IMAGE EVALUATION TEST TARGET (MT-3) h /. {./ K :

^ * ^ \ <\>\. 6"^ ^1? ''9>>- L (meaning "CON- TINUED"), or the symbol y (meaning "END"), whichever applies. Un des symboles suivants apparaitra sur la derniire image de cheque microfiche, selon le cas: le symbols — »> signifie "A SUIVRE ". le symbols V signifie "FIN ". Maps, plates, charts, etc.. may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent dtre filmte d des taux de reduction diff^rents. Lorsque le document est trop grand pour dtre reproduit en un seul cliche, il est film6 d partir de I'angle supArieur gauche, de gauche d droite, et de haut en bas, en prenant le nombre d'images nicessaire. Les diagrammes suivants illustrent la mithode. 1 2 3 1 2 3 4 6 • g; R Th (;:k}]a.t. y/est.1']rn jiajTavay 1 ' t rrxisAin] O.A.IR.ID RULES AND REGULATIONS. These Rules are a pnrt of the Timc'Cai J. Any Employe connected 'with the runnine of Trains, not hp.vinr llicm in h's possession vJiilc on duty, wiir be guilty of an unpardonable oHencc. • ' DF.XROIT : \V. r. TU.Nl>, PRINTHR, slATIONER A».[> HI NDER. iS 7i' .< . a ^ . ^ . (/I) / 1 • •- •* ■ .» • V I (■'■ <^tA^ 'U >' ll>67 ./ y V " fi»^-^w %•••* -^.w I -W '• ' t| * »* .A. r ■■T-«f IE^TJXjES. * K a !( ALWAYS TAKE THE SAFE SIDE IN CASES OF THE LEAST • . UNCERTAINTY, KS-Frelght Conductors before starting from nny Station must see and know that all links and pinn of cars in thoir trains are properly coupled and In safe condition. The fre- quent accidents owing to trains breai^inp; loose are mainly caused through Inattention to proper couplings. VVhon accidents happen from trains breaking looco, Conductors will be blamed. 1. Keep'a Brakeman always on tlio hind car with red flag by day and lod lamp and fog sig- nals at niglit, ready for instant service, and iQoking ont on track for indentations made by broken running gear, and when fresh marks are visible, stop tjie tkatx, riroTECJ" it by signal, and exa:\[ink it. 2. No excuse will be t:iken for Freight Train Conductors being on Main Track, switching, wooding, or watering, and 'delaying a Passenger Train. ^ . . ^ 3. All Eastward Bound Freight Trains, after starting from Komoka, or^ Copetown respect- * i L^ __'!,- ^> ••"tt i)4| 1 4 GREAT WK6T1:1:N JIAILWAY ivoly, before d(*sceiu1iug the grade east of these ])laces must be broiiglit to a dead stand, and not be stalled a.i»aiii until tho Diakeinen are , on top of the Cars and liave enough Brakes set to keoj) tlie Train fully under control going down the grade. Conductors are expected to k?iow conditiofi of Brakes. Excuse that Brakes will not hold will not be accepted. See llules 101, 10:2. This rule is imperative. 4. l^rakenieii must always anticii)ate the signal for Brakes ai)proaching stations and down grades, and be onthealeit to apply, and apply Ijrakes— always taking the weight of the train off engines going down gi'ades Do not apply l^rakcs on Sleei)ing Cars, unless ac- tually necessary; rather use Brakes on for- ^vard Cars. 6. When Switches are not act\ially in con- stant use, and esjx'cially alter dusk, they should be PKOPEKLY SET ^\ND LOCKED. Station i\ gents or persons in charge of Stations or Sidings, at which Express Trains are not timed io stop, are .reciuested to be more than* ordinarily careful to see, by personal inspec- tion- just before such Trains are due to arrive, ''I 1 S'! i H' RULliS AXI) ItKOl'LATIONS. 5 that Switi^lics are lockeil, and Miiin Track clear for passa<^(.\ • 6. Tlie speed of Freight Trains, ordinarily', must not exceed 17 miles per liour except in cases of emergency ; but under an}' circum- stances 2()miles per hour shall not be exceeded, and Engineers will not accc^pt 'JMnie orders ne- cessitating a higher speed \]\?n that named. Tlie five minutes allowance for variation of watches shall not be ushI for running, by an}'" Engineer, and Freight Tiains must be in the side track within the time given in ( idei-, when meeting or to be i)assed by a Passeiig<^r Tijiin. During winter uionths all Trains jniist be run with ea:lra caudon. The spt'cd of Fi'eiglit Trains then shall not exceed 15 miles an hour. 7. All Conductors, immediately BKFOIJE STARTING, will go in person, to the TELE- GRAPH oflice to inquire if any ORDERS are there affecting the movenuMits of their Trains, and to ascertain the ])Ositioii of all Trains to be passed on the journe}', at what time the" pie- ceding train left, and Conductors of* Freiglit Trains will wait at the telegrai)h office until their train is ready to leaVe, so that they can 1 >__^\ r 6 CllKAT 'NVIMIUN KAII.WAY il .n W (jiiic'kl^v iiac'lK'd up to tlio lii.s( iiiiiaite by K the l)e])ot Ojtc'ialor or ^Xgoiit. Tliis rule is not inloiulccl to c.M'iii^e 'JVl(^f!;inpli Opciators for neglect in ]>ionii>t dclivny of incssiigos, "but as an aculilional safeguard. "8. Passing St. Davids, Trains, going East will always run on old ^fuin Track to East Switch or East End of douMe track, and Trains going West will always run only on the South or ])oul)le Tjack uj) to the* West Switch, and Train Men going West will always let themselves in and out of the Double or South Tiack, taking care tlint Switches are always ke])t light fi»r the old Main or North Track. 0. Eveiy facility and desjiatch mnst at all times be given to all. Passenger Tiains, espec- inll\' to Throniih Tiains havinci: connections to .CD O Secure. 10. Stock Tiains mnst get piefeience over all Tinins exce])t Passenger Tiains, as it is most important that they be jun on time. I)uring the Summer Months have the hogs cooled off at water Tanks, always slushing freely those in the upper ])ecks, and noting on Train Jour- nals wheie this is done. Thiough Stock and t' -..> ifJ ii f y. , ItL'hKS AND JllXiUI.ATIONS. 7 Freiglit Tmins witli full loads, will stop only at intorinbdiato Stations for Wood and Water and passing Trains ; BUT vvlion it is necessaiy for these Trains to make other intermediate stops, Agents or Operators will display the proper Signal. See llule No. 32. SIGNALS. 11. A RED signal signifies DANGER, and means STOP ; a GREEN signal signifies CAU- TION, and means PROCEED SLOWLY ; and a WHITE signal signifies ALL RIGHT, and means GO ON. Tliese Signals will be made by Flags in the Da}' Time, and by Lamps at Night and in Fog^^y Weatlier. Tiie stuiotpist onKDiEXCE must be given'to Caution and P ni- ger Signals. No Eini)loye is allow* to judge of the necessity of an}' Signals shown, the responsibility of giving them rests witli those who exliibit them ; and it is AUsoLurEiA' T.ECESSAiiY tliat they be implicitly and imme- diately obeyed. 12. A RED FLAG by dtiy, or RED LIGHT by night waved upon the track, or the ex[>lo- sion of fog or detonating signals, signifies th:it ! ' \ ■ r ; :ll IM» ***mm*m' • A. 8 IIKKAT WKST1:KN ILMLWAY a train ninst coiiio to a full slop. The waving of a liat, or any like action, sliall bo regarded as a signal of danger, and not pass unxotickd. Engineers cannot be t'>o particular to enquire into the cause of any sig. .1 that may indicate Danger. The person giving the signal should be on the Engineer's or riff?U hand side of the en- gine, unless the train is on a irve. The signal to start is given by stretching the arm and hand at right angles to the body, or by swinging the lamp overhead. To stop^ by stretching both arms at right angles to the body, or by waving anything across the track. To 7nov>e cautioitsly^ by moving slowly the ri^,' I hand and arm down towards the track. To hack vp^ by waving the aim from the body, or moving the lamp up and down toward the track. 13. A stationary green flag or light signifies that the track is not in pei'feot order, and must be run over with caution ; and a stationary red flag or light denotes that the track is im- I •t V-:^ if r1 • KULi:S AXJ) KKGULATIONS. 9 1 It i k I ! ' passable, and tliat tlie train must come to a . full stop, . . 14. SEMAPllOUE SIGNALS are placed at a distance of about 800 yards from extreme switch at each end of Stations ; also at each side of Railway Cijssings, and at all June- ' tions. When Line is clear for passage of Trains, the Arm of Semai)hore will not be ex- hibited, and at night a White Light will be shown. 15. When it is necv^?sary to proceed with Extra Caution^ Arm of Semaphore will be raised to an Angle of 45 degrees, or half way. 16. When .^^Vrm is extended horizontally, — that is, at right angle with post, — oratNi^;ht when a lied light is visible, this sig' ^s DANGER ; and any Train approaching . st stop at least 100 yards short of Semaphore post. 17. Switchmen must raise Danger Signal of Semaphore immediately an Engine or Train has passed ; and must keep it up for ten min- utes after an Engine or Train has either passed through or left the Station. It is Stationmas- ters' duty to see that this rule is faithfully .,» \ .. 9 a . -lit 'OS -St lof •aiu 10 giu:at wkstkkn kailway attoiult'd to ; and while a Train ij> swilclnng or standing in a Station, Stationniasters as well as Trainmen and Switchmen arc held lesponsible for its ])roper protection by Semaphore Signals. If outside the Depot yard. Conductor alone is • rcsjionsible for the piotection of his train. 18. SWITCH SIGNALS are placed on all Switches leading into Main Line. Trains going into Sidings must enter slowly, and he com- pletely Under control of Engineer, so that tho}^ can, if necessary, be brought to a stand short of switcli at otlier end of siding. 19. When Switch is closed^ and passage on iSifain Lin»} clear, a GiiKKX Light will be visible at ]S'i£(ht. ' r When Switch is open, a RED DISC will br •wn in the Day Time, and a KED LIGHT at >Night, when Train must stop, unless it is going into or out of the Siding. 21. At Toronto, the^ Switch leading from joint running line East of Union Station to Yonge Street Station will, when set for the Sta- tion, exhibit the usual Switch Signal b}^ Day, and a Fnrplc Signal Light by Night. . 22. ALL SIGNAL LAMPS must be lighted 'I I. i I ,, .;,>*'i ,!• T< ^mmi K U I. KS 'AN 1) K i:n U F. A TJ U X S. 11 t^\l at least half an liour boforo dark, and must be kept burning brightly all night, and extin- guished just alter day -light. 23. LEVEL CROSSING •SIGNALS are* placed at all Public Road Crossings ; Engin- eers must sound whistle at a distance of at least vSOO 3^ards from Crossings. ' 24. FOG SIGN ALS are to be used in all cases of emergency for stopping or protecting Trains. No Engineer or Conductor in charge of a Train must leave a Station without having at least twelve of these Signals. ' ♦ 25. They must be used, in addition to ordi- nary Signals^ in any case of emergency, and during Snow Storms, Fogs, or when Af os- phere is so obscured that Signals or r objects cannot be distinctly seen at least ) a mile distant. Engineers, on hearing explu.-ion of Fog Signal, must bring Engine to a stand as quickl}^ as possible ; and then proceed with extra caution, keeping lookout for further Signals. . 26. Fog Signals must be firmly fixed on Rail by proper fastening, or b}^ string or wire. These Signals should be planted by Brakemau fit! J. 12 t;i;i;AT \vj:.sti;i;.\ uaii-wa.y "^1 x ion id as with tliiMm)int'nt ]w gots ofl", aiul k( oj) ]>]iiciiig as lie runs back, initil lu' gcls/o^/T* localoil, the fur- tliost bein,i; one mile iVoin train to be protected. One si<.::nal nnit-tbe plaeed on one Kail and the Focond upon o))])osite ll;iil at a fuiUier distance, and so kee]) moving back. .Wiien folk)\ving trains have been siguall(*d and sto])ped, Signals whicli liavc beun pkmted may be taken up. 27. The Engine wliisile blown once, means *'ai)pl3' the brakes;'' twf'ce^ "let go the biakes f 3 sJiort tchlstlcs^ "back up ;'' when train is 'ai>proaching a station, 3 i)rolonged whistles will be signal for switch ; 4 for Air Line Switch at Glencoe and at Welland, Allan- bur^: aiid Merrilton Junctions ; 5 for caliing in V len. One stroke 0n the Engine gong sig- 1. jtop; two, Go AiiKAi) ; three, Back. .. . Whilst Train is running, a series of short successive Whistles is a signal of alarm to in- dicate that part of Tiain has broken loose or become detached, and is a warning to Train- men to be on the alert io appl}^ Brakes and avoid a collision. See Rule No. 119. 29. When a Train is standing still, several sliort successive Whittles are a signal that an I n '»•* I" >T- 3=! !Bi KU'.KS AND IlKGULATIOXS. 13 I'. t: i I Eiift-ine requires Wood, and ]?iakomon slioiild luirry to it . . • . • < ; 30. ENGINEERS must sound a prolonged ' WHISTLE lialf a mile fioni kvkiiv regular and signal station, and public Kond crossing, and when apj^roaching any curve, and be care- ful when approaching the Yar^"'s at Clifton, Hamilton, Ilan'isburg, London, St. Thomas, and Windsor, to give a low and continuous whistle until at Passenger Depot. Moving in the yard, while in tlie vicinity of passongcr platform, the speed must not exceed 5 iiiilos per hour. When working at otlier points of the yard, the rate of speed lua}' be increased Vvhen such can be done witli perfect sn^ 'v, but before moving Engines oi'Cais in any enger Depot yard, first have signalman \ the Engine or Car, to warn Passengers ..s approach: No Train ar Engine shall be moved in , front of any Passenger Platfoim, while Passengers are* getting to or fi'om the 'Depot and the Train which has just arrived. ■ 31. Should the Bell rope become disarranged, and it be neccssarj'' to sfojy the Train, this can be done by Brakemen ; pplying the Bral;r u (»ui:at wkstkkk i:ail>yay ■.s 'cd cpol can I • shrirpl}', and suddenly releasing them a few times so as to attract tlh> Eni,^iiieer's attention. 82. A TELKGKAri[ SIGNAL, indicating ** Orders for Trains," . is placed at each Tele- graph station, and when turned on exhibits a Red Board by Day and a Ked Light by Night. "When the Red Board or Red Light is exhib- ited, the Engineer and Conductor of any aj)- proaching Train must stop for orders, and not leave the station until they receive from the Operator either a *' Clearance Order" signi- fying that the *' Holding Order" is not against their Train, or receive a regular Train Order. See Rules Nos. 86, 80, 90, 91. ^•^». Engineers and Conductors will always ] out for Telegrapli Signals approaching J aph Stations, and the swinging of a Hag or i.fi,ht must in all casks, be regarded as a signal to hold up, but the absence of the proper signals at a station or on the track, must be promptly reported to the Division and General Superintendent. AY hen the Red Signal is shown, approaching Trains will, in all cases, be brought to a stand ; and those to whom hold- ing orders are addi. ^ed, will see that Trains ■«.-»-i»— —•?•- 1. '-^t-mtdM MMMWaaU • i 4. I I'"! I W ! -1- RULES AND KEGUI^ATIOXS. 15 arc stopped ; Conductors will then go with all haste to the Telegraph Ofllce, to receive and respond to such orders asnia}'^ be waiting them and their Engineers. 34. The Red Signal will be changed by Operator immediately after the Train for which the Holding Signal was set has left. See RnJe 90. 35. PASSENGER Trains running at night MUST, in addition to Head Light on Engine, have ONi: large Red light conspicuously shown from the rear Platform of the last Passenger Car, and a Red hand light inside, lighted and ready to nse as a signal ; and other trains, in addition to Head Light on Engine, must have TWO Red Lights shown from the rear or si f last Car to warn any train that may f( Engines running empty must also carry a _ u^d Tail Light on back of Tender. 36. No other Lights than the above must be exhibited from rear of Trains, and when a Train is standing in siding, and Main Line clear, tliese Lights must be obscured so long as the Train is stationary in the Siding ; but special care piust be t: ' ^n to uncover Tin: I i, 16 ORKAT WKSTUUK RAILWAY I ..d sfbc len ^ Line kig as but LIGHTS tlie monu'iit tlie Train. procoeds to ruii on tin' Main Line. 87. Engines will bo provided with Lead Ian |/S fitted with red and green shades, and before an engine is moved to come upon tho main track or foul of it, after sunset and during night time, the Engineer must lirst draw for the preAnt the red gliade (until the green shades are completed) so as to exhibit the full red light from the head iamp ; and just so long as the Engine is upon the track running with or without a Trai'\ this red signal must be fully displayed, and the moment the Engine and its train irre cleaV of the main track and upon tlie side track, and the switches all l^rop- c set for the main track, then the red shade \ be withdrawn, and only the ordinary vvhiie light be visible ; but each Engine, night and day, will have placed and exhibited upon the front of the head light glass, upon the bar for the purpose, the number of the Train, whether regular or special, to which it is at- tached, and these numbers should be with- drawn when engines roach the shed at end of journey. Empty gines flagging Regular* I! V^' ,^- " i Iri ymmtmilMJUtmmt^ *#i KULKS 5VND KLGULATIOXS. 17 I. I :l li ^ 1 I Traill, as per Kulo 7b, will shew number of tlic train they i-epresent ; all other Empty Engines to shew their own nunibej'. Railroad Crossiugs at Ap2)in, Lor don, Paris, d at St. Tlioiuas, Cauncld, Wcllaud, Fort Erie, Brautford, Gnolph aud Toronto. 38. All engines, with or without trains, will come to a FULL stoi' at tlie Semaphore BE- FORE CROSSING the TRACK of any rail- road, and not proceed until a distinct signal to do so is given by the Signnlman at tlie Crossing. See Rules at bottom of Time Cards. RUNlSriNG REGULATIOl^S. 39. The CLOCK in the Passenger Depot nt, HAMILTON is the STANDARD time, wl i is 31 minutes faster than Chicago or Michi., ji Central Time, and 24 minutes slower than New York or N. Y. C. and Erie Railroads Time. The correct time is telegraphed daily to the principal Stations, and the clocks at Windsor, London, Suspension Bridge and Harrisburg are the standard for those who cannot regulate by the Hamilton clock. "'ONDUCTORS and Engineers are requi o daily REG- ;^ ^ fT ... i.'-V it. ato [ncl IS GREAT Wi:sTKllN' IJATI.WAY ULATE tlioir watrhos by the slnndnrd time. 40. TRAINS will be run HINDER tlie direc- tion of the CONDrCTOR, EXCEPT when his directions coiitlict with tlie rules, or involve risk or liazard, in either of which cases all the participators will be licld alike responsible. Conductors must niako sure that they are meeting the Trains specilied on their Train Orders, at meeting and passing places. Con- ductors and Engineers will also make sure that they thoroughly understand the rights of their Trains under Rul<>s T)!, 52, 53, 54, 55, bG, 57. 41. When two Trains are amalganiat<'d, the Conductor of Train nearest whose Train-time amalgamated Train is run, shall be Conductor o^ United Tiain, and all the men must act un- (.. liis orders. The other Conductor and men must assist him. .. . 42. The FULL FACED FIGURES denote that Tiains are to be met and i)assed, and Con- ductors and Engineers b}^ referring to corres- ponding figures on same line of Time Table, will see what Trains are to bo met and passed. (See Rules 5G and GO.) At Junctions see hours for connecting Ti ; or Brandies. h !•<( 1 \ ) ■if '; i\ j^, r^-^ .. «. •.^«. iM«>^ ^s «^ «• &4M 4 m l.A*4*w 4 «ri*^^ I • KULKS AND KIXJULATIOXS. 19 .i !1 t I I if ' i wa ) ? I I n ■t. I- : 43. No train must, under fin}- circunhstaiices, leave a station brfore its card time,. except by special ordeis from competent authority. 44. The General Superintendent, Train Des- patcher, and Division Superintendents are th^ only ])orsons authorized to move trains by special ordcM-, and but one person on the same circuit shall be permitted to move trains by special order at the same time. 45. I. C. SllOWERMAN is the Chief Train Des])atclier, and his orders regarding the movements of Trains must be obeyed. 46. Trains will not stop at Stations or pass- ing places against wljich in the Time Caid a * is placed, unless necessary for the ])ropt'r busi- ness of the Road, to take wood or water, or 'i pass or get out of the way of other Train. ; but Trains must stop at all regular Stations where the star is not placed opposite their run- ning time, except in the case of Through Stock and Fj'eight Trains. 47. Passengers Conductors should see and salute each other when passing on their trains. Freight Conductors, wh<" massing Trains at Stations either night or , must always be 5^ 20 GllKAT WKSTKHN UAILWAY. and LUlS. lit 's"bc on the outsidt', and show llirnisolvos to men on . Train tliey arc i)assing. Tliey arc forbidden to ride on Enf;ine. 48. It is not nocossary that PASSENGER Trains shonld STOP more tlian TIIKEE min- • utes for WOOD and WATER at any station in the day time, and not more than five minutes at night, and wlien tlie train is behind time the sto])S should be as short as possible, even for meals. 49. FREIGHT Tkaixs full loaded, having no station work, must not arrive at stations any longer ahoad of leaving time than is adu- ally necessary to get wood and water, and at meeting places to get out of the wa^* of trains, as required by Rule No. C. 50. FREIGHT Tkaixs that have station work to do will require a little more time at stations, but promptness in doing such work will enable them to use sufTicient time in run- ning between stations. 51. All TRAINS ON MAIN LINE going TOWARD LONDON, in EITHER direction, . have the absolute "-igld to the road against trains of the so. r inferior class. Trains 4, •f)' plJMvS AND UKcUI.ATlONS. 21 I I h I i going in KITilRRDIlMXTIOX FROM LO.^T- DOX, will WAIT INDEFINITELY for tiains of same or supt'rior class that ina}^ b(i Ix'liind time, uiilc.- special orders are received from proper authorities to proceed ; in like manner all . trains on AIR LtXE, going toward ST. THOMAS in EITHER, direction Jiave the right to the Road over Trains bound in opposite direction; those on ALL AX BURG & WELLAND RAILWAY api)r()aching WELL AND JUNCTION, have right to the road over those going from WELLAXi) J UXG- TIOX to ALLAN]^,URG, CLlFTOXand l\iER- RITON JUNCTIONS; tliose on TOROXTO BRANCH approaching TIAMILTOX liave the right to tlie Road over those going fi-om IIA^T- ILTOX to TOROXTO; those on WELLIXG- TON, GREY & BRUCE Branch approacliing IIARRISBURG have the right to tlie Road over those going from IIARRISBURG; and those on the SARNIA BRANCH approaching LONDON have the riglit to the Road over those going from LONDON ; those on LON- {u DON and PORT STANf^^Y BRANCH ap- proaching LONDON, hi ;ht to the lload f f. oo G 11 1 ; A 'r w i:.ST i: u \ u a 1 1, w a y ovor those ^oiiig from LONDOX ; but no train running umliT this riglit will Ifuvo a station or passing ]»laoo whore it shouhl meet a train of the same chiss UNTIL FIVE ^flXUTES AFTKH its card. time, unU'ss tlic train it sliould liave met htis arrived; and tliis live minutes mnst be observed at everv succeeding station, t , CD / until it shall have nn't the delayed train, unless distinct tel('graj)h train orders arc given to the contrary, and Despatcher will be careful about giving these. Wiien one passenger train over- takes another, tliey must be kei>t a safe dis- tance apart. See Ruh? 02. 52. TOKOXTO JUXCTIOX.— MAIX LINE Tiains have KKIHT of Koad over TOROXTO Branclr trains of sa>[k class between Tojonto Junction and Hamilton when going in either direction. (See Kule Xo. 115.) 53. KOMOKA JUXCTIOX.— MAIX LINE Trains liave RIGHT of Road over SARXIA Line Trains of same class between Loudon and Komoka when going in either direction. 54. SARXIA TJXE Trains have RIGHT of road over PETJ V Branch Trains between : ¥ ) r i I — ^i-^x-^-^rTi*,- 'T^far ■■ I KULKS AND KKGULATIOXS. 23 ' i. ' i: i, In J 1- it I, I it il • ■till' ' III tr Wyoming and Pelrolia Junction going in eitlicr direction. . « 65. Tiains possessing the light of road are entitled to tlie main track at the turnouts, hut will take the side track wlien arriving at a sta- tion in time to do so, if it is known that a train is to be passed at such station, or if by doirn^ so time can be saved. In either case it must be done promptly. See Rule 05. 66. Should a tiain, having RIGHT to ROAD, be oidei'cd not to leave a station until a SPKCr.- FIED time, unless anoth(U' train has ariived, the train thus held must, if the expected train docF. not get there, WAIT the usual FIA'E minutes foi* safety before pi'oceeding. 67. In the tiine table the trains are classed as to prioii^y of right to the road, those of an in- ferior must keep out of the wa}' of all tiains of a superior class moving in eithei' direction, and irregular trains must keep entirely out of the way of all regular trains. 68. No train of any inferior class must leave the station next preceding that at wdiich it should bo met or passe("' ' • a train of a su- perior < ^'iss, unless it c 've at the latter Tl ' "I e it in- ter 24 H. r.KKAT wksji:i:n railway G3. Special T, tioiis at sairie 3 !3 station, by its avi^rago rate of nmnijig, ten nihiutes bcfoiv the leaving time of tlie sii])erior class train. 59. No train will proceed toward a station . . where it ex]HH'ts to meet a train of the same class possessing the right to the road, unless it has ample time to arrive there strictly i!t or before the card time of the latter train to leave. 60* ^^'hen two or more Trains are running in company on the time o^ a starred Train, the Train or Trains that are following must run into.9/rt?V6'<^statio]is \\\{\\extreme caution^ with the expecfatwn of finding the heading Train signalled to stop. 61. In case of a Train being hauled by two Encrines, Enirineer of the First Engine is i() be considered as in charge of the Train.. 62. Wlien two or more engines are running in company, the}' must keep at least one mile APART, ol)3erving particular caution at all curves, in d they must all cautiousl}' get in sight of each station before the forward one leaves it. ' . u aust be run betv, ^H?h Sta- jf speed Jis saiuf. •- 1 :s3 of p. It. ' f. ■ M ?»! i[ !i \ »> ■ ^ W*-»^t-« lOl ^.M i^*. ^ ftULKS AND RKGUIiVTIONS. 25 Train is timed to run in Time Table, and must bo switcbod clear of Main Line at least ten minutes before ordinary Trains are due to pass. 64. ENGINEERS of trains moved hy special orclci\ and of all irregular trains, will ap- proach STATIONS ^Dith EXTRE?iIE QA\5- TION, upon the supposition that another train will he met^ or that the main traclc will he oc- cupied^ and will carefully approach stations at which they ought to meet or pass trains, and and on approaching those at whicli the train is to stop, shut off sU^am early enough so that by tlie application of brakes to train and tender, the s])eed will be reduced to FIVE miles an hour when passing entering switch at the sta- tion, and thus under full control until brought to a full stop. 65. Engineers and Conductors of Trains ap- proaching Stations with orders to meet and pass other Trains, will not be permitted to take any chances in running ahead to back into side track, but must take the first switch rcud run in clear of the Main Track. QQ, "When Conductors r'>coive orders to run *avoi'l!:'i; regulars,' wh' cans from eacZ i m In 1)7. y 2G GKKAT W£STi:UX llAILWAY ,ii I. r direction^ tlit^y must post tlieinselves as to the positions of Tniins following. 67. When a train has orders to run RE- GARDLESS of a SPECIFIED train, it gives tlie train under such oiders no rights over an- other train. ^ .. 68. No Train must be started from or allowed to pass a Station or Siding within ten minutes after a preceding Train of same class; and in all cases where there is a possibility of a Train being overtaken by jinother Train, Conductoi's must put oft" a Brakenian in good time to signal and warn the Tiain following. See Rules 25 and 2G. When Tiains have to meet and pass at side tracks where there is no Switchman, Conductors must M tliemselves in and out of these side tracks, and see that the Switch is properly set for the Main Track and locked. If Switch is not lighted and Engineer cannot see that Switcli is left propei-ly set for Main Track, lie will make sure his Conductor knows Switch is left right. 69. Tlie live minutes alluded to in Rule No. 5G is allowed for '"'^''rcnci^ in watclu's, and no \ jjcirt of ihr.tiin alloioed must hi usedhy V, ^ ■ i?^! .'V ci I '3. il i; ) 4' I'ik KULES AND REGULATIONS. 27 iraimnen to cnahle tlicm to reach a station to meet a iraln^ unless in cnse of unavoiclablc de- tention l)}^ failure of engine or accident, in •^liicli case a rod ilag must be sent ahead to in- sure safety. FLAGGING TRAINS. 70. A RED flag by day, and a ]"ed light at niglit, in addition to Head Light, placed upon the FROIST of an ENGINE or Train, and a Red Hag and additional lamp fully disjilayed from the Rear of the Train, indicates that the Enoine or Train is FOLLOWED by A^- OTIIEIi, and the following Train must always be considered as a part of, and as having all the rights of the leading Tiain, and Conductors and Engineers of other Trains must so regard it, and wait for all the oilier Trains in company indefinitely^ and pass them all at the same point, unless this signal is cancelled by Des- patcher, when the order in Book will state WHERE. 71. Wlienever an extra trnin or engine is to follow another, notice therec^f must be given to the Despatcher and to thi 'uctor of the for- llr: I * ■■iil 28 GIIKAT WJ:ST1:UX IIAILWAY ward train, who will cause (he ])roi)er signals to be displaytnl, and stop and notify all Con- ductors of Trains that he ma}' pass that a Train is following, and must be waited for. Con- ductors must always SEE Hags or lamps dis- played before their Trains start. 72. Fla^i^intr Trains is a verv respDusible duty, and when a flagged Train that is follow- ing another gets more tlian fifteen minutes be- hind at a Station, the CON DUCTOK. of the for- ward Train will KEPOKT to the TRAIN Des- patcher and ask for orders, and wln'n the flag is ordered down, or when the flag has reached its destination, Conductor of Train carrying the Has; will see tliat such messiii'e or notice is writ- ten in telegraph book, and that Operator dis- l)lnys telegj'a])h signal, so as to stop and notify train men interested. 77ifs, of course, will not dispense with the necessity of his also telling Conductors of Trains, against whom he is run- ning. Cojiductor.- of Trains carrying flags, iji addition to seeing that the telegraph semaphore is shown, and notice is entered in telegraph book, as prt'scrib '^ will make sure that the rnen.they meet < 'ns bound in opposite di- |l I'JMi '^^ n i .•I- I •.V»' I 4 ■ • II I i^\ HULKS AND RKGULATIOKH. 20 reclions mid affoctetl by tlio flag, aie clislinctly notified of such flag. 73. The Engineers canying fhigs or lamps will sound their whistle when a])pi'oacliing Trains, to call attention to flag signal (which thoy must know is exhibited on tlieir engine), and reduce speed so that their Conductors can notify trainmen, and they will not pass such trains until signalled by their conductors to do so. 74. Should a Train that is being flagged fail to keej) up, and a Train of superior class going in same direction gets in between the Trains in company, it DOKS NOT TAKK AWAY the rights of the flagged Train, and nil Trains going in tJie opjyosiie direction will keej) out of the way, in the absence of te^legraph orders to the contrary' ; but no train except a train of su- perior class will come between a flag and the Train being flagged, and the superior class train will carry a flag in the intervening dis- tance. 75. ENGINKKRS must keej) a shai-p look- out for trains on SIDE T17ACKS, and when they see one with thq C ictor at front of my- so OUKAT WKSTEllN' liAILWAY Engine, cxliibitingaivd Jliig, nncT lioar Engineer of standing train snuiu'l his wlii>stle three limes, the}' ^vill undi^rstand tliat the train on side track wishes to be llagged to tlie next telegraph sta- tion, and tlie Engineer of tlie passing train will 'signify* that he understands, by distinctly sounding his whistle three times, and will flag the train accordingly. At night, the Conductor will use the red lamp instead of fhag, which ho will raise and lower sevei'al times as a signal, the Engineer blowing his whistle as above. "When the weather is foggy, and signals are difllcult to discern great caution nnisl be had in their use. Conductors must always know when their Eiiirine is flaa£;ing a Train, and for this object, the l^ngineer and Conductor of train in side track will repeat their signals when the tail end of moving Train is approaching their Engine, so as to call Conductor's attention to flagging signal ; and, in addition, Engineer will always sejid back his fireman at f].ist place where he meets and passes a Tj-ain, to make certain his Conductor knows of the flag carried. 76. Should a T3? AIN be held by ANOTHER BETWEEN TEI l^APH STATIONS, the n ■' »'. ) iiULi's AJjj) ju;gulatjo^;s. 31 li h r I Conductor of the tniiii thus held niiiy, by giv- ing the signal, us per Rule immediately pre- ceding, require tlio first train passing him, "bound in tlie same direction, to flag him to the next telegraph station, on liis arrival at which he must report to tlie Train Despatclier. Ex- cept as above, signals must not be carried for extra trains, unless by direction of proper au- thority. Conductors must always know when their engine is flagging a train. 77. Orders from the TRAIN DESPATCIIER must ALWAYS be obtained before an extra engine, witli or without a train, is stai'tcd in company witli a regular train, and the Wn^imiist alioays be exjnessly iindcr stood by all the men %L2)on trains running in comj^cmy. ^ 78. When it is necessary to send an extia Engine over "the Road, it will, if possible, pre- cede and run on the time of some regular train, and will be enMlled to all the rights of, and carry signals for, the regular train. In such CASES, the REGULAR train will run TEN minutes BEHIND its card time — but no freight Engine will be run, under this arrangement, in front of a Passeny-or trai \l must either run ! i;iil'!f ORK.VT WKSTKllN' UATLWAY on tol^'graph onlers or witli a freiglit train. • 79. No extra engine, with or witlioiit a tiain, ^vill pass over any ])orti()n of the road, unless by special permission of (loneral Snpcrinteiul- ent, Train l)es})atrlii>r, or Division Su})orintend- ents : and bt'fore an Eniiine can return after piloting a Train to an}* Station, permission to do so must be. obtained from the Train Des- patcher. In ca^e the Engine is not required to go with a Train as far as the next Station, an order to return must be obtained by Engineer from Ti'ain Despatcher at Station froni which Engine starts. 80. AVhen an Eiiginoei- of an engine or train has an order to run, or runs, looking out for another train or engine, he must keep whistling and be carefully flagged around curves. •I ( r in RUNNING REGULATIONS. TELKOHAl^IT 'ARRANGEMENTS. .81. Working the TRAINS under the TELE- GIIAPII system renders cxtremG cavthn neccs-' sary, and SWITCI1P2S must, at all times, be kept standing fortl"> main track, as Trains7?za?/ be expected at ( noment. The man that MWWiirlii :]Hi 11 Mi it ?. • t • RULT:S and IIKGULATIOXH. S3 cj?c?is a smilch tiiuhI close and loclc it for Jfahi track; Conductors are responsible for this, duty xohere there Jiappens to he no t^w itch man.' Soe Rij1(^ OS. Station Men will not be relieved of the ui'gent necessity of seeing wlien Trains pass out of sidetracks that Swirclies are locked for Main Track.'- The pin niugt always be in- • serted, and see that it is on the i)roper side of the le.ver. • 82. The safely of LIFE and PROPERTY n"i])erativel3^ demands that every person in an}^ manner connected with the movements of ti'ains> by spocijil ordei*, should use the ntmost care and watchfulness, and that all Rules regarding the san)e movements should be strictly observ-'. ed. Orders should be made plain and explicit, ; and if not fully understood b}^ the parties ad- dressed, an explanation should be required be- fore taking the order. After the reception of: an order, it mustije oijkyed fully axd to thE' LETTER. ' 83. Pjomptness on the part of Train men- and 0})erators, in the transmission of, and re- i S]>ohse TO, telegraph ordei- * " of the utmost ini- X>ortance in enabling trai 2 ) move with'regu-. ''W^r^- '!•*! i> 81 OKKAT wj:sti:i;n iiailway laiity, and ^avo clt'tt^itions, and all concorned must boar in mind that, frequently, a few MiNUTKs unnecessary loss of time at a stntion results in some hoiks delay in aecomi)lisliing the whole tiii). and thus tin; imi)ortanco of all the desi)ateii ])ossible, co.nsistknt avitji the BAKK'J'Y OF 'I1:A1N,S. 84. Station Afi'ents will always give Oper- ators w hat assistance they want in sending for and getting train men, but OjxMators arc re- e])onsible for the ])ronii)t and faithful delivery of ti'ain orders. 85. All Ol^Dl^IiS and messages relative to the M0VKME>;T of TIIAINS must be written in FULJj, and no abbreviations used except the telegraph abbreviations "81" and '*32." Des- piitcheis and Oi)ei'ators in receiving "82's" will patiently and carefully listen to the end of the message, and make sui'e that each word and figure is accurately repeated. 86. TRAIN Ciders will be addressed to En- gineer and Conductor ; they must be read aloud by the Operator in hearing of the Conductor, who will, looking o • the Order Book, compare the original there a, '.' the copy, and, if correct, III <«MMMMINi m ' i'< Mij.<(i;.., U J It RULKS AND JIKOULATIONS. t^ 85 sign on tho Book )iis nndcj'standing of tlie order, and also sign for his Kiiginccr ; ])ut, be- fore accepting it, see tliiit it is endoised on the back and sign;^d by tlje Operator; and ])efore starting liis Train, read it to liis Engineer, make sure that lie full}' understands it, and hand it to him to retain until end of journey. (See Kule No. 71.) 87. When an 0])erator receives a message for Express Trainmen warning them that a Freight Train is iiinning ahead—the o])erator will add on the fac(^ and at the bottom of the order, the time at which the Freight Train left his Station ; and the Operatoj- will also copy in his book the information he gives on the bottom of the Despatcher s order, so tliai Con- ductors may initial as having received it. No excuse will be accepted fiom aii}" Conductor, leaving any Telegraj)!! Station, to run by special order, without first having obtained Copy of the Order ENDOKSEl) and signed by the Opei*ator receiving it, and this must always be read by the ENGINEER BEFOIIE starting, and be retained by him. 88. Too much care caii^jt be used by train- mw • — .;*^.— f"^' .«,*.^. tlto^^.. »4«M..*w«»M HO "i^ UUh'AT WKSTKllN' RAILWAY 'S nioii ill llio o1)S('rvaiK'o of theso Jlulos, ruid tlioy must KNOW v.iFOKK sTAiiTiNcj fiom Toli'giapll Stations, at wliii-h oiilors aio ivcciveil, that the Coj^y of tlu'ir Oitlor is Wokd for Wouu like tlie Original ; Conductors ai.ways C0Mi»Ai:iNa Original in ]>ook with Copy, Signing tho Book, and getting the Coj>y endorsi^d on back, and signed l\v 0])erat()r. Sco Rule No. 09. 89. IlOLDIMv ordcis will be addressed to the OPEKATOll and 2\GEN'r, or the Agent's substitute^ on duty, and during NIGHTS to the OPEKATOK and SWITCHMAN or Night AViiteh. ]k)th Ojieiator and Agent or Opera- tor and Nightujan, as the case may be, will '^'d'S' these ordeis, and OPERATOR will allow nothing to int«>rfere with his IMMEDIATE NO- TICE to ACCENT or Nightman, as case may be, of these Holding Orders. Agent or Nightman will see that trains are held. Operator will be dismissed if caught signing for his Station Agent, or his Switchman, or Nightnmji, and w^hei'«? there is oxLY an Operator ou duty, ]iis signature will be accepted and ue alone be held res])onsible. 90. OPEilATOL - when CALLED for IIOL- t. h 11 [ m -v '• 'b.v„.-- ■f\ i'V I.' §■ I 1:1; : KULK3 AND KKGULATIOXS. 37 PING or TRAIN ORDEIIS, will exhibit tlio RED Telegrapli Signal AT ONCE, (see Rule No. 82) and not lower it, until all Trainmen then at Depot, and due or exi)ected are noti- fied ; an exception being made in case of Ex- press Trains not timed to stop and not neces- sary to stop — th(i holding order not allecting their Trainmen — when the Signal niav be low- ered, but waited on and raised immediately after they pass. The Red Signal so exhibited will bring all Trainmen to Ofhce for Orders. Those not affected and not held for orders will be furnished with tlie pj'0])er "clearance order" before being allowed to pass ; but the Signal will be kept set until those really interested are sent for, found, Tiiid notllicd. Conductors will always haste to the Telegraph OlHce with- out being sent for, when the Red Signal is shown. . . • 91. Whi:^n Conductors are notilied that they are ITELl) FOR ORDERS or for the arrival of a train, they will place their signatures across the holding older on Telegia])h Order ]>ook. 02. When a First Class TRAIN LOSES ton or more minutes from any cause, the CON- I- — --^-l^.*.. oh GKKAT AVKSTERK KAIMVAY ■ i IS of PIXTOll will KJ^^POirr at llie next Tologiapl. Station to tlie DIVISION SUPT. and DES- PATCIIKK the CAUSE of tlio detention ; if the detention is caused by any derangement of the engine or cars, give the name of engine, or number and kind of car, and wlien off the track state time, cause, nature of damages, and position of cars, and wliether in a cutting or on an eml)ankment. The same rule applies to Second Class Trains when detained twenty minutes. To kfa-v tife PROPER RECOR]) OF MOyjOMEXT OF TRAINS, Conductous MUST KEEP THE DIVISION Sui'T. and Teain Despatciief informed of all causes of de- tention, AN) KEPoirr coPvRECTLY AS Ar.oyE. 93. Wheii a SLOW train, moving in AD- YANCE of a l^WST train by special order, from any cause becomes unable to make its running time, the CONDUCTOR, as soon as he discov- ers such to be the case, will di'op a Hag-man to give warning to the train following, (if neces- sary ■i:)lace fog signals on the track) and put his train upon the first switch he reaches, there re- innininf; isntil he has received special orders to proce ■HI h-1 I ' f : I !■ i I! I.* '^ ■„.!:*1i"- RULKS AXD KKGULATIOXS. 89 witli tlie rigats of his train. Tliis rule, liow- cvcr, can bo nniiuUecl at tlio option of tlie Train Bespatclier. 94. Conductors of slow trains, running in ac- cordance witli llnle immediately preceding, will stop at each telegraph station, and report them- selves to the Train Despatcher, and await his orders. 95. Train Despatclier may at any time can- cel Card Time of any Train at a AVay-Station should he find it necessary to do so ; but in all cases wliere Card Time is cancelled Train Des- patcher will give a stated time to Train affected ; sucli time to be based on minimum speed for that class of Train. 96. CONDUCTORS of WOOD and CON- STRUCTION trains, will, DAILY, before leav- ing for their Avork, leave with the Telogiaph Operator a memorandum of where the Train will be working for the day, and this memoran- dum will be telegraphed to London, Hamilton, St. Thomas or Fergus, as the case may be, and iilso posted in a conspicuous place for the in- formation of all concerned. On Sundays or other da3^s, when a road train does not work, mn^ 40 GUKAT AVKSTKKX RAILWAY m lii- id Ui- lor notice to tliat cfUn't must be i^iven by tlic Con- ductor at the Tolco;ra]>li Oflico. AVhciievor ii new or ine<;ulMri'o:id tiJiin, or one tballias been teni])orarily susiuMided, is to be ))ut on, notice must be t;iven to tlie Tiain Despatclier the day previous. ' ' • 97. Wood, Construction, or Gravel Trains must not on anv account be on Main Line witliin 20 minutes of time of any I'cgular Ti'ains being due without tlie autliority of the Train Des- patcher. 98. AVhen a Construction or Gravel Train is standing- on Main Line, Conductor must f^nd bis men out Mith pioi)er signals each wa^' a distance of at least 800 yards. 99. AVhen Oi)erators relieve each other, the one going off duty must carefully call the at- tention of tlie one coniinc^ on to orders still in effect, and as juoof that the one coming on duty knows of these ordeis, he will, in the pi'esence of the one going off, ])lace his initials on the majgin of the book, oi)posite each order. - 100. At ^'ight Telegraph Stations, Night Stalionmasters or Switchmen must see that Operators ker'}) awake ; and any seeming neg- \' (I ■ h i 11, . 1 h \'- HULLS AXIJ KHGULATIONrf. •11 , ligc'nc(3 ill aUciKliiif;' to Iiistriimenis nuist be re- ported without fail to tlie Stationmasler, who will report it to the Telegrapli Superintendent; COPETO WN GRADE. 101. Whe7i the telegraph is loorJcing^ under ordinary circumstances (as to Weal her and state of Eails) Frei > that renclers tlie traclv in the lkas'i^ dk(;ukk UNSAFE for Trains tojxiss at their usual speed, the cr.EKN FLAG must be set at k\'ist five iiun- DJiED YAKDS froiu the spot in each direction. See iJiat sand does not wash doion iipon the track at lload Crossings. During very wot nights foremen must watch places in the trade nicely to he damaged. 106. In the event of Notice being given by a Stationmaster or Conductor to a Track Fore- man of tliere being a broken Hail on the Line, it shall be his duty instantly to proceed with his men and have damaged part repaired, all carefully using precautious above prescribed for protection of trains. 107. TELEGRAPH LINE.— Track men will pay p)articular attention to the telegraph wires and see tliat they are not obstructed, or down upon the ground. In case they are found bro- ken, or on the ground, or crossed, or in any way obstructed, they must be repaired in a temporary manner immediately^ kej^t from touching each other, or any iron or metallic substance, and from wet, and notice given to the telegraph office. When the v/ires are cross- 'm — — -.'t.-l.'ttorary lopair, immediate notice 'must bo taken by a s])ecial messenger to the nearest tele<:ra])li olhee. . 108. FENCKS.— Constant attention must be given to see that fences, on each side of the road and at crossings are in good order, and that cattle guards are ke])t in repair ; a break" in the fence must in no case he passed, hy with- out being repaii'ed when it is possibk^ to mend it. When a break in the fence cannot be re- paired for want of mateiials, ic is the duty of the Foreman of tlie section to give the Inspector immediate notice of it. stating what inateiials are I'equired. AVhen fences are taken down to . haul wood on to tlie tiack, liave them i*eplaced. 109. FouKMKX of re])air parties will l)e'held .^ respoiisibh^ for the strict .observance of tlie al)0ve requii'ements. It is the duty of each one to see that his ])arty is always sup^jlied with the ])ro])er Signal Lamias and Flags, but should he at any time, from accident or otherwise, be deficient, he must post a man at a quite safe distance to warn approacliing trains. '»• \ f I; I ,1 .^> •., ^ - ..,».-.<«^'M4t«r t-x^.^M-f mssmmm KULi:s AND KEGUIiAXrONS. 45 WJ'' 110.. Kails and otht'i' inat<'rials must JVOT ]> loft soattoied in Depot grounds. PILE TIIJ up togetlier Ol'TSIDK of ALL TRACKS. TORONTO ERAlSrCH. 111. QUEEN'S WHARF CIIOSSING, AND GRAND TRUNK JUNCTION, TORONTO. Engineers of all Engines, with or without 4 Trains, approaching Queen's Wharf Crossing from cither direction ; and the Grand Trunk Junction at Peter Street, must come to a dead stand, short of tlie Crossing or Semaphore, and wait for the .Switchman's Signal to proceed. Avoid whistling on tlie Esplanade as much as possibh?. lis. The Union Station Master's orders with reference to Trains going into, or out of, or moving in the Union Station yard, are to "be promptly obeyed. 113. The Switch leading from joint running line East of Union Station to Yonge Street Sta- tion, will, wlien set for Station, exhibit the usual Switch Signal hy day and. Purple SignaLLight by night (See Rule No. 21.) 114. The speed of all Passenger Trains run- ItlJ or be 46 GUEAT >Vi:STi:UX KAIIiWAY ning betwoeu Potor Slreot and Yongo Street Sta- tion, must not exceed Four Miles an liour, and wlien api^roaehing the Bridge and Curve at tlio Iluniber, going Ivtst, must reduce speed. 115. ENGIKI'^EKS of all Trains must ap- proach TOROKTO JUNCTION with great Caution, and bring their Trains to a Full Stop clear of Switch. TRAINS that may be delay- ed at this point must be PROMPTLY and, PROPERLY PROTECTED. CONDUC- TORS WILL SEE THAT THIS IS DONE. Suspension, International, and Welland I Canal Bridges. 116. It is imperative that no Engine or Traill be run across the Suspension Bridge at a greater rate of speed than 5 miles per hour, occupying two minutes passing from tower to tower, and no Engine or Cars shall be brought to a stand on the Bridge during the passage across. Only Eight Cars of Stock, Twelve of Freight, or Thirt}^ emx)ty Cars will be taken at one time. (See Rule No. 128.) Engineers using the International Bridge at Fort Erie, must provide themselves with cojpies assing across these Bridges, must bring their Trains to a stand for AT LEAST .THREE MINUTES to ascertain from the I w ;. • , •1/ I I'i^ ii i 1 w i r I{UIJ:S and KKCiUI.ATiOXS. •]9 Jjildgn Tciulcr tliiii ]jri(l 4 f)0 oki;at wr,sTi;ii\ i:ailway •u lo .41 if in' In ca5>o of any defort in Cab (1011^:;, altaoli l)oll cord to wliistlo levor. Conductors will always, after Kn »'V 5G (,;. \\. n. lU I.KS ASl) KlidUIiATlONS. apply t(^ the ])ivisi(^ii Sii])(Mintt']id("iirs Ollioe for tlio"proi)oi' oxplanalion. Westingliouso Air BraL Connections. 138. Those must always be coupled .uitlier to pipes of coniu.'C'ting cai'. or to pi])es on opposite side of same car. On Through Express Trains, Tor those freight cars, or foreign Companies' baggage cars not provided with Alv Bialves, spare i)iping will be kept at CliTlon, Hamilton, London and Wind- sor and Conductors will be held responsible for seeing that Car Foremen have these pipes attached, before starting, niaking the circuit complete from Engine to rear car. Before detaching Cars or Engin*^, jjj'akemen or those attending to such dut}^, must first sec that all the air pijjes are disconnected. This is most important to prevent injury to air brake ar]-anu"ements. 'ii EULS Ko. 120 l-IUST 22 STRICTLY ALIIEEED TO • BY ALL TBAINMEN. W. K. MUIR, General SupH. JOSEPH riucE, (jtencrd Maw^^jer. Mi': Mf^ ■ • ; 11 si JDm If; If, t 'i '■;! m ■ BRAKEMEN. RULE NO. Must fiiiticiiifttri Sicjiial for Bnikort when ftpproacliing Stations and Grades 4 How Fog Signals to be riantcd id. To obey Engineer's call for Uiakes., 27, 28 » To obey Engineer'neill for Woo'1 20 How Train maybe Stopped, if lidl-rope di'^arran'^ed SI ' To have Lamp or Flay and Fo^' Signals ready fur use 120 To See that Tas'-cnsjerf: are comfortably Seated 1% To Disconnect Air Brakes Before Uncoupling 1G8 CONDUCTORS. • •' [See also " Freit;lit Conductors."] Ro.=«pon.«iblo for Proper Coiipling^j Special. Must Keep Brakeinaii on IJirid Car, Watcliiiig Track 1 l;e(]uireJ toKnow CondiUon of Brakes S To Enquire rersonally for Orders 7 To Have Supply of Fog Signals 24 How Fog Signals to be Used »...2y, 20 Signals on Knu'ineGong...,.,,. .,..,.., 27 To Stop for Telegraph Order Signal.. S2 To Keep Look Out for Order Signal, and load thereon S3 Red IVat '.hos SO; Traiua to Run under Conductor's Direction 40 ■^^ ' .'ji' 68 • INDJiX. f CONDUCTORS- Couiiuuod. RCLC KO. To Mike Sure tlioy aie Meeting Tiuins, niul tliat lliey IJiidir^tnnd llu-ir Uiirhtf. 40 How Aintili,-i\niated Tntiiis nrc to llun 41 Not to Leave Statloii!< l^eforo Card Time 43 To Pliow Tlicm^elves When rassiii^; Trains* 47 Kol to Stop Longer than Necessary for Wootl, Ac... 43 -As to llightto Koad 51,52,53, 51,59 rftgscnkjer Trains -Mujit be Kept Safe I>ist!\ncc Apart 51 Trains with Right of Head are Knlilled to Mai.i Track 65 To Wait Five Minutes for Safety in Certain Case 60 Inferior Trains to be Kept Out of Way of Superior 57, 68 Trains Running in Company on Time of other Trains 60 Kunninir of Special and Irregular Trains C3, 64 Must not run beyond Swilelu'S at Passing Stations 65 Limitation as to Specified Trains 67 Ten Minutes' Interval to b:- kept between Trains 68 Where no Switchmen, Conductors to let themselves in and out 6S Limitation '\s to Five Minuti-s Allowed 69 Fla^ijing Train Sij;ua!s to be Oljeyed 70 Notice to be given to Despatcher and Forward Conductor VI All l'a~sini;Tr.iins to be Notified 71 To personally t:^eo Fla^js or Lninp^ Pi~p'aycd 71 To Ask Orders when Flagt;cd Train Losing Time 72 Rights of Flaggrd Trains 74 To Exhibit Signals when Flag wanted 75 Must Knuw if Flaggiiig a 'i'rain 75 Trains IK-ld iK-twccn Statioiis may ask Flag 76 All Trainmen to Know when Running in Company with other Trains... 77 Ilegi^hr Trains to run Ten Minutes behind Card Time, if preceded bv Kxtra £n,::ine 73 Resf^onsible fur Closing Switelies 81 Must Obey Te!egraj>h Orders Promptly 83 How to Act on receiving Train Orders 8fl When Freight Running Ahead of Kxpress 87 Must Obtain Lndorrcd Copy of Orders 87 Must Compare C.'py with Originaland Sign Rook 88 H 11 ^5I tii m- i4 i *■' INDKX. 60 CONDUCTORS- Contiuuoil. BULB NO, To Obey Red Signal for OnliiK 90 ToBign when Held forOr' .■■-, 91 To Ill-port Cuusu when ) 1. 92 When RunningSlow A' Fait Train 93, 91 Kcspecting WorkhM^' of U , lawn Grade 101, 102 To Obey Union Station Mastor'ri Orders jit Toronto 112 To Reduce Speed at Certain PointH 114 To Protect their Train, if delayed at Toronto Junction 115 Regulations for CrosHJng certain Dridgcs 115 To 800 that Bell Cord will Ring Engine Gong 119 Uo.y to Act if Train Breaks T^ose 119, 120 If Broken Rail in Track 121 To Protect Train when Switching at Way Sidings 122 To Report Full Particularsof Accidents 123 To Leave Cars Coupled in Sido'J'rackrf 124 Links or Pins Not to bo Taken from Cars 124 To Keep Trains Clear of L(:\el Cro.n.-.ingH 125 To Join Express Trains at X. Y. C. Depot 120 To See that Passengers arc Comfortably Seated 127 To Notify Train Despatfher of Delay t; 127 To Have Bell-rope Attaclird 12S To Remain with Train at Terminus 129 To Have Brakeman on Rear Plutform 1S2 To 6C0 to Air Brake ConiiectionH 138 COKDUCTOnS OF V/OOD AND CONSTRUCTION : TRAINS. [See also " Conductors."] i To notify Telegraph Operator OG 1 Must be clear of Main liine Twenty Minutes before Regular Trains due. 97 Must have Signals out when standing on Main I fxctcl ccrtaii\ pik'oiI ' 6 To Stoj) Trail'..-* lO't y ir^ls .-.liort of Si.'iir»;>h'ly of F»3^' Siu'n:il;< 24 To Stop ou Ilcarini; Kxplosion of Foj; SigiKiIs 25 Signal.-j from Kii^'iiio .* 27, 2S, 29, 39 To Kii'i) ;U U.'-d Spood in Yards, Arc 30 To Stop on Sii.'iiiil fioui I'r.ikonu'ii 31 To Stoj) wlion Tcli':,'r.ip!i OrdorSii-'nal K.vliibittd 32 LigViis to Ih' sliown from Kiiu'iiif 35 To be Oh.-^oured vrlun in Sidin^' , .' ZT Traiii.s to be kcjtt a Safe Di-t-ance Apart 61 Forward Kn:,'irH'er to be in Charge , 61 Engitici' to keep Oiie Mile Apart 62 ■ Kunnin^' of .Spt cial .asid Irre^'ul;ir Trains 63, 64 MustNot Run Ali"ad of Switehcs nt I'.is.sinv,' I'laccH, 65 To make sure as toSwitcli 63 To Obey Fiajicin- Siirnal _. 70 To call attention of 'I'rains to Flag Si^'tial 73 Kiglits of Flagi^ed Train.* - 74 li ' ; i 'I INDKX. 61 ENGINEr.iw;j To Keep liOok-oiil for 'f rain. To givo Sij llt-pfat Hiiinu when I'u'^dlrg Tail-crul of lining ail Extra Kni^ino 77 run on time of Boino reyular train 7S I'ilot Kn^'incri to obtain Orilurn bt-fori: lli-turnlni; 7fi> To linn Cautiously wiiun lookint; out for another 'I'lain or Engine 80 Must undcrctanrl and retain Train Orders 80, 87 To Stop Short of G. T. Cro.-sings at Toronto Ill To obey Union Station MastorV Orders at Toronto 112 To Reduce Speed at Cortnin PointB 114 To Slop at Toronto Junction "115 Rules for Croasini,' Susponnion l^ridgo 110 Rules fur Crossliii» Swiii;,' Uridyen, .. ». , 116 Rules for Crossint,' International Bridge 110 To look out for Yard Enu'inosat Oil Siding 117 To keep sharp look out when following a Train 118 To i\ct on Cab Gong Signal IIC What to do in ca-^o of Tr.iin Broking Loose llf> To Report Full rarllcularf. in Accidents (unless reported by Conductor) 123 To Uemain with Train atTeriniiwis 129 Murtt not approach within 800 yards of picceding Train 130 To ajiproacii other Trainri with Caution 131 Must be Ctireful to Avoid Cattle , ir.3 Instructions if a Car take Fire 1?0 FREIGHT CONDUCTORS. [See nifip " Conductors."] Mu?t not delay Passenger Tralnn 2 To bring Trains to ttand before descending Komoka or Copetown Grade? , 3 Limited to certain H])eed 6 To wait at Telegraph OlUce until Train ready to leave 7 To show themselves when passing Trains. : 47 Forbidden to Ride ou Engine 47 :t-\ C2 . . ixi)i:x. rUEIGlIT COTTDUCTORC-Coiitlnncd. Btntlor. \vork to \o.t tlic'iiuolvort respecting' following Trnii To ri'i>ort c.iii^c vlioii (Ivtaincil Rct>pccliiif: vorkint: of Copctown flnvlo llcspont^iblc for getting r.iUs for Cars KCl.K NO. .... 50 .... 60 .... 92 .101,102 .... 13^1 GENERAL. RULES. Always take* 8afe . 83 To 6C0 th;it Niij'hl O^^o p uwiikc....;.... 100 SWITCHMEN. To Set and Lock Switches -when not in u.«o 6 To miso Danger Signal iniinediatuly Tniin TasS'-'d, or when Blauding in Yard '. n Knyino Signals fur R witeh 27 To keepSwiteluB Standing for MAin Track 81 To act on "Holding Ordern" 8G To sec that Niglit Operators keep awake lOU STOCK TRAINS.' To have I'reiVicnce, Arc 10 llog.^ to be "Watered 10 TRACK MEN. To use Green Hi^n^l for Caution 13 Ked .Signal ^vhen Track Imp.iv<;t'. '.<'. 13 To expect Trains at any moment 103 To have Red Flags out whin lload Impasrahic 104 To liave Green il 'J'ip.u- at Way Stations jiny be Cuiilv 11 Rl'I.K KO. . . . 43 . . . 40 . . . 1)5 FiiJiialutol't' .li-j,::)y.\l ' OjK'n.tois to .<>... tluU Trains ar.. Itoj'iu'.l.' 32 To cl);uiu'oSi,-n:il after Trai-i InHl.-ft.. • ^^ Cliicf Train l>o>j.atrla.,V or.Iun to ho oCyv^'^."'"'' Jf Toj'roinj.tly traii-Hiit onli'i-i I^v,o:.:^lef.^,Mo,nptddive;;■■;^•;;^:;::::;••: « Op:.rs toLe wiitien iiifull • ^'^ ():,;..r< tn>,.. ,..,.1 1... /. , . . ■. •••••■ 85 Op:.rs toLe wiitien in full....!.. 'SMpuFnicht Train nheal of Kx-,,,,-. ^^ "lluM;i:^OrJor>" . ^7 To exhibit i:..isi^,,aiimn)'![:aJiy;;;,;;;;;;;;.;;;;;;;; n ']oi,o,t;u,:i..oof Wuo.la:.lCM:,-,Mu.;ionTraiii. "" !l. ^\ lu-ii re!i. vii,-, to initial orJci.- ih for.-^e ♦ r ^ , « 00 00