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CIHM/ICMH 
 
 Microfiche 
 
 Series. 
 
 CIHM/ICMH 
 Collection de 
 microfiches. 
 
 Canadian Institute for Historical Microreproductions Institut Canadian de microreproductions historiques 
 
 1980 
 
 i 
 
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CANADA 
 
 NATIONAL LIBRARY 
 BIBLIOTHtoUE NATIONALE 
 
 I 
 
 ii 
 
 t 
 
 ■*' 
 
 ■nthawM 
 
 riHMii 
 
 MHiaHHial ttm 
 
GffiS. 
 
 THE 
 
 GRAND TRUNK RAILWAY SYSTEM. 
 
 RULES 
 
 OF THE 
 
 TRANSPORTATION DEPARTMENT 
 
 TAKiNC EFFECT JULY 1ST, 1898, 
 
 Office of THE GENERAL SUPERINfENDENT, 
 MONTREAL, P. Q. 
 
 MHMiiMHik 
 
673 
 
 i- 
 
 i 
 
 A 
 
i 
 
 i 
 
 
 
 P^OI 1 
 
 General Notice • . • • 
 
 ■ 
 
 
 5 
 
 General Rules . • • • « 
 
 » 
 
 
 7 
 
 General Regulations 
 
 « 
 
 
 9 
 
 Passenger Conductors . • • 
 
 
 11 
 
 
 Train Baggagemen • h • 
 
 
 IX 
 
 
 Passenger Trainmen • • « • 
 
 
 II 
 
 
 Freight Conductors . • • 
 
 
 tl 
 
 
 Freight Btakemen • • • • 
 
 
 tl 
 
 
 finginemen • . • • • 
 
 
 I6 
 
 
 Station Agients • • « • 
 
 
 t* 
 
 
 Train Despatchers , . • • 
 
 
 16 
 
 i 
 
 Telegraph Operators . • • • 
 
 
 n 
 
 f 
 
 Telegraph Numerals • • • 
 
 
 33 
 
 i 
 
 Section Foremen . . . • 
 
 
 33 
 
 i 
 
 Train Rules , , . . 
 
 
 
 34 i 
 
 Standard Time ' . 
 
 
 • 
 
 34 
 
 Time-Tables . . 
 
 
 
 36 
 
 Signal Rules . . . • • 
 
 
 • 
 
 37 
 
 SigtiaU . . • • • 
 
 
 37 
 
 
 Train Signals . . • • 
 
 
 38 
 
 
 Whistle Signals . , • 
 
 • 
 
 ^ 
 
 
 Air-Whistle or Bell-Cord Signals . • 
 
 
 4« 
 
 
 Lamp Signals 
 
 
 4« 
 
 
 Fixed Signals 
 
 
 A» 
 
 
 Rules Governing the Use of Signals . 
 
 
 4* 
 
 
 Classification of Trains . . • • 
 
 
 44 
 
 
 Movement of Trains • . . • • 
 
 
 • 
 
 45 
 
 Movement of Trains by Telegraphic Orders 
 
 • 
 
 5a 
 
 Form of Train Orders 
 
 • 
 
 
 60 
 
 Extracts from Railway Act of Canada 
 
 
 
 IJ7 
 
 i 
 
The, following Rules and Regulations for the 
 government of the Transportation Department of 
 THE GRAND TRUNK RAILWAY SYSTEM, 
 having been adopted by the Management, and ap- 
 proved by the Governor in Council of the Dominion 
 of Canada, will take effect at twelve o'clock noon 
 on Thursday, August ist, 1901. 
 
 The attention of employees is directed to the 
 extracts from the Railway Act of Canada, on pages 
 117 and 118 of this book. 
 
 F. H. McGUIGAN, 
 
 General Superintendent* 
 Approved : 
 
 CHAS. M. HAYS, 
 
 General Manager 
 
 I 
 
V 
 
 
 GENERAL NOTICE. 
 
 The safety of the passengers and trains is of 
 the first importance, and all operations of work- 
 ing, repairing or constructing this road must be 
 subservient thereto. To this, with the regularity 
 and punctuality of the trains and the comfort and 
 convenience of the passengers, all work must be 
 entirely subordinate. 
 
 It is of the utmost importance that proper Rules 
 for the government of the employes of a rail- 
 road company should be literally and absolutely 
 enforced, in order to make such Rules efficient. 
 If they cannot or ought not to be enforced, they 
 ought not to exist. Officers or employes whose 
 duty it may be to make or enforce Rules, how- 
 ever temporary or unimportant they may seem, 
 should keep this clearly in mind. If in the judg- 
 ment of any one whose duty it is to enforce a 
 Rule, such Rule cannot or ought not to be en- 
 forced, he should at once bring it to the attention 
 of those in authority. 
 
 All employes nre required to l»e polite 
 and eoiisiderate in their intereonrse \rit^ 
 the public. The reputation anil prosperity 
 ot a company depend greatly upon the 
 promptness with which Its hnsiness is 
 condncted and the manner in which its 
 patrons are treated hy its employes. 
 
t 
 
 " 
 
 
QraNd Trunk Railway System 
 
 i 
 
 
 RULE© 
 
 bP THte 
 
 TRANSPORTATION DEPARTMENT. 
 
 GENERAL RULES. 
 
 i. The Rules herein set forth apply to and 
 gbVtrn all roads operated by THE GRAND 
 TRUNK RAILWAY SYSTEM. 
 
 They shall supersede all prior Rules and ir- 
 ilructions in whatsoever JEorm issued which ^re 
 fticonsistent therewith. 
 
 2. In addition to these Rulfcs, the Time-tables 
 will contain special instructions, as the same may 
 be found necessary. Special instructions, not 
 ih conflict with these Rules, which may be 
 given by proper authority, whether upon thfc 
 Time-tables or otherwise, shall be fully observed 
 while in force. 
 
 3. The head of each department must be con- 
 versant with the Rules, supply copies of them to 
 his subordinates, see that they are understood, 
 enforce obedience to them, and report to the 
 proper officer all violations and the action taken 
 thcieon. 
 
 4. Every employe whose duties are in any 
 way prescribed by these Rules must always have 
 a copy of them at hand when on duty, and must 
 
be conversant with every Rule. He must render 
 all the assistance in his power in carrying them 
 out, and immediately report any infringement of 
 them to the proper authority. 
 
 5. The fact that any person enters, or remains 
 in, the service will be considered as an assurance 
 of willingness to obey its Rules. No one will 
 be excused for the violation of any of them, even 
 though not included in those applicable to his 
 department 
 
 6. If in doubt as to the meaning of any Rule, 
 or special instructions, application must be made 
 at orice to the proper authority for an explana- 
 tion. Ignorance is no excuse for neglect of duty. 
 
 7* All employes will bo rei^ardecl a«i in 
 line of promoticini adTanoement depending 
 npon tlie faiilifiil dKNcliarm^e of dnty, and 
 capacity for increased responsibility. 
 
 8. Every employe, while on duty connected 
 with the trains on any division of the road, is 
 under the authority, and must conform to the 
 orders, of the Superintendent of that division. 
 
 9. All persons engaged in performing any 
 service on a train are subject to the Rules gov- 
 erning employes of the company. 
 
 •f 
 
 t 
 
 h 
 
GENERAL REGULATIONS FOR 
 
 EMPLOYES. 
 
 \ 
 
 > 
 
 10. Employes must wear the prescribed 
 badges or uniforms while on duty. 
 
 11. Intoxication, or the use of intoxicating 
 liquors, will be sufficient cause for dismissal. 
 
 12. Persons employed in any capacity who 
 frequent gambling houses, or places where liquor 
 is sold, will not be retained in the service. 
 
 13. Employes will not be permitted to 
 smoke about the shops, station buildings, ware- 
 houses, or on passenger trains or among pass- 
 engers at stations while on duty, or when in uni- 
 form among passengers. This Rule will also 
 apply to Conductors and Brakemen of trains 
 carrying passengers. 
 
 14. When a person is discharged from one 
 department of the Company's service, he will not 
 be employed in another department, without the 
 consent of the officer who dismissed him, or that 
 of the head of the department to which he be- 
 longed. 
 
 15. No employe (whatever may be his rank) 
 will be allowed to be absent from duty without 
 permission from the proper officer of his depart- 
 ment. 
 
 16. Any employe subjecting the Company 
 a second time to the service of a saisie-arret or 
 
 j^ 
 
]{} 
 
 garnishee order on his pay will be liable to im- 
 mediate dismissal, and will be held responsible 
 for all expense incurred by the Company in con- 
 nection therewith. 
 
 17. Great care must be exercised by all per- 
 sons when coupling cars, that inasmuch as the 
 coupling apparatus of cars and of engines cannot 
 be uniform in style, size and strength, and is lia- 
 ble to be broken, and from various causes to ren- 
 der it dangerous to expose the hands, arms or 
 person of those engaged in coupling between 
 them, all employes are enjoined, before coupling 
 cars or engines, to examine, so as to know the 
 kind and condition of the coupling apparatus, 
 and are prohibited from placing in the trains 
 any car with a defective coupling until they have 
 first reported its condition to the Yard Master 
 or Conductor. Sufficient time is allowed, and 
 may be taken by employes in all cases, to make 
 the examination required. 
 
 18. Every employe is required to exercise 
 the utmost caution to avoid injury to himself or 
 to his fellows; and especially in switching or 
 other movement of trains. Jumping on or off 
 trains or engines in motion, entering between 
 car* in motion to couple or uncouple them and 
 all similai recklessness is forbidHen. Train Mas- 
 ters, Yard Masters, Conductors, Station Agents 
 Foremen and all others in authority are instruct- 
 ed to enforce this Rnle, and to punish all viola- 
 tions of it. No person who is careless oi otliers 
 or of himself will be continued in the service of 
 the Company. 
 
 19. Every c&ae d ptarse^^i injury^ accident 
 or danm^ to sitocjc or o^a^ grofp^erty m^ h^ 
 
 ii '^ 
 
4 
 
 i 
 
 11 
 
 proRsptly reported by telegraph and in writing, 
 stating the names and residence of all witnesses 
 and all particulars of the occurrence. The state- 
 ments of witnesses must, when practicable, be 
 written and signed personally by the party mak- 
 ing the statement, and Conductors, Foremen or 
 parties in charge will make special effort to se- 
 cure such statements and forward with their re- 
 port to the Train Master 
 
 20. Every employe is required to keep the 
 property and pwemises subject to his control in 
 neat and cleanly condition. Disorder and dirt 
 indicates laziness and incompetency. All mater- 
 ials for the use of the Company must be piled 
 in regular order, not nearer than 8 feet to any 
 track, and never within any public highway. 
 
 Conductors, Baggagemen and Brakemen. 
 
 21. Conductors report to and receive their 
 instructions from the Train Master. 
 
 22. The train is entirely under the control of 
 the Conductor, and his orders must be obeyed, ex- 
 cept where they are in violation or conflict with 
 the Rules and regulations, or plainly involve any 
 risk or hazard to life or property, in either of 
 which cases all participating will be held alike 
 accountable. 
 
 23. They must examine all bulletin boards 
 and books before starting on each trip. 
 
 24. They must have reliable watches, regiu- 
 iafced by the standard clock, and be provided with 
 the Time-table to which they are required to 
 conform in rtmning their trains, and with a full 
 set of signals, rvhien they must sefi are displayed 
 
/ 
 
 12 
 
 and used in the positions and manner required 
 by the Rules. 
 
 25. They must compare time with the En- 
 ginemen of their trains before starting, and know 
 that they are provided with a Time-table and a 
 full set of signals. 
 
 26. They must know that the cars in their 
 trains have been inspected, and that the air 
 brakes and signals are in proper working order. 
 
 2y, They must report for duty thirty min- 
 utes before leaving time, and when necessary as- 
 sist in the switching and making up of tlieir 
 trains. 
 
 28. If compelled by accident or other cause 
 to move at an unusually slow rate of speed, olr 
 to stop their train on the main track, they must 
 take immediate action to insure the safety of 
 their own train and trains approaching in either 
 direction. They must constantly keep in mind that 
 nothing: will justify a collision between 
 trains, and that the prompt vise of signals 
 according to the Kules will prevent it. 
 
 After they have taken every precaution to insure 
 the safety of their own and approaching trains, 
 they will then report to the Train Master from 
 the nearest telegraph station, giving a full and 
 clear understanding of the case, and what assis- 
 tance is required. 
 
 29. In case a train is delayed at a station 
 where there it no Night Operator, Conductar 
 will call the Day Operator to get orders for him. 
 
 30. Passenger Conductors at terminal sta- 
 tions must obey the orders of the Station or 
 
13 
 
 quired 
 
 e En- 
 know 
 and a 
 
 L their 
 le air 
 order. 
 
 ' min- 
 
 iry as- 
 
 tlieir 
 
 cause 
 ed, olr 
 r must 
 ity of 
 
 either 
 id that 
 ween 
 glials 
 at it, 
 
 insure 
 
 trains, 
 
 from 
 
 11 and 
 
 assis- 
 
 tation 
 luctottJ 
 r him. 
 
 sta- 
 on or 
 
 Yard Master. They must obey tlic orders of 
 the General Passenger and Ticket Agent, Au- 
 ditor and Treasurer in matters pertaining to 
 their respective departments. 
 
 31. They must pay particular attention to 
 the heating and ventilating of cars, be respect- 
 ful and attentive to passengers, and use every en- 
 deavor to contribute to their comfort consistent 
 with tlie Rules and the rights of other passen- 
 gers. They will also see that Trainmen 
 under their control strictly observe this 
 Kule. 
 
 32. They must see that all unnecessary noise 
 in sleeping cars and coaches and around their 
 train, at night, is avoided. 
 
 33. They must maintain good order on their 
 trains, and will not permit rudeness or profanity, 
 and must not allow drunken or disorderly per- 
 sons on their trains, or allow passengers to stand 
 upon the platforms of the cars, nor violate any 
 other Rule of the Company. They will exercise 
 care to see that all passengers alight from their 
 trains at proper station before train starts. 
 
 34. Freight Conductors at terminal stations 
 must obey the orders of the Yard Master. 
 
 35. Conductors and Brakemen must know 
 that the cars in their trains are in good order be- 
 fore starting, and inspect them whenever they 
 have an opportunity to do so, particularly when 
 entering or leaving sidings or waiting for other 
 trains. All cars taken in their trains at inter- 
 mediate stations must be examined with extlra 
 
 care. 
 
 2 
 
7 
 
 ^6. They must ride on top of the train as 
 much as possible, where they can apply the 
 brakes, if necessary, and see liiat their Brake- 
 men do their duty. They must require all of 
 their Brakemen to be on top of the train at least 
 one-half mile before arriving at, and while pass- 
 ing all stations and stopping places, descending 
 or ascending grades, or at any point or time 
 when extra precaution is necessary to insure 
 safety. 
 
 37. They must be sure tliat no cars have 
 become detached from their trains on the main 
 track. When cars are left on a siding they must 
 see that the brakes are properly set to prevent 
 them from being moved. They must leave at 
 telegraph station, with the Agent or Operator, 
 report on form prescribed, giving the number 
 of train, number of cars and time of arrival and 
 deij.arture. 
 
 38. They must know that cars put into their 
 train as empties are empty. 
 
 39. In doing work at stations. Conductors 
 will carry out the instructions of the Agent in 
 placing cars, etc. If the Agent's orders are 
 unreasonable, they will be obeyed, and the facts 
 may then be reported to the Train Master 
 
 40. In switching at stations and in yards 
 where it is necessary to disturb cars that are be- 
 ing loaded or unloaded, great care must be taken 
 to warn all persons in the vicinity of the same, 
 and opportunity given them to get away from 
 the cars and out of danger before the cars are 
 moved. Where cars are so moved, they must 
 be returned to the same position as found, or 
 olaced in an equally convenient place for load- 
 ing or unloading. 
 
 f 
 
 ■M*» 
 
 ■1 
 
r 
 
 15 
 
 41. Great danger of fire arises from hay in 
 boxes on top of stock cars being left exposed by 
 loaders and shippers. Conductors must not 
 take such cars from any station until they have 
 ascertained, by personal examination, that hay is 
 covered and boxes closed. 
 
 42. Train Baggagemen report to and re- 
 ceive their instructions from the Train Master. 
 While on trains they are under the direction of 
 the Conductor. They will comply v/ith instruc- 
 tions issued by the General Baggage Agent. 
 
 43. They must report for duty at the ap- 
 pointed times; remain in their car while on duty; 
 receive, handle carefully and correctly deliver all 
 baggage, mail pouches, etc., entrusted to their 
 care; attend to the lights and heating apparatus; 
 and see that the bell cord and connections are in 
 good working order through their car. 
 
 44. They will permit no one to ride in their 
 car except those connected with the train or 
 officers of the Road, without permission from 
 competent authority. 
 
 45. They must see that baggage and express 
 matter is stowed in cars to give proper distribu- 
 tion of the weight; keep cars clean and contents 
 so arranged as to be convenient for proper hand- 
 ling and delivery," and remain in their cars at 
 the end of a trip until all baggage and other 
 matter in their charge is delivered, or transferred 
 to a connecting Train Baggageman. 
 
 46. Brakemen must not apply brakes so 
 tightly as to slide or heat the wheels, but in des- 
 eeding grades wUl use the brakes of several 
 p^rs to check and regulate the speed, and qhangp 
 brakes frequently. 
 
1 
 
 f 
 
 16 
 
 47. Before starting they must examine the 
 brakes, to see that they are in proper working 
 order, and report any defect to the Conductor, 
 If engaged on a passenger train, they must see 
 ihat the cars are carefully swept out and dusted, 
 and if necessary the fires started; that the heat 
 and ventilation are properly regulated, and the 
 fuel boxes filled. They must have the signal 
 lamps trimmed and ready for lighting, should 
 their trip not be ended before dusk. They must 
 see that a good supply of fresh water is always 
 kept in the water coolers. 
 
 48. Brakemen must always be on the alert, 
 and ready to apply the brakes im::iediately upon 
 a signal being given by the Engineman; when 
 approaching signals, stations, railway crossings, 
 and swing bridges, they must keep their trains 
 completely under control. Passenger Brakemea 
 must be particularly careful in this respect, in 
 case of failure of the air-brakes. 
 
 49. Brakemen must stop their trains at sta- 
 tions, and control them when descending heavy 
 grades, without waiting for signal from the En- 
 gineman. 
 
 Enginemerta 
 
 50. Enginemen in all matters pertaining to 
 the condition or care of their engines will report 
 to and receive their instructions from the Master 
 Mechanic or his proper representatives. In 
 all matters pertaining to the movement of trains^ 
 they will be subject to the orders of the Super- 
 intendent, Assistant Superintendent or Train 
 Master. 
 
 .. ...1..^ ^ ■ 
 
51. They must report for duty at least thirty 
 minutes before the time for starting, and see that 
 tlieir engines are in good working order, sup- 
 plied with the necessary stores and tools, fuel and 
 water, and, when necessary, assist in the switch- 
 ing and making up of their trains. 
 
 52. They must obey the orders of the Sta- 
 tion Master or Yard Master in regard to switch- 
 ing and making up of trains. They must obey 
 the orders of the Conductor of the train in re- 
 gard to starting, stopping, switching cars, speed 
 and general management of the train, unless they 
 endanger the safety of the train or require viola- 
 tion of the Rules. 
 
 53. Whenever a train or engine is run over 
 any portion of the road without a Conductor, the 
 Engineman will be regarded both as Condu':tor 
 and Engineman, and will act accordingly. He 
 will be required to make the Conductor's nin- 
 ninor reports and returns to the Train Master, 
 When the Conductor is disabled the Engine- 
 man will have full charge of the train, and be 
 accountable for its safety until an authorized 
 person takes charge of it. 
 
 54. They are required to observe the posi- 
 tion of all switches, and must know (so far as 
 it is possible for them to do so) that sucli switches 
 are right before passing over them. 
 
 55. They will not permit any persons to ride 
 on their engines without authority from the pro- 
 per official, except the Fireman, Road Foreman 
 of ^ Engines, Train Masters, Road Masters, 
 Bridge and Section Foremen on their respec- 
 tive divisions, and Conductors and Brakemen in 
 the discharge of their duty. 
 
/-^ 
 
 ii 
 
 56. They mlikt hzlVe reliable watches regu- 
 lated by the standard clock, and compare time 
 with the Conductors of their trains at the com- 
 mencement of each trip. 
 
 57. They must be provided with Time-tables 
 and a full set of signals, which they must keep 
 in good order and ready for immediate use. 
 
 58. They must examine the bulletin-board 
 in the engine house before starting on each trip. 
 
 59. They must obey all signals given, even 
 if they think such signals are unnecessary. When 
 in doubt as to tlie meaning of a signal, they must 
 stop and ascertain the cause, and if a wrong sig- 
 nal is shown they must report the fact to their 
 Conductor. 
 
 60. They must always keep a sharp lookout 
 ahead, noting carefully the position of switches, 
 semaphores and other signals, and also look back 
 frequently to see that the train is intact. 
 
 61. They must start and stop their trains 
 cautiously, and use special care in coupling and 
 switching cars, to avoid injury to Trainmen or 
 disturbing passengers. The whistle must not 
 be sounded while passing a passenger train, ex- 
 cept in case of emergency or danger, or when 
 required by the Rules. 
 
 62. A train approaching a station on double 
 track where a passenger train is receiving or dis- 
 charging passengers must be stopped before 
 reaching the passenger train. 
 
 63. Enginemen on passenger and freight 
 trains leaving a terminal, or at any point where 
 the make-up of their train has been changed. 
 
1^ 
 
 mufet, after starting, but before running one 
 thousand (looo) feet, apply the air brake suffici- 
 ently to know that it is in good working order. 
 
 64. They must use every precaution against 
 fire, and must not permit sticks of wood, burn- 
 ing waste or hot cinders to be tlirown from the 
 engine. They must not clean ash pans on inter- 
 lockers, frogs, switches or cattle guards, and 
 must also see that the dampers of their ash pans 
 are closed when crossing bridges, trestles or 
 other wooden structures. 
 
 65. They must not leave their engines dur- 
 ing the trip except in case of necessity, and then 
 the Fireman or some competent person must be 
 left in charge of same. 
 
 ^. Enginemen of work or other engines, 
 located at isolated stations, must in all cases ob- 
 tain permission of the Superintendent or Train 
 Master before absentlncf themselves, as they are 
 liable to be called upon at unusual hours. 
 
 dy. They must report condition of their en- 
 gines to the Master Mechanic or Engine House 
 Foreman at the end of each trip, and will assist 
 when called upon to make repairs when neces- 
 sary. 
 
 Station Agents. 
 
 68. Station Agents are under the direction 
 of the Superintendent or Train Master. They 
 willcomoly with instructions issued by the Pass- 
 enger, Freight and Accounting Departments, and 
 by all general officers in matters connected with 
 their official duties. 
 
20 
 
 6g, They are required to make themselves 
 familiar with all Rules of the Company, particu- 
 larly those which may in any way relate to their 
 duties, and the Company's business affairs must 
 not be divulged except to the proper officers. 
 All proper information, however, must be cheer- 
 fully given to the public. 
 
 70. They will have charge of the Company's 
 books, papers, buildings, sidings and grounds at 
 their stations, see that all records, tariffs, etc, 
 are properly filed for convenient reference, and 
 will be held responsible for the safety and care 
 of all property intrusted to the Company in the 
 transaction of its business, the courteous behav- 
 ior and proper deportment of all employes and 
 the maintenance of good order at their stations. 
 They will daily inspect all buildings, grounds, 
 outhouses, etc., under their charge, and see that 
 they are kept clean, tidy and in proper condition 
 for use. 
 
 71. They must regulate the places where 
 hacks, omnibuses and other vehicles shall be 
 allowed to stand, and where drivers thereof, and 
 persons representing hotels, or otheir persons not 
 in the employ of the Company, shall remain 
 while on the Company's premises; and any per- 
 son not conforming to such regulations must be 
 removed. 
 
 72. All loiterers, or disorderly and riotous 
 persons interfering with the comfort or conveni- 
 ence of passengers or with the employes of the 
 Company in the performance of their duties, and 
 all unauthorized persons who may offer for sale 
 on the Company's premises, tickets, goods, or 
 merchandise of any description, must be re- 
 moved. 
 
21 
 
 73' Agents must practice and enforce econ- 
 omy in the use of supplies; be prompt in mak- 
 ing all required reports, remittances or other re- 
 turns, and in answering correspondence, tracers 
 and telegrams. In furnishing copies of any pa- 
 pers on request from a proper official, such copies 
 must be plainly marked "Copy" or ''Duplicate/' 
 
 The use of pencil on business documents or 
 papers is strictly forbidden. Pen and ink must 
 be used. 
 
 74. They must see that the freight and 
 passenger tariflfs, Time-tables and all notices to 
 passengers are neatly posted in conspicuous 
 places in their stations. The posting of other 
 advertising matter on the Company's premises 
 is prohibited, except when specially authorized 
 by proper authority; and such matter must be 
 put up only at places designated for the purpose. 
 
 75. They will not absent themselves from 
 duty or leave their stations in charge of others 
 without special permission from the Superintend- 
 ent or Train Master. They are required* to 
 know that Operators are at their posts at the 
 proper time, conduct themselves becomingly, at- 
 tend to their duties, and that they keep at hand 
 the necessary signals in order and ready for use. 
 
 y^. They must have their ticket offices open 
 at least thirty minutes befoire the leaving time 
 of any passenger train, or freight train permitted 
 to carry passengers, and keep them open until the 
 departure of such trains, and they should make 
 every proper effort to prevent passengers getting 
 on the trains without tickets. 
 
 yy. They must not sell tickets to points at 
 which trains do not stop; nor for extra trains 
 
r 
 
 22 
 
 without instructions to do so; nor to persons who 
 are not in a condition to take care of themselves 
 (unless accompanied by a proper person), or 
 whose conduct might endanger their own lives 
 of jeopardize the safety or protection of other 
 passengers on the train. 
 
 78. They must take pains to give passengers 
 all tl\e information they can as to route, changes 
 of cars and time of trains ; and should keep them- 
 selves fully informed upon these matters. 
 
 79. They will, except where Yard Masters 
 are employed, be held responsible for the proper 
 position and security of switches and safety ap- 
 pliances at their stations, and must personally 
 know that all switches are set and locked on the 
 main track at least ten minutes before any regular 
 train is due, and before leaving their stations at 
 night. This is not intended to relieve Con- 
 ductors and others from the care of switches 
 they may use. Agents must know that their 
 tracks are clear and unobstructed, and stop ap- 
 proaching trains unless all is right. 
 
 80. They must know that all cars standing 
 on the side tracks have their doors closed and 
 fastened except while loading or unloading, that 
 they are entirely out of the way of passing trains, 
 aild in no case without the brakes being properly 
 applied. If the brakes are out of order, the 
 wheels must be blocked. 
 
 81. They must see that the doors and win- 
 dows of all loaded cars are closed, securely fast- 
 ened and sealed before being placed in trains, 
 and, when loaded with powder, hay or like com- 
 bustible articles, batten doors and windows as 
 
23^ 
 
 i 
 
 protection against fire. It is their duty to report 
 to the Superintendent and Train Master any ne- 
 glect, carelessness or wilful disregard of orders 
 on the part of employes or others that may come 
 to their knowledge, when such act is calculated 
 to endanger the safety of the road or trains. 
 
 82. They will give Conductors directions for 
 the placing of cars, and will see that cars placed 
 for loading are in proper position and condition 
 to receive freight. Care must be taken as far 
 as possible to furnish cars of sufficient capacity 
 to carry the freight offered for shipment, without 
 exceeding their marked capacity. Cars must 
 not be loaded beyond ten per cent, in excess of 
 their marked capacity, and when cases do occur 
 where shippers load, or connecting lines deliver, 
 cars in excess of this standard, such cars must 
 not be put in trains without a special order from 
 the Superintendent or Train Master, to whom 
 such cases must be reported by wire at once ; 
 and when practicable to obtain a report of Car 
 Repairer's examination of the condition of such 
 cars, it must go with the Agent's report, or as 
 soon thereafter as practicable to obtain it. 
 
 83. They must handle freight promptly, 
 and prevent undue detention of cars at theif 
 stations. 
 
 84. When a car is left at any station short 
 of its destination on account of defects, notice 
 must be sent to the Superintendent or Train 
 Master at once by wire, giving car number, con- 
 tents, destination and nature of defect. 
 
 85. When possible, regular way-bills must 
 accompany cars. When forwarded by passenger 
 train, they must be sent by registered baggage 
 
24 
 
 package. Agents making way-bills for cars that 
 are to be stopped off in transit to unload a part 
 of contents, or to finish loading, or for cars that 
 we loaded with com to be shelled, or grain to be 
 cleaned, will enclose them in envelopes, placing 
 bills for only one car in each envelope. 
 
 86. They will be responsible for the proper 
 checking of all freight forwarded or received. 
 
 87. Oils, naptha, benzole, gasoline and tar, 
 in barrels, will not be loaded in box cars. Stock 
 cars must be used for this purpose and thor- 
 oughly cleaned of all litter before loading. Such 
 freight must not be loaded or unloaded through 
 a freight house except in day-time. A particular 
 place snould be designated for it, and other pro- 
 perty liable to injury by contact with it must, 
 under no circumstances, be piled in or on that 
 particular place. Lights must in no case be al- 
 lowed near the packages, either in or outside of 
 cars. Empty oil barrels (old) should be loaded 
 in stock cars when such cars are available. 
 
 88. In. shipping grain, coal, coke, ore and 
 other freight that would naturally come in con- 
 tact with the outer door, and thus be in danger 
 of loss, the grain doors must be turned down. 
 If, in the discretion of the forwarding Agents, this 
 is not necessary, the doors must be carefully 
 thrown back out of the way, and not used. When 
 cars are used for merchandise, grain doors must 
 be put up out of the way, that they may not in- 
 terfere with loading or unloading. 
 
 89. Agents must prevent the unnecessary 
 and injurious practice of cleating the doors of 
 cars, which are provided with proper fastenings 
 to keep them closed securely when desired, and. 
 
25 
 
 nothing else is needed for the purpose. They will 
 also see that no advertising matter of any kind, 
 either posters or boards, is allowed to be placed 
 on freight equipment, except by special permis- 
 sion from, the Superintendent. 
 
 90. Agents will be charged personally with 
 the care of temporary grain doors and grain door 
 boards received in cars, empty or loaded, if the 
 load is taken out at their station, as well as grain 
 doors and boards received from the supply de- 
 partment on requisition. These must be stored 
 in the freight house for safe keeping. Tempor- 
 ary grain doors and boards must be taken out as 
 soon as a car arrives or is unloaded, and account- 
 ed for to the Superintendent at the end of each 
 month. At stations where grain is unloaded 
 into elevators or transferred, surplus grain doors 
 and boards should be reported to and held for 
 orders from the Superintendent. 
 
 91. Agents must see that stock yards are 
 always in good condition for use, and that the 
 gates of pens and chutes are kept closed and 
 fastened securely when not in use. Company 
 stock yards must not be used as feeding or stor- 
 ing pens. 
 
 92. Stock car bedding must not be thrown 
 out of cars between tracks at stations. When 
 cleaning cars, they should be unloaded on the 
 outside of the station tracks. 
 
 93. Great danger of fire arises from hay in 
 boxes on top of palace stock cars being left ex- 
 posed by loaders and shippers. Agents loading 
 such cars must see to it personally that hay is 
 racked in boxes and covers made fast before 
 billingr. 
 
 J 
 
36 
 
 94* All orders for sealing material must be 
 sent to the Superintendent two months in ad- 
 vance, as the seals are manufactured to ordqr, 
 and no supply kept on hand. Six months^ 
 supply should be ordereu at a time. 
 
 TELEGRAPH EMPLOYES. 
 
 95. The management of the telegraph line* 
 and all other electrical business of this Company 
 will be iu the hands of the Superintendent, sub- 
 ject to the orders of the General Manager or 
 General Superintendent. 
 
 Chief Train Dispatchers, 
 
 96. Chief Train Dispatchers will be appoint- 
 ed by the Superintendent. 
 
 They will be responsible for the proper work- 
 ing of the wires, the prompt transmission of mes- 
 sages, and the economical use of supplies; will 
 have immediate charge of the Operators and joint 
 employes of the telegraph and other departments 
 so far as their telegraphic duties are concerned; 
 and, in all matters relating to the telegraph de- 
 partment, will see that the Rules are understood 
 and observed by the employes under their control. 
 
 97. They will see that Operators are provid- 
 ed with the necessary supplies for the proper 
 operation of the telegraph department, arrange 
 the regular and extra office hours for Operators, 
 and will have immediate charge of the Linemen 
 upon their divisions and direct them in regard to 
 making temporary repairs. In case of accident, 
 they will see that telegraph communication ill 
 Jppened at the most suitable point at the earliest 
 possible moment. 
 
 IS 
 
^7 
 
 98. They will test the wires upon tlieir divi- 
 sions, and see that a competent person performs 
 this duty in their absence, except where by agree- 
 ment the wire testing is performed by authorized 
 parties at the commercial office of the Telegraph 
 Companies. 
 
 Operators. 
 
 99. Telegraph Operators on each District 
 will be under the immediate charge of the Chief 
 Dispatcher, and will respect the authority qf 
 Station Agent. 
 
 100. The first duty of an Operator is to make 
 himself thoroughly familiar with the Rules, and 
 obey them. 
 
 loi. Operators having other duties in con- 
 nection with the telegraph must attend to those of 
 the telegraph first. 
 
 102. They will use great care in adjusting, 
 especially in damp weather, never opening the 
 key until positive that the wire is not being used. 
 Ground wires must never be used except to noti- 
 fy terminal, testing or dispatching offices that 
 the wire is in trouble, or by request of the Train 
 Dispatcher in charge. After reporting trouble, 
 remove the ground wire at once unless other- 
 wise ordered. 
 
 103. In addition to the office call. Operators 
 will sign their own private signal in sending or 
 receiving telegrams, and such letters, with the 
 time of sending, must be shown upon each tqle- 
 ffram. Each telegram received must show on 
 its face the office call from which it was sent, tKp 
 time received, and the signals of sending and re- 
 ceiving Operators. 
 
^8 
 
 104. Telegrams addressed to officials must be 
 put in an envelope, sealed and properly addressed 
 in each and every case. The contents of all tele- 
 grams must be held as confidential. 
 
 105. None but officers of the Company and 
 employes of the office are to be allowed within it. 
 Students will not be allowed in offices without 
 written permission from, the Superintendent, and 
 they must not be allowed to practice upon the 
 main wires, answer calls, or transact business 
 until authorized to do so by the Chief Dispatcher, 
 
 106. The greatest care must be exercised in 
 sending or receiving orders regarding the move- 
 ment of trains by telegraph. 
 
 107. Operators are required to keep a record 
 of the time trains prss their stations, inform 
 themselves in regard to approaching trains, and 
 be prepared to furnish information promptly to 
 such persons as should receive it. 
 
 108. Telegrams should be brief, and address- 
 ed and signed with full names, except that, when 
 limited to one division, initials may be used. 
 Railroad business must be received upon railroad 
 blanks. 
 
 109. Operators will refer to the Superintend- 
 ent (after sending) telegrams that in their opin- 
 ion should have been sent by train mail as per 
 blank 104. When corrections of way-bills or 
 other errors are made by telegraph, a copy of 
 the original telegram shall be sent by the origin- 
 ating office to the Superintendent. 
 
 no. Operators must read all messages care- 
 fully before sending to prevent delay in sending. 
 No message will be transmitted from dictation or 
 otherwise than froi 1 legible copy. When dif- 
 
29 
 
 re- 
 
 or 
 if. 
 
 ficult words occur in messages, transmission 
 must be sIoav and distinct. 
 
 111. All messages must be delivered as 
 promptly as possible. When answers to mes- 
 sages cannot be obtained, the sending office 
 should be promptly notified of the reason. 
 
 112. In case of fog or severe storms liable to 
 affect the movement of trains, track or bridges, 
 the Chief Dispatcher must be promptly notified 
 that he may take precautions for the safety of 
 trains. 
 
 113. Verbal messages regarding the safety of 
 trains, tracks or bridges must not be sent when 
 possible to avoid it. Communications of this 
 character must be made in writing to avoid mis- 
 takes. 
 
 1 14. In case of accident upon the road. Oper- 
 ators will see that no information or account of 
 the same is given to any but those conn cted with 
 the management, and they will neither ask nor 
 answer questions by wire or otherwise, except 
 from or to Train Dispatchers or other officers of 
 the Company, nor converse about the accident 
 in any way. 
 
 115. Contention for circuit, and profane or 
 obscene language upon the wires is forbidden. 
 When the circuit is broken by any proper signal, 
 it must be done at the end of a message, and the 
 sending office allowed to receive its *'0. K.'^ 
 before circuit is broken. 
 
 116. Operators should never refuse to take 
 the business offered by another office. They 
 should explain that it may suffer delay, etc., if 
 such be the case, but take it, send it as far to- 
 wards its destination as possible, and refer the 
 matter to the Siiptrintendent by letter. 
 
 3 
 
^r 
 
 30 
 
 117. When there is but one Operator in an 
 office, he must not leave the office for any length 
 of time, nor close up for the night without per- 
 mission from the Train Dispatcher. 
 
 Where there are both Day and Night Oper- 
 ators, the office must not be left without an Oper- 
 ator, except by like permission, Sundays and 
 holidays not excepted. They are not permitted 
 to exchange places with each other, or to leave 
 their office in charge of substitutes, without per- 
 mission from the Chief Dispatcher. When per- 
 mitted to do so, they must make the substitute 
 fully acquainted with the business of their office 
 and all their duties before leaving. 
 
 118. Upon being relieved, they will take a re- 
 ceipt (in a book provided for that purpose) from 
 the relieving Operator for all important business. 
 Unless absolutely necessary, no arrangement will 
 be allowed between a Day and Night Operator 
 by which either will be required to be on duty 
 longer than twelve consecutive hours. 
 
 119. Each telegram that is delayed murt be 
 noted on its margin or back with the cause of de- 
 lay, and a similar notation made every fifteen 
 minutes until it is forwarded. When the delay 
 is prolonged, a copy of the telegram should be 
 referred to the Chief Dispatcher. 
 
 120. Operators must notify Agents and Night 
 Watchmen where they reside or may be found if 
 needed, and pest in their offices the addresses of 
 all Section or Bridge Foremen whose sections 
 end at or near their stations, that time may not 
 be wasted in calling them in case of emergency. 
 
■J!-* ^!>'.t 
 
 31 
 
 121. operators must keep their tables and 
 instruments clean, must know that all connec- 
 tions, binding posts, screws, etc., are firmly con- 
 nected, and that wires or crossings over build- 
 ings, etc., about their stations are clear and safe. 
 
 122. The local battery must be kept clean and 
 in good working order. The liquid should al- 
 ways cover the zinc, the loss by evaporation be- 
 ing replaced with clean water. A portion of the 
 solution must be dipped off occasionally and re- 
 placed with water. The blue solution should al- 
 ways cover the copper but never reach the zinc. 
 It is much easier to keep a local battery in good 
 order if the vitriol is supplied in small quantities 
 as it is consumed. As a deposit of copper is con- 
 stantly forming, the accumulation should be re- 
 moved when necessary. 
 
 123. Operators will send to the stationed 
 Linemen each month any old zinc or copper they 
 may have on hand. 
 
 124. All instruments necessary for the trans- 
 action of the Company's business at each office 
 will be furnished by the Company, and no other 
 instruments will be allowed therein; and no private 
 lines shall connect with the office of the Company 
 without permission from the Superintendent. 
 
 125. No change in poles, connections with 
 main wires, or changes in instruments or office 
 connections will be allowed without special in- 
 structions from the Superintendent. 
 
 126. Correct time will be sent daily at 10 
 o'clock under the following regulations: Oper- 
 ators at junction and division points will see that 
 the time is repeated on all branch circuits in the 
 same manner and at the same moment that it is 
 
'6Z 
 
 I ,ii 
 
 lit 
 
 Si 
 
 tent upon the main wires. At precisely 9.57 
 A.M., the Operator at the several stations send- 
 ing "time'* will open his key and repeat the word 
 "Time" for two minutes. He will then make 
 "single dashes'' for 30 seconds ; then make 
 "double dots" until precisely 10 o'clock and sign 
 office call. 
 
 At 9 P.M., daily, each dispatching office will 
 compare time with the dispatching offices on ad- 
 joining districts and with offices on its own dis- 
 trict having Standard time-pieces. 
 
 127. The following signals will be honored on 
 any circuit, and preference given: — 
 
 9. Signal for train orders. 
 
 93. President's, Vice-President's, General 
 
 Manager's, General Superintex^dent's bus- 
 iness, (To be used only by his authority.) 
 
 94. Superintendent's business. (To be used 
 
 only by his authority.) 
 
 Ordinary Signals: — 
 
 I. Wait a minute. 
 
 4. Where shall I go aliead? 
 
 5. Have you anything for me? 
 
 10. Keep your key closed. (To be used by 
 Chief Dispatcher or testing Operators 
 only.) 
 
 12. How do you understand? 
 
 13. I (or we) understand 
 18. What is the trouble? 
 
 21. Deliver immediately and get answer. 
 23. Telegram for all offices. All attend and 
 
 take this telegram. 
 25. Busy on other wires. 
 44. Answer quick. 
 yy. Telegram for you. 
 134. Who is at the key ? 
 
33 
 
 128. The printed instructions upon the tele- 
 graph forms of this Company constitute Rules, 
 and should be obeyed the same as though they 
 were contained in the foregoing. 
 
 Bridge and Section Foremen. 
 
 ^ 129. Bridge and Section Foreman will re- 
 ceive instructions from the heads of their respec- 
 tive departments. 
 
 130. Tliey must carefully observe the signals 
 displayed by trains, and be sure that all scheduled 
 trains have passed before obstructing the track. 
 They must never obstruct the main track in any 
 way whatever, without first conspicuously dis- 
 playing all danger signals in accordance with the 
 Rules. 
 
 131. They will, in cases of unusually sevene 
 rain or wind storm that are liable to affect the 
 safety of the road, pass over their sections ahead 
 of trains, and KNOW that the track, bridges and 
 culverts are in safe condition, and report to the 
 Superintendent and Train Master. When neces- 
 sary the entire force should be detailed to watch 
 the road. 
 
 132. They must remove all combustible 
 material from the vicinity of the track, bridges 
 and buildings, and promptly extinguish any fires 
 that may occur along the road. 
 
 133. They must observe the condition of the 
 telegraph lines, and when wires are found crossed 
 or broken or laying on the ground, make tempor- 
 ary repairs, and report to t'le Superintendent 
 and Train Master from the first telegraph station. 
 
r 
 
 34 
 
 TRAIN RULES. 
 
 STANDARD TIME. 
 
 134. Observatory Standard Time is the only 
 recognized standard, and will be transmitted 
 from the designated Observatories to the design- 
 ated offices. 
 
 135. The Standard Time will be telegraphed 
 to all points from the designated offices at 10 
 a.m. daily. 
 
 136. Certain clocks will be designated as 
 Standard Clocks. 
 
 137. Conductors and Enginemen must not 
 take time from any clock unless it is designated 
 as a Standard Clock. 
 
 138. Each Conductor, Engineman, Flagman, 
 Yard Master and Yard Foreman must have a 
 reliable watch, which has been examined and cer- 
 tified to on a prescribed form, by a designated 
 Inspector, and must file such certificate. with the 
 Superintendent or Train Master before he is al- 
 lowed to go on duty. Watches must be exam- 
 ined weekly and certificates renewed every three 
 months. 
 
 (Form of Certificate.) 
 
 CERTIFICATE OP WATCH INSPECTOR. 
 
 This to certify that on 18. . ,. 
 
 the watch of ...i 
 
 employed as • ., 
 
 on the R.. .. 
 
 
 
I 
 
 35 
 
 nas been examined anc' found to be a reliable and 
 accurate time-piece, anc in such irepair as will, in 
 my judgment, with proper usage, enable it to 
 run within a variation noL ^o exceed thirty se- 
 conds per week. 
 
 Name of Maker 
 
 Brand 
 
 Number of Movement ., 
 
 Gold or Silver 
 
 Open or hunting case 
 
 Stem or key winding 
 
 Signed, 
 
 Inspector, 
 Address , , . . 
 
 139. Eacli Conductor and Engineman must 
 compare his watch with the designated Standard 
 Clock before starting on each trip, and register 
 his name and the time he compared his watch 
 on a prescribed form. 
 
 140. Conductors, Enginemen, Flagmen, Yard 
 Masters, and Yard Foremen, whose duties pre- 
 vent them from having access to a Standard clock 
 must compare their Watches daily with those of 
 Conductors and Enginemen who have Standard 
 Time, and have registered as provided in Rule 
 139. Conductors and Enginemen of trains laying 
 up eight or more hours, and not having an op- 
 portunity to compare their watches with other 
 Conductors and Enginemen, who have Standard 
 Time, will call for and receive Standard Time 
 from the Train Dispatcher before commencing 
 their runs. 
 
36 
 
 TIME-TABLES. 
 
 141. A Time-table is the general law governing 
 the time of all regular trains at all stations. The 
 times given for each train on the Time-table is 
 the schedule of such train. Train Masters on 
 their respective districts will require an acknowl- 
 edgment from each Conductor and Engineman of 
 the receipt of a new Time-table before they are 
 permitted to start with an engine or train. 
 
 142. Each Time-table, from the moment it 
 takes effect, supersedes the preceding Time-table 
 and all special instructions relating thereto. A 
 train of the preceding Time-table shall, unless 
 otherwise directed, take the time and rights of 
 the train of the same number on the new Time- 
 table. 
 
 A train of the new Time-table which has no 
 corresponding number on the preceding Time- 
 table shall not run until it is due to start from its 
 initial point on any division after the Time-table 
 takes efTect. 
 
 143. Upon the Time-table not more than two 
 sets of figures are shown for a train at any point. 
 When two times are shown, the earlier is the 
 arriving time and the later the leaving time. 
 When one time is shown it is the leaving time, 
 unless otherwise indicated. 
 
 Regular meeting or passing points are in- 
 dicated on the Time-table by flexures in liill- 
 faced type. 
 
 Both the arriving and leaving time of a train 
 are in fnll-faced type when both are meeting 
 or passing times, or when one or more trains 
 are to meet or pass it between those times. 
 
 Where there are more trains than one to meet 
 ^r pass a train at any point, attention is called to 
 
 ■' 
 
 '■ 
 
 ill 
 
37 
 
 V 
 
 d. 
 
 It by small figures showing numbers of trains 
 to be met or passed. In all cases trains are re- 
 quired to clear and follow as per Rules 204 to 
 210 inclusive. 
 
 144. On the Time-table the words "daily," 
 "daily, except Sunday," etc., printed at the head 
 and foot of the schedule of a train, indicate when 
 it shall run. The following signs placed before 
 the figures indicate: — 
 
 'V regular stop; 
 
 U199 
 
 *V* Stop on signal to receive or discharge 
 passengers or freight; 
 
 *T' stop for meals. 
 
 Trains are designated by numbers, and their 
 class indicated on the Time-tables. 
 
 SIGNAL RULES. 
 
 PIGNALS. 
 
 145. AH employes whose duties may require 
 them to give signals must provide themselves 
 with the proper appliances, and keep them in 
 good order and always ready for immediate use. 
 
 146. Flags of the proper color must be used 
 by day, and lamps of the proper color by night 
 or whenever from fog or other cause the day 
 signals cannot be clearly seen. 
 
 147. Red signifies danger, and is a signal to 
 stop. 
 
 148. Green signifies caution, and is a signal 
 to go slowly! 
 
 149. White signifies safety, and is a signal to 
 go on. 
 
38 
 
 150. Green and white is a signal to be used to 
 stop trains at flag stations for passengers or 
 freight. 
 
 151. Blue is a signal to be placed on a car or 
 an engine to forbid its being moved. 
 
 152. A torpedo, placed on the top of the rail, 
 is a signal to be used in addition to the regular 
 signals. The explosion of one torpedo is a signal 
 to stop immediately; the explosion of two tor- 
 pedoes not more than 200 feet apart is a signal 
 to reduce speed immediately, and look out for a 
 danger signal. 
 
 153. A fusee is a signal which may be used in 
 addition to the torpedoes or other signals. 
 
 154. A flag or lamp swung across the track, 
 a hat or any object waved violendy by any person 
 on the track, signifies danger, and is a signal 
 to stop. 
 
 TRAIN SIGNALS. 
 
 155. A train, while running, must display two 
 green flags by day and two green lights by night, 
 one on each side of the rear of the train, as 
 Markers, to indicate the rear of the train. Yard 
 engines will not display Marker^i. 
 
 156. A train, running after sunset, or when 
 obscured by fog or other cause, must display the 
 1:€ ad-light in front, and two or more red lights 
 in the rear. Yard engines must display two 
 green lights instead of red, except when pro- 
 vided with a head-light on both front and rear. 
 
 157. Each car on a passenger train while run- 
 ning must be in communication with the engine 
 by a bell-cord or an equivalent appliance. 
 
89 
 
 158. Two green flags by day and night and, 
 in addition, two green lights by night, displayed 
 in the places provided for that purpose on the 
 front of an engine, denote that the train is fol- 
 lowed by another train, running on the same 
 schedule and entitled to the same Time-table 
 rights as the train carrying the signals. 
 
 159. Two white flags by day and night, and, in 
 addition, two white lights by night, displayed in 
 the places provided for that purpose on the 
 front of an engine, denote that the train is an 
 extra. These signals must be displayed by all 
 extra trains, but not by yard engines. 
 
 160. A blue flag by day and a blue light by 
 night, placed on or at the end of a car, engine 
 or train, denote that workmen are at work under 
 or about the car, engine or train. The car, en- 
 gine or train thus protected must not be coupled 
 to or moved until the blue signal is removed by 
 the person who placed it. When a car, engine 
 or train is protected by a blue signal, other cars 
 must not be placed in front of it, so the blue 
 signal will be obscured, without first notifying 
 the workman, that he may protect himself. 
 
 WHISTLE SIGNALS. 
 
 161. One long blast of the whistle (thus, ) 
 
 is the signal for approaching stations, railroad 
 crossings and junctions, 
 
 162. One short blast of the whistle (thus, — ) 
 is the signal to apply the brakes — stop. 
 
 163. Two long blasts of the whistle (thus,- 
 — ) is the signal to throw off the brakes. 
 
40 
 
 164. Two short blasts of tlie whistle( thus, - -) 
 is an answer to any signal, except **train parted." 
 
 165. Three long blasts of the whistle (thus, 
 
 )f to be repeated until answered as pro- 
 vided in Rule No. 184, is a signal that tlie train 
 has parted. 
 
 166. Three short blasts of the whistle (thus 
 — ), when the train is standing (to be repeated 
 until answered, as provided in Rule No. 183) is a 
 signal that the train will back. 
 
 167. Four long blasts of the whistle (thus 
 
 -) is a signal to call in a 
 
 Flagman from the west or south. 
 
 Four long followed by one short blast of the 
 
 whistle (thus, ) is the signal 
 
 to call in a Flagman from the east or north. 
 
 168. Four short blasts of the whistle (thus, 
 
 ) is the Engineman's call for signals, from 
 
 Switchtenders, Watchmen, Trainmen and others. 
 
 169. Five short blasts of the whistle (thus, 
 
 ) is a signal to the Flagmen to go back and 
 
 protect the rear of the train. 
 
 170. One long followed by two short blasts of 
 
 the whistle (thus, -) is a signakto be given 
 
 by trains on single track, when displaying signals 
 for a following train, to call the attention of trains 
 of the same or inferior class to the signals dis- 
 played. 
 
 (A.) Should any train on signal track fail 
 to answer whistle signal as above, the train dis- 
 playing the signal will stop at once, and not 
 proceed until the signals are acknowledged. 
 
41 
 
 (B.) Trains on double track will not call 
 attention to signals except when passing trains 
 going in same direction, to be answered as re- 
 quired by Rule No. 164, and in case of failure be 
 governed by Rule No. 170 (A.) 
 
 171. Two long, followed by two short, blasts 
 
 of the whistle (thus, ) is the signal 
 
 for approaching public road crossings, at grade, 
 and to be used by Extra trains when approaching 
 and rounding curves. 
 
 172. A succession of short blasts of the whistle 
 is an alarm for persons or cattle on the track, 
 and calls the attention of Trainmen to danger 
 ahead. 
 
 AIR WHfSTI.E OR BELL-CORD SIGNALS. 
 
 173. One blast of the air whistle when the train 
 is standing, is the signal to start. 
 
 174. Two blasts of the air whistle, when the 
 train is running, is the signal to stop at once. 
 
 175. Two blasts of the air whistle, when the train 
 is standing, is the signal to call in the Flagman. 
 
 176. Three blasts of the air whistle, when the 
 train is running, is tlie signal to stop at the 
 next station. 
 
 177. Three blasts of the air whistle, when the 
 train is standing, is the signal to back the train. 
 
 178. Four blasts of the air whistle, when the 
 train is mnning, is the signal to reduce speed. 
 
 179. When one blast of the air whistle is heard 
 while a train is running, the Engineman must im- 
 mediately ascertain if the train is parted, and, if 
 so, be governed by Rule No. 218. 
 
 MMn 
 
42 
 
 i8o. Signals of the same number of sounds 
 ihall have the same significance when given by 
 other apphances than bell-cords and air whistle. 
 
 LAMP SIGNALS. 
 
 i8i. A lamp swung across the track is the 
 signal to stop. 
 
 182. A lamp raised and lowered vertically is 
 the signal to move ahead. 
 
 183. A lamp swung vertically in a circle across 
 the track, when the train is standing, is the signal 
 to move back. 
 
 184. A lamp swung vertically in a circle at 
 arm's length across the track, when the train is 
 running, is the signal that the train has parted. 
 
 185. A flag, or the hand, moved in any of the 
 directions given above, will indicate the same 
 signal as given by a lamp. 
 
 FIXED SIGNALS. 
 
 186. Fixed signals are placed at junctions, rail- 
 road crossings, stations and other points as re- 
 quired. Special instructions will be issued in- 
 dicating their position and use. 
 
 RULES GOVERNING THE USE OF SIGNALS. 
 
 187. A signal imperfectly displayed, or the ab- 
 sence of a signi at a place where a signal is 
 usually shown, must be regarded as a danger 
 signal, and the fact reported to the Train Master 
 
 188. ITie unnecessary use of either the whistle 
 or the bell is prohibited. They will be used only 
 when required by Rule or Law, or when neces- 
 lary to prevent accident. • 
 
43 
 
 189. When a danger signal (except a fixed 
 signal) is displayed to stop a train, it must be 
 acknowledged as provided in Rule 164. 
 
 190. The engine-bell must be rung before an 
 engine is moved. 
 
 191. The engine-bell must be rung for a quarter 
 of a mile before reaching every public road cross- 
 ing at grade, and until it is passed; and the 
 whistle must be sounded at all whistling-posts. 
 
 192. When two or more engines are coupled 
 to the head of a train, the leading engine only 
 shall display the signals as provided in Rules 
 Nos. 158 and 159. 
 
 193. One flag or light displayed as provided in 
 Rules Nos. 158 and 159 will be regarded the same 
 as if two were displayed; but Conductors and 
 Enginemen will be held responsible for the proper 
 display of all train signals. 
 
 194. When a train is being pushed by an en- 
 gine (except when shifting and making up trains 
 in yards) a white light must be displayed on the 
 front of the leading car at night, or when the 
 train is obscured by fog or other cause. 
 
 195. When a train turns out to meet or be 
 passed by another train the red lights must be 
 removed and green displayed as soon as ^he track 
 is clear, but the red must again be displayed be- 
 fore returning to its own track. 
 
 Head-lights on engines, when on side tracks, 
 must be covered as soon as the track is clear and 
 train has stopped, and also when standing at the 
 end of double track. 
 
/ 
 
 44 
 
 196. The combined green and white signal is 
 to be used to stop a train only at the flag stations 
 designated by the schedule of that train. When 
 it is necessary to stop a train at a point that is 
 not a flag station for that train, a red signal 
 must be used. 
 
 men 
 
 jc useu. 
 
 197. White signals must be used by Watch- . 
 men at public road and street crossings to pre- 
 vent persons and teams from crossing when trains 
 are approaching. Danger signals must be used 
 only when necessary to stop trains. 
 
 CLASSIFICATION OF TRAINS. 
 
 198. Whenever the word train is used it must 
 be understood to include an engine in service 
 with or without cars, equipped with signals as 
 provided in Rules 155 and 156. Regular trains are 
 those represented on the Time-table, and may 
 consist of one or more sections. All sections 
 of a train, except the last, must display signals 
 as provided in Rule No. 158. Extra trains are 
 those not represented on the Time-table. 
 
 199. All regular trains are classified on the 
 Time-table with regard to their priority of right 
 to the track; trains of the first class being super- 
 ior to those of the second and all succeeding 
 classes, and trains of the second class being su- 
 perior to those of the third, and all succeeding 
 classes; and so on indefinitely. 
 
 200. Extra trains may be distinguished as : — 
 Passenger, "Special;** 
 
 Freight, "Extra;" 
 "Work Train." 
 
 201. All extra trains are of inferior class to all 
 regular trains of whatever class. 
 
45 
 
 MOVEMENT OF TRAINS. 
 
 202. A train of inferior elass mnst In all 
 cases keep out of the way of a train of {su- 
 perior cla8N. 
 
 203. On single track, all trains in one direc- 
 tion, specified in Time-table, have the absolute 
 right of track over trains of the same class run- 
 ning in the opposite direction. 
 
 204. When trains of the same class meet on 
 single track, the train not having right of track 
 must take the siding and be clear of the main 
 track before the leaving time of the opposing 
 train; but such train must not pass the switch 
 to back in on a siding until after the arrival of 
 the opposing train, unless otherwise directed by 
 special instructions. When necessary to back 
 in on the siding, before passing the switch, a 
 Flagman must be sent out in the direction of the 
 opposing train as per Rule No. 216. 
 
 205. When a train of inferior class meets a 
 train of superior class on single track, the train 
 of inferior class must take the siding and clear 
 the train of superior class five minutes. A train 
 of inferior class must keep five minutes oflF the 
 time of a train of superior class following it. 
 
 206. A train must not leave a station to follow 
 a passenger train until ten minutes after the de- 
 parture of such passenger train, unless some 
 form of block signal is used. 
 
 207. Passenger trains following each other 
 must keep not less than ten minutes apart, unless 
 some form of block signal is used. 
 
 208. Freight trains following each <other must 
 
 4 
 
y^ 
 
 46 
 
 keep not less than five minutes apart (except in 
 closing up at stations or at meeting and pass- 
 ing points) unless some form of block signal is 
 used. 
 
 209. A train must not leave a station expect- 
 ing to meet or to be passed at the next station by 
 a train having the right of track, unless it has 
 ample time to reach such station, and clear the 
 track as per Rules Nos. 204 and 205. 
 
 210. A train not having right of track must be 
 entirely clear of the main track by the time it is 
 required by Rule to clear an opposing train or la 
 train running in the same direction; failing to do 
 so, it must be immediately protected, as pro- 
 vided in Rule No. 216. 
 
 211. Except at meeting or passing points, as 
 provided in Rules 204 to 210, inclusive, a trtain 
 must not arrive at a station in advance of its 
 ichedule arriving time, when shown. 
 
 A train must not leave a station in advance 
 of its schedule leaving time. 
 
 212. All trains must stop at schedule meeting 
 or passing points on single track, if the train to 
 be met or passed is of the same class, unless the 
 switches are plainly seen to be right and the 
 track clear. The point at which a train should 
 stop is the switch used by the train to be met or 
 passed in going on the siding. 
 
 When the expected tmin of the same class is 
 not found at the schedule meeting or passing 
 point, the train having right of track must ap- 
 proach all sidings prepared to stop, until the 
 expected train is met or passed. 
 
 213. All trains must approach stations, the 
 
 U 
 
47 
 
 end of double track, junctions, railroad cross- 
 ings at grade, and drawbridges, prepared to stop, 
 and must not proceed until the switches or sig- 
 nals are seen to be right, or the track is plainly 
 seen to be clear. 
 
 Wliere required by law, all trains must 
 Biop. 
 
 214. A train must not leave its initial station 
 on any division, or a junction, or pass from 
 double to single track, until it is ascertained that 
 all trains due, which have the right of track over 
 it, have arrived or left. 
 
 215. When it is necessary for the Flagman to 
 go back to protect the rear of his train, the 
 next Brakeman must immediately take the Flag- 
 man's position on the train, and remain there 
 until relieved by the Flagman; and on passenger 
 trains tlie Baggageman must take the place of 
 the front Brakeman whenever necessary. 
 
 216. When a train stops or is delayed, under 
 circumstances in which it may be overtaken by 
 a following train, the Flagman must go back 
 immediately with danger signals at least 15 tele- 
 graph poles (800 yards), and when on a curve 
 or descending grade as much farther as is neces- 
 sary to insure full protection. When re-called 
 he may return to his train, first placing two tor- 
 pedoes on the rail when the conditions require it. 
 
 The front of a train must be protected in the 
 same way, when necessary, by the Fireman. 
 
 217. When it is necessary for a train on double 
 track to cross over to the opposite track, a Flag- 
 man must be sent out with danger signals, as 
 provided in Rule No. 216. 
 
r 
 
 48 
 
 218. If a train parts while in motion, Trainnien 
 must use great care to prevent the detached parts 
 from coming into collision. Enginemen must 
 give the signal as provided in Rule No. 165, and 
 keep the front part of the train in motion until 
 the detached portion is stopped. 
 
 The front portion will have the right to go 
 back, regardless of all trains, to recover the de- 
 tached portion, first sending a Flagman with 
 danger signals a sufficient distance in advance in 
 the direction in which the train is to be backed, 
 and running with great caution, at a speed to in- 
 sure absolute safety. On single track all the 
 precautions required by the Rules must also be 
 taken to protect the train against opposing 
 trains. The detached portion mvist uot be 
 moved or passed around until the front 
 portion comes hack. This Rule applies to 
 trains of every class. » 
 
 When it is known that the detached portion 
 has been stopped, and the v/hole occurrence is 
 in plain view, no curves or other obstructions 
 intervening, so that signals can be seen from 
 both portions of the train, the Conductor and 
 Engineman may arrange for the re-coupling, 
 using the greatest caution. 
 
 219. When a train is being pushed by an en- 
 gine (except when shifting and making up trains 
 in yards) a Flagman must be stationed in a con- 
 spicuous position on the front of the leading car, 
 to immediately signal the Engineman in case of 
 danger. 
 
 220. A train starting from its initial station on 
 each division, or leaving a junction, when a train 
 of the same class running in the same direction 
 Is overdue, will proceed on its own time and 
 
49 
 
 rights, and the overdue train will run as pro- 
 vided in Rules 207 or 208. 
 
 221. A train which is delayed, and falls back 
 on the time of another train of the same class, 
 does not thereby lose its rights. 
 
 222. Regular trains twelve hours or more be- 
 hind their schedule time lose all their rights. 
 
 223. A train overtaking another train of the 
 same or superior class, disabled so that it cannot 
 move, will pass it, and, if necessary to enable it 
 to proceed, will take the rights and the ordejrs of 
 the disabled train, and proceed to the first open 
 telegraph office, where it will report to the 
 Train Master. The disabled train will take the 
 rights and orders of the last train passing it, with 
 which it exchanged rights or orders, and proceed 
 until the first open telegraph office is reached. 
 
 224. All messages or orders, respecting the 
 movement of trains or the condition of track or 
 bridges must be in writing. 
 
 225. Trains must not display signals for ^ 
 following train without orders from the Superin- 
 tendent or Train Master. 
 
 226. Extra trains must not be run without an 
 order from the Superintendent or Train Master 
 
 227. When signals displayed for a following 
 train on single track are taken down at any poipt 
 before the following train arrives, the Conductor 
 must inform the Train Master or Superintendent 
 promptly by telegraph, and also the Operator or 
 Switchtender; and the latter, unless there is some 
 other provision for the purpose, must notify all 
 opposing trains of the same or inferior class leav- 
 
#■ 
 
 BO 
 
 ing that point before the train arrives for which 
 signals were displayed. 
 
 If signals are taken down at a point where 
 there is no Operator, Switchtender, or other pro- 
 vision for the purpose, the Conductor must notify 
 all opposing trains of the same or inferior class 
 until he reaches the next telegraph 'ce, when 
 he must inform the Superintendei - or Train 
 Master ; and the Operator, unless there is some 
 other provision for the purpose, must notify all 
 opposing trains of the same or inferior class until 
 directed otherwise by the Superintendent or 
 Train Master. 
 
 If the train for which signals were displayed 
 leaves the main line at a point where there is no 
 Operator, Switchtender, or other provision for 
 the purpose, a Flagman must be left i notify op^ 
 posing trains that it has arrived. 
 
 228. Work trains will be run as Extras under 
 special orders, and will be assigned working 
 limits, and may when necessary occupy the main 
 track against second and third class trains when 
 protected as provided in Rule 216, but must not 
 occupy the main track within ten minutes of first 
 class trains without special orders. 
 
 229. Great care must be used by the Engine- 
 men and Trainmen of a train approaching a sta- 
 tion where any train is receiving or discharging 
 passengers. 
 
 230. Conclnctors will be held responsible for 
 the proper adjustment of the switches used by 
 them and their men. 
 
 Whoever opens a switch shall remain at it 
 until it is closed, unless relieved by some other 
 competent employe. 
 
61 
 
 When there is more tJian one train to use a 
 switch, it must not be left open unless one of the 
 Trainmen of the following train is at the switch 
 and takes charge of it. 
 
 At meeting or passing points, when the train 
 is on siding to clear, and switch locked for main 
 track, the man in charge of switch must take his 
 position on opposite side of track, keeping at 
 least 30 feet from switch target until expected 
 train has passed. 
 
 When a train backs in on a siding to meet or 
 be passed by another train, the Engineman, when 
 his engine is clear of the main track, will also be 
 responsible for seeing that the switch is properly 
 set for the main track. 
 
 231. A train must not start without a signal 
 from its Conductor. 
 
 232. Conductors and EDgrlnemen will be 
 held equally responsible for the violatioQ of 
 any of the Hules srovernin^ the safety of their 
 trains, and they must take every precaution 
 for the protection of their trains, even if not 
 provided for by the Rules. 
 
 233. In all cases of doubt or uncertainty 
 take the safe course and run no risks. 
 
"mmKm^mfvmm 
 
 ¥ 
 
 58 
 
 RULES FOR THE MOVEMENT 
 OF TRAINS BY TELEGRA- 
 PHIC ORDERS. 
 
 450. Special orders, directing movements 
 varying from or additional to the Time-table, will 
 be issued by the authority and over tlie signature 
 of the Train Master. They are not to De used 
 for movements that can be provided for by Rule 
 or Time-table. They must not contain informa- 
 tion or instructions not essentially a part of them. 
 
 They must be brief and clear, and the pre- 
 scribed forms must be used when applicable ; 
 and there must be no erasures, altera- 
 tions or interlineations. 
 
 451. Each order must be given in the same 
 words to all persons or trains direct^ ' affected by 
 it, so that each shall have a duplicate of what 
 is given to the others. 
 
 452. Orders will be numbered consecutively 
 for each day as issued, beginning with No. i at 
 midnight. 
 
 453. Orders must be addressed to those v/ho 
 are to execute them, naming the place at which 
 each is to receive his copy. Those for a train 
 must be addressed to the Conductor and Engine- 
 man, and also to a person acting as Pilot. A 
 copy for each person addressed must be supplied 
 by the Operator. 
 
 454. Each order must be written in fuH in a 
 book provided for the purpose at the Train Dis- 
 patcher's office; and with it must be recorded the 
 
 \ 
 
63 
 
 NT 
 
 lents 
 .will 
 iture 
 used 
 Rule 
 )rma- 
 hem. 
 pre- 
 able; 
 bera- 
 
 same 
 
 ed by 
 what 
 
 itively 
 >. I at 
 
 e who 
 which 
 L train 
 refine- 
 t .A 
 ipplied 
 
 !l in a 
 in Dis- 
 Icd the 
 
 names of trainmen and others who have signed 
 for the order; the time and signals, showing when 
 and from what offices tlie order and responses 
 were transmitted; and the Train Dispatcher's 
 initials. These records must be made at once on 
 the original copy, and not afterward, from me- 
 mory or memoranda. 
 
 it 
 
 455. The terms "superior right'' and " m- 
 ferior right" in these Rules refer to the rights of 
 trains imder the Time-table and Train Rules, and 
 not to rights under Special Orders. 
 
 456. When an order is to be transmitted, the 
 signal " 31 " (as provided in Rule 459), meaning 
 "Train Order," will be given to each office ad- 
 dressed, followed by the word " copy," and a 
 figure indicating the number of copies to be made 
 if more or less than three — thus '* 31 copy 5" 
 
 457. An order to be sent to two or more 
 offices must be transmitted simultaneously to as 
 many as practicable. The several addresses must 
 be in the order of superiority of rights of trains, 
 and each office will take only its proper address. 
 When not sent simultaneously to all, the order 
 must be sent first for the train having the super- 
 ior right of track. 
 
 458. Operators receiving orders must write 
 them out in manifold during transmission and 
 make the requisite number of copies at one writ- 
 ing, or trace others from one of the copies first 
 made. 
 
 459. When an order has been transmitted, 
 preceded by the si'sfnal ** 31," Operators receiving, 
 it must (unless otherwise directed) repeat it back 
 at once from the manifold copv. and in the sue- 
 
54 
 
 I iitt I 
 
 cession in which their several offices have been 
 addressed. Each Operator repeating must ob- 
 serve whether the others repeat correctly. After 
 the order has been repeated correctly by the 
 Operators required at the time to repeat it, the 
 response "O K," authorized by the Train Dis- 
 patcher, will be sent, simultaneously to as many 
 as practicable, naming each office. Each Oper- 
 ator receiving this response will then write on 
 and then reply **i i O K," with his office signal. 
 
 Those to whom the order is addressed, except 
 Enginemen, must tl n sign their names to the 
 copy of the order to be retained by the Operator, 
 and he will send their signatures to the Train 
 Master. The response "complete," with the 
 Train Master's initials, will then be given, when 
 authorized by the Train Dispatcher. Each Oper- 
 ator receiving this response will then write on 
 each copy the word "complete'' ; the time ; and 
 his last name in full ; and will then deliver a copy 
 to each person included in the address, except 
 Enginemen, and each must read his copy aloud 
 to the Operator. The co'/y for each Engineman 
 must be delivered to him personally by the 
 Conductor, and the Engineman must read it 
 aloud to the Conductor, and understand it before 
 acting upon it. 
 
 460, For an order preceded by the signal 
 " 3 1," ** complete " must not be jjiven to the order 
 for delivery to a train of inferior right until 
 **0 K" has been given to and acknowledged by 
 the Operator who receives the order for the train 
 of superior right. Whenever practicable, the 
 signature of the Conductor of the train of super- 
 ior right must be taken to the order and "com- 
 plete" given before the train of inferior right is 
 allowed to act on it. ! 
 
55 
 
 After "OK'* has been given and acknow- 
 ledged, and before "complete'* has been given, 
 the order must be treated as a holding order for 
 the train addressed, but must not be otherwise 
 acted on until "complete" has been given. 
 
 If the line fails before an ofllce lias re- 
 ceived and acknowledged " OK " to an 
 order preceded by the signal ** 31," the order at 
 that office is of no effect, and must be treated as 
 if it had not been sent. 
 
 463. The order, the "O K" and the " com- 
 plete^' must each, in transmitting, be preceded 
 by "31." and the number of the order thus *' 31, 
 No. 10." In transmitting the signature of a 
 Conductor it must be preceded by "31," the num- 
 ber of the order, and the train number, thus, 
 
 *'3 I " No. 10, Train No. 5. Afteracch trans- 
 mission and response the sending Operator must 
 give his office signal. 
 
 464. The Operator who receives and delivers 
 an order must preserve the lowest copy. On 
 this must appear the signatures of those who 
 sign for the order, and on it he must record the 
 time when he receives it; the responses; the time 
 when they are received; his own name; the date 
 and the train number, for which places are pro- 
 vided in the blanks. These copies must be sent 
 to the Train Master. 
 
 466. Should Conductors or Enginemen be re- 
 quired to change off before the completion of 
 their trip, they must exchan.sfe any special orders 
 they may have. Each must know that his orders 
 are perfectly understood by the other, and must 
 carefully compare orders thus received with those 
 in the hands of the Engineman of the train td 
 which he exchanges. 1 | 
 
(r 
 
 \ 
 
 56 
 
 467. For orders delivered at the Train Dis- 
 patcher's office the requirements as to recoird and 
 dehvery will be the same as at other points. 
 
 468. Orders to persons in charge of work re- 
 quiring the use of track in yards oir at other 
 
 Sxoints, authorizing such use when trains are 
 ate, must be delivered in the same way as to 
 Conductors of trains. 
 
 469. An order to be delivered to a train at a 
 point not a telegraph station, or while the office 
 is closed, must be addressed to 
 
 "C and E.y No. (at ), care of- 
 
 99 
 
 
 and forwarded and delivered by the Conductor 
 or other person in whose care it is addressed. 
 " Complete" v/ill be given upon the signature of 
 tJic person by whom the order is to be delivered, 
 who must be supplied with copies for the Con- 
 ductor and Engineman addressed, and a copy 
 upon which he shall take their signatures. This 
 copy he must deliver to the first Operator ac- 
 cessible, who must preserve it, and at once advise 
 the Train Dispatcher of its having been received. 
 
 Orders so delivered to a train must be com- 
 pared by those receiving them with the copy held 
 by the person delivering, and acted on as if "com- 
 plete'* had been given in the ordinary way. 
 
 Orders must not be sent in the manner here- 
 in provided to trains the rights of which are 
 thereby restricted. 
 
 470. When a train is named in an order, all 
 Its sections are included unless particular sec- 
 tions are specified, and each section included 
 must have copies addressed and delivered to It. 
 
I> 
 
 6Y 
 
 4^1. Meeting orders must not be sent for de- 
 livery to trains at the meeting point if it can be 
 avoided. When it cannot be avoided, special 
 precautions must be taken by the Train Dis- 
 patchers and Operators to insure safety. 
 
 There should be, if possible, at least one tele- 
 graph office between those at which opposing 
 trains receive meeting orders. 
 
 An Operator must not acknowledge the re- 
 ceipt of an order for a train that is at his station, 
 the engine of which has passed his train order 
 signal, until he has personally notified the Con- 
 ductor and Engineman that he has orders for 
 them. 
 
 Orders should not be sent an unnecessarily 
 long time before delivery, or to points unneces- 
 sarily distant from where they are to be executed. 
 No orders (except those affecting the train at 
 that point) should be delivered to a freight train 
 at a station where it has much woirk, until after 
 the work is done. 
 
 472. A train, or any section of a train, must 
 be governed strictly by the terms of orders ad- 
 dressed to it, and must not assume rights not 
 conferred by such orders. In all other respects 
 it must be governed by the Train Rules and 
 Time-tables. 
 
 473. Orders once in effect continue so until 
 fulfilled, superseded or annulled. 
 
 Where more than one movement is included 
 iti an order, any part of the order specifying a 
 particular movetne'nt may be superseded. 
 
 Orders held by or issued for a regular tralti 
 ate annulled w'hen such tfain has lost its rights, 
 as provided by Rules 145 and 222, and other traittt 
 will be governed aceot^ihgfly. 
 
1^8 
 
 i 5 
 
 474. A fixed signal must be used at each 
 train-order office, which shall display red when 
 trains are to be stopped for orders. When there 
 are no orders the signal must display white. 
 
 When an Operator receives the signal "31," 
 he must immediately display red, and then reply 
 "red displayed." The signal must not be changed 
 to white until the object for which red is dis- 
 played is accomplished. 
 
 While red is displayed, all trains must come 
 to a full stop, and any train thus stopped must 
 not proceed without receiving an order addressed 
 to such train, or a clearance card on a specified 
 form stating over the Operator's signature that 
 he has no orders for it. Operators must be pre- 
 pared with other signals to use promptly if the 
 fixed signal should fail to work properly. If a 
 signal is not displayed at a. night office, trains 
 which have not been previously notified must 
 stop and inquire the cause, and report the facts 
 to the Train Master from the next open tele- 
 graph office. 
 
 When a semaphore is used, the arm means 
 red when horizontal and white in an inclined 
 position. 
 
 475. Operators will promptly record and re- 
 port to the Train Master the time of arrival and 
 departure of all trains and the direction in which 
 extra trains are moving. 
 
 476. Regular trains will be designated in 
 orders by their schedule numbers, as **No. 10," 
 or "2d No. 10,'* adding engine numbers; extra 
 trains by direction and engine numbers, as ''Ex- 
 tra South Eng., 798"; and all other numbers by 
 figures. Time will be stated in figures only. 
 
59 
 
 477* The following signs and abbreviations 
 may be used; 
 
 Initials for Train Master's signature. 
 Such office and other signals as are ar- 
 ranged by the Superintendent. 
 C & E — for Conductor and Engineman. 
 O K — as provided in these rules. 
 Min — for Minutes. 
 June — for Junction. 
 Frt — for Freight. 
 No — for Number. 
 Eng — for Engine. 
 Sec — for Section. 
 Opr — for Operator. 
 9--"to clear the line for Train Orders, and 
 
 for Operators to ask for Train Orders. 
 31 — ^for Train Order as provided in the 
 
 ruHes. 
 R. D. — Red Displayed. 
 The usual abbreviations for the names of 
 
 the months and stations. 
 
/ 
 
 60 
 
 FORMS OF TRAIN ORDERS. 
 
 Form A.— Fixing Meeting Point for Opposing Train 
 
 and will meet at . 
 
 EXAMPLES- 
 
 ii ' 
 
 No, I Eng — and No. 2 Eng — will meet ai 
 Bombay, 
 
 No. s Eng — and 2nd No. 4 Eng — will meet at 
 Siam. 
 
 No, 5 Eng — and Extra East Eng, p^ will meet 
 at Hong Kong, 
 
 Extra East Eng, 652 and Extra West Eng, 2^1 
 will meet at Yokohama. 
 
 Trains receiving this order will, with respect 
 to each other, run to the designated point, and 
 having arrived there will pass in the manner pro- 
 vided by the Rules. 
 
 When necessary to send an order to a train 
 having the right to the track at a station named 
 as the meeting point, the following addition to 
 the order will be made, and is notice to the 
 opposing train to approach the meeting point 
 with care and under control, as the train having 
 the right to the track will approach, without ex- 
 pectation of a meeting, viz.: "This order will 
 be delivered to train No. at meeting point." 
 
61 
 
 forrii B— Authorising a Train to Pass or Ru' Ahead 
 A»Dth3r Train Running in tha Sim 3 Directn. 
 
 tO^ 
 
 (I.) 
 (2.) 
 
 will pass at 
 
 will run ahead of 
 
 EXAMPLES. 
 
 (i.) — No, I Eng — will pass No, 3 Eng — (U 
 Khartoum. 
 
 (2,) — No, 4 Eng — will run ahead of No, 6 
 Eng — Bengal to Madras. 
 
 When under this order a train is to pass an- 
 other, both trains will run according to Rule to 
 the designated point, and there arrange for the 
 rear train to pass promptly. 
 
 For C. — Giving a train of Inferior Right the Right of 
 Track Over an Opposing Train of Superior Right. 
 
 to- 
 
 has right of track over 
 
 EXAMPLES. 
 
 (i.) — No. I Eng — has right of track over No, 
 2 Eng — Mecca to Mirbat. 
 
 (2.) — Extra East Eng — has right of track over 
 
 No. s Eng — Natal to Ratlant. 
 
 This order gives a train of inferior right the 
 right of track over one of superior right, to a de- 
 signated point. 
 
 If the trains meet at the designated point, the 
 train of inferior right must take the siding, un- ' 
 less the Rules or orders otherwise indicate. 
 
 Under this order, as illustrated by example 
 
 5 
 
7 
 
 62 
 
 {i), if the train of superior right reaches the 
 designated point before the other arrives, it may 
 proceed, provided it keeps clear of the schedule 
 time of the train of inferior right as many min- 
 utes as the inferior train was before required by 
 the train rules to keep clear of the superior 
 train. 
 
 If the train of superior right, before meeting 
 reaches a point beyond that named in the order, 
 the Conductor must stop the other train where 
 it is met, and inform it of his arrival. 
 
 Under example (2) the train of superior right 
 cannot go beyond the designated point until the 
 extra train arrives. 
 
 When the train of inferior right has reached 
 the designated point, the order is fulfilled, and 
 the train must then be governed by Time-table 
 and Train Rules or further orders. 
 
 This following modification of this form of 
 order will be applicable for giving a work train 
 the right of track over all other trains, in case 
 of a wreck or break in the track. 
 
 EXAMPLE. 
 
 Work Train Eng — 2/^ has right of track over 
 all trains between Stockholm and Edinburgh from 
 7 p.m, 
 
 This gives the work train the exclusive right 
 of the track between the points designated. 
 
 D.— Giving all Regular Trains the Right of Track 
 Over a Given Train. 
 
 All regular trains have right of track over 
 between and . 
 
 •5^ 
 
63 
 
 EXAMPLE. 
 
 All regular irains have right of track over No. 
 I Eng — between Moscow and Berlin. 
 
 This order jjives to any regular train of in- 
 ferior right receiving it the right of track over 
 the train named in the order, and the latter must 
 clear the schedule times of all regular trains, the 
 same as if it were an extra. 
 
 Form E. — Time Orders. 
 
 (I.) 
 
 for 
 
 (2.) 
 
 will run 
 
 late 
 
 to 
 
 will wait at 
 
 until 
 
 EIAMPI.FS. 
 
 (i.) — No. I Eng — will run 20 min. late Joppa • 
 to Mains, 
 
 {2.) — No. 2 Eng — will wait at Muscat until 10 
 a.m. for No. i Eng — . 
 
 Form (i) makes the schedule time of the 
 train named, between the points mentioned, as 
 much later as the time stated in the order, and 
 any other train receiving the order is required 
 to run with respect to this later time, the same as 
 before required to run with respect to the regular 
 schedule time. The time in the order should 
 be such as can be easily added to the schedule 
 time. 
 
 Under Form (2) the train of superior right 
 must not pass the designated point before the 
 time given, unless the other train has arrived. 
 The train of inferior right is required to mn with 
 respect to the time specified , the same as before 
 
7 
 
 64 
 
 required to run with respect to the regular sche- 
 dule time of the train of superior right. 
 
 Form F. — For Sections of Regular Trains. 
 
 ^will carry signals to ■ for 
 
 EXAMPLES. 
 
 No. I Eng — will carry signals Astrakhan to 
 Cabul for Eng. 8^. 
 
 2d No. I Eng — will carry signals London to 
 Dover for Eng. po. 
 
 This may be modified as follows: — 
 
 Engines yo, 8^ and po will run as ist, 2d and 
 jrf sections of No. i, London to Dover. 
 
 For annulling a section: 
 
 Eng. 8$ if annulled as 2d section of No. i from 
 Chatham, 
 
 If there are other sections following add: 
 
 Following sections will change numbers accord" 
 mgly. 
 
 The character of a train for which signals are 
 carried may be stated. Each section affected by 
 the order must have copies, and must arrange 
 signals accordingly. 
 
 Form G. — For Arranging a Schedule for an Extra 
 
 Train. 
 
 (i.) Eng. ^will run special, leaving— 
 
 on on the following schedule, and will 
 
 have the right of track over all trains: 
 
 " ■-■■-■- 
 
 mmaaiimm 
 
65 
 
 Leave 
 
 Arrive 
 
 EXA.VPLK, 
 
 (i.) Eng. 77 will run special, leaving Turin on 
 Thursday, Feb. lyth* on the following schedule, and 
 will have the right of track over all trains: 
 
 Leave Turin ii jo p.m. 
 
 ** Pekin 12 25 a.ni, 
 
 " Canton i 41 a.m. 
 Arrive Rome 2 22 a.m. 
 
 Example (i) may be varied by specifying par- 
 ticular trains over which the special shall^ or shall 
 not have right of track, and any train over 
 which the special is thus given the right of track 
 must clear its time as many minutes as such 
 train is required to clear the schedule time of a 
 first-class train. 
 
 Form H. — Extra Trains. 
 
 • will run extra to 
 
 KXAMPLK. 
 
 (a.) Eng. pp will run extra Berber to Gasa. 
 
 A train receiving an order to run extra is not 
 required to guard against opposing extras, un- 
 less directed by order to do so, but must keep 
 clear of all regular trains, as required by Rule. 
 
 A "work train" is an extra, for which the 
 above form will be used for a direct run in one 
 direction. The authority to occupy a specified 
 portion of the track, ns an extra while working, 
 will be given in the following form: 
 
66 
 
 (6.) Eng. 2p2 will work 7 a.m. untu 6 p.m, be- 
 tween Berne and Turin, 
 
 The working limits should be as short as 
 practicable, to be changed as the progress of the 
 work may require. The above may be com- 
 bined, thus: 
 
 (c.) Eng. 2^2 will run Extra Berne to Turin and 
 work 7 a.m, until 6 p.m. between Turin and Rome, 
 
 When an order has been given to "work*' be- 
 tween designated points, no other extra must be 
 authorized to run over that part of the track 
 without provision for passing the work train. 
 
 When it is anticipated that a work train may 
 be where it cannot be reached for meeting or 
 passing orders, it may be directed to report for 
 orders at a given time and place, or an order 
 may be given that it shall clear the track for (or 
 proteci itself after a certain hour against) a de- 
 signated extra by adding to example {b) the fol- 
 lowing words: 
 
 (d) And zvill keep clear of (or protect itself 
 against) Extra South Eng. 22^ between Antwerp 
 and Brussels after 2 10 p.m. 
 
 In this case extra south Eng. 223 must not 
 pass the northernmost station before 2 10 p.m., 
 at which time the work train must be out of the 
 way, or protecting itself (as the order may re- 
 quire) between those points. 
 
 When the movement of an extra train over 
 the working limits cannot be anticipated by these 
 or other orders to the work train, an order must 
 be given to such extra, to protect itself against 
 the work train, in the following form: 
 
67 
 
 .w. be- 
 
 ort as 
 
 of the 
 
 com- 
 
 'in and 
 Rome, 
 
 k*' be- 
 ust be 
 
 track 
 
 ain. 
 ti may 
 ng or 
 )rt for 
 
 order 
 or (or 
 
 a de- 
 le fol- 
 
 itself 
 itwerp 
 
 5t not 
 p.m., 
 of the 
 ly re- 
 over 
 these 
 must 
 ^inst 
 
 (e,) Extra South Eng, j6 will protect itself 
 against work train Eng, p^ between Lyons atui 
 Paris. 
 
 A train receiving this order must run care- 
 fully within the limits named under protection 
 of a flag at least half a mile in advance. 
 
 This may be added to the order to run extra. 
 
 A work train when met or overtaken by an 
 extra must allow it to pass without unneces- 
 sary detention. 
 
 When the conditions are such that it may be 
 considered desirable to require that work trains 
 shall at all times protect themselves while on 
 working limits, this may be done under the fol- 
 lowing arrangements. To example (b) add the 
 following words: 
 
 (f,) Protecting itself against all trains. 
 
 A train receiving this order must, whether 
 standing or moving, protect itself within the 
 working limits (and in both directions on single 
 track), against all trains, in the manner pro- 
 vided in Rule 216. 
 
 When an extra receives orders to run over 
 working limits it mu^" be advised that the work 
 train is within those limits by adding to example 
 (a) the words: — 
 
 (g.) Eng. 2^2 is working between Berne and 
 Turin, 
 
 A train receiving this order must xiin expect- 
 ing to find the work train protecting itself within 
 the limits named. 
 
 Form J — Holding Order. 
 
 Hold at . 
 
68 
 
 li 
 
 KXAMPLES. 
 
 {j.) Hold No. 2 Eng — at Berlin, 
 (^.) Hold all trains east at Berlin. 
 
 As any order for which "OK" has beeii 
 given and acknov^ledged operates as a holding 
 order for the train to which it is addressed, this 
 form will only be used in special cases, to hold 
 trains until orders can be given or for some 
 other emergency. The reason for holding may 
 be added, as "for orders." 
 
 This order is not to be used for holding 
 a train, while orders are given to other trains 
 against it, which are not at the same time given 
 to it in duplicate. It must be respected by Con- 
 ductors and Enginemen of trains thereby direct- 
 ed to be held as if addressed to them. Con- 
 ductors when informed of the order must sign 
 for it, and their signatures must be sent and 
 "complete" obtained. 
 
 When a train has been so held it must not go 
 until the order to hold is annulled, or an order 
 is given in the form: 
 
 may go. 
 
 »> 
 
 This must be addressed to the person or per- 
 sons to whom the order to hold was addressed, 
 and must be delivered in the same manner. 
 
 Form K — Annulling a Scheduled Train 
 
 of is annulled. 
 
 EXAM PI ES. 
 
 (j.) No. I of Feb. 2ptJi is annulled. 
 (2.) No. 3 due to leave Naples Saturday, Feb. 
 2pth, is annulled. 
 
69 
 
 Adding '*from Alaska^* or "between Alaska 
 and Halifax" when appropriate. 
 
 This order takes away all rights of the train 
 annulled, and authorizes any train or person re* 
 ceiving it to use the track as if the train an- 
 nulled were not on the Time-table. 
 
 If a train is annulled to a point named, its 
 rights beyond that point remain unaffected. 
 
 The Train Dispatcher may direct any Oper- 
 ator to omit repeating back an order annulling 
 a train, until he has occasion to deliver it. 
 
 When a train has been annulled it must not 
 be again restored under its original number by 
 special order. 
 
 Form L. — Annulling or Superseding an Order. 
 
 "Order No is annulled." 
 
 This will be numbered, transmitted and sign- 
 ed for as other orders. 
 
 If an order which is to be annulled has not 
 been delivered to a train, the annulling order will 
 6e addressed to the Operator, who will destroy 
 all copies of the order annulled but his own, 
 and write on that: 
 
 Amtulled by order No. . 
 
 An order superseding another may be given, 
 
 adding " this supersedes order No, , ' or 
 
 adding "instead of ." 
 
 EXAMPLES. 
 
 No. I Eng — and No. 2 Eng — will meet at 
 Sparta instead of at Thebes. 
 
 An order that has been annulled or super- 
 
70 
 
 5eded must not be again restored by special 
 order under its original number* 
 
 In the address of an order a nulling or su- 
 perseding another order, the tram first named 
 must be that to which rights were given by the 
 order annulled or superseded, and when the 
 order is not transmitted simiiltaneously to all 
 concerned, it must be sent to the point at which 
 that train is to receive it and the required re- 
 sponse first given, before the or'der is sent for 
 other trains. 
 
 i 
 
 jitittikmMiku 
 
 ^ttMWHI^ 
 
 JriMiiili 
 
pecial 
 
 )r su- 
 lamed 
 )y the 
 L the 
 to all 
 which 
 id re- 
 it for 
 
 I 
 
 lDX^Or:ElJiL.l^& 
 
 • • • o* • • • 
 
 HAND AND LAMP SIGNALS 
 
 MiwMiaa«MMWJi4a 
 
\ l-'l 
 
 ! 
 
73 
 
 Oo ahead-^A motion up and down, 
 
 [See Rule 182.] 
 
75 
 
 * • • • ! 
 
 Slop — A motion crosswise with the track, 
 [See Rule 181.] 
 
7; 
 
 Back tip— 'A motion in a vertioal circle, 
 [S«e Rale 183il 
 
IP" 
 
79 
 
 
 **•**..• 
 
 •••» 
 
 Train Parted^K motion in a vertical circle at arm'a 
 length across the track, given continuously until an- 
 swered by the engineman. 
 
 [See Bnle 184.] 
 
!>^ 
 
 r-f 
 
 c 
 
 V. 
 
 Rl i 
 
 i 
 
 col 
 loi 
 
t:>ta.(3-7SjAjisa:& 
 
 ILLUSTRATING 
 
 MANNER OF USING 
 
 SIGNALS 
 
 AOOORDINQ TO 
 
 THE TRAIN RULES 
 
 NOTE.— Lamps with foup llluinfi»«itc<i] 
 colored faces are reppesented In the fo 
 lowlnft diadpams. 
 
i 
 
 
 if 
 
 i '< 
 
 i 
 
83 
 
 Betf of Train by Dat. 
 
 Qr««i flftgt «i> A, M marken, to indlMl* fMr «f 
 
 [8m Bnle 16B.] 
 
■' ■? 
 
 S. i 
 
 
 iiii 
 
 I 
 
 si 
 
 d< 
 
86 
 
 Bear of Train by Wlgut while Running. 
 
 «<I« M markers, and Red to rear. *=«•»«• Ma »« 
 
 [See Boles 156 «nd 1S6,J 
 
 N0TE.-.L»mp8 with four lUunf Inated colored faees are repreMat- 
 4one this and the following dlr grains '•preeent- 
 
\ 
 
87 
 
 B«»r of Traia by Hight when on Siding. 
 Qre«D light* at A A. iSoeBulelSB. 
 
 HKSMHmBMHBaHuanmaeM 
 
 .d^ 
 
m 
 
89 
 
w 
 
 
 t 
 
 — 
 
91 
 
 I 
 
 } 
 
 
 © 
 
 §7^ 
 
 _ 00 ■*» 
 
 S • <« 
 
 ^ 9 B 
 
 ^ " 5 
 
 a lO K-i 
 
 ai.? 
 
 3 ts s 
 
 S« - 
 
 S s ^ 
 
 >» 2 .2 
 .o e« -^ 
 
 "2 d - 
 
 fl8 08 ^a 
 
 ^ "S -TJ 
 
 Hi 
 
 9 gj 5 
 
 ST ff 
 
 « ^ 2 
 ► « .5? 
 
 ^4 
 
 

 -^>. 
 
 .0^. ^'^ 
 
 IMAGE EVALUATION 
 TEST TARGET (MT-3; 
 
 
 1.0 
 
 I.I 
 
 1.25 
 
 ■ so 
 
 2.5 
 
 li 
 
 1^ 1^ 
 
 :^ 1^ 12.0 
 
 18 
 
 U III 1.6 
 
 % 
 
 <? 
 
 /; 
 
 
 /; 
 
 ^^.. 
 
 w 
 
 ^ 
 
 iV 
 
 \\ 
 
 
 
 ^_:^' 
 
 ■^ 
 
r 
 
 
 
93 
 
 Locomotive Eunning Backward by Day without C]»rf, or 
 Pushing Cars» and carrying Signals for Train followia«. 
 
 Bule.— Green flags at A and B. 
 
 Green flag at A as provided by Rule 168. 
 
 Green flaj; at B ae marker. [See Rules 156 and 158.] 
 
 J 
 
to 
 
 \ 
 
95 
 
 locomotive Running Backward by Day withoiit ro*. 
 
 Pushing Cars, and RunninKa ^^"'' '' 
 
 Rule.-White flag at A and Green flag at B. 
 
 Whit© flag at A as provided by Rule lee. 
 
 Green flag at B as marker. [See Rules 155 and I59.J 
 
if 
 
 ill 
 
 
 I 
 c 
 c 
 
 of 
 
 -i,^ 
 
97 
 
 LocomotiTe Eunning Backward by Night without Cars or 
 Pushing Cars, and carrying Signals for Train foUowing. ' 
 
 Rule.— Oreen light and green flag at A and oombfcation light>t;;B 
 Orera light, and green flag at A as provided by RoIe.lM. 
 Combination light at B showing Green on side and In; dlr«otk» 
 engine if moving, as.marker, and Red in opposite direction. 
 
 [See Rules 155, 156 and 158.] 
 
 NOTE.— The diagram Is intended to indicate the general loc«tioa 
 of the flag at A, not the metliod of attaching the staff. 
 
US) 
 
 
 43 * 
 
 
 4 
 
 at 
 It 
 
 ha (D 
 
 Si 
 
 o 
 
 o 
 u 
 o 
 
% 
 
01 
 
 9 
 
 ii A 
 
 .2 « 
 
 <« 2 
 
 {I » 
 
 * ^ 13 
 
 CB 
 
 o 
 
 »^ 
 ■♦a 
 
 
 ^ 
 
 to 9 
 
 « ® 
 2 ' 
 
 Q « 
 
 at 
 
 ■^^ OB 
 
 a a 
 
 S3 
 '■I 
 
 oa 
 

 
103 
 
 locomotive Rnnniag Backward by Night without Cars, or 
 Pushing Cars, and carrying Signals for following Train. 
 
 Rule.- Green lights and green flags at A A. Combination lights at 
 B B, shoM'iiig Green on side and in direction engine is moving, and 
 Red in opposite direction. 
 
 Green lights and green flags at A A as provided by Rule 158. 
 
 Combination lights at B B, showing Green as provided by Rule 155 
 and Red as provided by Rule 166. 
 
 LSee Rules 155, 156 and 158.] 
 
 NOTE.— The diagram is intended to indicate the general location 
 »f the flags at A -A, not the method of attaching the staff. 
 

 3 
 
105 
 
 8 
 
 Locomotive Kunnin^ Backward by Night without Can, or 
 Push .ng Cars, and Running Extra, 
 
 Rnl«.— "Wliite lights and white flags at A A. Combination at B B 
 showing Oreen on side and in direction engine is moving, as markers 
 and Red in opposite direction. 
 
 White lights and white flags at A A, as provided by Rule 169. 
 
 Combination lights at B B, showing Green as provided by Rtil« 
 165, and Red aa provided by Rule 156. 
 
 [See Rules 155, 166 and 159.] 
 
 NOTE.— The diagram is intended to indicate the general looat*oi 
 of the flags at A A, not the method of attaching sts 
 
I 
 
107 
 
 IRKUt OF TENP8R.J 
 
 LocomoUve Bunn'ag Forward by Day without Cars. 
 R«l«.— Green flags by day, as markers. [See Rule 155. 
 
f 
 
 .. 
 
109 
 
 (IUm <i» Tniaim.) 
 
 V 
 
 LoMMQittTe Bnimiiig Jfonrard without Can by Kisht. 
 
 Bml*.— Combination lii^ti at ▲ A. showing Green m proTidedby 
 Bale 166, and Red as {troTided by Bole 16ft. 
 
 LSee Bolee 166 and 166.] 
 
7 
 
 X 
 
 X-f 
 
 'IOi5 
 
 

 Ill 
 
 Locomotive Running Backward ly Night- 
 Rule.-White light at A. [See Rule 194.] 
 
 ^ 
 
 8 
 

113 
 
 FasMnger Train being pushed by an Engine by Nigiht 
 
 Rule. ^ White light on front of leading oar, 
 
 [See Role 194 ; also Rule 219.] 
 
y 
 
 \ 
 
 ■■ita 
 
115 
 
 Freight Train being pushed by an Engine by liishx 
 Rule.— White light on front of leading car. 
 [See Rule 194 ; alBO Rule 219.] 
 
 nil 
 
i'. 
 
117 
 
 EXTRACTS FROM THE RAILWAY ACT 
 
 OF CANADA. 
 
 (51 Victoria, Chapter 29.) 
 
 214. The Company may, subject to the pro- 
 visions and restrictions in this and in the special 
 act contained, make by-laws, rules or regulations 
 
 for the following purposes, that is to say: 
 
 For regulating the conduct of the officers, ser- 
 vants and employees of the Company. 
 
 217. All such bylaws, rules and regulations 
 shall be submitted from time to time to the Gov- 
 ernor in Council for approval, and no such by- 
 law, rule or regulation shall have any force or 
 effect until it is approved by the Governor in 
 Council. 
 
 291. Every officer or servant of any company, 
 or any person employed by it, who directs or 
 knowingly permits any baggage, freight, mer- 
 chandise or iumber car to be placed in the rear 
 of the passenger cars, is guilty of a misdemeanor. 
 
 292. Every person who is intoxicated while 
 he is in charge of a locomotive Engine, or act- 
 ing as the Conductor of a car or train of cars, 
 is guilty of a misdemeanor. 
 
 293. Every person who sells, gives or barters 
 any spirituous or intoxicating liquor to or with 
 any servant or employee of any company while 
 on duty, is liable, on summary conviction, to a 
 penalty not exceeding fifty dollars, or to impri- 
 sonment, with or without hard labor, for a period 
 not exceeding one month, or both. 
 
294. Every officer or servant of, and every 
 person employed by the company, who wilfully 
 or negligently violates any by-law, rule or regu- 
 lation of the company lawfully made and enforced, 
 or any order or notice of the Railway Committee 
 or of the Minister, or of an inspecting Engineer, 
 of which a copy has been delivered to him, or 
 which has been posted up or open to hir inspec- 
 tion in some place where his worU or his duties, 
 or any of them are to be performed, if such viola- 
 tion causes injury to any person or to any pro- 
 perty, or exposes any person or any property to 
 the risk of injury, or renders such risk greater 
 than it would have been without such violation, 
 although no actual injury occurs, is guilty of a 
 misdemeanor, r.nd shall, in the discretion of the 
 court before which the conviction is had, and ac- 
 cording as suc:h Court consideirs the offence 
 proved to be more or less grave, or the injury or 
 risk of injury to person or property to be more or 
 less great, be punished by fine or imprisonment, 
 or both; but no such fin shall exceed four hun- 
 dred dollars, and no such imprisonment shall 
 exceed the term of five years. 
 
 295. The company may, in all cases under the 
 next preceding section, pay the amount of the 
 penalty and costs and recover the same from the 
 offender or deduct it from his salary or pay. 
 
 t 
 
 
 oai 
 
^ 
 
 1^ 
 
 iiiilliiliMMI