; 
 
 2 Water pails ; 1 Taiv trimmers ; 
 
 1 Chain, 12 feet long with hooks 1 Oil pail and packing iron , 
 
 attached ; * 1 Water crock ; 
 
 1 Pound sulphur ; 1 Water can ; 
 6 Links and 6 pins ; 3 Oil cans ; 
 
 2 Dippers ; 1 S^rub brush ; 
 
 1 Pinch bar; 3 Ice picks; 
 
 2 Shovels; 1 Mop; • 
 1 Chamois skin ; 1 Monkey wrench ; 
 1 Whisk: 1 Duster. 
 
 In making- up a train, he shall see that baggage, freight and lumber 
 cars are not placed in rear of the passenger cars ; 
 
 The rear car of every train must be a brake-car, and a man must, when 
 the train is in motion, always be stationed on that car ; 
 
 Conductors shall strictly obey all signals and special orders which 
 they may receive from the officers in charge at stations ; 
 
 They must not give the signal to start while passengers are getting on 
 board, and should, when making it, stand on the platform of the last car 
 and look out for any signals that may be given them ; 
 
 After the train has started it is tinder the conductor's entire charge 
 and control. He is responsible for the safety of the train and all on board. 
 He must see that the rules and regulations of the railway are strictly 
 observed by both passengers and employees, and must himself take care to 
 observe all such rules and regulations, and enter any infringements thereof 
 in his return. 
 
97 
 
 Always, wh.Mi buckiu-a train, there must be a man specially stationed 
 upon the roar part of it to crive due warning and prevent accidents ; 
 
 It is the conductor's duty to cheek the engine-driver should the train 
 be runmng at an unsafe speed, and to direct that the regular rate of speed 
 prescribed ra the time-table, or a slower rate, if the track be in bad order, 
 be observed, as the case may require ; 
 
 Negligence or recklessness on the part of the engine-driver will be 
 taken as a proof of the inelficien.y of the conductor, unless such conduct 
 has been duly and distinctly reported on every occasion of its taking place; 
 
 In very extreme cases only, can a train which has once left a station 
 oe a lowed to return, and this proceeding must be accompanied with the 
 greatest degree of caution ; before anything else is done, two men with red 
 lags or hghts must be sent fully half a mile in advance of the rear-end of 
 ttie train, to give warning to any train that may be approaching from that 
 .tnection,ni order to guard agaiiist the possibility of collision; the train 
 must not move until these two men have proceeded at least half a mile • 
 every other available measure must also be taken to notify track-men and 
 to stop any approaching engine ; the officers of a train so situated are to 
 assume, m every case, that a train is approaching and act accordingly ; 
 
 Conductors or other officers in charge of any trains that may receive 
 such warmng are responsible for protecting their own trains in the same 
 manner ; 
 
 When a train breaks down, or is stopped or seriously delayed on the 
 road, similar precautions must be taken to guard against being run into by 
 any other train ; proper use must be made of the flags, or red lanterns, and 
 torpedoes placed at a distance of twenty telegraph poles in front and in 
 rear, and the conductor must inform the masters of the stations both in 
 front and ,n rear, and communicate directly with the assistant-superinten- 
 dent or one of his officers ; 
 
■Ml 
 
 warn 
 
 
 li 
 
 ',!'<■ 
 
 i* 
 
 : I 
 
 98 
 
 Tho conductor shall, from time to time, during the journey, examiiio 
 the wheels, brakes, springs, trucks and journals oi" the cars, and see that 
 they are kept in proper order ; 
 
 The tail-signal must also be examined at every station, and in the 
 event ol" a train being brought to a stand on the main track, the t.onduttor 
 must take care that no person obstructs the roar view of it ; 
 
 Whenever telegraphic despatches, directing the movements of trains, are 
 sent they must be repeated back by the receiving office to the sending ollico 
 and acknowledged by the persons to whom they may be addressed ; such 
 acknowledgment shall always show how the message is understood by the 
 parties receiving it, and such persons shall not start the train until they 
 have found their construction of the message to be the true one. If doubt 
 should arise, they must take the safe course. 
 
 Verbal messages which, in any way, affect the movement of engines or 
 trains, must not, under any circumstances, be given or received through a 
 third party, whatever confidence may be placed in the veracity of such 
 person. 
 
 All instructions, not communicated verbally or by telegraph to the 
 individual for whom they are intended, must be in writing ; 
 
 The responsibility of an accident, resulting from a misunderstanding of 
 this fact, will rest upon the person acting without proper authority ; 
 
 In the event of any passenger being drunk or disorderly, to the annoy- 
 ance of others, he must use all gentle means to stop the nuisance ; failing 
 which, he must exercise his authority and restrain, or keep him in a 
 separate place, until he arrives at the next station, or a station near to a 
 police-office or lock-up, where the passenger must be left, and may, if con- 
 sidered expedient, be delivered to the police and charged with the ofTence, 
 in the usual way. 
 
 Whenever a fare is collected in the cars, the conductor must at once 
 
99 
 
 will lie admilM (or any d,.partur.> from this rnlo ; 
 
 withlut'n """''• "°!- '"''' *^' ''*''' '^ '°^'^^' nowspapors, etc.. in the carH 
 without porm.8s.on from the gonoral .superintendent ; 
 
 I-st a quarter of an hour before the hour fixed by the time-table for Ihe 
 pa^sag.0 of such trai..s ; if they cannot do so, they must act with the statio,.- 
 master m g,v.ng the necessary signals to guard against a collision ; 
 
 Conductors of freight trains must not take loaded cars without way- 
 b.lls. nor way-b.lls without the proper cars ; 
 
 Cars must not be taken beyond the stations to which their contents are 
 destined, without orders. 
 
 In superintcding tho loading of a car with goods or different stations, 
 loaded "' ''' '''' '''" ""'''' ''' '" '"'"^*^^ '' '' ""' «^"'y ""■ 
 
 Conductors are held personally responsible for the proper care of all 
 goods or property catrusted to them, and will be careful to see that the 
 same are del.vered to the station-masters, according to the way-bills ; 
 
 A conductor shall not permit livestock to be carried in close cars- 
 when there are horses on a train, unless the owner has sent a person in 
 charge of them, he will see that they are carefully watered a,ad moderately 
 fed on the road ; and the expense thus incurred shall be paid him at the 
 end of his journey by the station-master, who shall be reimbursed by the 
 consignee ; 
 
^rf 
 
 100 
 
 
 II < 
 
 h is his duty to make himself acqnaiiitcd, as much as possible, with the 
 condition oi' the goods conveyed on his train ; and when they are stowed 
 so as to be liable to damage, to stow them differently, or if that bo not pos- 
 sible, to leave them at a station to be sent on, more securely stowed, by 
 another train, reporting the same to the ansistant-superintendent ; he shall 
 see that no pilfering of the contents of the car takes place, and that the 
 doors of loaded cars are sealed and empty ones closed ; 
 
 If, from any cause, it becomes necessary to leave freight whore it does 
 not belong, the conductor shall note the fact on the way-bill and give notice 
 in writing to the issistant-superintend.-nt ; he shall take all proper means 
 to have the same forwarded to its destination without delay ; 
 
 Conductors will duly call the attention of the mechanical superinten- 
 dent, or in his absence, that of the station-master, to any repairs required 
 or damage that may have been sustained by the cars, and, in the latter 
 case, report the particulars to the assistant-superintendent ; 
 
 They must be careful also to report to the nearest station-master or 
 to the assistant-superintendent any defect they may observe on the line ; 
 
 Conductors must keep a diary of their proceedings, which must be 
 ready for inspection at all times, and they shall make their daily returns 
 upon the proper form to be supplied them ; 
 
 "Whenever a conductor may have had charge of a train foi only part of 
 a trip, he must insert in his return, upon the proper form and over his own 
 signature, the particulars of the same, which, with any money he may have 
 collected, he will hand over to the officer relieving him, who will complete 
 and forward the return, also signing it ; 
 
 The conductor shall enter in his diary all delays, casualties or unusiial 
 occurrences, and report the facts to the assistant-superintendent ; he will 
 also make a note of them in his return. 
 
101 
 
 XVII 
 
 Engine diuveu«. 
 
 The o-.i!?inc. driver, whon ftt a stfttion, shall be snbjoct to the orders of 
 the station master ; 
 
 Ho shall be guided by instructions I'rom the conductor, ns to when to 
 start or stop the train ; 
 
 He mtist not proceed after sunset unless the proper lijrhts are exhibited 
 on his engine. 
 
 No special train or engine shall leave any station without the authority 
 of the assistant-superintendent. 
 
 Every engine driver and fireman must provide himself with a good 
 watch, and compare the time with the conductors and drivers of other trains 
 as well as with station-docks, reporting all diflferences to the assistant- 
 superintendent ; 
 
 He must pay ui .nediate attention to all signals, whether the cause 
 for giving them be known, or not ; 
 
 The driver must be in attendance at the station at least half an hour, 
 and the fireman at least forty-five minutes, before the appointed time for 
 starting the train He must see that the engine is coupled, at least ten 
 minutes before the time for starting— that it is in proper working order, 
 sufficiently supplied with fuel, and water and properiy oiled— that the 
 alarm-cord is attached to the gong or whistle, and that the lamps, and 
 signals are in a fit state for use. Before taking charge of the engine, he 
 and the fireman must sign their names in the appearance book, kept by the 
 locomotive foreman. 
 
•iMiMHfaUl 
 
 4 i 
 
 102 
 
 
 tools 
 
 Every ongino-drivor nhall have with him at nil ti 
 
 2 jack screws, 
 
 1 set stand wrenches, 
 
 3 oil cans (a fnll set), 
 
 1 large monkey wrench, 
 1 small monkey wrench, 
 8 cold chisels, 
 1 hand hammer, 
 1 copper hammer, 
 
 1 pinch bar, 
 
 2 lire buckets. 
 
 2 sets signals (flags), 
 1 engineer's lamp, 
 1 red tail lamp, 
 1 signal lamp, 
 1 green lamp, 
 
 mos, the followino' 
 
 1 head light, 
 1 hnnd saw, 
 
 1 fallow kettle, 
 
 6 iron plurrs for tubes, 
 
 2 large boxes or chests, 
 2 small chests, 
 
 5 chains, with rings and hooks at- 
 tached, 
 1 narrow axe, 
 1 switch rope (30 feet), 
 1 plug iron, 
 1 scraper for ash pan, 
 1 pokor, for fire, 
 1 case containing 12 torpedoes, 
 A quantity of flax and twine; 
 
 for which he shall be held responsible, and any party found guilty of des- 
 troymg them, shall be fined or dismissed. 
 
 The engine-driver shall not allow any persons, except the superin- 
 tendents and track-masters, to ride on his engine or tender, without due 
 authority. 
 
 He must not start his train until the bell be rung, and he receives 
 the sagnal from the conductor which he must answer with two short 
 sharp whistles; he must, invariably, start carefully, without jerking 
 
103 
 
 and «... that ho has th. whole- ol this train ; ho mu«t run the trui.i U8 near 
 o tiwo a« i,o.ss.hlo. arriving at tho stations neither too lato, nor too .oon 
 ilo uuist n.l .hut ofr.si,.um suddenly, m, .. to cause concussion of the cars 
 unless in case ol' danger. 
 
 'I' " 'niin 1..". owes seimrated while in motion, euro niu«t be taken not to 
 Htop the portion in l.ont J,elore the alter part has «to,,pe.l. and the n.on on 
 Muh detach..d part nuist apply their brakes in time to prevent collision 
 Willi the cars in Iront. 
 
 No engino shall run tender or train lbremo«t. unless Irom unavoidable 
 necessity, or by order ol' the assistant-superintendent. 
 
 The driver shall stand by the hand-gear, and keep a good look-out 
 liio hreman also must be on the look-out when not engaged in other 
 duties. 
 
 «efore passing swit.hes, he mus< he rareiul to see that the targets are 
 correctly set. 
 
 An engine driver on duty must not leave his engine except in cases 
 ot great necessity, on which occasions he must place it in charge ol' the 
 hreman. On no aceount shall both leave it until it is given in charge to 
 the party authorized to receive it. 
 
 Engine drivers are required to run slowly and carefully over rou<-h 
 or bad track, and round curves, or through cuttings. The track-masters Tre 
 authorized, when it is found necessary, to presoribe rates of speed, faster 
 tlian which an engine mu.st not be driven over the parts of the road indi- 
 cated, and they are instructed to report violations of their instructions in 
 this respect. 
 
 In running behind another train, the driver must so run as to allow 
 the leading train to be not less than two miles in advance, and, on ap- 
 proaching a station, and entering, or running round a curve, he must 
 
104 
 
 exercise great caution, so as to avoid the possibility of a collision. No excuse, 
 as to being deceived about the distance, will be received for neglect of this 
 rule. The responsibility of a collision will rest upon the conductor and 
 engine-driver of the rear train. 
 
 "When trains have to pass each other, the train having the right to the 
 road shall occupy the main track. 
 
 Engine-drivers are to take care that the whistle be sounded 800 yards 
 before reaching every level crossing of a public road, and that the bell be 
 rung 600 yards before reaching such crossing, and until the crossing be passed. 
 The bell, and whistle are also to be sounded, when approaching a cutting, 
 station, or junction. During foggy weather also, the bell must be sounded 
 at proper intervals. 
 
 They must never allow themselves to be governed by any information 
 they may receive as to where the train ahead w 11 stop for fuel or other 
 cause, but must always be prepared to stop short of the station. They 
 should invariably run on the supposition that a train may be found out of 
 place at a station. 
 
 In bringing up his train, the driver must pay particular attention to 
 the state of the weather, and the condition of the rails, as well as to the 
 length of the train, and these circumstances must have due weight in deter- 
 mining him when to shut off the steam. Stations must not be entered so 
 rapidly as to require a violent application of the brakes, or to render neces- 
 sary the sounding of the signal whistle. Ke must report every instance of 
 overshooting a station to the assistant-superintendent. 
 
 Unless he himself is in the cab of the engine at the time, and directing 
 its movement, he must not allow the fireman to shunt cars, or move the 
 engine ; cars must not be shunted, at so great a speed, as to endanger the 
 lives of men employed in coupling, or in any way injure the property of 
 the railway. 
 
105 
 
 An eiigiuo or train shall not pass from a branch on to the main line, 
 until tho proper signals are given. 
 
 No engine-driver, when acting without a conductor, shall, without, the 
 express permission of the station-master, move his engine, on any pretence, 
 from any siding, on to the main line. 
 
 When there is an unavoidable necessity, from an accident, or other 
 special cause, for an engine to stop on the main line, the engine-driver 
 must send a man, each wa, vith signals, to the distance of twenty telegraph 
 poles, and more, if at or near a steep grade or curve, in order to protect the 
 train or engine. 
 
 Engine-drivers shall not, except in case of accident oi sudden illness, 
 change engines on the journey, without permission. 
 
 They must not allow fuel ov waste to be thrown from the engine, or 
 tender, while in motion. 
 
 Engine-drivers must guard against killing stock. Should any animal 
 be injured by the engine, the engine-driver must report the same, in writ- 
 ing, to the assistant-superintendent, stating the facts of the case. Any 
 engine-driver, who neglects to make such a report immediately, will be 
 held responsible for all damages. 
 
 Should a fire occur on a train, it must be stopped, and the proper 
 measures at once be taken for protecting the train. The burning car, or 
 cars must be detached with as little delay as possible. No attempt must 
 be made to run to a tank, if it be more than three hundred yards distant, 
 as such a proceeding is likely to cause the fire to spn^ad. 
 
 In case of doubt and difficulty, engine-drivers and conductors must 
 consult and advise with each other, as they will be held equally responsible 
 for any violation of the rules, through forgetfulness, negligence, misappre- 
 
J :i 
 
 106 
 
 hensioii, or any other cause. In all cases of doubt, the safe side must be 
 taken, safety being the first cnnsideratum. 
 
 Should a conductor be disabled, the engine-driver will have full charge 
 of, and be held responsible for the safety of the train until another olFicer 
 takes charge. In such case, he shall observe the rules laid down for the 
 guidan(^e of conductors. 
 
 Engine-drivers, when on the line, will obey the direct orders of the 
 superintendent, whether the same shall be communicated verbally, by tele- 
 graph or in writing ; and in all cases where a message directing the train 
 or engine to proceed cautiously, or at a given rate of speed, over any part 
 of the railway, or any bridge or viaduct, is given to the conductor of any 
 train, he shall at once hand the same to the engine-driver, and call his at- 
 tention to the contents thereof, and the engine-driver shall retain it in his 
 possession. If any engine-driver shall, after the receipt of such messages, 
 incautiously, or at a greater rate of speed than that named, drive his engine 
 over the portion of the railway, bridge or viaduct named, he shall at once 
 be dismissed from the service ; and any conductor failing to obey the 
 requirements of this order will receive like punishment. 
 
 :| 
 
 \ : 
 
 Every engine-driver must carefully examine his engine after each jour^ 
 ney, and he must immediately report to the locomotive foreman, and enter 
 in the book that is kept for that purpose, any defect or deficiency in his 
 engine. He must also report to the assistant-superintendent and to the 
 station-master at the nearest station any accident, neglect or irregularity 
 that may have occurred on the joirney. 
 
 Engine-drivers must keep diaries, and make such returns to the loco- 
 motive department, as may be required. 
 
 I I 
 
107 
 
 XVIII 
 
 Firemen. 
 
 Firemen are subject to the orders of the engine-drivers while on their 
 engines. 
 
 They will keep the engines cleaned and properly oiled, and assist the 
 engine-driver as may be required. 
 
 XIX 
 
 BUAKESMEN. 
 
 The brakesmen are under the orders of the station-master of the place 
 where they reside, and, while on the road, are under the orders of the con 
 ductor of their train; on their arrival and departure, and while stopping 
 at stations, the brakesmen, subject to the orders of the conductors and 
 station-masters, take charge of everything connected with the working of 
 the train. 
 
 The rear brakesman is responsible that the lights and signals at the 
 rear of the train are in good order ; 
 
 Brakesmen must be at the station at least half an hour before the de- 
 parture of their train; they report to the station-master, who gives them 
 his orders after ascertaining that they are fit for duty ; while the train is 
 stopped they assist in unloading baggage, and perform the other duties 
 assigned them by the conductors ; 
 
 As soon as the train is made up. and the brakesmen know their posts 
 they must see that the brakes on the cars to which they are told off are in 
 good order, and that the passenger cars under their charge are clean, well 
 ventilated, well heated in winter, provided with lamps and the necessary 
 fittings ; brakesmen must not allow dogs in the cars, and must prevent passen- 
 
108 
 
 'I i 
 
 il! 
 
 lii 
 
 I III 
 
 
 gers in a state of intoxication, or encumbered with unwieldy, dirty or dan- 
 gerous articles to enter the cars ; every passenger who carries a firearm 
 must discharge it before he arrives at the station ; if passengers persist in 
 infringing the rules, the brakesman will immediately notify the conductor ; 
 
 While on the road •. e duties of brakesmen consist in attending to 
 everything which may relate to the running or to the safety of the train 
 and of the passengers ; brakesmen must also prevent passengers from lean- 
 ing out of the cars, from going from one to the other, from standing on the 
 platforms, getting off and getting on while the train is in motion, and from 
 smoking elsewhere than in the smoknig car ; 
 
 Brakesmen are particularly entrusted with the working of the brakes 
 according to circumstances and in obedienro to the engine-driver's signals ; 
 they must strictly and solely obey such signals, and, unless in the event of 
 some imminent danger requiring the train to be stopped, they must never 
 apply the brakes before the whistle signals ; 
 
 Brakesmen must, both by day and by night, pay the greatest attention 
 to the signals of the brakesmen behind them, as well as to the signals of 
 sectionmen, so as to repeat them, if necessary, to the engine-driver ; 
 
 The working of the brakes is governed by the engine-driver by means 
 of the following signals : — 
 
 One short and sharp whistle means down-brakes. 
 
 Two short and sharp whistles mean that the train is about to start and 
 order ofT-brakes. 
 
 Before the departure of a train, and at the latest, when the engine driver 
 gives the signal for starting, all brakes must be taken off, so as to prevent 
 the breaking of the couplings ; 
 
 On the arrival of d passenger train at a station, the brakesmen shall go 
 through the train calling out aloud the name of the station and the length 
 
 u 
 
lod 
 
 of the stay, and whether there is a refreshment-room at Ihe station; when 
 requested by the passengers, they help them to descend ; they see to the 
 cou^jling of the cars as well as to their lighting and heating, when neces- 
 sary ; when a train stops away from a station, the rear brakesman must run 
 back to a distance of at least twenty telegraph posts to place the signals to 
 Stop ; in case of accident or unforeseen stoppage, brakesmen must impli- 
 citly comply with the instructions they receive from the conductor as to 
 the precautions to be observed, the steps to be taken and the signals to be 
 made ; 
 
 On the arrival of a train, brakesmen must assist in discharging baggage 
 and express matter ; in all cases they must assist the conductor in every- 
 thing and only leav* the station when they have received his permission 
 to do so. 
 
 XX 
 
 Switchmen. 
 
 Normal position of the Switches. — As a rule switches on the main line 
 must be left so as to leave the traffic on such line quite free when they are 
 not being worked. 
 
 For that purpose their balance-weight shall be riveted so as to keep 
 them lixed in such normal position. 
 
 Switchmen are special employees charged with the working and keep- 
 ing in order of one or more crossings. 
 
 At stations where there is Uttle train-traffic, the station-master will also 
 act as swiichman ; 
 
 With the exception of the switches near the principal stations and 
 which are frequently worked, they must be kept in their normal position 
 by means of a padlock securely locked. 
 
i '1,^ 
 
 1^' 
 
 
 110 
 
 swi Jh 7."^^' ""''""'""'"'' '^'^" "^^•^'^*^'' by «P«"^i"l instructions, the 
 swUches which are to bo padlocked and those which may remain unlocLd 
 a copy oi such instructions will be given to each of the Litchmen 
 
 that !hf '^' "^r f ""' ^^^"^^-'"-ter to see, on his own r. .onsibility. 
 that the general orders respecting switchmen are carried out. 
 
 The koys of the padlocks for the switches shall be kept by the 
 station-masters. ^ ^ 
 
 of th!". '^"^''"'° '^' ""'• *"*' '^'^'^^'"'^" ^'"^ b« '^'^^^^ ^J^« <lirect control 
 from thir^"^^'^" ^"' "^^■^*' ^•^ ^" ^^^-' '^b^y ^^^^ -<^- tW receive 
 
 shun^r "'"^^^*'^« ^^'"^'^^ before the arrival of each train, so as to 
 shunt them properly on the right track, after first seeing that such track is 
 
 If necessary, they hold the switches while the train is 
 
 passing. 
 
 thP ^""'"'^T T' .^boroughly examine their sv. itches, before and after 
 the passing of each tram, to see that they are in good order and work easily. 
 
 In winter or during frost, crossings must be cleaned several times a 
 day m order to prevent the formation of any ice which might interfere with 
 their working. 
 
 th. ^^'T «^'it^bman, when on duty, must be provided with a red flag in 
 he day time and a lantern, showing a red and a white light at night !nS 
 SIX torpedoes, o as to signal, if necessary, and stop trains ' 
 
 
Ill 
 
 f t 
 
 ] 
 
 XXI 
 
 SutNAIiS USED FOR TKAINS IN MOTION. 
 
 When a train ov a locomotive is in motion, the absoncc oi' any si<>iial 
 on the track, a white light on the semaphores or crossings, at night, the 
 arms of the semaphores hanging down and crossing signals turned in a 
 direction parallel to the traek, all indicate that the track is clear and that 
 the locomotive may run on. 
 
 But the absence of signals where one is usually displayed, is io be 
 taken as denoting danger. 
 
 Hand-sionals. 
 
 Day-signals are made by means of a red or green Hag ; a red flag means 
 Stop ; a green flag Proceed slowly. 
 
 Night signals are made by means of a lantern which shews a white 
 or a red light, at will. The white light means that the track is clear and 
 that the engine may go on. The rod light when held steadily or waved 
 about, means : Stop. During all the time they are on duty, station-masters, 
 engine-drivers, conductors, brakesmen, switchmen, gate-keepers and section 
 men must be provided with all things necessary for hand-signalling, includ- 
 ing detonating signals, of which mention will be made hereafter. 
 
 If, owing to some unforeseen circumstance, one of the employees above 
 mentioned or any other person is under the necessity of making a signal, 
 without being provided with the aforesaid articles, he can stop a train by 
 standing on the track with both arms raised above his head. 
 
 Petonatino signals. 
 
 A signal to stop may likewise be given by means of one or more tor- 
 pedoes laid upon the track and which explode under the weight of the 
 engines and cars. 
 
 The explosion of these torpedoes is a signal to stop, and replaces the red 
 
 tignals. 
 
112 
 
 The object of these detonating signals is to rephice hand-signals, when 
 the latter cannot be used, or as auxiliaries to them when it is feared that 
 they will not be seen ; they are chiefly used in foggy weather, snow storms 
 or very bad weather. 
 
 As far as practicable the torpedoes must bo placed one hundred feet in 
 advance of the hand-signal, in connection with which they are to be 
 used. 
 
 As a precaution, two torpedoes should be laid on the rails, one on the 
 right and one on the left. In damp weather three torpedoes should be 
 used. 
 
 Caution signals. 
 
 The caution signal is made by day, by means of a green flag, and by 
 night of a green lantern. 
 
 It must be placed : 
 
 1. In advance of the cross-frogs ; 
 
 2. At the approaches to junctions ; 
 
 3. In foggy weather, in advance of the semaphores, covering stations 
 and junctions ; 
 
 4. Finally whenever, for any reason whatsoever, trains should only 
 proceed slowly over a portion of the road. 
 
 When an engine-driver notices a caution signal he must shut the 
 regulator valve and, if necessary, apply the brakes, to control the train and 
 pass the guarded spot at a speed which shall not exceed one-half of his 
 former speed. 
 
118 
 
 Fixed signals — semaphores. 
 
 Distance semaphores. 
 
 At approaches to stations, to junctions and gonorally wherovor such a 
 precaution is considered necessary, semaphores are placed which are moved 
 from a distance called distance semaphores, and are intended, either to 
 cover trains or to maintain the prescribed distance between trains in 
 motion. 
 
 Kul lliikt. 
 
 1 
 
 track. 
 
 During the da// the red disc or the arm raised to a horizontal 
 position means stop. 
 
 At night the red tight also means stop. 
 
 These semaphores are so placed that the officer responsible 
 for their working, can ascertain, as easily as possible, that the light 
 is turned in the prescribed direction, according to the state of the 
 
 The signal lanterns are trimmed and lighted under the supervision 
 and responsibility of the station masters. The switchmen have to light and 
 attend to the lanterns and semaphores within a radius of 200 feet from 
 their switches. In stations where there are no switchmen, the station 
 masters themselves must attend to this. Lanterns are lighted and replace 
 flags and semaphores at sunset and are extinguished at sunrise. As an 
 exceptional case, lanterns are lighted in day time in heavy foggy weather 
 w^hcn night signals are better seen than day ones. 
 
 WORKINO OF THE SEMAPHORES. 
 
 Distance signals must be turned to danger : 
 
 1. Whenever the track which they cover is occupied or when a train 
 or engine cannot pass ; 
 
 2. When a train or engine arrives at a station, the distance signal must 
 always be turned to danger as soon as the train has passed ; it is maintained 
 
114 
 
 in this position during tho whole time the train is stationary and lor tun 
 minutos uftor its departure, to keep tho prescribed distance between trains 
 running in the same direction. 
 
 Thain signals. 
 
 Every train running during the night must display a white head-light ; 
 and two red lights called tail-lights ; 
 
 The engine driver is responsible for the engine and tender-lights ; 
 The conductor is responsible for the train-lights. 
 
 Whistijno Signals. 
 
 To |»iit on briikcH— one short Nhnrp wbiMtIc ; 
 
 To iitarl or take olT brakeit-two short aharp wtaiMtlea ; 
 
 To back— three Hhort aharp whiHtles ; 
 
 To turn Hwitch-fonr nhort sharp whlstlett ; 
 
 DaiiKcr-n repetition of short Hliarp whlstleci ; 
 
 On approachi»K level crOiisiuKM of itiiblle roads and cnrves- two lonff whistles « 
 
 On npproachiuir stations-one Iouk contlnnons whiHtlc. 
 
 A rod flag carried upon the head of an engine and tail of a train by 
 day, or a red light by night (in addition to the usual white light on the 
 head of the engine and red light on the tail of the train) denotes that an 
 extra engine or train is following, having right of track over all others. 
 
 A white signal carried in like manner denotes that an extra train is 
 following, but will keep clear of all regular trains. The default to carry 
 out or observe signals, which may have the most disastrous consequences 
 with respect to the safety of traffic, is the most serious olfonce of which an 
 employee can be guilty. Every fault of this kind will therefore be severely 
 punished. 
 
115 
 
 XXII 
 
 Passenger and station keoui-ations. 
 
 Passeufrors at ticket stations arc roqxiirod to purchase^ thoir ticki'ts 
 bel'ore cntcrino; the cars, othorwise thoy have to pay to the conductor an 
 additional charge of ten cents. 
 
 Express proprietors, dealers, agents and moHsengors holding season 
 tickets, shall not carry with them baggage or parceln. for the purpose of 
 their business, unless the freight for the same be prepaid at double lirst 
 class freight rates. In case of violation of this rule, the ticket shall be 
 forfeited. 
 
 No person must be allowed to get into or upon or off any car after 
 the train has been put into motion, or until it stops. Any person doing so, 
 or attempting to do so, has no recourse upon the railway department for 
 any accident which may take place in consequence of such conduct. 
 
 Persons drunk and unable to take care of themselves, shall not be 
 furnished with tickets, or be allowed to enter the cars or station premises ; 
 and, if found in the cars or station premises, may be removed. 
 
 Passengers are required to produce and deliver up their railway tickets 
 to the conductor, or other person in charge of the train, whenever requested 
 so to do by such officer. Should they Refuse to do this, and to pay the proper 
 fare, they may be removed from the train at or near a station. 
 
 Passengers are not entitled to occupy more than one sitting in a pas- 
 senger car for each ticket. 
 
 Passengers, before they can have their baggage checked, must show 
 their tickets to the station baggage-master. To avoid mistakes, they must 
 attend personally to the checking and marking of their baggage. 
 
 Passengers can only have their baggage checked to the station to 
 which they hold tickets. 
 
lit; 
 
 C'oachm.'ii, hiukinou, cartwrr , iK)rter«, iind runners for milroadB, boats, 
 stage lini'H and hotels, will not W allowed to solicU custom or passongers 
 upon any of the trainH.-nor will they h.. allowed to enter the stations nor 
 come upon the platform on the arrival of passenger trains, to solicit or in- 
 Huonee passengers, hut they shall stand in such places as directed by the 
 station-master, agont or policeman. Cattle-dealers, butchers and market- 
 men will not be allowed in the oars, stations or freight-houses, or upon the 
 platforms, on the arrival of the trains, for the purpose of trading ; nor will 
 hucksters, or vendors of newspapers, books, fruit, flowers, confectionery, 
 and other such articles, be allowed in the cars or upon the trains, nor to 
 enter the stations or come upon the platform for the purpose of disposing 
 of the same, except by permission of the station-master or conductor, under 
 the fe^j^orilf >f the general superintendent. 
 
 Coachn' :i, hackraen, and porters holding checks will be admitted into 
 the stations for the purpose of obtaining baggage- they will also be ad- 
 mitted when taking baggage to the trains, 
 
 Private carriages, trucks and other vehicles for carting goods must, 
 while waiting for trains, remain in such places as directed by the station- 
 master, his agent or policeman ; all disturbances, obscene and insulting 
 language are strictly forbidden. 
 
 All persons are strictly forbidden to walk upon the track of tha rail- 
 way, or to trespass upon the railway premises. 
 
 XXIII 
 
 Station BAaoAOE-MASTERs. 
 
 Station baggage-masters si si wear a badge denoting their office, aiid 
 be in attendance at least forty tiv- .-: vies before the advertised departure 
 of the train. 
 
 They must compare bagga^j, . -oae* s with the uaplicates, and see that 
 they correspond. 
 
117 
 
 Thoy must not keop more cht'ckH on hand than aro ncfosaary, 
 Checks, whon not in use, muBt bo kopt untU'r lock and key. 
 
 A pnssongtM- is ullowod 100 lbs. of personal hagffapo. Any (joantity 
 exceeding that weight munt be charged double Hrst-cluss freight rateH, an<l 
 must be prepaid. 
 
 They must not check baggiige until a short time previous to the de- 
 parture of the train. 
 
 They are to request passengers to exhibit their tici:ots before checking 
 their baggage, and to check the baggage accordingly. 
 
 All previous station-numbers on baggage must be eifaccd. 
 
 Checks must only bo given to passengers, and not to cabmen, or 
 others, on their behalf. 
 
 Baggage, while in charge of the railway officers, must 1 -e well guarded 
 or left in a secure place. 
 
 A record must be kept at stations of all biggage received from pa.sRon- 
 gers and forwarded by train, giving the date, number of che :k, train, and 
 destination, in every case. 
 
 A record must also be kept of all baggage received by ti ans and de- 
 livered to passengers. 
 
 Baggage for flag stations must be numbered but not checked. 
 
 On no account are passengers to be allowed to take checke 1 baggage 
 out ot the possession of baggage-masters, unless properly claimeu. 
 
 Special care must be taken not to deliver baggage without first remov- 
 ing the checks and obtaining the duplicates from the passengers. 
 
r 
 
 118 
 
 A report must bo sent to the general baggage agent, Montreal, of all 
 baggage received, the checks and duplicates of which do not tally The 
 report must show the time of arrival, number of train, and the name of 
 the station w^honce received. 
 
 When a passenger has lost his duplicate check the baggage must not be 
 given up unless he can describe the contents of such baggage, and pays 
 twenty-five cents ibr the lost check. ^ 
 
 with"^ 'Z'^'l T' """ ''^"' '''''' *^' ^^"^^ ''' ^" b«-'^*^« «o delivered 
 TheckTd ' '^''^ ''''"° ^''''"*'^' '' '''" ^"' "" ^'"^^S' "^i«- 
 
 Station baggage-masters, or station-masters, will report immediately to 
 the general baggage agent any baggage missing at their station, and will 
 also report any baggage that may have remained unclaimed one week. 
 
 All lost or unclaimed baggage must be sent properly labelled to 
 Montreal monthly. 
 
 No baggage shall be opened except in the presence of the owner. 
 
 Reports must be made periodically to the general baggage agent of all 
 inward and outward baggage. *'& » a 
 
 XXIV 
 
 Train bagoage-masters. 
 
 Train baggage-masters shall wear their proper badge of office, and 
 must report any baggage they receive not properly marked and checked • 
 they must be particular to see that the number of the station for which the 
 baggage is intended is distinctly marked. 
 
 All checks and duplicates in charge of train baggage-masters, must be 
 compared by them before being used. 
 
 ( 
 
119 
 
 
 Checks must not bo carried loose in the baggage car, but be kept in a 
 box supplied for that purpose. 
 
 Baggage for flag stations shall be numbered but not checked. 
 
 Train baggage-masters shall keep a proper account, in books provided 
 for the purpose, of all baggage, cheeked or unchecked, showing stations at 
 which the baggage is received and delivered. 
 
 They shall not allow persons, except those working the train, to ride 
 in the baggage-car, except by direction of the conductor. 
 
 They shall not leave the station, at the end of the journey, until the 
 baggage has been claimed or properly disposed of. 
 
 They shall obey such other instructions in regard to baggage, and per- 
 form such other duties, as may be required of them. 
 
 Although the duties of each of the officers are essentially ditferent, 
 they must nevertheless assist each other, so as to assure the proper perform- 
 ance of all the work and the success of the undertaking. 
 
 These regulations are given as general instructions and indi'pendently 
 of the special rules which the heads of the different departments may think 
 it advisable to publish, when and where the same may be necessary, ac- 
 cording to circumstances and the requirements of the undertaking. 
 
 XXV. 
 
 TELEaRAPH Department. 
 
 In virtue of a special agreement between the Government of the Pro- 
 vince of Quebec and the " Dominion Telegraph Company," the latter has 
 undertaken to work the entire telegraph system of the Quebec, Montreal 
 Ottawa & Occidental Railway, and to see to the maintenance of the wires 
 and telegraph poles as well as of the electric batteries. 
 
120 
 
 The maintenance and working of all the apparatus in use in the sta- 
 tions and offices, is within the attributes of the assistant-superintendenfs 
 department. 
 
 It is the duty of the train-dospatcher, who is also the superintendent 
 of the telegraph, subject to the orders of the assistant-superintendent, to 
 superintend the telegraph branch, to see to the maintenance of the appa- 
 ratus and the technical instructions to be given to the telegraph operators ; 
 he has authority over the latter in everything relating to his branch. 
 
 The keeping in order, cleaning and preservation of the apparatus are 
 entrusted to the operators who are responsible therefor. 
 
 The keeping in order consists in daily testing the various parts of which 
 the batteries are made up ; in replacing those which are unserviceable ; in 
 taking care of the elements required for supplying electricity and replacing 
 those which are no longer of use. 
 
 Every morning, on coming on duty, the operators must examine the 
 battery and see that there is no break in the connection between the zinc 
 plates and their joints or between the sheets of copper which are bathed in 
 the solution. They must re-arrange or change the elements which are not 
 properly placed and regulate in the jars the level of the liquid required to 
 feed the battery. 
 
 The exterior of the large glass jars, as well as the bottom of the box 
 must always be kept perfectly clean and dry. 
 
 When a battery is considered to be unserviceable, owing to the entire 
 saturation of the jars and the oxidation of the zinc plates, the superinten- 
 dent will cause the battery to be taken to pieces by the operators themsel- 
 ves. The jars and the bottom of the box will be carefully cleaned by them 
 and the unserviceable zinc plates be replaced, as ordered by the superin- 
 tendent. 
 
121 
 
 All material which becomes unserviceable will be seat to the general 
 store-keeper to be condemned and sold for the benefit of the telegraph 
 department. 
 
 The telegraph is at the disposal of the employees of the road for the 
 purpose of sending messages necessary to secure the safe and regular run- 
 ning of trains. 
 
 The wording of the despatches must always be clear and 
 
 concise. 
 
 The telegraph must only be used when it is really of advantage to the 
 service that the slow channel of ordinary correspondence should be dis- 
 pensed with. Only the officers and employees hereinafter designated are 
 authorized to correspond by telegraph : 
 
 The Minister of Eailways. 
 
 " General Superintendent. 
 
 " Assistant do 
 
 " Chief Accountant. 
 
 " Chief Engineer. 
 
 " Auditor. 
 
 " General Freight Agent. 
 " " Passenger Agent. 
 
 "- Mechanical Superintendent. 
 
 FOR THE REQUIREiMENTS OF THE SERVICE. 
 
 The Train Despatcher. 
 " Station-Masters. 
 " Ticket Agents. 
 
I ' i 
 
 122 
 
 The Inspector of Agencies. 
 " Bridge Inspector. 
 " Track Inspectors. 
 
 Every employee with an order from the general superintendent or the 
 head of a department. 
 
 The order of sending despatches is as follows : 
 
 1. Messages relating to the safe running of trains. 
 
 2. " from the ministry. 
 
 3 .1 " general superintendent. 
 
 3. Private Messages. 
 
 Every message not relating to the working of the railway is considered 
 as a private message, unless it be handed in by one of the oihcers above 
 mentioned ; all others are charged taritT rates. 
 
 All telegraph operators are required to keep strictly the secrets of 
 private messages. The violation of such secrets, which is provided tor 
 and punished by law, entails instant dismissal. 
 
 XXVI 
 SHOP RULES. 
 
 HOURS OF ATTENDANCE. 
 
 The shop whistle will be blown at 7 a.m., to commence the day's 
 work. Men must have their overalls on, and tools in readiness to start 
 work in three minutes after 7 a.m., and 1 p.m. 
 
128 
 
 The whistle will again be blown at 12, noon, for dinner, atid at 1 
 p.m., to start work, and at 6 p.m. to clo.se the day's work. Men must not 
 quit work or stop their machines to prepare for leaving before the whistle 
 blows. 
 
 The washing of hands with oil is strictly forbidden. Men must not 
 wash themselves before 12, noon, and G p.m., in the shops, an<l when 
 buckets for washing the hands and face are kept, the water must be 
 emptied before leaving the shop and buckets put away clean and in order 
 
 CARE OF TOOLS AND MACHINERY. 
 
 All men working at machines, either lathes, planers, drills, wood or iron 
 working machines, must keep them perfectly clean and properly oiled. 
 For all machine pins and fast running spindles, standard oil must be used, 
 which is a mixture of castor oil and the best lard oil. 
 
 Machine men shall be held strictly accountable for any damage to 
 their machines caused by want of proper oiling. 
 
 It is strictly forbidden to get any new machine tools for lathes, drills, 
 planers, etc. forged or made, without first obtaining an order from the 
 foreman. 
 
 All alterations to machine tools must be made with the consent of the 
 foreman and not otherwise. Turning, planing, shaping and drilling tools 
 must be altered as little as possible, either in size or shape. When it 
 becomes necessary for any workman to take his tools to the blacksmith shop 
 fov alteration or repairs, he must, under no circumstances, loiter about the 
 shop, but must return to his work immediately. As much as possible, 
 apprentices must be sent with tools to and from shops, and the men must 
 remain in their own respective shops, except in cases of emergency. 
 
124 
 
 LOITERING, &0. 
 
 Any workman f« u i in any of the shops outside of his own, unless 
 ordered there by his loreman and is on business connected with his work, 
 shall be immediately dismis'sed. 
 
 Men having tools to sharpen on a grindstone must never stand waiting, 
 when it is engaged, but take their turn when there is a vacancy. They 
 must grind their tools to the edge of the stone as much as possible, and report 
 to the foreman when the stone is in bad order or in want of water. 
 
 No man will be allowed to grind his tools on emery wheels except 
 with special permission from his foreman. 
 
 On the breakage of taps, dies or tools of any kind through carelessness, 
 the damage will be retained from the wages of the person in fault. 
 
 None of the men must be visited by strangers during working hours, 
 except with the special permission of their foreman, in which case they 
 must at once speak to the person that calls upon thi'm, either in the foreman's 
 office or outside the shop. No conversation will be allowed during work- 
 ing hours. 
 
 Quarrelling or fighting on the works shall cause dismissal. 
 
 No person shall be allowed to make tools of any kind without special 
 authority from the mechanical superintendent through the foreman. 
 
 Anyone found wasting materials of any kind by carelessness or other- 
 wise, shall be instantly dismissed. 
 
 All templates, patterns, stencils and shapes of any kind made on the 
 works, aie the property of the line, and any attempt to remove them will 
 be treated as pilferage. 
 
 HI 
 
 I ! I 
 
 '1^ 
 
125 
 
 Men miast appear on the works on Monday morning nlean and tidy, 
 and must always keep as much so as their occupation will allow. 
 
 Machinemen will be allowed twenty minutes on Saturdays, before 
 o'clock, for the cleaning of their respective machines. 
 
 SIX 
 
 All men working outside with tools of any kind must return them to 
 the shop or put them under lock and key as the day closes. 
 
 Any man found intimidating other men on the works or using any 
 coercion shall be instantly dismissed. 
 
 CLEANLINESS. 
 
 • 
 
 All shavings, chips and inflammable material of all kinds shall be 
 removed from the shops before six o'clock, and the shops must be left per- 
 fectly clear and free of all inflammable material. Painters must never leave 
 any waste or rags that have been used during the day in wiping turpentine, 
 oil, benzine or paints of any kind. Such waste and rags must be kept in a 
 box during the day and burnt in the stationary boiler every night. 
 
 Every man using a lamp whilst on duty must return the same to the 
 store or place designated, for its cleaning and refilling before quitting work. 
 
 All men are strictly forbidden to use waste in the water closets or to 
 smoke therein or on the works. 
 
 NOTICE OK LEAVE. 
 
 In case a workman should desire to leave the service, he shall be obliged 
 to give (14) fourteen days notice, and should the railway no longer require 
 the services of any employee, the same notice will be given, proA'ided said 
 employee has not been guilty of insubordination or any grave oflence. 
 
126 
 
 Timo chocks must, be deposited at the time office by the same persons 
 who receive them morning or noon. 
 
 Any one depositing at the office a time check that is not his own, shall 
 bo dismissed. 
 
 Men must not absent themselves without the permission of their res- 
 pective foremen, Should they be sick and unable to come to their work, 
 they must send a message to that effect. 
 
 Any man bringing liquor on the works, or appearing on duty under 
 the influence of liquor, shall be dismissed. 
 
 FIRE. 
 
 In case of fire about the works or accident of any kind, it is expected 
 that every man about the works shall render every possible assistance, 
 whether on duty or otherwise. 
 
 OVERTIME. 
 When it is nocossary to work overtime, it will ho calculated as follows : 
 
 From 6..30 p.in,, to 8.30 p.m ^ day 
 
 " " 10.30 " ^ « 
 
 " " 12.00 '• ; ^ <i 
 
 All night 1^ <i 
 
 The same for Suiulays. 
 
 When men work half an hour or an hour overtime, the time will be 
 registered until J day or J day is made up, and then entered in time book 
 accordingly. 
 
 f 
 
 J 
 
 \ 
 
127 
 
 It is strictly forbidden to allow any work which is not legitimately the 
 work of the lino to bo performed on the works, during working hours or 
 otherwise, whether at the expense of the line or not, and any foreman or 
 workman performing or attempting to perform such work, shall bo instantly 
 dismissed. 
 
 No petty stores or materials of any kind are to be taken iVom the 
 store without a written order on the regular form No iiles shall be given 
 to any workman unless he produces the old iile he wishes to havi' 
 replaced— except in ease of special work. The foremen must keep a strict 
 account of all oil, files and small tools used by any of the workmen in 
 order to check any waste that may possibly take place from carelessness. 
 
 r * 
 
 i 
 
 When mechanics are leaving the service they must hand the key of 
 their tool box or drawer to the foreman, who shall make an inventory 
 of the tools, and should any be missing which have been served out to 
 him from the stock, the amount covering the value of those missing .hall 
 be retained from his salary. The foreman of every shop must make a 
 personal inspection once a month of all workmen's tools, and cheek the 
 same according to register, and should any be found out or missing, and a 
 satisfactory explanation not forthcoming, the workman will be dealt with 
 accordingly. 
 
 The foreman of each shop must have a box neatly fitted up and placed 
 in a convenient part of the shop, with an opening on top of the cover 
 sufficiently large to admit of all brass turnings, borings, etc. All scrap 
 brass must be collected daily and placed in a box expressly for that pur- 
 pose, the key of which must be kept in the petty store, with a proper label. 
 
 Foremen must see that proper trays for machines are kept for the col- 
 lection of brass turnings and borings. The scrap, cast and wrought iron 
 and steel, must be deposited daily in the bins designated for that purpose. 
 The foreman shall be obliged to see that no serviceable material is thrown 
 with the scrap. He must make it a rule to see all scraps personally before 
 
128 
 
 thoy arc deimsitod. He miint soo that his shop is always kept clean and 
 neat. 
 
 Stationary engines must be started thre.' minutes before the whistle 
 blown to commence work. 
 
 IS 
 
 Stationary boilers must be examined by the foreman whilst beino- 
 washed out once a month. He must take groat care that no accumulation 
 ol soot and ashes is allowed to remnin in the tubes or ash pits of the smoke 
 arches. 
 
 Men in charge of wood-working machines must use great caution in 
 the repairing of belts with copper rivets, and notify the foreman of the shop 
 immediately, in case he notices extra friction on cross-belts that are con- 
 nected with copper rivets, to prevent danger of lire or damage to the work- 
 men by electric shock; also the same precaution must be used to prevent 
 the heating of fast-running journals. 
 
 The foreman of carpenters must prevent all men from collecting nails, 
 screws and small fittings about their tool chests. All such materials must 
 be deposited in a tray and locked up in the foreman's cupboard as the 
 day closes. 
 
 All painters will be served with their colours, paints, varnishes and 
 brushes by a man appointed for that purpose. The paint pots, brushes, etc., 
 shall be collected at the close of the day and deposited in the paint room 
 one man only being employed to mix all colours and to supply the necessary 
 materials for painting. 
 
 Foremen must see that none of the workmen are allowed in the paint 
 room, except the person appointed for supplying the above materials. 
 
129 
 
 AUowuDco of wiwto and oil Ibr uw of workmon a« follows, i)or wook :— 
 
 Waato. Oil. 
 
 J^'""™ r Jib. Jib. 
 
 MachinJHtH j <( j „ 
 
 , Irotrmachino mon j,, j^ 
 
 Copporemiths ^j^. „,/. 
 
 Tinsmiths do Jo 
 
 Boilorniftkoi-H j^ , |j^ 
 
 Fitter's asHistftnts ^j^ ^^ 
 
 App.-entico8 ^,,, ^^ 
 
 Wood machinomon ,j„ ^^j 
 
 The waste must be distributed at one p.m. on Saturdays, by a man 
 appointed for that purpose, who shall distribute to each man his allowance. 
 
 Cleaners or fitter's assistants, who wish to become firemen, must know 
 how to read and write legibly. They must be free from bodily ailments, 
 have good hearing and eyesight, and must not be over 25 years of age.' 
 They should get a copy of the rules and regulations at the office and study 
 them carefully, in order that they may be somewhat acquainted with the 
 duties when they are promoted. 
 
 Any man who is insubordinate and disrespectful to his foreman shall 
 be dismissed. 
 
 Should the men have any grievance of any kind, they will always be 
 heard and respectfully treated by the mechanical superintendent. 
 
180 
 
 RULES FOR APPRENTICES. 
 
 Apprentices ehall make application in their own hand-wriling. They 
 should he not lens than sixteen (Ki) nor more than twenty-two (22) years 
 ol age. They must have a fair education, knowing how to read and write 
 properly and a lair knowledge oi' mathematics. They should be Irce lioni 
 all bodily ailments deformity and epileptic fits ; they also should have good 
 hearing and good eyesight. 
 
 The term for apprenticeship for mechanical engineers, machinists and 
 blacksmiths shall be five years; for carpenters and painters, four years. 
 
 The wages for niechunicul cnginoorB, innchiniHtH und bluckumithn nIuiII bo oh 
 follows : — 
 
 First your, 30 contw per day. 
 
 Second " 46 " " " with 10c. por day kept back. 
 Third " 65 " " " " " " « 
 
 Fourth " 80 " " " " « << « 
 
 Fifth " 1.20 " " " " 20c. " " " 
 
 ii 
 
 M 
 
 For cai-pentors and painters as follows : — 
 
 First year, 30 cents por day. 
 
 Seeond " 45 " " " with lOc por day kept back. 
 Third " 60 " " '•' " << « << 
 
 Fourth " 90 " " " " " « « 
 
 The amount kept back per day shall be paid in a sum total at the 
 expiration of the term of the apprenticeship. This shall be a reserved 
 amount to encourage apprentices to remain in the service of this line, and 
 to prevent their leaving before their apprenticeship is completed, as it is 
 disastrous to apprentices to leave their shops and look for other work before 
 they have served the full term of apprenticeship, in conformity with the 
 rules and regulations of the shops. 
 
 . 
 
I 
 
 «» 
 
 181 
 
 Apprentices who are insubordinate and show no aptitude lor the trade 
 they are learning, will be rejected for that trade, and the amount kept back 
 will be forfeited. 
 
 As an indurement, an apprentice shall be allowed the privilege of six 
 months in his favour should ho prov.. himself .ompetent by his efficiency 
 of being classified a journeyman; that is, he shall bo out of his time six 
 months before the stated time for completing his apprentit eahip, and shall 
 then command journeyman's wages at the regular rate paid in the shop. 
 This mark of favour shall b." earned by the apprentice's regular attendanct- 
 to his^work, good conduct and efficiency. 
 
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