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Photographic

Sciences
Corporation

23 WCST MAIN STREET

WEbiTER.N Y 14580

( 716) 872-4503

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32X

tfnixd t^m\ t|}«tltt>aft i»f ^m^

GENERAL

RULES AND REGULATIONS

APPUCABLE TO ALL SERVANTS

<»P T<iS

ftBAND TRUNK RAILWAT COMPANY

OF CANADA

AVD

BAUiWATS OPERATED BT IT.

■»♦*■

MONTREAL:

SBMSRAL OFFICES OF THE COMPANY

JANUARY. inOb

237392

^Au r w I ' "^

8. Geaersl Instructions,
10. Signals, . - . - ,
24. Running Rules and Regulations,
44. Telegraph Rules,

66. Numbers of Telegraph Wires,

67. Numerical Telegraph Signals,

69. Conducti^rs, Brakemen, &c., •
65. Conductors, &c, of Passenger and Mixed Trains,

70. Conductors' &c., of Freight Trains

72. Brnkenien,

74. Train Baggagemen,

77. Speed of Engines,

78. Enginiiuien and Firemen,
86. Station -\gent8, -
94. Station Regulations,
96. Statioii BaggagBP.jen, -

102. Porters, - - - .

103. Const able*', - - - .

106. Waichmen,

107. Watchmen at I^vel Crossings

108. Switchmen and Signalmen,
ill. Draw-bridge Tenders,
112. Roadmasters, -
114. Track Repairers, •
121. Repairing Telegrai»h Wires

124. Bridge Inspeciois and Kepaire

125. Bridge Watchmen,

127. Instriiciions in case of Accidents,

129. Regulations for the use and care of the West
inghonee Automatic Air Brakes,

137. Susjiension or Alteration of Rules, • •

138. Certificate of Directors.

138. CertiQcate of Privy Council.

139. Extracts from Consolidated Railway Act, 18781

'8,

}

BVLE

Ito 22

23 to 46

46 to 115

116 to 168

169

170

171 to 198
190 to 216
217 to 224
225 to 233
234 to 248
240

25(»t(.2lK)
291 to 322
323 to 329
330 to 359
360 to 366
367 to 374
375 to 378
379 to 3S4
385 to 397
398 to 403
404 to 414
415 to 440
441 to 446
447 to 451
452 to 460
461 to 464

465 to 49P

500

115

168

eENERill mSTBUCTIOIIS tllD REGUUTIOIIS

APFLICABLIi: TO ALL SERVANTS

OF THI

Grand Trunk Railway Company of Canada

AND BAILWATS OPERATED BT iT.

•:o:-

1 The Rules and Regulations, and Special
Rules and Orders, issued frjm time to time by
the Grand Trunk Railway Company of Canada,
being designed for the security of the lives ot
passengers, and of property entrusted to the
Company for transportation, as well as for the
security of employes engaged thereon, and for
the proper care and oversight of the property
and interests of the Company, every employe is
expected and will be required to yield a willing
and cheerful obedience thereto.

em*

A copy of these rules and regulations wall Each
be given to each employe engaged in the w^ork- sigJt^ipt
ing of the line, and a receipt on a printed form ^^^'''*^«*
taken from him.

In addition to this, a copy of these rules and
regulations, printed on a sheet and framed, will
be hung up in every station, engine shed, and
conductors' room, where it will be open to

tmnloy^'8
when on
duty to
have copy
of ruh" in
their pos-
pessioii, un

the inspection of every employe of the Com*
pany and no excuse will be admitti'd ot want of
knowledge of the rules, should any employe not
have received, and receipted for a coi)y

Should any employe not fully understand
those ?ules, it is his duty to apply to the Super-
intendent for an explanation.

2. Every employe, whose duties require it
shall make himself acquainted with all the
rules and regulations of th«' Company, including
those contained in the working time-table and
ofiriJo"'^" must ki'cp a copy of the same in liis possession,
when cii duty, under a penalty of $1 00 He
must also k<'ep himself advised of the orders
and special instructions issued from time to time

3 Each employe is to devote himself exclu-
sively to the Company's service, residing where
he may be required.

4. He is to obey promptly all instructions he
may receive from persons placed in authority
over him, and to conform to ail regulations of
the Company.

Enprinemen 5- All enffiuemeu when on the line or on
ordVrTof duty, must obey the orders of the Superintendent
dcJTand*"' and the Assistant Superintendents on the respec-
totondenL" ^^^'*^ divisious ovei' wliich they Severally have
jurisdiction, w^hether the same shall be com-
municated verbally, by telegraph, or by written
order. ^

PenaitieB 6. Any employ 6 will be liable to criminal
i^eifcr*^ punishment for disobedience or negligence of

Emi»l(>.v<^B
to reside
where re-
quired

Prompt

obedience

neco86ary

orders, in any way afTocting the safe working of
the trafhc, and to fine*, temporary suspension
from duty, or dismissal, for miscondui t, inrom-
petency, or using improper language, while on
duty.

^ Unless authorized so to do, he is not on
any 0( casion, or under any preten* e xvhatever,
to rt'( eive money from, or grant ree(*i])ts to, any
piTson on the Company's acrount No «'mploye
shall rectuve a fee or reward from any person
without the sanction of the Company.

8 No employe is allowcc' o leave the Com-
pany's servi<e without givi. ^ the noti^ e stijm-
lated by agreement with the Coinpi.ny, or as
otherwise herein provided, and his agreement
or services may terminate on receiving the
same notice from the Company through the
proper officer. Shou'id he leave without giving
such intimation, any money due to him will bo
forfeited. The services of an employe mud by
the day, howsoever paid, may be dispens* d with,
without notice,

9. On leaving the service each employe must
deliver up his uniform or other ])roperty of the
Company entrusted to his care, and if any
of such projMMty sliall have })een iiiij»rnpt'rly
used cr dfuna<?ed, a reduction Iroin the p.ty due
shall be made sulFi* ieiit to make y-ood the
damage, or supply new articles; and it' a tenant
of the (^ompany he must immediately remove
from their premises.

10- Each employ 6 must, when on duty, appear

Employes
not to
reoeiT*
monies, at9,
unless ap-

Stointedto
lo 80 , and
not to tak*
gratuities.

Leaving

Company's

senrioe*

raiforms*
etc., to be
given up*

Appear-

.tiMe and

oonduct on
iatr-

iptot|o»-
uoc on

Inoivility
and im>

{►roper
anguage*

Abfinoe
Cram duty.

in a proper state of neatness and cleanliness, and
those recjunv'd to wear badges must have them
ronsjncuously displsiy^'d Employes mast at all
times be courteous to Jill persons travellini^ou the
line, or otherwise doiiii^ business with th(» Com-
[nuiy, and to e.uh oilier Any rudeness or inci-
vility to passengers will be severely punished

11. No instance of intoxication on duty will
be overlooked ; such an oli'ence will render the
employe comniiliini^ it, liable to instant dismis-
sal, and to punishment by a magistrate,

" Any ptMson in clmrKo of a lo(<»motiVe enirini', or acting aa
**th«' foruliu tftr of a ( ar or train of cars, who is intoxicated,
*♦ Klia I lit* niiilty oia misdemeanor.'' 42 Vict Chapter d, Section
25, Sub-Section 1 1 .

12. j^'trict propriety of conduct, and the avoid*
anct^ of profane or indecent languau'e, espec lolly
in the presence or hearing oi passengers, and
in the transaction of business with others and
with one another, are required, and any act of
incivility or rudeness will be severely dealt with.

13. Employes are strictly forbidden to
enter into an altercation with any person,
whatever provoiation may have been given, but
will, if necessary, make a note of the facts, and
report to their immediate superior.

14. No employe is allowed under any cir-
cumstances to absent himself from duty, without
permission, except in case of illness, and then
notice is to be immediately sent to his superioir
officer, in order that a substitute may be pro-
vided in due time

10 The pay of every man absent from sick-
}i»*ss or otht'r cause, or susp^'iidcd from duty,
may be stopped. The Company reserve the
right to deduct from the pay of any employe
such sums as may be imposed for neglect of duty,
as lines ; also any rent due from him to the Com-
pany, and for fees and other ass(»ssments due to
the Grahd Trunk Railway Superannuation and
Provident Fund Association or Grand Trunk
Railway Insurance and Provident So<iety.

16. Any employe subjecting the Company tx
the service of a saisie-arrff or garnishee order on
his [)ay will be lined live dollars, and wmII be
liable to dismissal lie will also lie held respon-
sible for all expenses incurred by the Company
in connection theri'with.

17. Employes shall not directly or indirfjtly
follow any other business,in Canada or the United
States, connected in any manner with the supply
of goods or material to railway companies, oi
with transportation ; nor are they ])ermitted to
communicate information as to the busin ss ol
the Company, whether by letter, telegraph, or
w^ord of mouth (except where such communica-
tion is made in the discharge of their appointed
duties,) without the permission of the General
Manaiicr.

iS No oliicer or employe shall engage or em-
ploy any servant of the ConiM;niy in the perform-
ance of private services, for hire or otherwise,
on the Company's premises, or elsewhere; nov
shall he applv or reuT^^ "» jinvof ■ •

Stopp^of
piiy, deauO'
tiuiiM, cte.

SuiHie-arrM
or Kamir
shee.

Not to en-
KiiRo in anr
other hvua*
ness.

Company's

servants
not to be
employed
for private
piii-p' *■♦*"

atores or properties of the Company for priv\*fe
purix)sps, or for any other than the Company's
authorized service

Jiaoondiict 19. All employ^'8 in places of trust must report

Sm'".""' any misrondurt, disobedience, or negligence of

lai'itJ'tr/io others, attecting the interests or safety of the

SKSte^ road, the rare of the property, either of

the Company or customers, or the observance

ot the regulations; and the withholding any

such information will be considered a proof of

neglect, the responsibility for which will rest on

themselves.

OomponRa-

_. 20. The regular compensation of employes

SokncR'ior covcrs all Hsk of accidcut. If any employe is

fcjuriefl. disabled by sirkness or other cause, the right

. to (^luim compensation is not recognized. The

Insurance and Provident Fund, which is largely

aided by contributions out of the Company's

revenue, is intended to meet such cases.

All oersons 21. Pcrsous in charge of mails, messengers of

Kfn8"5n- Express Companies, sleeping car conductors

SooSduo- a^d porters, news agents, and those in charge

^' of private cars while with the trains on this

railway, must consider themselves employes oi

the G-rand Trunk Railway Company of Canada

in all matters connected with the movement

and government of the trains, and must conform

to the directions of the conductors thereof

^ooidentR. 22. Whcu a casualty occurs on or off trains,
at or between stations, in station yards, or on
public streets or crossings, or in the event of any
disDutes with passengers, the names and ad-

tic

to
si(
latl
oul

pri > ^t e
ipany's

report
mce of

of the
iier of
rvance
ig any
roof of
rest on

dresses of several witnesses if possible, not in
the Company's service, must be obtained. Par-
ticulars in lull must be reported, so that the
Company's solicitors may be promptly advised
to take such action as may be necessary. Out-
side evidence rs to observance of rules and regu-
lations, signals, &c., should always be obtained
on the spot.

ployes
loye is
right
The
argely
)auy's

ers of
ctors
narge
this
(*s ol
iiiada
ment
form

alus,
|)r on
any
ad-

SIGNALS.

Red., siirnilios DANaEB,

and moans tS'rop.

Grkkn and I'rKTi.K... signify Cautiop^

and nnnni Proceed Catttiously.

White signilios All Right.

23. Th«M*t^ aro ol»nvn kinds of siji^nals :

' Signals.

See plate No. 1

" No. 2

See plates Nos. 3, 4
and 5.

1st. T\w Semaphore.

2nd. The SiNOLE SwrrrH.

8rd. Tln^ Three Throw
SwnvH.

4th. The TwLX Switch.

6th. Thi' Telegraph Signal. See plate No. C.

6th. Railway Level Crossing

SKiNAL.

7th. Flag Signals.

8th. Hand Lamp Signals.

9th. The Detonating Signal.

T'th The Engine Whistle Signal, and

liiii. Th.^ EN(nxE (JoxG Signal.

No. 7.

>AJ»fGKR,

AUTIO]^

.Y.

RiOUT.

iNo. 1
No. 2
OS. 8, 4

No. 6.
No. 7.

PLATE No. 1
THE SEMAPHORE

DANGER
A. P4,ed Light

ALL RIGHT

. Green Light

PLATE No. 2
THE SINGLE SWITCH

SIDING CLOSED
A. White Light

SIDINS OPEN
B. Green or Purple Light

PLATE No. 3
THE THREE THROW

t I 1

SET FOR MAIN LINE.
A. White Light.

•«;

PLATE No. 4
THE THREE THROW.

B. Purple Light.

I^^l

PLATE No. 5
THE THREE THROW

C. Qroen Light

PLATE No. 6
TELEGRAPH SIGNAL

^ Srof> fon Orders

No Orders

A. Red Light

White Light

RLATE. No. 7
RAILWAY LEVEL CROSSING

Ila/f Mile Xotlce Biaru

24 Semaphore Siona.ls, where used, ^<re
placed at a distance from the extreme switch
at each end of stations ; also at each side of
railway crossings and at all junctions. They
must be so constructed as to fly to DANGBB in
case of the wire breaking.

When the line is clear for passage of trains
the arm of the semaphore will not be exhibited,
and at night a green light will be shewn.

When it is necessary to proceed with extra
caution the arm of the semaphore will be lowered
to an angle of 45 degrees or half-way, but this
signal will only be used after an approaching
train has been stopped by the danger signal.

When the arm is extended horizontally— -
that is at right angles with post — or at night,
when a red light is visible, this signifies danger,
and is a signal to stop.

25 Switch Signals consist of discs or arms
for use during the day, and green, purple and
white lights for the night ; they must be
approached with the same caution as is neces-
sary in the case of semaphores.

26. Green and purple lights refer to sidings
only When approaching a switch from any
direction a green light indicates that it is set for
a siding at the right, and a purple one for the
siding at the left hand side. The arm or pointer
on the disc also similarly indicates the position
of the siding. White lights are used at main
line switches and indicate that the main line is
unbroken. In such a case the disc or arm is
Hot displayed.

i7. The straignt or most direct tracji .^ tne
riaiu line.

88. At a twin switch the green and pur-
file lights signify as before stated right and left
lespectively, but the upper Light refers to the
irack beyond the switch and the iower to that
on which the train or engine is approaching.
In the same way the position of the arms on
•Hher side of the post indicates the position oi
the tracks, the black arm referring to the track
beyond and the white to that on which the train
or engine is approaching

29. Telegraph Sionalb ari^ placed at tele*
graph stations, and when turned on exhibit
a disc by day and a red light by night.
When the disc oi red light is exhibited, the
enginemau and conductoi ol any trair or
light engine must not pass oi leave th(? station
until they receive from the operator either a
"Clearance Order," signifying that the Stop
signal is not against their train, or a regular
** Train Order." When there are no orders for
trains the board will be turned off, anci a white
light will be shewn at night,

80. Flag Signals are red, green, and white
lor use in the daytime. The rt^d iiug to be
exhibited in case of danger, or when it is neces-
sary to stop a train, ths lyreen flag when it is
necessary for a train tc protx^ed with . aut on,
and the white flag for all right.

81. Hand Lamp Signals shew a red, green,
or white light, to be used by trainmen, switch-
maw, and signalmen at night, in the same

manner as flag signals are used in the day time.

32. Detonating Signals must be used in
/ill rases of emergency, for stopping or protecting
\ 'ains. in addition to the ordinary signals.

38. Engine Whistle Signals are as follows :

One short whistle — means " Apply the
brak'38."

Two, *• Let go tiie orakes.''

Three " Back up."

Four, " Signal for switch."

Four loner whistles —

"Signal for junction switch."

One long, three short, and one long whistle
'' Train broken loose."

Five long whistles
are for calling in flagmen.

One long whistle —
station warning.

semaphore and

passenger

One low long whistle

platform warning.

Whilst a train is running, a series of short
su«'cessive whistles is a sisrnal of alarm, and is
a warning to trainmen to be on the alert to
apply brakes, if necessary.

One long and two short whistles are

to be sounded when approa< hihg level crossings.

34 The Engine Gong Signal indicates dan- signalsott
ger, and must bea<'tedupon in accordance with ^^
Rules Nos. 101, 115 and 2")8.

36. All trains and light eiigin-^'^' running at
•light must shew two red liu'hts from the rear.

86. A red flag by day aiic^ an additional red

Boglne
EKimberfir

liffht at nigh I, , addition to the head lipfHi,
placed upon the front of an engine, and a red flag
or additional red light fully displayed from the
rear of the train or engine, indicates that the
engine or train is followed by anoth^'r, and this
red signal will absolutely stop all trains going in
the ( ontrary direction until th<^ tuiin or engine
iur which the red signal was carried has arrived

o7. A white flag by day, and a whiti' light in
addition to the usu. ''ghts by night, shewn in
frout ol an engine, and in rear ol' a train or light
engine, indicate that a train is following, beep-
ing out of the way of all regular trains.

38. Engine head lamps are furnished witli
numbers, and with green and red shades.

39. When an engine is attach^^d to a train,
the number of such train must be shewn in the
centre ot the head light, and when without a
train, its own number with a cipher *' O" pre-
fixed, must be exhibited.

40. After sunset and until daylight, engines,
ivhen on the main line, whether coupled to a
train or not, must have the white head ligh^
fully exhibited.

41. When a train is clear in a siding, and
Bwitches set safely for main line, the green
shade must be drawn as a signal that the main
line is clear. When a train is entering a siding
behind another train on the same siding, the
engineman of the rear tram must sound a suc-
cession of short whistles as a signal to the for-
w^ard engineman to expose, and receive a similar
signal from him that he has exposed the white

dflag
m the
»t the
(1 this
iiigin
iigiiie
rivf»d

ht in
^vll in
light

Wlttl

train,
in the

'" pre-

gines,

d to a

ligh^

, and

green
i main
siding
g, the
a suc-
e for-
:milar
vvrhite

Iignt of his head lamp, until he is again sigpialled
that the main line is clear. Before an engine is
moved to come on the main line or foul of
it, the green shade will be withdrawn.* A red
shade denotes danger.

42. In working trains at stations or sidings
cne following si2iial> will be observed : —

The signal to start is given by stretching the
arm at right angles to the body, or by swinging
the lamp overhead.

To stoD, by stretching both arms at right
angles . the body, or by waving anything across
the tra«'k.

To move cautiously, by moving slowly the
hand down towards the track.

To back up, by waving the arm towards the
body, or moving the lamp up and down.

4S A red flag by day or red light by night
waved upon the traik, or the explosion of
a detonating signal, signifies that the train or
engine must come to a full stop. The waving
oi a hat or any like action must not be passea
unnoticed.

44 The absence of a signal al: any place where
one is ordinarily shewn, or a signal imperfectly
exhibited, must be considered as an indication
oi danger, and treated accordingly, and the fatci
reported to the station ageu; r signalman.

45 No employe is allowed to judge of the ne-
cessity of the signals shewn. The responsibility
lor giving them rests with those who exhibit
ihem and it ie absolutely necessary that they be
implicitly and immediately obeyed

SIcnftlste

wombf

traioa.

StHMle
tnST

sifimalfl.

Implioii

obedienoe

tosignab

rime

( _

Em|)li)\d.s
must 1)0

thor.»n«hly
acqu 'info I
with rule-,
otc.

RUNNING RULES AND REG

LATIONS,

46. Evi'ry employe must make himself thor-
oui^hly a(*qiiaii)t(»d with these regulations andal)
spiM'ial orders aud instructions issued by circu-
lars ref<M"rini? to his particular duiir-s, knowing
that a sale working oi' the traiTic depends upon
a faithful and strict coiaidiance 'vvith the Com-
puiy's rules and official orders.

41. The clo 'ks in the t*'lcgra]>h oHfteos at Mon-
treal, Toronto, Hamilton and P'Torbo'-oun-h -v^'ill
shew the Eastern Staiular(l time, wMiich is that
of the 7r)th meridian, West ot G-reenvvich. The
correct time will be telt ;;^raphed to all stations,
and the clocks at Portlaiid, Island Pond, Point
L'vi. l^rockvillo, l>elleville, otratford, Point
E 1 A'ard. Loudon, WiiKiHor, Niao-ara Falls, Fort
iaie, St rhomas, Pahnerston. Harrishurg, Port
1 1 oj)e, Peterborough and Midland will give the
Stan lard time to those who cannot regulate
Ihi^ir watches by the Montreal, Toronto, Hamil-
ton or Pt^terborough clocks. Trains on the
Detroit District and Michigan Air Line, will be
mil by Central Standard time, which is that ot
the 90th meridian, West of Grreenwich, and is
oiK^ hour slower than Eastern Standard time.
The cloitks in the offices at Fort G-ratiot and
Uid^i'wav^ will show Central Standard time.
Conductois and enginemen are required to re-
gulate their watches daily by the standard
time ;, and wheii i^i.nuing where they cannot

rei

of"
latl
lir

W!
<'01

res

■EG^ J - 1 ^e^nlate thoir watrhes vvith the clocks at any
of the above-naiaed stations, they must rf^ii-
late them by the time of the conductor they

If thor-
andalj
T circu-
lowiug
s Upon
Com-

t Moii-
h will
s thit

. The

atioiis,
Point
Point

s Fort

, Port

7e the

filiate

tamil-

1 the

•ill })c

lat of

U(l i^

time,
and

time.

o re-

dard

nnot

111

st meet who has done so.

thcClad.sifioa-
rion of
trains.

48. The Frr Jj faced Altu^^s in time table shew<^i-o^ainar

h, . 1 ' 1 11 stations .

ere trains :,;e to Do cra>sea or passed, and

conductors ar.u engiiicmtii. by referring to cor-

n'spouding Hgures on same line of time table

will see what trains are to be crossed and

passed. No :: ain must leave n station where

another train of the s-ame or superior class

is due except when a crcssinc^ order is received

in writiiii;' from the jSivoe^-intendent, through

the train deo [)citcher.

49. Regular trnns are those shewn on
tinie-tahl \, aud i -.o classed as follows. —

FIRST CLASS.

Through and L >cal Passenger trains.

SECOND CLASS.

Mixed and i^lxpress Freighi; naius.

THIRD CLASS.

Freijicht trains.

50. First cla.ss trains have rin'ht of track over
second and third class trains, and sc, ond class
have rigiit of trnck over :hiid class trains.

51. Irregular trains are tho-e whic-i are nol
shewn in the tinic-t;i])ie, and must keep clear
of all regular and SiuiuJled trains.

52. "When an eiiniiie or train is to follow and {J[j"j\;"^|^^
have riii-ht of trr.ck : . ::• ail other !:rains, a redn*'-^-

iyu

"ii

Trains fol-
lowinp on
signals-

Whistling
iiiid rcdii-
inugsitct'd.

flag by diy and a led light by night, in addition
to tho head iight and two red tail lights, must
be shewn in front of the engine, and in rear of
ihe preceding train or light engine. This red
signal will absolvit«'ly stop all trains going in
the contrary direction, nntil the train or engine
foi wiiK h the red signal was carried has arrived
The iollowmg train or engine must always
be considered as part of, and as having all the
rishis of the L^adiiiG: train or engine, and con-

ZD CD CD

ductors aiid enginenien must so regard it, and
waU for a J th(^ other trains or engines in com-
pany iiid I'iiMitcly^ and cross them all at the same
point AVhcn. o train is to follow, noi having
nulit of track, but keeping out of the way of
all regular trains, n white flag by day, and a
white light m addition to the usual lights, by
night, must be shewn in front of the engine,
and in rear of the preceding train or engine

53 When an enu-ine or train is to follow aii-
othiH' on a red signal, notice thereof must be
given to the despatcher, and to the conductor
and enu'ineman of the preceding train, who will
cause the propei signals to be displayed, and
notifv all conductors of trains they inav cross or
pass tliat a train is following and must be
waited for Conductors and eniiinemen must
always see flags or lamps displayed befon* theii
trains start.

.54. Enii'inemen of trains or light engines carry-
ing red signals will sound their whistles when
approaching trains or engines, to call attention
ti-i the signalfe (vvliuh th*^'" must know are ;*xlu

then
will
^aei

•he

>pat

mil

;ion

see

tel^i

tele

trai

pen

coin

nin;

oited on their engines) and reduce speed so thai
iheir conductors can nolily ♦:>')inni«»u, and they
will not pass such trams until signalled by
Ineir conductors to do so

55 When a red sign.illvKl rraiu loses time, Comiuctors
'he conductor must report to ^ha <Tain de-!:\'^,,J.;'i'ied
spatcher, and ask lor orders and when the sig- ^ '■'""''•
luil is ordered down, or has reached itsdesLina-

lion, the conductor of the train carrying it will
see that a message or notice is wrilten ni the
telegraph book, and that the operator displays
telegraph signals, so as to stop and notily all
t rainmen interested This of course will not diS'
l)ense with the necessity of his also telling
conductors of trains against whom he is run-
ning

56 Condu( tors of trains carrying red signals, conriucton
in addition to seeing that the t«4egraph signal [!,jrrying^
is shewn, and notice is entered in the telegraph red signals.
hook as prescribed, will make sure that the men

they meet on tiains bound in opposite directions,
and affected by the signals, are distinctly notified
of such signals

57. Down white signaJs have right of track Rights of
over up white signals. When a first class train ^'"'""^
overtakes and passes a signalled tram or engine,
it in no way interferes with, or cancels the
riiihts of. the train or enmiie so signalled, and
tje men of aW i rains and engines going in the
opposite direction must so understand it ; but
no train, except a first-class train, must be per-
mitted to come between a signal and the train
being signalled, and the first class train must

h is

:ii

■i

li't

i I

if'

carry a sisfuaim the interveniiifT distance. Sec-
ond and third class trains, when they cannot
make their reguk\r crossing or passing station?*
on time, must keep out of the way of lirst clas^
trains Third class trains must keep out of tht
way of second class trains ; and all trains oi
inferior class must be on the sidings 5 minuteh
before superior class trains, or trains that have
right of track, are due.

Superior. 58. When trainmen of superior class trains
men to look do uot Jind mieiior eiass trains at their proper
ferior^ diss crossing statioiis, they must look out for them
trams. ^^ each statioii until (tossed, and have their

trains under full control, so as to stop short if

necessary.

59. Trains of a like class, rn.nning in the same
dirtM'tion, must not pass each other, unless upon
receipt of special instructions from the Super-
intendent, thi'ough the train despatcher.

Su!»erin-

tendent's

orders.

Delays.

Crains on
sidings-

60. In the event of a train being delayed, ])y
accident or otherwise, striion agents or switch-
men must notify conductors and enginemen of
following trains.

61. Enginemen must keep a sharp look out for
trains on sidings, and when they see one with
the conductor in front of engine exhibiting a red
flag, and hear the engineman of the standing train
sound his whistle three times, they will under-
stand that the train on the siding requires to be
red siu'iuilled to the next telegraph station, and
the engineman of the passing train wil' stop,
and not display the required flag until his con-

due

the
a Ih
timt
whi
and

sign

e. Sec-

cauiiot

station >

•st el as

■is

Ltofth,

•ains oi
niiiutes
at have

trains

proper

>r them

their
hort if

le same

IS upon

Super-

yed, ])y
iwitch-
meu oi'

out for
^ with
^ a red
g" train
under-
■5 to be
1, and
': stop,

S COD-

(

diK'tor is aware oftlie iirriMii^-t^ment. At nij^ht,
the conductor will use the red lump instead of
a Hag, whirh he will raise and lower several
times as ;i siniial, the ensineman blovvinii" his
whisth' as ahove. Whtm th(» \v«»ather is loi»i>-v,
and siunais are dithenlt to discern, ureat caution
must t)e exeitised in their use. Conductors must
al\va\s know when tlieir engine is carrying a
signal.

62 Shtmld a train be held by another between Signals for
teletn-aph stations, the conduct or ot the train thiis'nima.
held may. by giving the siii*nai, as per rule im-
mediately i^receding. require \\u', first train
passing him, bound in the same direction, to
carry a signal for him to th*' next telegraph
station, on his arrival at which he must report
to the train despatches l^]xcept as above, sig-
nals must not be carrii^l for extra tiains unhvss
by jiutliority ot the Superintendent, through the
train despatcher.

63. No interior class train must be allowed, ■^"M-erior

. , . , If. i 1 o • 1 1 '''"•*'s trains.

exeept by special order irom the Superintendent
throniih the train despatcher, to start away Irom
a station ahead of a superior class train, unless
there is ami)ie time at the ordinary running
speed, as per time table, for such interior train
to reach the next station 10 minutes ahead of the
superior class train's time.

64. When an operator receives a message Tor ,^j.';J?^^^'^^
passenger trainmen, warniiiLi them that a trejoht ''^^'^^^'^
uain is running ahead, he will add on the lace trains
of the order the time at which the freight train

left his station.

Hi I

Distance
between
trains.

Orders to
be fully un-
derstood.

Operators
and train-
men to act
promptly.

\*-

crt-

Qb. No ens^ine or train is to be allowed to leave
or pass a si atioii within 10 minutes, and in fog'gy
weather or snow storms within 15 minutes of
another train, g'oing" in the same direction, and
enginemen must endeavour to maintain that
time apart between trains. Conductors must
notify enirinemen when they are closely foL
lowing" other trains.

Q%. The safety of life and property imperative-
ly demands that every person, in any manner
connected with the movements of trains by
special order, should use the utmost care and
watchfulness, and that all rules regarding the
said movements should be strictly observed.
Orders must be plain and explicit, and if not
fully understood by the parties addressed,
explanations should be required before taking
them. Aftv'r the acceptance of an order it must
be obeyed fully and to the letter.

6Y. Promptness on the part of operators and
trainmen in sending and answering telegraph
orders, is of the utmost importance in enabling
trains to move with regularity, and all concerned
must bear in mind that a few minutes' unneces-
sary loss of time at a station may result in some
hours' delay in making the whole trip, shewing
the imi)ortance of all the despatch possible,
consistent with the safety of trains.

68. No liofht engine must be allowed to
follow a passenger train on a red signal. An
enginemnn in charge of a light engine has the
same responsibilities as the conductor of a train
%nd will be governed by tb* sam«' rnl.^s He

*!■ t 1

leave

1 fogiry
utes of
ou, and
in that

5 must
ly foK

3rative-
nanner
lins by
ire and
ing the
served.

if not
iressed,

taking
it must

ors and
legraph
nabliug
ticerned
nneces-
in some
hewing
ossible,

ved to
al. An
has the
a train

^s He

trams*

must not run an engine at jiight without hav
iag a proper headlight, and two red tail lumps
exhibited.

69. No train must leave or pass a station, or Tmins not
turn out," before the time named in the time gt^Uons

table, unless by special order from the Superin- t/^Je.*^'^*
ienc'jiit, through the train despatcher.

70. Special trains must be run between .^peciav
stations at the same rate of speed as regular
trains of the same class are timed to run in the
time table, and must be shunted, clear of the
iiain line, at least 10 minutes before regular
trains are due. ^

tl Conductors of all trains leaving terminal Train clear-
stations, or stopping at telegraph stations, must '*"^®°'^®'^
ascertain from the operator on duty whether
there are any orders or arrangements, affecting
the running of their trains. Conductors of
mixed, freight, or inferior class trains, and eii-
ginemen of light engines, must not proceed
until they have obtained either a train clear-
ance order, properly signed by such operator,
(the recc^ipt of which they will acknowledge
by initialling train order book), or a regular
train order. This clearance order will be re-
tained by the conductor, unless the telegraph
signal is displayed for other trains, in which
cas It must be handed to the engineman.

' 72, A clearance order does not, under an^
circumstances, authorize or permit a train
or engine to leave a station in fa(H^ of a trai?^
possessing right of track a'=' per time table,

!:«:»

J I

■■' fci

Hoidinp
orders.

Signature
of switch-
?nan.

Signals to
be sot on
receipt of
trail I iir-
der^. and
traiiiuR'ii
held for
Oi'ders to go
31,1 once tc

'§i|

or by siLHial oi a train against whic h they
m;iy hiivt previously recci^'^ed coshii g o' ders
Ag«'ins or opeTator;s mrst n »t. <,^r;e a ' -J 3a ancf
ordn tc ai' outgoing ^r9U o/ ei giv^ « it lihi
coiidurtor ol the tiaiii oi € igin mai] )j a ligh'
engine, from the opposite direction, has reportea
at the otfice, and registered his arrival.

73 Holding oi detention orders will be ad-
dressed to the stntion auent or operator, and
switehman, who. as the rase may be, will, alter
displaying dani>er signals, "32" these orders.
The oy^erator must allow nothing to interlero
with his immt'diale notice to the station agent,
or switchman as the case may be, ol thtse
holding or detention orders Every such oi<lcr
must be entered in ink in the book providcvl lar
that purpose.

74. The station agent or switchman will set^
that trains are heUl The operator will be dis-
misstxl if he undertakes to sign for the agent ot
switchman, but, when there is only an operator
on duty, his signature will be accepted, and he
alone be held responsible.

75 Operators, when they have holding or ( iniii
orders, before acknowledging the same, must
s(»e that the semaphore and telegraph signals
are set at danger. They will then advise ttio
di^spatcher to that effect Train orders must
then be repeated to the despatcher, but must
Hot be acted upon or considered as complete
until the despatc hers' signal '* 9 " and sig-naiure
lave been received- The telegraph svirnal so

ihi
th:

■ii:

they

dors

\ii an Of

ii 1 !b(

la liflh'

['port«id

be ad-

r, and
11, alter

or dors,
ntci'li're
II agent,
)1 thi'so
h oidtT
id<J lar

t^^ll seti
I be d:s-
agent (3i-
operator
and he

or train
e, must

signals
nse the
*s must
it must
Dm pie to
g4iaiure
inal so

exhibited, will bring all trainmen to the offico
lor orders. Those not affected, and uot held for
orders, will be furnished with the proper clear-
ance order before being allowed to pass ; but
the signal will be kept set until those really in-
terested are sent for, found and notified. Con-
ductors will always go at once to the telegraph
office, without being sent for, when the red signal
is shewn.

76. When conductors are notified that they
are held for orders, or for the arrival of a train,
they will sign their names across the holding
order in the telegraph order book.

*77. Crossing and other orders referring to the
movement or cancelling of trains, must be ad-
dressed by the dcspatc^her to the conduc^tor and
engineman, and must be plainly written out on
the forms in manifold copying books provided tor
that purpose. Before accepting these orders, the
conductor must see that the train despatcher's
signal "9" and initials are written underneath
the receiving operator's signature, which means
that the order has been repeated to the des-
patcher, and is his acknowledgment that it is
correc^t. The order must be read aloud by ihe
operator to the conductor, and handed to him.
It must be read aloud by the conductor to the
engineman, and fully understood by all inter-
ested, before starting. It must then be given to
the engineman, who will place it on clip, and
hand it to the locomotive foreman at the end of
his journey. The conductor's copy will be re-
tained by him iiutil the end of hi« journey, and

Conductors
to sign or-
der book.

Dutiet of
conductors,
ongineincn,
desnatchers
and opera-
tors, on re-
ceipt of
traui orders

Batata of
trains.

then sent with his journal to the Assistant
Superintendent's office. The enginemau and
fireman must also read the order independently
of the conductor having done so.

t8. When a train has orders to run regardless
of a specified train, it gives the train under such
orders no rights over any other train.

Conductors *79. When conductors receive orders to run

must be ac- >, . , . i >> u i • ^ t*

quainted " avoidiug regulars or keeping dear ot regu-

Jin« of"' lar and signalled trains," the}- must make them-

bShdireo- selvcs acquainted with the running of trains

kious. from both directions.

No verbal 80. Conductors and enginemen. when run-

eommuni- . . ■, i i x i j.v j.

cation nmg on telegraph orders, must make sure that
movement the trains they are crossing are those specified
be acclp^ted ^^ such orders, and no verbal communication
]JJ'?^t''^jf relating to the movement of trains, must be
tion. received or delivered by trainmen, or others,

while trains are in motion.

Conductors
to look out

'^ ■

Irregrular
traipa.

81. On leaving, and while passing stations,
for^slgnals. couductors must be on the outside to look out

for signals.

82. No construction, wood, or other irregular
train must leave " a turn out " in the morning
without receiving telegraph instructions from
the Superintendent, through the train des-
patcher, that all trains due have passed,
and they must be off* the main line 15 minutes
before any regular train is due, and await its
arrival, unless duly signalled, or specially
ordered to the contrary.

listant
1 and
ieutly

irdless
r such

o run

' regu-

them-

trains

n run-
re that
•ecified
ioation
ust be
others,

ations,
ok out

•egular
)rning
s from
des-
)assed,
inutes
rait its
ecially

83. No special train or light engine must Despatoh-
leave a station without direct authority from*'"'^ *'*
the Superintendent, through the train des-
patcher, and only one person shall be permitted

to move trains by special order at the same
time.

84. Before an engine can return, after piloting
a train to any station, regular train orders must
be obtained from the train despatcher. In case
the engine is not required to go with a train as
far as the next station, an order to return must
be obtained by the engineman from the train
despatcher, at the station from which the engine
starts.

85. Trains will not stop at stations, or pass- f^'*^
ing places, against which in the time card a

star ( "^^ ) is placed, unless necessary for the i^ro-
per business of the road, to take fuel or water,
or to pass or get out of the way of other trains ;
but trains must stop at all stations where tho
star is not placed opposite their running time.
"When two or more trains are running in com
pany on the -time of a starred train, the train or
trains that are following must run into starred
stations with extreme caution, with the expec-
tation of finding the leading trains signalled to I,
stop.

86. At niffht teleOTaph stations, the night sta- Nisrbt

/:• J. ° -XT- i. XT. ? operatofB

vion agent or switchman must see that opera- to keep

ii" 1 A • ,.*. awake.

tors keep awake. Any seeming negligence in
attending to instruments must be reported with-
out fail to the day station agent, who will notify
the Superintendent.

Btartinir
eifrnal at
night.

Train re-
()ort8.

Protection
of trains at
eidinps
whore there
is IK) Htaif.

Freipht
trains not
to delay
passenger
trains.

Agents,
etc., to ob-
serve train
signals.

Reference
to time-
table.

Irregular
trains ap-
proaching
stations.

87 When two or more trains going in oppo-
site directions are at a station at the same time,
during darkness, the signal to start by waving
the white light must be given in such a manner
that only the engineman of the train intended
to be started shall see the signal.

88. The arrivals and departures of all trains
must be promptly reported, by telegraph, to the
train despatchers.

89. At a siding where there are no stati >u-
inen, no frc^ight or other train must stop alter
dark to leave off or take on (^ars, unless the train
is safely protected by signals in both directions.

90. No excuse will be taken from conduc^tors ol
freight; trains being on the main line shunting,
taking fuel or water, and thereby delaying pas-
senger trains.

91. Agents and persons in charge must look
out for, and carefully observe signals carried by
trains passing, or stopping at their stations, and
enti'r them in the train register book, notifying
conductors and engiifomen of other trains run-
ning in opposition to such signals.

92. At terminal stations, all orders must be
booked, and reference made to the register and
time table, in every case, before a train or clear-
ance order is given.

93. Irregular trains must approach stations
with extreme caution, upon the supposition that
other trains will be met, or that the main line
will be occupied-

StiCBi!

94. tFnless when unavoidablo, trains approach-
ing stations at which they arc to meet or j)ass
other trains, will not be permitted to run aliead
for the purpobO of backing into a siding, but
must take the first switch, and run in clear oC
the main line, if the trains they have to meet or
pass are not in or going in the siding.

Do. When trains are booked, or have io cross
at any station, can^ must be taken to see that the
semaphore or other danger signal is displayed,
so as to prevent the possibility of collision on the
station main line, by both trains approaching at
the same time. Both trains must move cau-
tiously.

96. Enginemen must endeavor, as far as pos-
sible, to keep up an uniform rate of speed, and
the speed of all mixed and fr(»ight trains must
not exceed, except where specially allowed by
figures in the time table, the rate of 1 mile in 8
minutes. Conductors and enginemen must see,
when going down grade, that their brakemen
are on the top of the cars, ready to api)ly brakes
as soon as the train has turned the grade.

9t. One brakeman must be stationed on the
rear car, and one on the engine of mixed and
freight trains, to w^atch the train, and to ensure
promi:>t application of brakes to thi' front and
rear cars. Brakes must be applied \vh(^n neces-
sary, without waiting for the alarm whistle from
the engine.

98. When a train is standing or moving on a
srrade, the rear car must lun-er be left without a
man at the brak*^

Trains

KoiiiKinto

sidings.

Caution at

crossing

stations.

Uniform
speed-

Freit^ht and
mixed trail
brakemen.

Brakes on
r«'!ir curs.

>i'

■■<!P"***<PipVI!lllfllli

Coupling
trains.

Cars stand-
ing on main
line or sid-
ings.

Engine
•^ong.

9v^. ji'ngines must not be unconpled from trains
when ill motion, and under no tircumstances
must two trains be coupled together.

100. Whenever cars are left standing on the
main lin;? or in sidings, the brakes must be set,
or the wheels securely scotched.

101. The alarm bell in the cab of the engine is
on no account to be used for starting a train, its
purpose being for stopping a train in case of ne-

cessity.

Conductors
at stations.

Backing
trains*

Trains
delayed
l>etween
Ittations.

102. To prevent loss of time, conductors are
to makv.* their stops at stations as short as pos-
sible. No train is to be started from any station,
until the conductor has given the proper signal.

103. Whenever it becomes necessary to back a
train to a station, it must be dona with great
care, a man with red flag or red light keeping
a safe distance in advance of the train, to warn
any train that may be approaching. Neither
coiidii 'tor nor engineman has any right to
assume that there are no trains approaching.

104. Whenever from any cause a train is de-
laved bL't ween two stations, the conductor must
St ' d a man to the rear 800 yards, or 15 telegraph
poies, or a sufli ient distance further if on a curve,
and if necessary to the summit of the nearest
grade, to warn and advise any approaching train,
taking care that he is provided with detonating
signals; and unless he has absolute right of track
he must protect his train in like manner in front.
Conductors, brakemen, and switchmen must
each carry at least four detori«tinjy signals

trains
tances

on the
be set,

giiie IS

lin, its

of ne-

)rs are
Ls pos-
tation,
signal.

back a
. great
eeping
) warn
J^ either
^ht to
mg.

is de-
r must
3graph
curve,
learest
^ train,
aating
f track
I front.

must
dgnals

about their person when on duty, so as to be
prepared to use them at any moment.

105. Whenever any train or portion of a {raiu Bacirtk

is moving rcversol]/', that is, backing up, either cIKtoCwt
in shunting or otherwise, in any city, town or °' ^"*8e«.
village, or in any station yard, the coiiductoi* or
a brakeman of said train must be stalioiu'd on
the last ear, to warn or signal parties appioa'^b-
ng, standing on, or crossing the true k.

106. Duringnight journeys, or foggy weather. Extra
all stations must be approached with great fntS^
caution, especially those at which trains should weather,
be crossed, a sharp look out being kept for
signals, and trains must be under such control

that they can be stopped, if necessary, before
the signals are reached. When a station signal
cannot be seen the usual distance on account of
fog, snow, or from any other cause, enginemen
and trainmen must consider that there is danger
ahead, and no excuse will be accepted for over
running either signals or switches.

107. On the double track, freight trains must DouW*
not be run so as to delay passenger trains ; and shuntimr.
in taking the cross-over switches, conductors

will see that their trains are properly protected,
enginemen keeping a sharp lookout for tiains
approaching, and conductois as vigilant a look-
out for trains following. And whenever any
train may have occasion to use the opposite line
at night, for shunting or other purposes, they
must, in all cases, before crossing, have the red
shade on headlight fully shewn, to protect the
train

il^

! \

I !■

Trains
between
stations on
double
track.

Trains to
stop at
sema-
phores.

108 Should a train running on the double track
be at a stand, disabled, the red shade must be
exhibited by engineman, to signal any train ap-
proaching from the opposite direction not to pass
until the nature of the accident is known ; and
should the opposite track be found obstructed,
the engineman must detach his engine and run
ahead 800 yards, or 15 telegraph poles, and
there remain until the usual danger signals have
been pla cd, then return, continuing the exhi-
bition of red shade until the opposite track is
clear.

109. If a train passing in the opposite direction
be noti(*ed not running safely, the green shade
will be exhibited to warn any train following ;
but if the train passed is disabled, then the red
shade must be flashed in the face of following
trains.

110. Enginemen are required to bring their
trains to a full stop at the semaphore when at
danger. Having done so they must with*
out dehiy move (^autiously forward, so as to be
under the protection of the semaphore, and
await hand signal from the station, before
drawing in. If the last car is not inside the
semaphore, ih^ brakeman must go ba-k 800
yards, or 15 t l^crraph poles, with hand and
detonating signals, to protei't the train.

111. All trains or engines must pass slowly and
public cautiously through towns where the track
sufiMfs.etc eiosses or runs along public streets, and the bell

must be kept ringing until all such crossings

Trains psi?*!-
i:i{4 tliruugii

e track
ast be
ain ap-
to pass
[1 ; and
ructed,
Qd run
IS, and
Is have
e exhi-
rack is

rection
L shade
awing ;
he red
lowing

g their
rhen at

withv

to be

e, and

before
de the

k 800
d and

r\j and
track
he bell
)ssings

and streets are passed. All trains must pass
slowly and cautiously through sidings

112. At drawbridges, crossings of other rail-
ways, and junctions, the semaphore arms for
day, and the lamps for night signals are always
to be set at danger, and every engine and train
must come to a full stop before reaching the
signal, and not proceed until the signal to come
on is shewn, and the man in charge must not
alter the signal until trains or engines have been
brought to a full stop.

113. Great care must be taken to prevent the
killing of cattle upon any portion of the line,
and trains running in day time must <^ome to a
I stop, if possible, to avoid striking them.

114 If any car of a train take lire more than 300
[yards from any watering-place, the train musi
be stopped, the burning car cut out, and every
lendeavour made to extinguish the fire. If ne-
cssary, a hole should be cut in the top of the
•ar, and the flames extinguished through it,
keeping the sides and ends closed. The engine-
nun must give what water he can spare from
the tender.

115. In cases of mixed and freight trains,
vhen the engine gong is sounded, the engine-
nan will not stop, but look for signals from
Ihe rear. At the same time the fireman will
>ull the bell-rope to find if the train has
Moken apart. If no signals are obtained, and
he bell rope is loose, the engine must be run
[head until the detached portion of the train

Signals
at draw-
bridgea,
railway

cross iiigt»
eto.

Cattle on
traok.

Cars taking
fire.

Train*

breaking

looae.

lii

111

iJ I

is known to be at a stand, Ine engineraan first
giving ihe signal prov jdt*d for by ivn!<3 ^3 The
engineman must not allow the front brakeman
to appl vr brakes until ho instrui ts hiin to do so.
and will not back up until he ret eives a signal
If the detached portion is not visible, and its|
location is not known to the engiiicman, so
that he can at once return to it wjth saletyJ
he will run to and leave the front part of hi
train m the first available siding The dt^
tached portion left on the mam hue must b<
quickly stopped and protected by signals, fron
and rear, by the trainmen, until the en gin
returns for jt, or until it is pushed forward b
the engine of a following traiu. If pushed for
ward, it must be done cautiously and unde
the protection of proper signals, and the en!rin(^
man must keep sound msr his whistle When!
the engmemau gels tlie front part of his train
into a siding, he can leave it and return with hi$
engine for the remainder, provided no regula
train is due in either direction Should he ha\
to wait in the siding the arrival oi a following
train, he can ascertain as it passes where the
detached part was left by that train Should!
u train be approaching from the oj>posite direc
tion having right of track, the engineman and
trainmen must instantly stox> it by whistle o
other signal, and the engineman of the detache
tram will retvirn m front and on the timti of an
carrying a signal for said train After ftndm^^
and removing the detai'hed cars, the signa
will be taken down and the signalled trai

lfHi:i

man first! '^^^^ proceed. If at a telegraph station, the
73 'pi^J engineman will go to the ofiioe for an order to

'^rakemaj

to do 5.o|

1 a signal!

e. and lisj

Lcman, sol

h saletyj

irt of hif

The d^

must b(

lals, fron

e engin<

rward b

ished for

nd unde

ie engine

3 Wheiil

his train!

L with his

regulaii
d he haT(
following
vhere th<

Shoulc
site direcj
^maii an(
A^histle 01

1 dettiche<
me of an(
yr findinsi
he signal
lied txaii

return, but if this order cannot be obtained, h«
will return acting as prescribed in Rule 48.

Telegraph
operators to
be always
ready for
duty.

Privacy of

telegraph

offices.

Operators*
duties in
case of ao-
oidents.

TELEGRAPH RULES.

116. All persons, working the telegraph line
of this Company at any place or time, or in anj
capacity, must obey and be governed by, thl
following Rules and Regulations, as operators]
and all operators are employed on the expres
condition that their services may be require
beyond their telegraph duties at such tim(
ai d V uch manner as the Superintendent maj
direct Operators must hold themselves il
re ad in ess for duty whenever and wherever tl
inrereiscs ct the Company require them.

lit. Telegraph offices must be kept neat, clej
and strictly private, and no idlers or loungei
allowed therein. All communications are strictlj
private and confidential. Any operator divulginj
the contents of a telegram, or giving any ii
formation, except to the proper officers of tl
Company of what may be heard passing ov^
the line, will be dismissed, and also be hel)
disqualified for any future employment in tJ
service of the Company.

118 Should an accident happen on any paj
of the line, no version or account of it must
telegraphed, even to operators, but what
written and signed by an olficer ^f the Compan]
and given to operators for transmission to sp^
eified parties Those who may observe or het
such communications passing must be silent oj
the subject. These messages, when receive(
must be delivered in envelopes. ^

raph lin(
, or in an]
d by, th|
operator^
le expref
B requir(
ach timi
ident ma|
aselves il
erever t)
hem.

neat, clei
r lounge
are strictl!
• divulgiii]
tig any i:
3ers of t
ssing ovi
io be hell
ent in t

119. Operators must keep their instruments and instm-
iatteries clean, and must not make any change klfpt'^ciea«i!
Ir alteration in wires or instruments. If any
(hanges are necessary, the telegraph inspector

dll make th(?m.

1 20. At offices where there are day and nigh(
[perators, the day operator will have general
liarge of the office.

1 21. Offices fit which there is but one operator Hours of
lust be open every day except Sunday, at 7 ^^^^'
[m., and, where necessary for the proper work-

iii* of trains, at such earlier hour as directed by
Superintendent. On Sundays they must be
iH 11 at 8 a.m., never being closed for meals or
[r the night without permission from the train
ispatcher on duty.

122. Offices at which there are day and night offices to bo
jf^rators, must be open at all hours, except ^^^^ '^^®°*
lien closed for meals. Offices at which there

more than two operators must never be

).sed.

I any pa]
it must
t what
( Companj
on to sp^
rvc or hei
le silent o|
1 received

12.S. Ordinarily, operators will be allowed one operators

rolieving
each otneft

Kir for each meal, but when necessary they '"*'''*^^"'»

11 be restricted lo a shorter time. When

[erators relieve each other, the one going off

^ty must carefully call the attention of the

ie coming on to orders still in effect ; and as

)of that the one coming on duty knows of

'se orders, he will, in the presence of the one

ing off, place his initials on the margin of the

)k opposite each order. A written transfer

ist be given from one operator to the other.

Iiiterrup
tion on

wires*

124. When any trouble occurs on the liubw,
the despatch er shall promptly locate the in-
terruptions, and immediately notify the office!
where the regular repairer is stationed, asj
to the nature of the interruption, whether
grounded, circuit open, or heavy escape, and also]
state between what stations. All ordinary
business must give way to allow him to locate |
' his trouble. This must be done promptly and [
arefully, that there may be no delay in getting
the repairer out at once, and each operator mu8t|
promptly use his ground wire to assist in locat-
ing the difficulty, not leaving his instrument I
until all is right or some plan arrived at to|
remove the difficulty.

brokl^"for 1 25 . 1 f cir cu:' t be interrupted from an unkno wi 1 1
j^i minutes cause for thirty minutes, the operator next thol
opexator. break must at once notify the nearest gang ofj
trackmen to repair it immediately, first satisfy-
ing himself, by careful examination, that tn<^
trouble is not in or about his own office. Should]
the interruption take place after dark, the track-
mien must be notified the same evening, andj
ordered to go over the line at daybreak.

126. Operators are expected to keep close watch j
over the lines at their stations ; to see that they=
do not get crossed or detached from the insu-
lators ; that they are kept clear from all build-
ings, trees, ^c. ; and that whenever they cross I
the track they do not get so slack as to endanger |
the lives of trainmen.

127. Particulars of all repairs made and inter-
rxipt4i(ms occuixiu^ on ijie line iiui^st be obtained!

Telegraph
wires at sta
tions.

Bepairing
wires.

the ill-
he offi( e
oned, as
whether
and also
ordinary
to locate
ptly and!
1 getting
tor must
in locat-
strument
ed at to I

inknowiil
next thol
gang oil
, satisfy-
that tn(^l
, Should!
he track-
ing, and!

)se watch
that they!
the insu-
Al build-
hey cross!
endanger I

md inter-
obtained I

from the trackmen or repairers, and briefly teL-
urnphed to the Assistant Superintendent and
Telegraph Inspector by the operator.

128. G-reatcare must be o})served in keeping Care of in-
the connections good throughout the wires '^'**"®" *•
and instruments. The workins: of the line
depends greatly upon the attention paid to thii

duty. During thunderstorms and absence ol
the operator the wires should be cut out in tlie
swit(3h. G-reat care must be taken to keep the
thumb-screws in the relays, key, sounders and
ut outs screwed tightly. They are apt to work
loose, especially in winter time.

129. Keys are often carelessly pushed open by
hooks lying on the table. Grreat care must be
laken to guard against this.

loO. Grround wires are never to be used except Ground
to detect the direction of an interruption, or by ^"'®^*
Older of the Superintendent. Dividing the
rircuit by ground wire is the cause of almost
endless confusion and trouble, and any operator
found guilty of this, practice will be severely
dealt with.

131. The circuit must not be allowed to re-gX'Jt'*
I main open for any purpose whatever, except by closed,
order of the Superintendent.

132. When about to leave their offices, opera- piwonneot'
[tors will always carefully disconnect their instru-
[ments from the lines, and see that the circuit is
complete through the "cut-out" switch. Asatis-
Ifaetory explanation will be required for allow-

mg an instru,mei^t to be injured by lightning.

:ii

I s

^a i

/d'uBting 133. Operators must always know that theii
""^ *y- relay is properly adjusted beiore they open the

key. This is especially necessary in damp

weather.

Use of wire. 134. No communication must be sent by tele*
graph that can be sent in time by train or letter
Such messag-es must not be refused, but opera-
tors must, after transmission, enclose them tc
the Superintendent.

No verbal 135. 'W'heu practicable, operators must require
be aooepted persons sending messages to read them aloud
in their hearing, and thus avoid the danger ol
mistakes on account of poor penmanship. They
must not accept verbal messages under any cir-
stances.

136. In addition to the office call, every operatoi
must use a personal signature when sending oi
receiving messages. All messages "sent" must
be dated and timed, and the signature of the
receiving operator noted on them. All messages
" received " must, in like manner, be timed and
dated, and the signature of the sending operator
noted on them.

137. The receipt of a message will be
acknowledged by saying " I., I., O., K.," and
signing operator's personal signature and office
call.

138. Messages received must be carefully
copied in a neat and legible manner, and
promptly delivered to the proper address. When
answers are required, operators will use every
effi^rt to obtain and forward them at once

||, Office calls
11: and signa-
i|; tures.

;
1 ;

1 ;

1'
1 1

1
pi

II Messages
|i received.

at theii
pen the
L damp

by tole«
)r lett<^r
it opera,
them tc

t require
tn. aiond
auger oi
). They
auy cir-

operatoi
uding 01
it" must
e of the
nessages
med and

operator

will be
K.," and
nd office

carefully
ler, and
s. When
se eyery
ice

139 The originals of aJl messages handed
ill for transmission must ahviiys be dated and
timed by operator if sender lails to do «o. Each
day's '• sent " messages must be done u]) neatly,
the date noted on th(i outside, and the })usiness
of each month tied up and carefully preserved.

140. In transmitting messages, operators will
connect circuit iirmly, always writing at a
moderate speed, especially when working with
inexperienced operators, thus avoiding much
repetition and the risk of errors Operators not
perfectly competent are waiiu'd against attempt-
ing to rec^eive messages by sound. They must
never guests at a word.

141. Operator's must never act on supposition,
but always make sure Safety must be the first
consideration at all times, and under all circum-
stances

142 Should the circuit be interrupted while
an operator is writing he will (^ndeavor to as-
certain the cause If caust'd by another operator
breaking, unless accompanied by the signals
"7, "17," or "38;' he will report the case
to the Superintendent The time of the line
must not be taken up in struggling for circuit.

143 Contention for circuit, quarrel li'.] abu-
sive, profane, or obscene language upon the line
is strictly prohibited Operators who indulge
in this sort of conduct will noi be retained in
the service.

144. Operators will use no abbreviations in
messages exce\)t tho 2ium;irals and st; tions calls,

Oriiriiials to
be kept.

Careful
operaiing.

\fhen cir-
cuit inter-
rupted.

Use of the

wire.".

No abbre-
viations to
be used.

■!'

v. *

which should bo used in every instance \vu«3f^
applicable, as per list When figur<\s occur in
messages, they should be written slowly and
plainly, and if receiving operator has the least
doubt as to the correctness of his copy, ' nnust
repeat the Hgures to sending operator, ci.ud ask
if correct In all train orders where figures
occur in the body of the order, the time if in a
time order, or number if the number of a train,
must first be spelled and then repeated in fig-
ures, and despatchcrs should require operators
to do the same when giving the " 32 "

145 The attention of operators is particularly
directed to the rules and regulations concerning
the rights of trains, and the running of the same
by teleoraph arrangements, with all of vhich
they must make themselves thorou;^ ; ac-
quainted The utmost caution and prompt-
ness 111 everything pertaining to train arrange-
ments IS earnestly enjoined

146 The train despalcher on duly is empow-
ered to act as chief operator of his circuit, and
his instructions to operators regarding the work-
ing of the line must be obeyed.

147. The despatcher before he is relieved must
give a written transfer to the despatcher coming
on duty, explaining the posuton of all trains
then on the district, signals carried, and the
tram order? given which are not completed or
cancelled at the time of such transfer

Movement 148 In addition to the duties imposed upon the
dMMohew dispatchers by the general rules and repru'ftHoos

Operators
to 1)0 ac-
(liiiiiiited
with rules
nhdut run-
ning trains
by tolo-
Kru|>h.

Despatcher
responsible
for his cir
oait

Despatcher

toing
aty.

{oing off
lul

cur in
ly and
fie least
imst
tud ask
figures
I if in a
a train,
I in fi<?-
penitors

icularly
cerning
he same
vhich
' ao-
prompt-
arrange-

empow-
uit, and
le work-

ed must
coming
11 trains
and the
>leted or

upon the
Tu'ftHons

ot the Company, they are to assist trains by
making such crossing and passing arrangements
by telegraph, as will facilitate their movement
when the rules and iiistru<ti()ns in the timt
tables do not ijive them the right to proceed.

149 In making crossing and passing arrange- Train
ments, the despatcher must obtain r<^plies from underetood.
the conductor and engineman of the superior

class train, or from the agi^it and switchman at
the point where the trains are to cross, that the
(Tossing or passing arrangements are correctly
understood by them , and the despatcher must
make sure beyond a doubt that the trains having
right of track are secured, before giving orders
to the inferior class, or trains not having right of
track, to proceed, and he must surround all orders
affecting the movements of trains with such safe-
guards as will prevent the possibility of mis-
understanding or accident

150 The despatcher must see that all orders are Jbeyln*^***
correctly repeated back to him by the receiving
operator, in accordance with the rules, and he is
required to keep a most vigilant watch over the
operators and conductors on his circuit, and to
check any infringement of the rules and instruc-
tions that may come under his notice, and report

the same at once to the Superintendent and chiei
despaicher.

151 In the event of trains becoming late or^^^ ^^^^
irregular, the train despatcher must take into er's duty
account the time allowed by time table, dis- Se.'^ ^'*"**
tance, grades, weight of train, and the state of

Irl

Not to delay

passenger

trains.

Pre cede nce
of mesiiapeG

Pespatcher
only to use
eignal "7."

Signal "17"

Sigmal "23'

Bieaking

the weather, and make such meeting and pass-
ing arrangements for trains with conductors
and enginemen as will best facilitate their
movement.

152 Despatchers must be careful not lo give
freight trains such right of way as may cause
delay to passcugei trains.

153 Business relative to the movement of
trains must have preference over ordinary
business

154 The train despatcher on duty may at any
time interrupt any business on the line (when
necessary for the despatch oi trains) by using
the signal "7" When this signal is giA^en all
other business must cease, and the ( ircuit must
be given up to his use No other i^erson is per-
mitted to use this signal.

155. The signal " 17," is to prevent accident,
having precedence ov(*r all other business and
must only be used in extreme cases oi danger.

156 When a circular or "23" message is to be
sent, "X " will be used as a general call, and all
the offices are to answer to it, coininenciiig with
the must distant The same oidcr must be ob-
served in ackno'"ledging the message by " O
K " and signin' .

157- Operators, for the purpose of procuring a
train order Irom the tram despatches may break
into any business on the line not preceded by
the signals "7' or "17," by using signal "38"
when necessary to save delays to trains re-
quiring orders.

nd pass-
iductoTS
,te their

1 10 give
ay cause

ment of
ordinary

ay at any
le (when
by nsing
given all
;uit mnst
on is per-

accident,
ness and
danger

e is to be
i, and all
ing with
ob-
O

st be
) by

((

ocuring a
lay break
ceded by
lal "38"
trains re-

158. Operators who were transmitting business
at the time either of the signals ''7,'" "17"
or " 38 " interrupted them, will remain at their
instruments prepared to take circuit, and resume
their business as soon as the messages for which
any of the above signals were given have been
completed.

159. The train despatcher only will be per- t>espatcher
mitted to use the signal "9," and that only 8iinai°'9?*
when " 32's " to telegraph orders are received

by him.

160. All trains must be reported promptly, and Prompt n
the arrival and departure time must be entered fniin"^
ill ink in the book provided for that purpose.

161. In reporting trains on main line and ;; u.x.^'and
branches running West and North, operators naiat *
will make the signal "U. X." and East and
South " D. X." three times, and then sign office-
call, repeat two or three times, and proceed with
the report, which must be written slowly and
plainly. Operators at terminal stations will
promptly note in their register sheets reports
of all trains approaching their stations, that they
may be able to give the necessary information
to station and trainmen.

162. Operators are expected to use all proper unusuai
efforts to obtain and forward causes of delay. ^^^J^'f'j^^^^J*
Wht'ii such delays occur at their stations, they
'./ill in all cases ascertain and rejwrt the cause,
and if a train is being detained an unusual Icnuth
of time, immediate notice must be given to the
train despatcher If a train, having received

Slgv

" time."

Operators

leaving

offices.

Telegraph
signals at
night.

Operators
to obserre
«ignalB on
trains.

mnning orders, does not leave tht otation
promptly, the despatcher must be notified, in
order that h(» may, if necessary, alter his arrange-
ments.

168. At 11.57 a.m. every day all other business
upon ihe despatcher's wire will be suspended
for the purpose of sending* "Time." Promptly
t that moment the sending operator i ^st com-
nenoe beating seconds, and continue to do so
until ])re('isely 12 o'clock, at which time he will
say • 1, I, I, 12 K." No other operator must
open circuit upon despatcher's wire when time
is being sent, under any circumstances.

164. Operators when about to leave their offices
for any purpose must first report to the train de-
spatcher on duty, stating the length of time they
wish to b(i absent, and obtain his permission. They
will, when going to meals or for the night, use
the abbreviations " S. F.B.," - S. F. D ," " S. F. T.,"
or " S. F. N.," and as soon as possible after their
return report to the despatcher.

165. Great care must be taken in the handling
of telegraph train order signals. The spring
must never be let go with a jerk, and a close
watch must always be kept on the lamps at
night, to make sure that they are burning well.
Any defects in the working of signals or lamps
must be at once reported

166. Operators noticing any defect in the
lights carried on engines or trains, must at once
report the same to the next station and also +o
the train despatcher.

loi-ation
led, in
rrange-

usiness
pended
omptly
st com-
lo do so
he will
)r must
len time

sir offices
train de-
ime they
on. They
ight, use
S.F.T.,"
rter their

iiandling

e spring
L a close
lamps at
ng well,
or lamps

t in the
it at once
i also to

167- No student or other person will be allowed studenta
to practice on the line, except by special permis- Sm.^^'**"
sion of the Superintendent ; nor will any oper-
ator be allowed to take a student until he has
received the permission, in writi]i<j:, of the
Superintendent to do so. Operators will ho h(^ld
personally responsible for any interruption to
the working of the wires caused by their stu-
dents.

168. Directions

TERIES IN OkdEII :

FOR Keeping Local Bat- Keeping

batienea
in order*

Copper cups should be cleaned once a week,
zincs scraped, and the sediment in the porous
cups poured off. The cups should then be
filled up with clean water. There should always
be some vitriol in the copper shelf, and the
battery should be kept in a warm dry place
Cups must not touch each other. Whi'U salts
accumulate on the outside, the cups must be
taken down and cleaned.

Callaud and Glass Cups — The inside
of the jar should be painted an inch down
IVom the top There should be three inches
between the copj^iM* and zinc plates. The zinc
should be covered bv the solution, and there
should always bt; some vitriol in the cup; but
not enouuh to allow it to form into a cake.
About once a month some of the top or white
solution should be drawn off, and the cup iilh^d
wnth clean water. The bittery should be kept
in a warm dry place. Wh n .s ills accumulate,
a thoroutyh cleanin<»- should be uiven.

flumben ©f

Any fault in the working of instruments or
batteries must be promptly communicated to
, the telegraph inspector.

169. The wires are numbered as follows:

GRAND TRUNK, WEST OF MONTREAL.

No. 1. Through East.
No. 2. do. do.
No. 1. Through West.
No. 2. do. do.

No. 1.
No. 1.
No. 9.

B. & L. H.

Despatcher's.
do.
No. 4. Despatcher's.
do
do

Despatching

Bide line.

Toronto to Montreal.

do. do.

Toronto to Stratford.
Toronto to Port Huron.
Port Huron and Detroit District,
Waterloo and Gait Branch.
London and St. Mary's Branch.
Buffalo to Goderich.
Point Edward to Stratford.
Stratford to Toronto.
Toronto to Belleville.
Belleville to Brockville.
Brockville to Montreal,
wire over International Bridge.

Union Station to Queen Street crossing.
Union Station to York.

No. 4.-
No. 3.-
No. 6 -

Island Pond.

-Dcspatchi'r's.
-Through East.

i.: •!

GRAND TRUNK, EAST OF MONTREAL.

No. 1. — Despatcher's. Montreal to Richmond. Richmond to

Island Pond to Portland.
Richmond to Point Levi.
Montreal to Portland.
-South. Montreal to Rouse's Point.
Yard line. Bouaventure to Lacliine

.hi action and Point St. Charles.
No. 28. — Montreal to Fort Covington.

GREAT WESTERN DIVISION.

No. 1. — Through. Niagara Falls to Windsor.

No. 2. — Uespatcher's. Niiipia Falls to London.

No. 3 — Despatcher's. Londun to Windsor.

No. 4. — Loop Line. Lonilon to Fort Erie.

No. 5. — W., G. & B. Hamilton to Southampton.

No. 6. — Toronto Branch,

No. 7. — L., H. & B. London to Wingham.

No. 8. — Sarnia and Port Stanley Branches. Pt. Stanley to Sarnia.

No. 9^— S. Ex., W., G. k B. Palmeistoii to Kincardine.

No. 10. — Brantford and Tilsonburg Branches. Hanisburg to

Tilfionbiirg.
No. 11. — Sho t Wire. Niagara Fails to Hnspension Bridge^ N. Y.
No. 12. — Cabl.^ Wire. Windsor to Dttioit.
No. 13.— Cabh; Wire. Fort Erie to Black Rock.

MIDLAND DIVISION.

No. 1. — Port Hope to Midland,

No. 2. — Despatcher's, Pore Hope to Midland.

No. 7.— " Peterborough to Madoc via Pelleville.

No. 14.— (Old) Whitby to Lindsay.

No. 14. — Despatcher's, Whitby to Haliburton via Peterborougil,

loopt'd from Lindsay.
No. 16. — Despatcher's, Toronto to Sutton.
No. 17. — " Toronto to Peterborough via LornevillG

Junction
No. 18. — Des[)atcher'8, Toronto to Lakefield via LomQVille

Junction.

4.'
5.
6

ItO. Numerical Signals

— Wait a minute.

— What time is it ?
Ph ase get answer from
Where shall I proceed ?

NmnerkNU

o Sarnia.

10.
11.
12.
13
14.
15.
16
17.

18.

20.

121.

. — All ready.

— Business of sufficient importance to take precedence of all

otber except 1 7 — Message to prevent detention of train,
— Busy on other lino.

— Correct. To b<i used only by train despatcher.
— Keep circuit closed.
— Did 3'ou get my last?

I did not.
— Have no report. Train not left.
— Write more firmly. Separate your words.
— Lightning troubles us.
— What is weather at your station ?
— A messme of the higheht importance. To i)reveat accideot

drop all other business and attend to it at once,
— What is the matter ?

— I will enquire.
-Are there any specials to-day?

■ I
I f

22.

23..

24.

25.

26.

27.

28.

30.

31.

32.

33-

34.

88.

-Turn switch and connect wires through.

-All operators attend and take the following message*.

-Have you any business for me?

-Make dots.

-Put on ground wire.

-Take oft frround wire.

-Uo you get my writing?

-Public or commercial messages

■ Fini.s.

How do you understand this?
-•i understand that 1 am to —

-To be run by telejrraph arrangement,
-Warn trains and trackmen and all concernsd*

— Train orders wanted.
K. — All correct.

OONDUOTORS, BRAKEMEN, &o.

1*71. Conductors and trainmen must make
themselves thoroughly acquainted with the
whole code of signals, and the instructions
referred to in these rules and regulations, and
must always have in their possession, when on
duty, a copy of the current working time table.

172. No excuse for neglect of duty, on the
ground of overwork, can be accepted. No man
is compelled or expected to woik if he reports
himself unfit, either from want of sleep or any
other cause ; but when trainmen report th(»m-
selves ready for duty, and take charge of a train,
ihay are expected to keep wide awake, and to be
continually on the alert. It must be distinc tly
understood that no violation of rules, or failure
of duty, can be excused on account of want of
rest.

1*73. The conductor must see before starting
that the proper number of his train is on the
headlight of the engine, and after the train is
shunted into a siding clear of the main line, and
the switches are correctly si't, he must notify
his engiu(unan. in order that the green shade
may be drawn over the head-light. (See Eule 41.}

1*74 Each conductor will provide himself w^ith
a wa.tch, which must shew the correct time, care-
fully reiiulab^d by the standard time by which
trains tire to run, and must compare his time
with that of the engineman before starting.

Trainmen

to be fit foi
duty.

Conductor
to inspect
ills train be-
fore start-
ing.

Conducw*
to have a
watch.

' ih '

I !

175. Until the train starts, the conductor will
be under the orders of the station agent.

^?J;?ibii' 1*76. After the train is started, it is entirely un-
ity. <ier the control of the conductor, and his orders
must be obeyed, except where they are in
violation or conflict with the rules and regu*
lations, or plainly involve any risk or hazard to
life or property, in either of which cases all
participating will beheld alike accountable ; the
passengers are in his charge, and he is respon-
sible for the safety and regularity of the train,
which he must never allow to proceed beyond
any of its crossing stations until the arrival of
tJie train or trains to be crossed, unless written
instructions be received from the Superinten-
dent, through the train despatcher.

177. At each terminal station a conductor's
book is kept, in which all circulars and orders
affecting trains, the working of the line, etc,
will be inserted, and each conductor must regu-
larly inspect the same before starting with his
train.

jimS°'^' 178. Entries of all delays, irregularities, etc.,
must be made in the train journal, which
must at the end of the journey be forwarded to
the Assistant Superintendent.

iSty SJoMe 1^^- Whenever an accident occurs to a train, or
to*;raS^*"' the train is stopped on the line from any cause,
(at any place other than a station where there
are semaphores) by which the line is obstructed,
the conductor must send a flagman back, or
go hims(^lf with all proper signals, at least 800

Conduoton'
bookB.

ictor will
t.

tirely un-
lis orders
y are inx
,nd regru
aazard to
cases all
able ; the
is respou-
;he train,
i beyond
irrival of
s written
perinten-

ndnctor's
nd orders

line, etc;.,
lust regu-

with his

ities, etc.,
1, which
\rarded to

a train, or
ny cause,
lere there
jstructed,
back, or
least 800

yards, or 15 telegraph poles, or a sufficient
distance further if on a curve or grade, to stop any
<'i[)proaehing engine or train ; and if he has ntoi
iihsolute right of track ahead, he must protect
liis train by sending a man forward the same
tlistance ; and as each flagman proceeds, he is to
l)lace on the rail, at a distance of every 200
\ ards, a detonating signal. On arriving at the
end of the above mentioned distance, the rear
llairuian is to place two signals on the raih
A\'lien the train or engine is enabled to proceed,
and the rear ilafrman is called in, he must leave
only the two larthest away detonating signals
on the rail, as a warning to the following train,
and the engineman of such train must stop
(juickly, and in the absence of other signals, jn'o-
ceed cautiously with his train, keeping a sharp
lookout. If the delayed train has not absolute
riiiht of trark to the next station, it must pro*
ceed cautiously to th(^ station, with the llagman
walkini>: at least 800 vards ahead.

180. In case there is a possibility of a traif*; p«':«"j<Jm
ix'ing overtaken by aimUier train, the conductor soihVmiV
iiiu.st put olf a brakeman in good time, to signal h.-Hk?'"'^'^'
and warn the train following. When trains b^pioperli
have to cross or pass at sidings where there are «*^'<^-
no switchmen, conductors must let themselves
in and out of these sidings, and see that the
switches are properly set for the main line anu
'oi'ked.

181. When a train is standing at a station ob- ConcUictor
itructing the main line, or on a siding, hls^Trafn

I with the switches turned for the siding, Sln^^to

J 1*

:!■: I

train is
sbuDted.

To report
defects in
track.

any other OT is delayed between or outside station
*"^^' yards from any cause, the conductor will be
neld responsible for the safety of his train, and
must arrange for its protection, and see that it
is protected, before attending to any other
duty.

anps^when 1^2. When a train is shunted for another train
to pass, the tail lamps and side lamps must be
removed, or so disposed of as not to exhibit the
red light to a following train ; but special care
must be taken to replace the lamps the moment
the train proceeds to run on the main line.

183. The conductor must, immediately on arri-
val at the next station, report to the station agent
any defect in the line.

184. The conductor is responsible for the rules
of the Company being properly enforced upon
his train.

185. Conductors must deposit their boxes in
the places set apart for them.

Leaping on 186. Couductors and brakemen must refrain,
nd**ahun" ^s much as posslble, from leaping on or off their
trains whilst in motion. Before proceeding to
shunt any cars into a siding, they must satisfy
themselves that it is not obstructed, and that
there is sufficient room for the cars, and not
allow them to be run in with too great a speed.

18Y. Should the bell-rope become disarranged,
and it be necessary from any extraordinary cir-
cumstance to stop the train, if other signals
fail, the brakeman must apply the brakes

iUg,

When belU
rope is out
of order.

oi/arpiy, and suddenly release them a few times
so as to attract the engineman's attention.

188. Whenever a conductor has r«^ason to ho- Broken
lieve that his train has passed over a })r()ken rail, ""'"'^
or obstruction, it is his duty to stop the train,
and ascertain if such be the case ; and ii' so, he
must leave a brakeman with detonatinsr sicrnals,
red flag or lamp, as the case may require, in
order to warn approaching- trains. He himself
must notify station agents and trackmen, as
(juickly as possible.

18P To avoid the possibilitv of accident, Trains to ;x

., -Ill * T 1 under rul.

Ill case the air brakes become disarrangea, control,
treight and other trains immediately following
a passenger train from any station, and parti-
cularly where it is down grade, must proceed
very cautiously, and be under full control, keep-
lug a sufficient distance to the rear to be signalled
in case of danger, until the next station is passed
and the train they are following is, beyond
reasonable doubt, clear and out of the \vay. •

190. Whenever any train or portion of a train Train baoV-
is backing up, either in shunting or otherwise, ^°^"'**

in any city, town or village, or in any station
\ ard, the conductor or brakeman of the said
train must be stationed on the leading car, to
warn or signal parties api^roaching, standing
en, or crossing the track.

191. Level crossings must not be obstructed. Level cros?
No engine, tender or car must be left on any ^^^'
level crossing for a longer period than 5 min=

ntes ; and if in any city, town, or village a train
is waiting for more than 5 minutes, it must be

irw,

When pas8"
inK other

Care of
switches.

cut so as to leave the whole width of the road-
way, iucluding footpaths, clear. In such case
the cars must uot be coupled together again
until the crossing is protected by a signal.

192. Passenger conductors should see and salute
each other when passing on their trains. Freight
conductors whenpassing trains at stations, either
by night or day, must always be on the outside,
and shew themselves to the men on the train
they are passing. They are forbidden to ride on
engines.

193. Conductors and brakemen will be held res-
ponsible for the care of the switches they may
use.

194. Conductors will be held responsible for
having the full complement of trainmen on
their trains.

195. Freight conductors and train baggage*
men must act as brakemen when necessary.

196. The conductor and brakemen have time
on the journey to examine the wheels, brakes,
couplings, and journals of the cars, and can have
no excuse for allowini«' them to be neglected ; it
will always be presumed that they are inatten-
tive to their duties if they are neglectod

Removal of 10*7. The bcll-rope must ou u^ .ant be re-
e -ropo- j^^^.^^j until the train has fully pped at he
station.

198. The man who opens a switch must
close and lock it for the main line, andi
properly place the safety catch.

Examiua-
tion of
rain on
ourney.

Conductors, &c., of Passenger and

Mixed Trains.

199. Every conduc^tor, baggai^eman and brake-
man is to bn at th(» station from which he is to
start, halt' an hour hclbrt' the appointed time. He
must, while on duty, \^ ear a badge on the front
of his hat or cap, denoting his oihce. The con-
ductor is to see that he has on the train :

Tralnmeu
to be on
• iiitv )ialf
an hdiir be-
fore train-
time.

liaJge to be
worn. Ar-
ticles to bo
provided*

J Axe.

1 Saw.

I Hammer.

1 Two Gallon Oil Can.

1 Oil Filler.

1 Pair Scissors.

2 Cases, each containing 12

Det(jnating Signals,
1 Broom.
1 Bell Kope.

1 Wnter Pail.
1 Chain 12 feet \on^. with
Hooks attiuhed.

1 lb. Sulphur.
3 Kcd Lamps.

2 White Lamps.

2 lied and 2 White Flagg.

2 Tail Lamps.

6 Links and 6 Pins.

1.1

200. Whenever a fare is collected on the train
the conductor must at once issue a ticket to the
passenger.

201. Conductors must see by personal inspec-
tion before starting, that the cars have been care-
fully swept out and dusted ; that when neces-
sary the stoves aiid lamps have been lighted in
proper time ; that the water-coo li'rs are filled
with good fresh drinking water, and that the pas-
sengers are properly accommodated , that their
baggagemen and brakemen are on duty ; that
the air brake pipes and cars are properly coupled,
and satisfy themselves thctt their train is in pro-
per running order Any defects in the running
gear, or deliciencv in the interior littings of cars,

Conduoior
to i.>^.sue a
ticket when
fare col-
lected.

Conductor
to person-
ally in-^ipeof
train before
starting.

TIP™"

msm

i I

it':

p. i

if '

liftinps.

Announc-
ing name of
next station
and assist-
ing passen-
gers in
alighting.

Running
past plat-
forms.

must be immediately reported to the station
agent. They must also see that the bell rope is
properly attached from the rear of the train to
the bell in the cab of the engine, testing the
working of the same, which must not be re-
moved until the train is at a stand, at the end of
the journey.

202. At sunset the car and signal lamps must
be lighted.

203. Immediately after leaving a station, the
name of the next station at which the train is
timed to stop must be distinctly announced
twice to the passengers inside of each passenger
car, so as to be heard throughout the car, and it
must be again announced twice within a reason^
able time before arriving at the station, proper
time being allowed to passengers to get in and
out of the cars before the train is again put in
motion ; but every assistance must be rendered
by trainmen, so that the train may be kept at the
station as short a time as possible. At terminal
stations, conductors will not leave their trains
until the passengers have alighted, and will
render theru all needful assistance. Before
starting from terminal stations, junctions and
crossings, where trains leave in different direc-
tions at or near the same time, announcement
must be made to passengers of the direction in
which each train is going.

204. If a train should run past a platform at
which it ought to stop, the enginenian must
not be signalled to back before the passengers
have been warned to keep in the cars, the con

ii"

;tiition
•ope is
-ain to
ig' the
be re-
end of

5 must

)n, the
rain is
)unced
senger
and it
reason-
proper
in and
put in
dered
at the
rminal
trains
d will
Before
IS and
direc-
lement
ion in

)rm at
must
enu'ers
le con

aucxui or abrakeman being on the rear platform

of (he Jast car

205. When cars on passenger trains extend be-
yond station platforms, passengers must be
warned to walk forward through the cars to
the platform.

206 Passengers must not be allowed to stand
on the platforms of cars, and must be cautioned
not to attempt to leap on or off trains when in
motion.

207 On passenger trains the conductor or
a brakeman must always be on the rear platform
of the last car when arriving at a station, to see
that the semaphore is raised to danger ; also
when leaving a station, to look out for any
siu'nals that may be given after the train starts.
Any m^glect in raising the semaphore must be
reported at once.

208 On the arrival of a train at the end of a
journey, the conductor, in the absence of the
station man appointed for the purpose, must per-
sonally examine each car, to see if any articles
have been left .by passengers. If anything be
found, for which there is no owner, it must be
handed over to the station agent. He must
also see that fires and lamps are safe, and the
windows closed,

209 Conductors of night trains on which sleep-
nig cars are run, must attend to the sleeping car
passengers before proceeding through the other
part of the tram, examine tickets, and arrange,
if possible, so as not again to disturb them

Passengew
on plaN
forms of

cars.

When

arriving at
and leaTing
stations*

At end oC
journey.

Sle<'ping

c.ir pjissen*
gers.

f:l!

»;i,

Riotous
condiict
not to bo al-
lowed. Dogs
and heavy
baggage not
(tobeallow-
Oclincare-

No person
to travel
without
ticket or
•oass

Passengers

without

tickets.

5T.

1 .

during the journey. They must also see that
their men avoid slamming doors and making
unnecessary noise, when going through the cars

210 Conductors must not allow riotouf ; conduct
on the tram, nor allow passengers to put their
feet on the cushions, or otherwise destroy the
cars, nor permit heavy baggage or dogs to be
carried in passenger cars.

211. Conductors must not allow any one to
travel without a ticket or pass signed by a^i
authorized officer. They must collect and punch
all tickets and trip passes, and make out at the
end of their journey the returns that may be
ordered from time to time.

212 Any passenger without a ticket, and
refusing to pay fare, should be removed.

'•'Any passenger refusing to pay his fare may, by tiie con-
'ductor of the train, and the S(^'rvants of the Coni[)any, l)e put out
''of the train, with his baggage, at any usual stopping place, or
'near any dwelling house, as the conductor elects, the conductor
''first stopping tlie train and using no unnecessary force." 42
Vict., Chap. 9, Section 25, Sub-Section 12.

213. The conductor will observe that this
power can only be exercised by putting otT a
passenger at a station, or near a dwi'lling
house. Grreat caution is, howcvi^r, to be ex-
ercised by the conductor, and the following in-,
structions are laid down for his guidance.

214. If the passenger refuses to pay on the
ground that the ticket has been lost, the con-
ductor should not remove the passenger, if ho
believes the ticket has been lost ; but in all cases
the name and address in full should be obtained

see that
makm<?

le cars

condact
ut their
troy the
;s to be

one to
i by a^
d pumh
t at the
ma/ be

let, and

^- •

y the con-
I be put out
ig place, or
I conductor
force." 42

ana

report

forwarded without
the Superintendent

delay, with a special

215 In

case of removal, no force is to be used
but such as may be actually necessary, and as
much care and consideration as possible is to be
shewn to the passenger.

216 In every case of removal it will be the
duty of the conductor to ask for the names and
addresses of four or five passengers, witnesses of
all the circumstances, and to forward such infor-
mation, together with a full report, to the Super-
intendent without delay

1S8. The man who opens a switch must
close and lock it for the main line, and pro-
perly place the safety catch.

hat this
nir off a
Iwclling
o be ex-
ving in*
:e,

f on the
the (;ou-
-er, if he
all cases
obtained

Oonductors, &c., of Freight Traina

fii'-ight 21Y. Conductors iiiul brakemeii must be in at-

wn uctors, ^gj^^r^jj^.^^ half an hour before the time fixed on the

time table for the departure of their trains, to see
that the cars are propi^rly coupled, oiled, and in
good order to run. They are to see that they
have on the train :

1 Axe.

1 Saw.

1 Hammer.

1 Two (lal lull Oil Can.

1 Oil Filler.

1 Pair Seiss(jrs.

2 Cases, each containing 12

Detoaaliug Signals.
1 Broom.
1 Bell Rope.

2 Water Pails.
12 Links and 12 Pins.
1 Chain, 12 feet long.

1 11). Sulphur.

3 Red I In 11(1 Lamps.

2 White Hand Lamps

2 Red,and 2 White Flags
2 Tail Lamps.
6 Brake Bolts.

218. The conductor is responsible for the at-
tachment of bell roi^e, signal lamps, and flags
to the train.
TTseof jour- 219. The coiiductor is to enter in his journal
be *exam1n- aiiy dv'lays or casualties, and report the same on
^^' arrival to the proper officer. Whtni any cars

v\rhich should have been taken forward are
left on the way, the conductor must promptly
give notice ot the same by telegraph to the
Assistant Superintendent. He will see that
the doors of the cars are at all times properly se-
cured, and those that require it sealed. Whether
empty or loaded, they must always be closed
while in transit.

Way-bills 220. Conductors must examine the Way -bills,
freight.'"' checking them with the labels, numbers, and

3 in at-

on the
1, to see
and in
,t they

'lags

the at-
i flags

ournal
&me on

y cars
d are
)mptly
to the
that
rly se-
hether
closed

>r-bills,
's, and

initial letters on cars hefore starting", to see that
the freioht is loaded according to the stations to
which it is consio-ncd. Should way-bills not be
ready, the iact must be promptly reporicd to the
Superintendent. They must also rej-jort to the
Superintendent all cases in whi«'h frciuht 1o be
uuiOiuled in transit has not bcv'ii coiivenieutly
loaded for distribution ; they are also required
personally to check with the rvH.'eivinq* acent
the freight deliver /d, and should there be any-
discre]>ancy or damage, it must be noted on the
way-bill at the time. Loaded cars must not be
taken without way-bills, and no way-bills with-
out the proper cars, except by special authority.

221. No conductor in ( hari2re of a freight train Not to 0*
shall receive or take a fare from any person travel- ^^ ^^**
ling on his train ; nor shall he allow any person

to trp.vel as a passenger without the written
order of the Suptn-intondcnt or Assistant Stiper-
iutcndcnt iu chaige of the district.

222. Conductors must particularly examine all To examine
platform cars, to see that they are safely loaded, bmkes?
and it they are not, must loavc t]i<^;n to be
reloaded. They must also (^xauiiiiMli ^ brake-
masts, and see that they are iree to work, before
starting.

22]. A con 1 actor's van must be at the rear of Sharp look
every IVeiu'ht ti m, and a .sJiarp look out must kllpt ^from
be kept from tiie cupola or side windows, and'*^*"*
on all trains except way freight not cifinying
passenii'" s. a bell-rope must be extended from
the end ot the ^rain to the gong in the cab of
the engine

■sisn

When in
charge of

IBenger

224. Freight condu(;tors when in charge of
passenger. trains must obey the rules and regu-
lations laid down for conductors of passenger
trains.

198. ihe man who opens a switch must
close and lock it for the main line, and
properly place the safetv catch.

Brakemcn
under con

BRAKEMEN,

225. Brakeinen must make themselves thor-
oughly acquiiinted with the whole code of
signals, and the instructions referred to in these
rules and regulations.

22i). Brakemen are under the orders of tha
dSIrw- conductor, Thi^y must see that the bell-rope
^^^^- and lamps aio in proper working order.

Brakeinen 227. Brakcmeii are to be near their biakes while
alert."" '^ the ti'iiiii is in motion. One brakeman employed
on niix'd and Ireight trains must be on the
engine, so as to be prepared to promptly apply
brakes on front cars on a signal from the eno-hic
man, or when otherwise necessary, while the
train is in motion, and to keep a good lookout for
the rear portion of the train, exchanging signals
frequently with the rear brakeman.

Application 22<S. Brakcmeu will not apply brakes so tightly
Tt brakes, .^j^ ^^^ ,,|^j(^|^ ||^^^ whccls, but ill descending" lyrades

will use the brakes of sevc^ral cars to check and

regulate the train, and change brakes frequently

Tge of
L regu-
Iseiiger

must
), and

thor-
)de of
these

of th3
U-rope

J while
ployed
)n the
apply
iiig'Uie'
le the
out for
signals

lightly
i?rade8
i'k and
aently

I
I

229. Before starting they must examine the Carc or
car brakes, to see that they are in proper work- oars.^stovee,
iiig ordt'r, and report any defect to the "onduotor. '"^p^.ato.
If engaged on a passenger train, they must see

that the cars are careiully swept out and dusted,
and if necessary the stoves light ed ; that the heat
and ventilation are properly reguhited, and the
fu(4 boxes filled. They must have the signal
lamps trimmed and ready for lighting, should
their journey not be ended before dusk. They
must see that a good supply of fresh water is
always kept in tbe water coolers.

230. Brakemen must always be on the alert, and To look out

ready to apply the brakes immediately upon a and hiwe^^
signal b(dng given by the engin -man, and Avhen ^^y'^o^^^^
approaching signals, stations, railway crossings,
•uidswing-bridges, or on down grades, they must
not wait for th'3 engineinan's signal, but must
keep their trains well in hand, and completely
under (control. Passenger brakemen must be
particalarly careful in this respect, in *ase of
failure of the air-brake.

281. Upon stopi>ing at stations or sidings, Dutyattta-
brakemen must examine the axle-journals to ^^*^"^'
see that none are heati^d, and mii- 1 thoroughly
examine coupling pins and links.

232. Brakenn'u must keep a shar]> look ou^ for T.-ains
trains breaking loosi\ especially on do\vn grades. lUige '

233. Brakemen must assist condu(?tors and to ussist
station men in loading, unloading- and che<king Ji'/Zj^g^atSa
freight, baggage, or parcels to be left, loaded, "^''"*
unloaded or delivered ; and at all stations where

jii

'i m

■'a ?

11 r

■'I

Care of
baggage-

wood 18 taken, thoy must tissist in putting it ou
the tender

H^^^. The man who opens a switch must
close and lock it for main line, and properly
place the safety catch.

TRAIN BAGGAGEMEN.

2-^)4. Traill baguMuemen must make themselves
thorouiilily aequaiuied with the. whole code of
signals, and Ihe instructions referred to in these
rules and regulations.

235 Every train baggageman must wear, upon
his h;it or cap, a badge denoting his oitice.

28(). Tram baggagemen are under the orders
of the conductor,

237. They must see that all baguagt^ is i>ro-
perly marked and cheeked, and arrange it so
thai there may be no delay in putting it out
at the proper stations ; care lull y registering
in their baggage-book each piece, number ol
check, and station at which rec eived or left olT.
A correct report of the same must be sent in .it
the ond of the journey. Yalu » parcels mut^t bo
accompanied by way-bills l\ircels and wriv bills
must be carelully checked. Baggagemen iniis
see that they have the correct number billed, as
they will be held responsible for the sa ne
They are prohibited from receiving baggage o;-
parcels noi piopeily checked oi billed. All

ng It ou

h must
roperly

miselves
5 code of
in these

'av, upon
ice.

lc orders

e IS in'o-
uv it so
I"' it out
i'iisteriiio'

mber oi
Jeft off.
eiit ill ;it
. iiui^t be
v;iy bills
irii mils
billed, ;is
e sa .lie
g-gage or
ed. All

hecks must be entered m full according to the
ni;r*ks on ili«'m.

-.)«. They are held responsible for the careful Value
liaiidling of all baggage, parcels, and letters en- iS°e?f,^*'
trusted to their custody, and must give and take U^',^'' '*'1^J|:
n^.HMpts for value packages. They must be |f^;;K'^^J"*jJJi
areful in the delivery of despatches, i)arcels, (inrinfr

Til i rni , 1 1 i 1 • journey

etunied checks, etc. ihev must not leave their

car during the journey v^^ithont having it pro-
perly watched or secured, nor allow any passen-
gers to travel in it. They are held responsible
tor the safety of the cash boxes and their con-
t*'nts, and must be particular in entering the
number of the cash boxes on the cash bag way-
bill

230 No checks must be removed from bag- checks.
U"iQ:e in 1 he (^ar, and all baggage must be lelt where
marked for when put in the car, except m cases
where passengers wish to leaA'e the tram at
miv.' other station, when it will Ix* put otl'.i^ the
fonductor may direct, and shewn on return ac-
coi'dingly.

240. Way-bills for through baggage and bag Transferor
gage put off at junctions must be correctlvmadc '^'^^'^k®*
out, and must be ch(M'ked over aiul sio-ncd by
the receiving b.Hjongcman, who will send them
in w'th his reluuis.

:U1. Checks on baggage in bond must be taken UniiCTgc in
\\\ien it is possible to do so

242. Baggagemen must not leave their cai
while they have baggage in charge, without lo«k
inu' up the car, and no baggageman must leav(^

bond.

Claims

through

careless*

nese

Betnrns.

Letters.

the station at the end of his journey until ail
his bag<^ag*e has been properly disposed ot.

248. Baggagemen must understand that il any
claim is made through their inattention to ihe
instructions, or by carelessness in putting bag-
gage out at a wrong station, they will render
themselves liable for the amount of such claim.

244 Baggage in
checks outwards

To attend
the bmkes

bond must be piled with

245 Bairgagemen must make out their returns
immediately on arrival, and send them in by
next train without fail

246 Dogs must not be carried except tickets
have been purchased for them, and a chain and
collar, in each case, is attached, for properly
securing them in the baggage car.

247. Letters not on railway business, and not
passing through the offices of the Company,
mvist not be conveyed by train. Baggagemea
violating this rule render themselves liable to
the Tost Office penalty.

248 Bagiiau'cmen must perform the duties of
brakemcn when required to do p \

ins. T'le man who opens c sw tch must
close and lock it for main line and properly
place the safety catch»

249 Table shewiiii? ih<' speed of au engine, Ppcrd of
V\h«'ii the time of pcirormiiig a quarter, half, or
^)] ' inile IS ffiven :

engines*

iTime of
Spt'ed per
per form i tin
Hour. iMile.

8 !

» J
10 I

12 '

' ••

14 I

■JO

2 1

2 2

2 7

::H

2
1
1
1
1
1
I

1
1

56
52
50
47
45
42
-10
H9

:{7

36
34
33
32
31

111 f<

3
2 30

8
52
40
30
21

Time of Time of'

per- ' per-

f'oriniiK.' forming'

i Mile, , 1 Mile.

Speed

per
Hour.

Time of
' F'er-
formiii>r
i Mile.

Time of

foriiiitiK
i Mile.

Time oi

l>er-

forminK

1 Mile.

111. .".

4 17

3 45

3 20

2 43

30
18
8

52
: 46
1 40
1 34

2
2

2
2
I

2't

30
25

21
18
15
12
'J
()

58
66

6
5
5
4
4
4
3
3
3
3
3
2
2
2

37
17

45
31
20

51
43
36

III -i.

Miles.

i;i.

111. s.

12 1)

2 7

53 ;

8 34

51 i

7 30

36 '■

50 .

6 40

48 '

38
39
40
41
42
43
44
45
46
47
48
49
50
51

23
23
22
21
21
20
20
20
19

18
18
17

47
46
45
43
42
41
40
10
39
38
37

:\fi

36
35

111. s

I 49
1 46
1 43
1 40
1 37
1 34
1 32
1 3'
1 27
1 25
I 23
1 21
1 20
1 18
J 16
1 15
1 13
1 13

2 ;'o

2 2 1

2 18

5 1

2 13

2 8

l(i

2 4

5 7

(1 31

•>

1,-)

1 56

1 52

PJ)

ENGINEMEN AND FIREMEN.

Time to

coiMoon
duty, etc.

Care of en-
gines.

Economy
and use of
material.

250. Eiii>'iii«^ni«'ii Jiiid fin'mcn must iiiak<» Hkmii-
soIycs thorou<4'hly ucquaiiiti^d with tln' wliole
code of si^'iials referred to in these rules and
regulations.

251. The enirinemau of every train must be
in attendance thirty niinutes, and the fireman
forty-five minutes, before the ap])ointed time
for the train to leave. Tln^ former must see
that his eni>'ine is in proper workinu^ order.
suifi.(d<',ntly supplied with fuel, water, and dry
sand, and properly oiled, also that thi^ lamps
and siu'nals are in a lit state for use. Before
taking charge of th(^ engine, both must sign
their nami^s in th(^ appearance book kept by the
locomotive forcMiian, and inspect the notice
board and circular book.

252. Each enginemaii is held responsible for
the enii'ine under his chars^'e, lor the i^eneral
efficiency of the machinery or working parts,
which he should inspect as often as his duties
will allow, and he must re]wrt to the foreman
any case of imx)erf(^'t washing out that he may
know of or susjx'' t. If any i)art of the machinery
is damasked bv heaiinu", th(^ eimineman w411 be
liable for the amount of such damage.

253. He is responsible for the economical use
of all mat(»rial, stores and fuel supplied to his
engine ; and it is his duty to see that no waste
takes place.

2')4. Every euii'inemun, w hcii u duty, slmll Nectwiiry
have with him at all timrs the lollowiim' tools : '"'''' '^'

4 liiili. :■ I/Miip.s with red

aiiil white, h'^'lita.
1 II;in<l si"nal laiii[>.
1 <iaii;_'o >:ia.ss hinip.
1 Set of screw keys.
1 T/iru'o ami 1 small mon-

kev wrench.
2('(.M chisels.
I Lar;r(^ and 1 fciiuiU hain-

nier.
1 Crowhar.
1 Coal shovel.
1 Twelvi^ fo«t chain with

shackle..

2 Screw jacks.

1 lax and twine.
4 har'.teanil >niall oilcans.
() Tnite phi'S and iron.s.

1 1 ire bucket.

2 White, and 2 rod {\a\:H.
2 Torches.

12 lU^tonatinj.^ siirnals in
tin case.

1 Set doiiS and WiMlu'-es.

2 Pairs W(»oden blocks for
block inir links and cross
heads.

255. Eniiiiiemen and firenn'ii must proYido to havo
ihemsi'lv* s with reliable watches, which must fvatchoa.
oe regulated daily by the standard time, aiid
compared with conductors' watchi's just b(d'ore

the departure of their train. Th«'y must also
hare with them the current vvorkin*^ time tables.

256. No person except the engineman and fire-
man (and front brakesman of mixed and freight
f rains), shall be allowed to ride on the engine
oi' tender, without permission of the G-eneral
Manager, Superintendent, Chief Engineer or
Mechanical Sux)erintendent.

257. Ensi'inemen are held responsible for the Beu ropos.
bell-rope being properly attached to the gong or
Vvhistle, before starting.

258. The engineman, on receiving a starting Cire of
^iii'ual from the conductor, must immediati^l]^ ^'"""*

:: WvV by ringing the 1x^11. He must handb^
!:i' train carefully, and must not injure the

I i' \

'■ i H

- ■, i 1

- Uil

Not to run

without

conductor.

Running
cautiouslj'.

W^hen train
is hauled
b,v two en-
gines.

consult
/ith

I'.on-

roupliiigs by jerking, and he must look out
behind when startiniz*, iilso frequently wJien in
motion, to see that the train is following" ])ropt'rly
He must not depend upon being warned by th*-
gong in the cab.

259. No engineman must run a trai.i with-
out a condu'^tor, from whom only he will tnkc
si£i-nals relative to the moveuK'nts of the train,
which, from the moment of startinu* to the time;
of arrival at its destination, is entirely under
the orders of the conductor, to whose instruc-
tions as to stopping and starting, the engineman
is to pay implicit attention. Ihit engin«nnen arc
held personally responsible, if they obey orders
from conductors which are know^n by them to
be contrary to the rules.

260. In all cases where any message or order
directing a train or engine to proceed cautiously
or at a named rate of speed over any part ot
the railway, or any bridge or viaduct, is give:i
to the engineman of any train or engine, ht?
shall retain the same in his possession, and a( t
in strict accordance wdth su.ch order, under pen-
altv of immediate dismissal.

2(J1. In case of a train being hauled by two
engines, the engineman of the first engine is in
charge, but in such cases each engineman will
be furnished with a copy of train orders, an«l
both will be held responsible for tbeir beinu'
carried out. Conductors will read the orders to
both enginemen.

262. In cases of doubt or difficulty, relative to

wmfm

x)k out
A'lion in
ropcrly
I by th<'

.1 with-
n]\ tak<'
he train.
:lie ihnv
y uucler
instrue-
iiiu'inaii
nnenar<'
y orders
them to

or order
Aitionsly
part ot
is giYe:i|
giue, h
, and actj
ider pen-

i by t\A'o
fine is in]
laii will!
lers, aii'l
'ir beiiiLil
orders to

Blative to

the rtinninn^ of trains, enG^inemen and condnetors auctor in

1 "111 1 'ni- case ol

must consult with each other as they will be doubt.
hekl equally responsibk; tor any violation oi' the
rules through forget fulness, negligence, or wny
other cause.

2G3. Ill ease of a "cident to a train, the (»ngine- incnpeof

•r • ^ iiiij^i 'J accident.

man, it required, must detach th(^ engine, and
pro(-eed to where he may be ordered by com-
petent authority

264. The greatest precaution must be taken to lo examinf
ascertain that switches are correctly set, before carefully.
] )assing over them, and no excuse will be ac^cepted
for running off a switch, in cases when the light
and target indicate its position.

265 Enginemen must be cautious in passing >yhenirac«
places where the track is under repair, iind m pu?". ° **
crossing trestle work, and must close their ash-
pans before passing wood-piles and wooden
structures.

266. On entering or rounding curves, great Currt.
watchfulness must be used, to avoid the possi-
bility of running into a train ahead.

267. In approaching stations, enginemen must when w
never depend upon information as to where the statlSni.
train ahead will stop for fuel or water, or other
cause, but must always be prepared to stop short
of the signal.

268 Enginemen, in approaching stations, espe-

ciallv those at which their trains are not timed

to stop, must sound the whistle at a distance of

not less than 800 yards from the nearest station

■H

^■1

m^sm

When
stopping.

switch, and must be certain that tiie sema-
phore, switch and telegraph signals are all right
for them to proceed.

When pass- 269. In passing stations at which trains are
mg stations ^^^ to stop, cnglncmen must aound a low,
long whistle, and their trains must be under
such control, that they can stop if required.

270. Enginemen in bringing their trains to a
stop must pay parti -ular attention to the stat*
of th(3 wcaihoT and tho condition of the rails, as
well as tho length and weight of the train ; and
must give due weight to these (circumstances
in determining when to shut otTsteam. Statioub
must not be entered so rapidly as to require
violent application of the brakes. ^

SU^iate for 1:71. Enginenicii must approach passenger plat-
forms very cautiously, sounding a low prolcnged
whistle, or ringing the bell, especially at sta-
tions where passengers may be standing on an
int >rinediate platform, or where another train
is waiting. Enginemen must be cautious in
appioaching junctions and all large station
yards.

272. The bell must be rung, or the whistle
sounded, at the distance of at least eighty rods
(440 yards, or 8 telegraph poles) from eyery
road crossing, station or junction, and the bell
must be kept ringing or the whistle sounded at
short intervals, untK the engine has passed such
point. In foggy weather the utmost vigilanc**
and caution must be used.

stations.

Signals for
road cross-
ings.

To look out
for and

273. The engineman and fireman also, wh<

not

lookc
nigui
knov
bignu
resul

27-
engii
he m
man

eithe

roarl,

bon a

27i
inab
-nd
grapl
on a
IJule
tram'
to pi
If fro
tofla
lator
and :
pate!
from

27(
train
(tdeg
» han

del a}
iinirc

sema-

1 right

ins are
a low,
under
3d.

IIS to a

10 SI at
[-ails, as
n ; and
stanches
Itationb
require

■4

;er plat-
)lGiiged
at sta-
on an
3r train
ious in
station

tvhistle
;y rods

every
he bell
ided at
d such

ilauc^

not otherwise engaged, must always keep a good obey aig-
lookout, and pay immediate attention to all°*^
t^ignals, whether the cause of the signals be
known to them o. not. Neglect in obeying a
bignai is sufficient cause for dismissal, whether
resulting in accident or not.

2Y4. No engineman on duty must leave his Engines not
engine, except in case of great necessity, when '" ® ® '*
he must take care to put it in charge of his fire-
man; but on no account shall both leave it,
« ither on the main line or on any siding on the
road, or until it be given up to the proper per-
tym appointed to receive it

2Y5. If, however, a light engine should become When light
iTnable to proceed, the engineman will at once aCfeSf
-nd his fireman at least 800 yards or 15 tele-
graph poles, or a sufficient distance further if
on a curve or grade, with proper signals (see
Kuie 179), in the direetion from which the next
tram is expected, and if necessary, go himself
to protect his engine in the opposite direction.
If from the exigencies of the case both men have
to flag, the engine must be left with the regu-
lator secured, the reversing lever in mid gear,
and the tender brake applied. The train des-
patcher must be advised, as speedily as possible,
from the nearest station.

276. When an a»'( ident happens to an engine or xo report
train, the engineman must, as soon as possible, ^*^''^'^®"^-
telegraph to the Mechanical and Assistant Me-
chanical Superintendent the particulars, and the
(lelav likely to be caused. If assistance be re-
I mi re J. b must also make^&ure that proper

P^iP^^

1,: I:*

ii'V.

notice has been given to the nearest locomotiye
station ; and should the accident be warrantably
serious, then notice, stating as nearly as possible!
the extent of the damage, must be given to the I
nearest station where auxiliary cars are kept.

'hunting. 2*77 The enginemau must not allow the fire-
man to move the engine nt all, unless he is him«
self present The shunting of cars requires both I
men to be on thti (nigine, and must not be done
at so great a sp.\'d as to endanger the liv(^s of
men em])loycd in coupling, or in any way to|
injure the property of the Company.

278 No ''ngine without o train must stand on|
the mam line, unless propyl y protected, as per
rule, by the scmnphore, o7 o!h'^r signals, whi 'h
enginemen are held ri\sponsible for seeing exhi-
bited.

279 When a pilot engine in front assists \\\
train, a stop must be made before th(.^ pilot i
uncoupled, and the train will not proceed antil
the pilot is safely in the siding. „

280 Enginemen while shunting or running
trains or engines in passenger station yards,
must do so cautiously. They must keep a good
lookout and gi V(* warning of theii movements by
a low ccntinuous whistle, orb}^ ringing the bell

281 Assisting engines must, under ordinary
ciTcumstauies, be coupled on at the front of
passenger trains, and at the rear of mixed and
freight trains.

282. Enginemen before proceeding with light
engines, must hav«^ tb^^ Superintend ;'iii's wrH-

Protection
of engine
when^tiind-
ing on mail!
line-

Wher pilo*
engine
assists in
front

Signals

when

ebiiuting

Assisting
*5'" "^nes

ten

and

cone

liavi

isponsi
bility when
ruuniua

comotire
rrantably
:; possible
311 to the
? kept.

the liro'
e is him«
lires both

be done

lives of
7 way to

stand ou
kI, as per
s, whi -li
iug exhi-

assists li

pilot u

t3ec' autil

i
J"

running
I yards,
p a good
ments by
the bell

ordinary
front of
ixed and

it h light

i's wrH-

ten authority through the train des pat eher, light en-
aud when working light engines their duties ^'°®'*
and responsibilities are the same as those of
conductors. They must not run at night without
having a proper headlight, and two red tail-
lights exhibited.

283. No engine is to run on the line tender Engines no!
foremost, except from unavoidable necessity. de/first*°

284. No engine is to pass from a branch or when pass-
siding on to the main line, until the switchman sufing'^'^to
signals the main line clear. "^^^i" 'i^e.

285. Enginemen must not allow steam or water Escape or
to escape from their inj^'ctors, cylinder or pet- ^Jter, °'
cocks, to the ijijury or annoyance of people on
station platforms or elsewhere.

286. Every engineman must carefully examine ai end of
his engine after each joiir}iey, and must imme- J"^""^®^'
diately report to the locomotive foreman, and
enter in the book which is kept for that purpose,

any defect or deficien<y in the engine or train.
He must also report to the locomotiv;' ibrenian,
(and to the station agent or operator at the near-
est station during the trip), and enter on his trip
li<ket, thepa^rticularsof any accident, negk^ct, or
irregular occurrence, such as the improper work-
ing of S(^maphores, irregulariii(\s in the movement
ol trams, dcHciency in the track, neglect on the
])art oi' bridge watchmen, etc., that he may have
observed upon the journey, and hand the trip
^idcec to his foreman before ^v^aving duty

28t. Eiigmembii and firemen mnst b*^ careful careof wa-
a\ the use of all nroperty belonging to the Com- eto.^^^"

.13 ■■> ■

(;*' fl

Safety
valves.

Cleaning
ash-pans.

par y, esperially hose-x)ipes and w ater-cranes,
whi( h must iK'Vor be piilled over or thrown off
the tender while the engine or train is in
motion. The pipes must always be allowed
to empty themselves before being thrown off the
tender, as the water in wiutt'r freezes on the
track, and causes considerable inconvenience
and expense. They must also see that the pipes
are ]^roperly secured.

288. Enginemen and firemen must not inter-
fere ill any way with the safety-valves of engines,
eithei by wedging down the levers, or otherwise
tc- obtain more pressure in the boilers than the
aurnorized allowance. If they an^ not satisfied
that the valves are in proper condition, thev
must so report to their foreman.

289. Enginemen must not clean out smoke-
boxes or ash-pans except at the pits appointed
for that purpose, unless in cases of necessity,
when they must see that all live coals are extin-
guished.

290. In addition to the abov(\ enginemen and
firemen will be governed by the general and
running rules and regulations.

STATION AGENTS.

Station 291. Evcry station agent, or person in charge

rMponeibii- of a statiou for the time being, is held respon-

ities sible ibr the efficient protection of the whole of

the offices, buildings and other property con-

r-cranes,
Town off
in is in
allowed
n off the
; on the
venience
he pipes

lot inter-
engines,

therwisi:^

than the
satisfied

ion, thev

t smoke-
ppointed
lecessity,
re extin-

men and
eral and

n charge
I respon-
whoie of

neoted therewith, and must systematically inspect
every room in the station, as well as the plat-
forms, outbuildings and siciual lamps, and see
that they are kept clean and in good order,

292. He is to cause th(^. station grounds to be care of
k^pt in good order, He must be careful that all ^^^^^^'
stores supplied for the station are prudently and
economically used, and that there is no waste
of any kind.

29o. He is n^sponsible for the proper discharge station
of the duties devolving upon all the Company's ^^*^
servants at the station, and must at all times
•'nforce their observance of cleanliness and neat-
ness He must also see that their condn<t is
respectful and civil to the public, and that no
gratuities are received by them under any eir-
cumstances.

294. He must immediately report to thi^ Super-
intendent m'ery instance of neglect of duty on
the part of any one under his charge, and in
case of complaint, he is to communicate the par-
ticulars as soon as possible.

295. The station agent must not supply or
iend under any pretence or circumstances, stores
or other articles belonging to the Company.

29i>. He will be res])onsible for all money re- Aoeounts,
reived at his station for tralFic, and will be '''''''^'* ' '*
required to make good any deficiency of cash,
whether arisino^ from bad monev or errors.
He must make up and balance his accounts
daily, in the form prescribed by the Company,

■'

Tty con-i and ^vmit his cash as called for by s^iecial in-

' . 11 I

?■■

' '1'
* f

Keeping of
train regis-
ter books ■

Train or-
ders.

To prevent
delay to
trains.

r^ protect
switches.

strnrtions. This will apply to all stations.
Where exceptions exist, they must be sanc-
tioned and defined by the Treasurer of the
Company, in writing.

29^T. No pa('k;it>'(» or parcel for the private u.se of
any employe of this Company, or for any other
person, will be allowed to be sent free in baggage
car, unless by proper authority.

208. The station agent must see that the times
of arrival and departure of every stopping train
or eiigin(\ and th(^ times of passing of all other
trains, or engines, are accurately entered in
the train book.

290. The station agent or operator in charge
must be very particular to inform all con-
ductors of the nature of any orders or ar-
rangements that may exist, in any way affecting
their trains.

300. Tickets mast nevertbe sold for anv tram
to stations at which the tram is not timed to
stop.

801. The station agent or person in charge
for the time being must use every i'xertion id
prevent delays to trains at his station.

302. No engine or car is to be left upon the
main line, or on a level road crossing, oat aiust be
shunted into a siding as promptly as possible,
clear of the main line, with the brakes tigarly
applied or the wheels securely scoiuned and
stop blocks properly closed, lo prevent ilic pos-
sibility of any movement of cars ioal ui ilie
switches,

tations.
3 sane-
of the

e use of
y other
aggage

e times
g train
I other
red in

charge
il Con-
or ar-
fectmg

V tram
ned to

charge
lion id

•on the
m,st be

)ssibi(\
tig any

(L :tJld

\c pos-
t>t I lie

308. In case of obstructions, slips, or other
accidents on tht» line the agent at the nearest
station must give immediate notice by telegraph
or otherwise, to the Superintendent, Chief Engi-
neer, Assistant SupcriiiltMidcnt, Assistant Engi-
neer, roadmaster, and the nearest section foreman.

304. Any alteration or suggestion calculated to
promote the pul>lic convenience, or increase the
revenue of the Com])any, must be at once com-
municated to thi^ SupiM'intendcnt and G-enera)
Freight or Passenii(>r Agent. The station agent
shall also report to the Supi*riiitcnd(Mit all occur-
rences which may come to his knowledge bear-
ing upon tlie interests of the Coni[)any.

305. Leave of absence must not be granted,
nor must any change in stati be made without
the knowledge and consent of the Superinten-
dent.

306. The comfort and convenience of passen-
gers and shi})pers must be specially attended to.
Every preciiulion must be taken to pn^'ent
pi^rsons pla -ing themselves in danger by being
too near the track, or leaping on or off cars when
in motion.

807. At stations where semaphore sis'iials aie
provided, agents must be very particular in
seeing thai, the danger signals are shewn
directly a train stops at, or i)asses their station.
They are to be kept up for ten minutes after
any train has passed or left the station, and must
also be exhibited when shunting is going on,
or when tliemain line is in anv wav obstructed.

In case of
accideats*

Leave of

al)sen»o,

etc.

Safety and
comfort of
Piisseugere

Cse of sta-
tion ..^ignala
;iiiil soma-
pliores.

:'.

When a train crossing order is received, the
semaphore sii^nal must be raised to dang«'r,
and, belore the order is replied to, the operator
must s«M> that the signal is displayed, so as to
ensure the sto[)])age ot the train. If the opera-
tor is unable, on account of fog or from any
other cause, to see the semaphore, he must so
advise the despatcher, and not reply to the
crossing order until he has made sure that the
semaphore is at (laiiii'er. The usual danger signal
must also be exhibited at the station.

Where 308, At statioiis where there art^ no semaphore

eemaphoro Signals, a red signal must be shewn tor 10

minutes after the passage of any train or engine.

809. ^^heiiever it is necessary for a train not
timed to stop at a station to pass throuuU a sid-
ing, it must l)e lirst stopped at tin; semaphore,
and then brought on by caution signal.

310. Station agents are held responsible for
the safety of the switches, which must always,
excepting when a man is standing by, be kept
locked for the main line. They must also see
that the track is clear at the station, and must
not allow cars to be loaded or unloaded on the
main line without authority from the Superin-
tendent.

Switches
to he kept
locked lor
main line.

Station
staff to be

311. Station agents are responsible for all
K Z\vi- general and other orders being duly entt^-ed
orllersretc. '^^^^ cxecutcd, aiid for books and returns being

tid neal

'ly

up,

itly kept.

igent will read over to the staff at his stati(m
all orders and circulars reterrinsf to their several

ed. the
iiiiig«*r,
perator
50 as to
opcra-
»in any
iiiiht .so
to the
hat the
r sigual

aphore
for 10
c^ngiiie.

ain not
I a sid-
iphore,

3le lor
Ivvays,
)e kept
Iso see
1 must
on the
iperin-

br all
ntered
b«nng
The
station
levi^'al

duties received by him, and obtain their signa
tures on the same. Circulars, written instruc-
tions, etc., must not t)e put up on the walls of
offices, but into skeleton books, and properly
indexed.

312. At chief stations, the ticket offict^ must n^ket
be open twenty minutes previous to the tiuur' "^^
tabl(^ time of the departure of trains, and at
smaller stations ten minutes, and closed imme-
diately before th(» train starts.

318. It is one of the especial duties of station Pnsj-enpers
agents to be certain that all passengers from tlclcets ^**
their stations are provided with tickets before
getting on trains, A strict examination of the
collec'tions in the cars will be regularly nuide,
and note taken of thos(» stations from whi<*h a
comparati\ ely large number of lares is collected
on the trains.

314. At terminal and refreshment stations the Killing
bell must be rung three minutes before the time 1*10113?^ ''^'^
of departure of passenger trains.

315. "Whenever any passenger train is half an Notice
hour late, the station agent must write, or cause singer''*^
to be w^ritten, on the blackboard provided for ^'"'^"'^ ^''^''
that purpose, a notice stating when the train is
likely to arrive.

816. Station agents must carefully, closely and Switches,
frequently examme the switches, points ancl curetuiiy
connections, bars, cranks, etc., and see t hat *"'^'*^^^*^^^*-
the switch blocks and safety catches are properly
and securely placed in position, and the line
clear, before trains are due. Night operators

IMAGE EVALUATION
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Photographic

Sciences
Corporation

33 WEST MAIN STREET

WEBSTER, NY 14S80

(716) 872-4S03

^'^

t/j

Oareof
olooka.

Applica-
tion 8 for
gtores.

Property
found in
cars.

"who act as switchmen, must be very particular
about this, especially when trains arc not
booked to stop at their station. Any defec ts in
switches must be immediately reported to the
Superintendent and section foreman.

31 V Station agents are held responsible for
proper time being kept at their stations, and are
required to regulate their clocks daily. If a tele-
graph station, the time will be given by wire at
noon each day, and, at non-telegraph stations,
agents must obtain correct time from the
conductor of the first train that stops. "When
the time of any station clock differs from
the timi; given by wire, or by conductors, for
two successive days, the Superintendent must
be advised by letter, and a proper person will
be sent to regulate the clock. Time lost or
gained by a clock must be cf^refully registered.

318. All applications for stores, tickets and sta-
tionery, must be made out on the proper n^qui-
sition lorms, and sent in at tlie times appointed ;
and care must l)e taken that a sufficient supply
is always kept on hand.

819. A report of ariicles found in passenger
cars at stations or upon (he track, must be sent
to the Superintendent, accompanied with the
proper form, staling wliere and vhcii I'ound.
Such articles must be reL»"istered in a book kept
for the purpose by the station niii iit, giviii:^
descri])tion of ])roperty, ^v]lere and when found,
and how dispoM^l of l\irlies < laiming found
property must accurately '1 'scribe the same, anJ

if the station agent is satisfied that the claim-
ant is the owner of the property, he may deliver
it up on obtaining a receipt in the book. No
piece of baggage or any article must b»' sent off
by a conveyance belonging to another Company,
except a receipt for the same is first obtained.

320. It is the special personal duty of station CaahUfs.
agents, unless otherwise authorized by the
Treasurer, to deposit the cash bag daily in the

train cash box provided for that purpose, in
presence of the train baggageman.

321. Station agents must not stop passenger when
trains at their stations unless such trains are {'nSno'
marked on the time table to stop, except when Jj™«d^<>
necessary for safety, and in order to carry out
these rules and regulations, or by special in-
structions from the Superintendent.

322. During the winter the passenger plat-careofsur
forms and approaches, switches and semaphore {e°r *° ''*°"
levers and chains must be kept clear of snow

and ice. Ashes must be spread on the plat-
forms when slippery. Care must also be taken
to have any undue weight of snow removed
from the roofs of the Company's buildings.

198. The man who opens a switch must
close and lock it for the main line, and pro-
perly place the safety oatch*

Station
platforms
to bo kept

STATION REGULATIONS.

to 323. Passengers must be informed that before

be checked, ^j^^y can have their baggage chec ked, they must

procure tickets at the ticket office, and sheT^

them to the station baggageman.

824. To avoid mistakes, all passengers must
attend personally to the checking and marking
of their baggage, and all baggage, after being
loaded in the baggage car, must be left off at the
plaiH^. designated, and claimed by the owner on
arrival of the train.

325. Runners for railways, boats and hotels,
and carters or cabmen, must not be allowed to
enter the stations, or come upon the platforms,
on the arrival of passenger trains, to solicit or
influence passengers, but may stand in such
pla-es as directed by the station agent or consta-
bles. If guilty of misbehaviour, such persons
must be ejected from the station, and will be
subject to punishment according to law.

326. Cabmen and porters with checks, will be
admitted to obtain baggage ; they will also
be admitted when taking baggage to the trains.
Unnecessary noise, and obscene and abusive
language, are strictly forbidden.

32 Y. Hotel omnibuses, baggage waggons and
private carriages, must be arranged in the station
grounds, as directed by the station agent or con*
stables.

BMMraffeto
and from
trains.

Oareof
■tation
grounds.

before
must
shew

must

irking
being
at the
aer on

hotels,
wed to
;forms,
icit or
I such
3onsta-
ersons
vill be

vill be
LI also
trains,
busive

328. The waitinff rooms are for the travelling Waitin,^
public only; all other persons will be excluded *^°"
No smoking allowed therein.

829. No person must be allowed to get into or PaMengws
upon (or quit or stand on the platform of), TowedtoMt
any car after the train has been put in motion, tiinJ w^n
or until it stops. Any person doing so, or at- *" amotion.
tempting to do so, will have no re« ourse upon
the Company for any accident which may take
place in consequence of such conduct.

Ls and
station
>r con-

Duties ot
station htie-
lagemen-

Appear-
ance on
duty-

x'icketH to
be shown.

Personal
haggi\t(G
only to be
checked.

Exfm

Baggage

TicKets,

STATION BAOGAQEMEN.

330. Baggagemen are undei the immediat con-
trol of the station agent, and must attend at the
station during the hcurs he may direct.

831. Baggairemen must be neat and clean in
appearance whon on duty, and must wear
badges, properly astened on their caps.

332 Baggagemen must see passengers' tickets
before checking baggage, and baggage must be
checked to places for which passengers hold
tickets.

333. Nothing but actual personal baggage, such
as chests, trunks, valises, (nirpet and leather bags,
leather hat boxes, and such like, must be
checked, and merchandise or household furni-
ture is not to be checked or carried as baggage
in any case.

334. Baggage must be carefully handled.

335. Parcels ot merchandiee must be handed
over to the express messenger, but where no
express messenger is on the train, an extra bag-
gage ticket may be issued, upon payment of
double extra baggage rate. When practicable,
all tickets must be made out in ink. All bag*
gage must be carefully weighed, if necessary,
before it is checked, and the baggageman at the
receiving station must also weigh it, if he has
reason to suppose that the weight charged for
on the ticket is incorrect.

at' C5on-

d at the

3lean in
t wear

' tickets
nust be
rs hold

^e, such
er bags,
lust be
. funii-
.aggage

3d.

lander*
ere no
a bag-
lent of
icable,
11 bag*
essary,
at the
he has
ed for

iBG. All baggage exceeding 100 lbs. per passen- fcixtm w
irer (except that di siiiicd for points in the f.a^dforbe-
United States, for whi h regular advi.e will be checked"''
ii>:jued by the Crcneral Passenger Agent) must be
charged for as exeess baggag(\ at the rates that
may be issued from time to time, and the charges
must be paid belbre the baggage is cheeked,
after \vhi< h a proper ticket must be given to
th(» passenger.

837 Any station baggageman who checks and Penalty tor
allows excess weight to go forward fre«», will be °®*^®**'
fined, and will render himself lia])le to dismissal
from the Company's service ; and the receiving
station must report to the Creiieral Baggage
Agent all such cases, giving check numbers
and train from which received.

338 Commercial travellers with samples, on Commer-
prese nation of commer<'ial travellers' tickets, few' ba?*"
may be allowed sut h quantity of baggage free *^*®*
as advised from time to time by the G-eneral
Passenger Agent, and any excess weight must
be charged at the ordinary excess baggage
rates. This excess may be booked through
on one ticket to destination, with the privi-
lege of stopping off at intermediate points,
and re-checking on presentation of regular com-
mercial travellers' passage ticket, accompanied
with excess baggage ticket.

339. On account of the trouble experienced at No sinsie
small stations in handling* extra large trunks V^^mo
and packages carried by thepubli( , and especial- fo^be oat
ly by commercial travellers «nd immigrants, '^'odmbar

gage oar.

Ovriace of
dogs-

aiid the difficulty of getting such amci »8 in
and out of the baggage cars, no single piece
of baggage weighing over 250 lbs. must be ac-
cepted for transportation in the baggage cars,
or checked for that purpose.

340. Dogs must not be taken in charge except
tickets have been purchased for them, and a
chain and collar, in each case, is attached for
properly securing them. Dog release forms
must be made out, and signed by consignors,
when tickets for dogs are issued. These forms
will be sent in with the weekly returns.

Tickets for 341. Tickets, stating Weight and other particu-
JSo*and* la^s, must in all cases be properly written out,
"**"• and given to passengers, for money collected for
excess baggage or dogs.

342. Baggagemen at receiving stations will be
careful in collecting, and forwarding promptly
to the Audit Office,tickets issued for all ex( ess bag-
gage and dogs, notifying Audit Office of all cases
where such may have been forwarded without
being properly booked and paid for. In such
cases, station agents at receiving stations will
make out excess tickets, shewing number of
baggage, check, and station from which it was
forwarded, and collect at rates from station to
starting-point, before property is delivered.

Chalk not 343. Evcry piece of baggage is to be checlied

to be ased. separately, and the number of the station (and

name, where it is possible to write it), for which it

is destined carefully marked on a check card.

Returns to

Andit

Offioo-

1 »s in

piece

bo ac-

} cars,

except
and a
icd for

forms
ignors,

forms

articu-
311 out,
ted for

m\\ be
)mptly
ss bag-
1 cases
ithout
L such
IS will
iber of
it was
tion to
Id.

[Qi lied
In (and
Ihich it
card.

which must not be used more than once on each
side. The use of chalk is prohibited.

344. "When baggage goes astray, station agents
must telegraph particulars, at once, to the Super-
intendent, or General Baggage Agent, over their
own signature.

345. After baggage is checked or marked, bag-
gagemen are responsible for it, until it is handed
over to the train baggagemen.

346. In receiving baggage from a train, care
must be taken to see that it is being put oflf at
the proper station, and, if marked for any other
station, it must be sent on by the next stopping
train.

347. Baggage must not be given up until the
duplicate check is produced ; such duplicate
must then be attached to the corresponding one,
and locked up in the baggage room.

348. A passenger travelling on a through ticket
which do(?s not bear upon it a notice that it is
not available to stay over at intermediate
stations, will be entitled to have his or her bag-
gage checked, provided the ticket is not out of
date.

349. Special care must be taken not to deliver
baggage without first removing the checks and
obtaining the duplicates from passengers.
Where any baggage is received the checks and
duplicate s of which do not correspond, a rei^eipt
must be taken, properly filled up, on the proper
form fuTMshed for that purpose. When a pas-

Stmy bac*
gace.

SUtion
baggage-
men re-
sponsible
forbaggactt.

BaggaM
put off at
wrong at**
tion. J

Checks to
be given ai».

Pa«8engei

with

through

tickets

Lobs of
eheoka.

100

Stray and

anclaimed

baggaffe.

Carriage of
sorpses.

Benger has lost the duplicate check, a charge of
25 cents must be made, and a receipt for the bag-
gage takcu from the owner, on the prescribed
form, and in both cases checks and rcreipts, with
extra baggage ticket for the amount, must be
immediately forwarded to the Gcncnil Baggage
Agent ; but m no case must baggagr be given up
unless the. persons claiming can dtscribe the
contents of such baggage, andsatisiy the station
agent that they are the right lul owniTs.

350. Station agents must report immediately
any baggage wanted at their stations, stating
when and where che«'ked, and descriptior of
che<k. When such baggage; has been found and
forwarded to them, they must at once arknow-
ledge receipt. All unclaimed baggage, whether
checked or not, must be lot ked up in the bag-
gage room, and a report of it sent to the Superin-
tendent or General Baggage Agent, daily ; if
unclaimed at the end oi fourteen days it must
be sent to the Stray Baggage room, and a mem-
orandum S(»nt to the Superintendent or General
Baggage Agent, giving the date received. Un-
claimed baggage sent, that is not checked, must
be checked, and duplicate check enclosed with
memorandum. No baggage is to be opened,
except in presence of the owner.

351. A corpse must not be taken for carriage,
unless on production of the certificate of a
qualified physician that the person did not die
of any contagious or infectious disease. This
certificate will be retained by the parties in
charge, and the name of the pnysician must be

101

iTge of
le bag-
KTibcd
S with
ust be
iggage
rcii up
)e the
station

liately
itatiug
ior of
d and
know-
lother
bag-
perin-

y ; if
must
mom-
neral
Un-
must
with
ened,

•iage,
of a

t die
This

is in

Bt be

entered on the stub of the ticket book for
reference.

352. No more cheeks must be kept on hand
than are artually required. All surplus or broken
checks, or checks not used at stations, must be
sent to the General Bairgage Agent every week,
with card atta(*hed, giving name of the sending
station. Checks when not in use must be kept
locked up.

353. Baggage must be checked and numbered
before being put into the baggage car. Leather
and tarks wull be supplied by the General Bag-
gag*; Ag«»nt to attach checks to chests, &«•., with-
out handles, that strap checks may be attached,
and all checks must be compared with their dupli-
cates to see that they correspond, and all reversi-
ble checks must b(? properly reversed before
being used.

354. ChtM'ks must not be given to<abmen, om-
nibus drivers, oi hot(»l porters (as such), except
on pres(*ntation of tickets, and passengers must
not be allowed to take checked baggage, or bag-
gage such as can be checked, into the cars with
them

355. On all baggage not claimed within twenty-
four hours al*t(Tits arrival, storatre will be charg-
ed at the following rates, viz.: — From one to
seven days, twenty-five cents ea<h piece, and so
on at the rate of twenty-five cents ])er week. Extra
baggage tickets must be issued for the amount.

35C Baggage l(»ft behind through error of the
owner iQUst be sent by express or freight, accord-

Care of

cbeclu*

Cheeks to
be compa-
red with dax
plioatei.

Checked
hugi^iKe not
to ho taken
intopussen-
gur oars-

Storafre on
unclaimed
bagga^re-

Bagfcage
left ochind.

102

ing to owner's direction, but when left oehind
otherwise, it must be sent ou by passenj^er train ;
if not rhecki'd, iIkmi it must be cheeked, and du-
plicate eiK'losed to r(»<civing a^^ent, a receipt
beiujr taken Irom the train baffffaireman for it.

'oes^o

EAgftBjge in
>Da.

Bioyolefl
and babios'
oarriages.

Baggaxe
from Cana-
da to the
United
States or
vice vena-

Sol. Baggage in bond must always be accom-
panied by (Mstoms manifests and way bills,
properly made out by the agent at the forwarding
station.

3o8. Bicycles and babies' carriages actually in
use and owned by passengers, may be sent free in
baggage cars, and chtM-ked ; but owners must
sign the form of release provided, which exempts
the company from all responsibility or liability
in case of their receiving any injury

tS59. When checking bacrgage at stations in
in Canada for the United States, or vice vers&,
baggagemen must be very particular in ad-
vising ail passengers to claim their baggage at
the Customs or frontier ports for examination,
or that it w'.U be detained there at their own risk.

PORTERS.

Porten. 360. Porters are under the immediate control

of the station agent, and must not absent
'ihemselves from the station during the hours of
duty, without obtaining his leave.

To be civil 361. They must be civil and attentive to pas-
tSre to^^M- sengers and others, and whatever the provoca-
lengenj Hon, must not enter into an altercation with any

ehind
brain ;
d du-
i?ceipt

r it.

rrom-

bills,

rding

illy in
ree in
must
empts
ibility

)ns in
vers&,
n ad-
ige at
at ion,
1 risk.

108

one. They must take no gratuity. They must
appear on duty clean and neat, with their
badges properly fastened to their caps.

362. They must render every assistance in
loading and unloading passengers' baggage, and
haiidle it carefully. They must also assist the
baggagemen in cheeking baggage, on the arrival
and departure ol' trains

3f)8. Porters must keep waiting-rooms, offices,
platforms, approa<'hes, closets, stoves, windows,
etc , clean, and prevent waste or damage of the
Company's property.

364. They must, when necessary, clean cars,
and keep the tracks betweeii ^1 at forms clean.
When there is noappointd lamp-trimmer, they
must clean and trim the* lamps, and attend to
all Hres on the premises.

365. While the cars are in motion, porters are
strictly prohibited irom leaping on or olF them,
and from coupling or uncoupling them.

366. Porters must make themselves acquainted
with the rules for switchmen and signalmen.

To iidsiat
with baff«
ffufce.

To be car«»
till of Com*
puny's pro>
perty.

Not to lea|)

on or off
oars when
in motion-

To ;i.'»flltit
switchman
when ne-
cessary

if'.

ontrol
ibsent
urs of

pas-
)Voca-
h anv

CONSTABLES.

867. Every railway constable, properly ap- Powers of
pointed as such, and having taken the oath, oroolJSies.
made the declaration required by statute :

" Shall liav.' full power to net as a constable for tli<; preserva-
tion of the piace, fml for tlie sectirity of persons and property
against felonies and other unlawful actK nn such railway, and on

104

any of tho works Ixlonglny: lli<>n*((>, (imlon ft»ul alM>Mt atjy trninH,
r<»«ds. wh.'UVi's. <jiiu\s, himliii;: |tl!«< is. wiiX'hoilwt'K, IiiikIm iilnl
ptt'iiiiscH liclonuinn t" siii h « oinpuuy, wIicIIht tin* smuf If in
tlir « or ily. < ity, town, pfuish, illstiirt, or oth«!r local jnrisdii'-
tfon within wlufh h • waw Hpp'iintctf. or in any uti'cr pliiro
thronuh wlii. ij siu li lailwuv piisHcs. uliich n«ny Im' worl «mI or
loasi'd l>y sni li r.iihvay lonipoiy, Mini in nil plfM't'H u<i! morf
than It qunrhr of o miU ,iixt,int frmn mrh jnihriiy or r>iilu(iyx • and
8h;»ll liMVt' all sMc l\ pow. rs, prt>tt ("tinns ami pnvilrm's for tho
np|>i<'l»cniliiiu <>t oil ndcjs. as well iiy niulil as by day, un<l for
iloin^j all tl.iiius f.ir the pii-vMilion. (Iis< ov ly an<l prosecution of
fcl(>nics ami oHh T oil M( cs, and lor Ivnpin^ tlic pi-ncc, wiii« li any
( ojisi tli|<' duly app'iintcd lias witliin liis riinslal«l<-wirl< ; and It
Kliall lie lawtid for anv sut li , nnsi.ihlc to taUc sn< h [nrHOMM as
ii)a\ l>c puiiis'iaiMC l<y sinnniary « on\ ii fii>n for any offence
against tlx* piovisions of tiiis ,\( t, «)r of any (»f flic A< fs .>r Ity-
lavvs alfe. (ing^ any sn< li railway, liefore any ju^tiee or jnsf ii cs.
appointed f I ! any connty, rity, t'xvn. pui isli, djstri. t. or other
loe.il Jnrisdicti -n. wit Inn whleh any sncli r.iil »\ ay may pass ; and
ovtMy su. h instu'c shall have anilcniy to «leal with all stich
oases, as thi>tiuh (he ttVenec had l»e<'n heen cotntuitt' d and (lie
person talven within the limits of his own lot al jniisdiction "
42 Vi. t. t1iapt«'r i», Sc«Jit>n rtl, Sub-section '1.

Undor or ,S«lS. (\>llsl !\l)Kvs ;nO UfKh'T 1 llO illlinodijltl'

dors o< .«ti»- i 1 1 . 1 i X i 1 ^ ^1

tionapoiitiJ. «'0]itr«>l (>1 Uw station Mii'ont. niul must not ab-
siMit t loinsi'lvcs tVoni tln» station durinij the
h(>urs ot thiiy wii liout ohtaininu" his h'avv

VThon oom- -^f)!). Tlu^ ("oiisiahK^ t'oniiuLi' on duty must
miorni hnns.'lt ironi tho constahh^ vvlioni ho
ri'li(*V(^s. ot any extraordinary occurnMit'os that
hav*: takt'u phuH» durinu' tho pro«'odinLi' twelve
liours.

Outios. ;>7<V Purinii' his ]HM'iod ot duty ho must bo in

att«M\da]u>»» o\\ tho ]>latt()rm, on tht» arrival of all
pass.Mii2f«'r trains, and ho must do his utmost
to koop hystaiulors baok I'roni the track as the
tr;uns approach, to prt^vout i>orsons iiiMtnm* on
orotltho trains while in motion, and to prevent
tho obstruction of the free jnissagt* ♦^'» and I'roni

lOo

any trninn,
liiixN liini
aiuf \>' ill
al jiiri:^<lif
t'lMT plaic
worl )'<l or
'H tint nn>r^
liKiyn ; ftiul
res for \\\fi

HV, HII'I ^T

scrntioii (»f

, wiiii li fiuy

< k ; and it

|(i iHoiis a»

liy olVr?lc>«'

Arts .)r 1»y-

»>r jnstict'H,

t. or other

V |>;iss ; and

til all siuli

l< (I an*l th«<

risdiction "

niiodiato
not ai)-

y must
lioiii he
i('t»s that
twelve

st bo in
al ol" all
; utinosl
k as the
itnm' on
prevent
11(1 IVoui

ili«' Irains. ITo must oiv»« ev^iy inr*»rinati()n lo
passt'iiLT'Ts irifikinu" 'MHiuirios, and iinisi pjM'Vcnt
< ahnn'ii and liotrl-rnmnTs coMiiiiii into thf vvait-
iMi»* rooiii'^. <M' (Ml tht> pliit [nriii, to s(»||(ii |»ass«'ji-
/TiTs ll»Miiiist also riiiLi" t}i«' hell three imnutcs
Indore the departure (Aw tram.

".71. He must at all times strict ly watch the
movements o|' suspicions lookiiiii" j»ersons, or
known had characters, who may come to the
stati(»n. an«l in sni h a mainnTthat such pers(»ng
may se«' that it will lie impossible for them to
escape detection, in the event ol'tlieir uttempt-
in«;' to commit any crime.

J'»V-- Shouhl he he »e(piired to j)errorm any
other duties at the station- in addition to his
police dntirs. he must so arrange Ins work as io
unive hiuistdr tree to attend all passenger trains

'VJ''\. As constahles nuiy often h(; called on to
;irrest persons ch.irired with ollences. it is very
necessary that thevslKuild inlorm themselves aw
In tlu» extent ol their powers, esp«'ti}dly as to
when they will he instilied in arrestine* without
I warrant, and in \\ hut cases a warrant is neces-

iry. They must also bear in mind that their
lirst duty is to <.»iiard the ])roperty ot the Com-
pany, and prot<'ct the persons and properly of
passenji^ers ; aid althoui»h under certain ( ircum.
^lances, it may he rijj^ht lor them to lend their
:iid in arresting- criminals, yet they must he care-
lul not to nciilect their ordinary duties lor the
purpose of doini; what (omes more pioperly

^ ithiii the p ovince oi the municipal authori-

•il

106

374. "Every such constable who is guilty of any nCgTov^tor nreacn
of duty in his oftice of constahlc shall be liable on summary con-
viition thereof, within any county, city, district, or other local
jurisdiction, wherein such railway may pass, to a penalty < f not
more tiiun eighty dollars, tiie KHionnt of which petmlty may he
deducted from any salary due to su( h offender, if such constahle
be in receipt of a sa'aiy from the railway company, or to im-
prisonment, with or without hard labour, for n(tt more than two
mojitlis. in the ^'aoj of sue h count), city, district, or othei loral
jurisdiction." 4'2 Vict., Chapter 9, Section 61, Sub-section 5.

"Every person who assaults or resists any constal)le,
app<^>inted as af(ir<'said, in the execution of his duty, or who in-
cites any person so to do, shall, for every such offence, he liable
on summary conviction, to a p(^nalty of not more than eighty
dollars, or to imprisonim nt without hard labor, for not more
than two months." 42 Vict., Chapter 9, Sectn)n 61, Sub-Section G

WATCHMEN.

Dutic.« of 375. To tho watrhmoii is entrusted the duty
rate men. ^^> ornardiusr the buildiuii's jind property commit
ted to thi'ir care ; and iorthis purpose they must
remain on duty during* such hours as they may
be requiri'd by their immediate superiors.

376. When a watchman comes on duty, he
must make a careful survey of his beat, noting
the condition and position of all the property
under his charge ; and must visit every part of
his beat at frequent intervals during his period
of duty.

sieepingon 377- Any watchmau found sleeping while on
duty will be liable to instant dismissal.

378. Should a watchman find any one steal-
ing any of the property committed to his care,
or attemptinp" t«"«^t fire to any building, or corn-

duty.

When to
arreet.

or nreacn
nary con-
hir I(kh1
Ity < f not
;y may i»e
(•onstai)le
or to iiu-
than two
thcr local
on 5.

constable,
»r who in-
, he liable
an eighty
not more
Section G

le duty
(> in in It
y iiuist
'y may

Uy, he

noting

roperty

part of

pi' nod

hile on

e steal-
lis care,
[)r com-

107

mitting any indictable offence, ne must arrest
such person, and hand him over to the police
authorities, and report the case to his immediate
superior.

Watchmen at Level Crossings.

3*79. Watchmen at level crossings must make
themselves thoroughly acquainted with the
whole code of signals, and the instructions refer-
red to in the book of rules and regulations.

380. They must be provided with a current NecesBary
working time table, signal flags, lamps, di^ona- ^"pp''®®*
ting signals, and a tool for picking obstacles out
I'rom between the rails, and must keep crossings
clear of ice and snow.

381 On the approach of a train or engine, if Use of sigf-
the crossing is obstructed, or it is necessary to"""
bring the train to a stand, a red signal must be
exhibited

382 They must keep cattle off the track, and Care.of
prevent foot passengers and horses from passing '^''"^^'"^f-
over the track, when a train is approaching.

383. The crossing must be examined after
the passing of any veliiclc, in order t^ see that
the rails are not obstructed.

384. If the crossing planks rccpiirc rciKiirs,
iioti I' must b(» immediately given to the section
loreman or any of his men.

108

Switchmen
and signal-
men to be
always on
the alert.

Use of sem-
aphores.

Care of
switches
and signals.

SWITCHMEN AND SIGNALMEN.

385. Tho duties of men in charge of switches
and siirnals require great care, attention and
"v^^ tchfuhicss, as any neglect may cause
very serious accidents ; the men are, therefore,
warned always to be on the alert, and cautious
in the discharge of their duty.

3H6. At stations where semaphore signals
are i)rovidod, the men in charge must exhibit
the danger signals directly a train or light engine
stops at, or passes their station ; and must
keep them up for 10 minutt's after any train
or light eim'ine has passed or left the sti^tion,
exrept when another train has orders and is
ready to start in the opposite diriM-tion. The
danger signnLs must also be shewn w^hen
shunt iiiii" is lioiiiir on, or when the main line is
in any way obstrueted.

387. AYhenever it is necessary for a train or
light eniiiiie, not tiim^d to stop at a station, to
pass thiouirh a siding, it must bi» first stopped
at the scnnuphore, and then brought on by cau-
tion signal.

388 Eiirh man in charge of switches and sig-
nals must be familiar with the code of engine,
train and station signals, both night and f^ay,
and tht» arrannemiMit of tracks and switches at
the station He must be provided with signal
flags, a hand signal lamp, and detonating siii'iials.
If distant from a station, he must always have

MEN.

switches
ion and
cause
lereibre,
cautious

signals

exhibit
t engine
id must
iiy train

staition,
s and is
n. The
1 when

1 line is

[train or
lion, to
stopped
by cau-

|and sig-
engine,
lid c^ay,
Itches at
signal
Isiii'nals.
; have

109 ■

A supply of oil and wick on hand. Switchmen
and signal men are responsible lor the signals
and switches under ihvw charge being in good
working ordi'r, and must rei)ort any defects t
th(' nearest station agent. During the winter
season and frosty weather, switchmen must ascer-
tain, by frequent working of the signal levers,
that the seuiaj)hores are in perfect working
order, and not bound by frost or other obstruc-
tion.

389. AVhcn trains from opposite directions are
approaching at the same tim«% the switchman
must raise thi^ scma{)hore siuiials, and bring both
trains to a stand short of tln^ sidings ; and, con-
tinuing to exhibit the scHiai)hores, must with
»he hand signal lamj) or Hag bring on the train
which has to take the sidiuij, and, w^hen the
main line is clear, lower the semaphore to let
the other train proceed.

390. Any neglect of enginemen to observe
signals must be immediately reported to the
nearest station agent.

391. Switchmen and signalmen, before allow-
ing a train to i)ass, must make sure that the line
is clear, and that all switches are properly set.
When trainmi'u or trackmen open switches, it is
their duty to close them, and switchmen or
sii^nalmen also must see that the switches are
left locked for the main line, and must report
any neglect in this respect.

392. At all sidings, switches must be kept
right for the main line and locked, and only

When

trains
!»l'F)roach
froin ojipo-
sitc (iireo-
tions.

Netrlect of
siprial;' to
be reported.

Switches to
be left
locked for
muin line.

t'1

Switch
handles not
to be held

Signal
iunpii

110

jyhand unfocked and turned for sidings when a train

passes ^over has to go ill or out. Switches diverging from

switch. through sidings must always be left locked for

through sidings. Switch handles must always

be pinned or lo(;ked, and not held by hand

when a train is passing over a switch.

Switches to 393. Whocver opens a switch on to a siding
examiuc"d. must scc it closcd Oil the mainline. After turn-
ing the lever, the rails must always be examined,
CO make sure that they are right. Espiuial care
is imperative in handling three-throw switches.

394. Before leaving their work, and when
coming on duty, switchmen must satisfy them-
selves by personal inspection that the signals
are all right, and switches properly set and
locked for the main line : also that the through
sidings are ( lear or properly protected. All
signal lamps must be lighted at least half an
hour before dark. They must be kept burning
brightly all night, and extinguished at daylight.

395. Lamps and chimneys must be brought
to the station daily, and all parts connected with
the working of signals must be carefully cleaned
every day, and the oil cisterns emptied not less
than twice a week.

396. At drawbridges, crossings of other rail-
ways, and junctions, the semaphore arms for day,
and. the lamps for night signals, are to be set
at DANGtER, and every engine and train must
come to a full stop before reaching the signal,
not proceeding until the signal to come on is
shewn, and the man in charge must not altei

To be

oleaned

daily.

ii Sema-
phores at
draw
bridges,
U etc., only to
j be lowered
; for trains

or engines
1 i iJ'ter they
ij have
h stopped.

a train
ig from
;kod for
always
y haud

i siding
:er turn-
amined,
rial care
witches.

d when

fy them-

i signals

set and

through

d. All

half an

burning

iaylight.

brought
ted with
r cleaned
not less

ther rail-
s for day,
o be set
ain must
signal,
me on is
not altei

111

.ne signal until trains or engines have been
brought to a full stop.

30t. f^witchmen and sijTnalmen must do every- t.. prevent
thing reasonable to prevent persons trcsjiassing
on the line.

198. The man who opens a switch must
close and lock it for the m lin line, and
properly place the safety catch.

DRAW-BRIDGE TENDERS.

398. Bridi?(* tenders must be on duty at Necessary
oa' h sv mg i^:)ridge night and day durinn the
season of navigation, provided with a proper

time table, shewing the running of the trains,
a su]'ply of hand signal lamps, fog signals, signal
tlags, cotton wick, oil, and all necessary tools.

399. Bridore tenders must keep danirer siirnals Use of dan-
shi^vvu to trains and light engint\s, so as to bring

tht'm to a full stop before crossing bridges,
whether the bridges are closed or not, and when
the bridge t( nders are satisfied that everything
is safe for the train to cross, they will shew the
"All Right " signal and allow it to cross.

400. BridsTB tenders will report to the Super- Enginesnot

ooiniTiflT to ft

intendent th: number of any train and ♦Migine fuii stop,
which fails ic stop as required, before crossing
bridges.

401 Bridgi tenders must be constantly on i.o ,^\^'"
the look oui for trains, so as to a oid delav, and kee-

lar

To report
dofecte in
bridges.

112

ksrejTu- and keep their clocks regulated daily ; they
have opportunities for doing this from con-
ductors and enginemen.

402. They must see that the bridges and all
their parts, as well as their lamps and signals,
are always in proper working order, and imme-
diately report any delect to the agent at the
nearest station, who will at once notify the
Superintendent.

403. A register must be kept, by the bridge
tenders, of vessels passing through each swing
bridge, giving hour, name, and kind of vessel.
and destination, and the cause of delay, if any

Hot'ipter of
vofpels.

ROADMASTERS.

Works in
char;:e of

404. The works under the charge of the road-
ru/Minms'ter. masters, and for thi; repairs and maintenance of
which they are held strictly responsible, arc
earthworks, ditches, and other water-courses,
ptnmanent way in all its parts, fences, gates,
culverts, cattle guards, road crossings — both
pn])li(^ and private — section men's shanties and
tool sheds.

DutieB. 405. Each roadmaster is accountable for the

proper discharge of their duties by the mi?n
under him ; and for the judicious and econ-
omical use of tools and materials supplied foi
maintenance and renewals. All loss and des-
truction of the Company's property must be
reported at once to the Chief Engineer and
Assistant Engineer of the district

118

; they
[11 con-

and all

signals,
I imrae-
; at the
tify the

1 bridge
a swing
■ vessel.
, if any

he road-
nance of
ible, are
■courses,
5, gates,
s — both
ties and

for the
the men
d econ-
iied foi
]id des-
nust be
'.er and

406. Eoadmasters are required to ascertain the To walk
condition of the track, by walking over it as q^uentiyalS
frequently as possible, and to make reports of "^^^"^
inspection to the Chief Engineer and Assistant
Engineer of the district, as required, from time

to time.

407. If there is any work of great importance Special ro-
requiring early attention, a special report must ^^^^

be sent in immediately.

408. Every culvert must be inspected at least Cuiv^ru.
once a week, either by the roadmaster or foreman

of section upon which it is situated.

409. Roadmasters must report at once in writ- To report
ing to the Chief Engineer, any case in which Sg^nafa by
signals are disregarded by enginemen. engmemen.

410. Roadmasters must regularly examine all signals to

1 i 1 • J • 1 • i 11 1 .be kept in

Signals on their district, and have such repairs thorough
made as may be required, to maintain them in ^^"'
a state of efficiency. If the repairs are of such .
a character that they cannot be properly made
by any of his men, the roadmaster must at once
notify the Chief Engineer, and also the inspector
of signals, where there is one.

411. Roadmasters are required to see that all To look
bridge watchmen are at their posts, and that the watohmS'*
supply of water, and means for using the same

in case of fire, are perfect at the bridges. They
must also see that the bridge watchmen clear
away all snow and ice from the rails after every
snow-storm, and that they are provided with
proper implements for this work. They must
furnish the bridge watchmen with spanners for
8

Tosaperin-
(•nd r»>

114

tightening the bolts of the rail joints, and see
that this duty is efficiently performed.

412. Roadmasters must be present and superin-
tend all important repairs or alterations which
involve breaking the track, taking charge of the
work in so far as it pertains to the track, and the
safety of trains : and they must satisfy them-
selves that the track is safe, obtaining th»'
assurance of the bridge and masonry inspector's
that everything is right, before allowing trains
to pass over.

413. Roadmasters are responsible for keeping
their districts clear of snow. They have the
ordering out of engines, ploughs, and scrapers ;
and the employment of extra men for clearing
away snow is under their control.

^ot to ex- 414. Roadmasters are prohibited from entering
t«nd'*oom- luto any understanding or engagement with the
janys pro- Qfjj^^ijjig ^f other railway companies or with any

private company for the exchange or lending
of tools, hand cars, or any property belonging
to the Company.

fit f<€
looffhi.

TRACK BEPAIBEB8.

tbMrranM 415. Before any laborer or foreman is engaged
of rules, ijy. ^Y^^ loadmaster, he must be made to under-
stand that wiliul transgression of the rules
will be visited by immediate dismissal from ihe
service of the Company.

tMm i0 b« 416. In every gang of track repairers there ra asi

115

lid see

iperiu-

which

of the

Lud the

th<?m-
\g th»'
pec tors

traius

eeping
ive the
rapers ;
learing

iteriug

th the

th any

nidiiig

Diigiug

gaged
Liiider-
rules
m the

masi

be a toreman. Bach foreman mnst have a copy «xpi»Jn«k
of these regulations in his possession while on m«o'
daty, and must read and explain them to every
man engaged under him, and must produce
them when required to do so.

41 1. The roadmasters are hel4 responsible that N>o«Mafy
every fi^reman is provided with a copy of the *''''-•■•
regulations, the cirrrent working time table,
and t.he proper signal flags, lamps, and detona-
ting signals. Also, that each foreman is fur-
nished with an accurate gauge for gauging the
track, and with all other necessary materials
and implements. %

418. Each foreman is responsible for the indus- List of
try of the men under his charge, and for the "o'Sr'keS!
proper execution of the work assigned to him ;

and must have a list of the names and abodes
of those under him, so that in case of accident
or other emergency he may be enabled to sum-
mon them immediately.

419. Every foreman must inspect his section Daily ta.
once every day, and he or one of his men must 'p®*'^'**"-
pass over the section every morning, either on

foot or by hand car, and must see that all rails
are properly spiked or bolted, the joint ties
well packed up, and that all other things are
secure He must also particularly note the con-
dition of the fences, and see that all gates n
fit private crossings are closed.

420. Track repairers must watch every train as t« look o«i
it passes, and observ^e whether notices are left "^ "* "
off or siscnals exhibited upon the engine or end ^

8it«a)i to
beuied.

116

of train, denoting* that a special train will
follow, as special trains may be despatched
without notice. Trackmen may expect trains
at any moment, and must always be on the look-
out and prepared for them, whether a signal has
been carried or not. They must stop working
when a train is within 400 yards, and move to
the side, clear of the track, so as to prevent any
risk of accident.

421. The signals to be used by the track repairers
are as follows, viz. : grcru flags and lights, red
flags and lights, and detonating signals. The
green flag or light indicates caution, and the red
flag or light is to be used when it is necessary
to stop a train. Such signals must be sent out
at least 800 yards from the place they are
meant to protect, and must be waved a<;ross
the track on the approach of a train. In addi-
tion to the red signals, one detonating signal
must be placed on the rail every 200 yards, and
at a distance of 800 yards two detonating signals
must be put down. These must be taken up
when the line is clear.

In .eu« of 422. Whenever it is necessary to displace any
Mmdenti. ^^^ q£ ^Yie track, or in case of any slip or failure
of any portion of the works, or an accident
befalling an engine or train, or any lorry being
required for temporary use on the line, or if,
from any other cause, the track is not safe, the
red signal must be conspicuously exhibited at
a distance of not less than 800 yards or
15 telegraph poles, each way, by men sent
expressly to dispby such signals, even if

117

Q will
matched
trains
le look-
nal has
rorkiug
aove to
jnt any

epairers

hts, red

s. The

the red

icossary

ent out

^ey are

across

n addi-

' siffnal

ds, and

signals

ken up

ace any
r failure
iccident
y being
, or if,
lafe, the
)ited at
irds or
m sent
even if

no engine is expected, and ihoy shall con-
tinue to exhibit the signals until a nifssenger
arrives with express orders from the foromaii to
withdraw them. If a curvo or sunnnit of a
gradituit should exist at or near the end of 800
yards, the signals must be sent out further than
the specified distance. It the accident or failure is
of a serious charaeter, and cannot bt^ repaired at
once, it must be immediately reported by spec ial
messenger to the nearest telegraphic station, and
to the roadmaster, and watchmen must be kept
on either side of the " break " to exhibit the
danger signal to approaching tr.i* is. On every
occasion when the track is being iiused, or a rail
taken out, care must be taken to have it pi^r-
fectly secure at least twenty minutes before
a regular train is due.

423. The track must not in any case be displaced whentraei
for the purpose of putting in cattle guards, cross pLoed. '*'
drains, or culverts, unless by express orders
from the roadmaster, who will invariably
arrange that the proper foremen are prc^sent
during such operations, and who shall decide
the times, between the running of the trains,
when such work is to h » dona.

424. In no case, exi'ept where there is absolute Fom or
necessitv, is any work to be performed during atorma.
a fog or snow-storm, by which an obstru<;tion
may bi^ caused to the passage of trains.

425. In raising the track, and packing in the Li^^j"* ^^^
ballast, no lift must be greater than two in<*hes

in a rail of twenty-four feet lonir, and ))oth rails
must be raised equally and at tlr^ si in > time.

118

t
!1

Baiiaeting. 426. Ballast must not b > thrown up between the
rails to a hi.Mhor level than two inches above the
top of the » ross-ties, and all gravel or ballast
must be shovelled to the side sufficiently to leave
a passa<:^o for trains of not less than three feet
clear, the rails being kept clear of gravel and
other materials.

42V. Particular care must be taken in maintain-
ing tho rails to the proper level and gauge ; the
rails must be kept free from dirt and snow.

428. All tools, implements, signals, oil, &c ,
must, when not in use, be locked up in a build-
ing or in boxes.

429. All bolts, nuts, and other materials which
have dropped from the rolling-stock on the track,
must be picked up, and sent to the nearest sta-
tion.

430. All cattle and animals found straying
within the railway fences must be immediately
driven off, and each foteman will beheld respon-
ponsible for the safe keeping of the line in this
respect on that portion of which he has charge ;
and all laborers dwelling in shanties along the
line are strictly prohibited from keeping cows
or hogs, unless the same are securely enclosed in
a manner to be approved of by the roadmasters.

-iSl. Occupants of crossing watch-houses and
shanties must be particular in obscuring their
windov/s at night.

'32. AH peiksons walking along the line who
are not in the Company's service must be
ordered off.

Oauffc of
traok.

Tools, etc.,
to be looked

Materia
dropped
fi cm trains.

ditlft OD

itk traok.

Windoi*^ to
be obscured
»t nif ht.

Trespassers
ic- h^ order-
ad off the
track.

ween the
bove the
r ballast
f to leave
iree feet
avel and

laintain-
ige; the

LOW.

oil, &c ,
a build-

8 which
le track,
^rest sta-

straying

ediately

respon-

in this

charge ;

)ng the

g cows

osed in

nasters.

ses and
g their

le who
3Rt be

119

433. All i«*vel crossings must be closely l«-oked Level of««
alter, and particular care must be take? that *"**'
the planking is securely spiked down, and

of the proper thickness.

434. Any farm-gates lound open must be FarmgaUk
promptly closed and the roadmaster advised.

435. Any temporary injury to any of the tele- Teiograpk
graph poles or wires must be attended to as far ^"*''
as possible, and intelligence of the damage im-
mediately conveyed to the nearest station agent.

If not a tfilegraph station, the station agent
must write co the telegraph station, giving par-
ticulars. Section foremen must cut down trees
that are too near the telegraph wires, and when
the wires are touching each other they must
separate them, and fix them, if possible, on the
insulators. Any tree outside the Company's
boundary endangering the works must be
reported to the Chief Engineer.

436. All articles found on the track must be sent
to the agent at the nearest station.

43Y. During heavy storms of rain, snow, hail or in oue tf
wind, whether by day or night, whereby the dfayoJ ^^
works may be liable to sudden injury, section "'•^'*
foremen must be on duty, and immediately after
the abatement of the storm, or if necessary dur-
ing its continuance, tht»v must ffo over their
sections, with danger signals, for the purpose of
ascertaining if the track is safe for the passage of
trains. The points on the sections most liable to
injury are to be first visited. Foremen neg'lecting
this important duty will be immediately dis-
missed.

120

Exammn 438. Sectioii foremen must keep a sharp lookout,
outttngs, to see whether any loose rotks or stones are likely
culverts, ^^ ^^y[ upon the track from the side slopes of
cuttings, and have the same removed as quickly
as possible. They shall also report to roadmasters
any deficiency in drainage, or in the capacity of
any culvert, and these must be particularly
watched during and after any severe rain-storm
or flood.

Care of 4.39. When the hand cars and lorries are not in

icEries^eTc.. use ou the line, they must be lifted off the track,
and the wheels secured by a chain and padlock.
Trackmen must be extremely careiul in using
hand cars upon the track, only doing so when
their service is actually necx^'ssary, and never
havincf them ou the rails when a train is due or
expected. Lorries must be used only for convey-
ing materials for the line, and they must not be
run at the high speed for hand cars, but must
always be preceded and followed by signalmen *
at the prescribed distance. Neither of these cars
must, under any circumstances, be attached to a
train, and no persons, except Company's servants
on duty, must be carried on them at any time.

440. Hand cars, lorries or velocipedes must not
be on the main line during a fog or snow-storm,
or at night, except in an urgent case, and then
only when ordered by the roadmaster.

198. The man \*^ho opens a switch must
olose and lock it for the main lin<» ind
properly plac-» the safety "ntr^i,

121

ookout,
e likely
opes of
quickly
nasters
icity of
cularly
a-storm

3 not in

e track,

adlook.

using

' when

I never

due or

jonvey-

not be

t must

lalmen '

se cars

ed to a

rvants

T time.

ist not
storm,
i then

must

REPAIRING TELEGRAPH
WIRES.

441. The section foreman shall every day,
when inspecting .his section, carefully observe
the telegraph wires ; and whenever they are
broken, in contact with each other, or in any
way out of order, he shall immediately repair
them.

442. The said foreman shall, as soon as possi- R«>»ItIm
ble, on being notified by the operator in charge witS^
of any telegraph stption, of a break or interru-
ption on the lines, between two stations, send
some of his gang, or go himself, to repair it ; and
should the break or interruption not be found

on his section, either send out the men of the
next section, or go on until it is found, or the
repairers from the opposite direction are met
with. For the neglcvt of this duty, or any part
thereof, ho will be fined or dismissed.

443. Each gang of men must be provided
with the necessary tools and materials for repair-
ing, consisting of one pair of telegraph spurs,
one pair of clamps, one pair of pliers, and one
file ; also a supply of telegraph wire and insula-
tors, or caps, to be had on application to thb
roadmaster.

444. The duty of the repairers, in addition to
the foregoing, will be as follows :

To straighten and brace up all poles that are
in danger of falling ;

To keep asunder the wires, wherever there
may be more thai) one on the same poles, by
fastening the top v;ire tight :

122

To report to the operator at the nearest tele
graph station, any repairs they make, and the
cause, nature, and place of the derangement ; and,

In the absence of the foreman, to take the ne-
cessary steps to repair the .telegraph, when
ordered to do so by an operator in charge of a
station.

445. When the line is broken, the wite should
be loosened from one or two of the pol*es on each
side of the break, by taking off the tie wire.
The two ends of the broken wire should then
be screwed in the clamps, drawn together and
joined by a tight, compact splice. If the wires
are too short to come together, a piece of the
same size must be put in.

After the joint is made, fasten the line up with
the tie-wnre to the insulator on the pole as it
was at lirst, care being taken to turn the loose
ends or points of the tie-wire, where wood^ii
insulators are used, downward ; but where glass
insuliitors are used, upward ; and these ends
should be as short as possible. Very little sag
should be allowed in the line between the polis.

To make a proper joint in the wire, hold the
two ends lapping each other, in the pliers ; and
then take five or six short turns with eac h end
around the opposite wire. Samples of su; h
joints can be seen in many parts of the line.

When the lines are found to be broken in
several different places, near togetht^r, so that it
will require much time to repair Iheni properly.
the breaks should be hastily united, and the
lines then hung along the fence or trees, but

t teie
ad the
t ; and,

:he ne-

when

»e of a

should
►n each
i wire,
d then
ler and
J wires
of the

ip with
)le as it
le loose
?voodtM\
glass
\ ends
le sng
> poh'S.

old the
s; and
h end
f snrh
no.

kt-n in
that it
opevly.

I id ihi'
."■■

123

clear ot each other and of the ground, snow or
rails, so that they may be worked while proper
repairs ar.> hMnof made, which, however, must
be done as qui kly as possible.

When the wire is off several poles togethevi
but not broken, it should be lifted and kept clear
of the ground and the other wires — where there
are two or more wires on the poles — while it is
being fastened up. Communications can then
be sent over it while the repairs are going on.

When insttlatots ot caps are off a» of th^
poles, they must be immediately replaced, and
the wire refastened as before.

When the line .eqtiires repairing at a cu1r*re^
care mtist be taken to fasten the wire on the
outside of the curve, so that the strain may be
against the post, alid not from it.

446. The spurs are used in climbing the poles.
They should be strapped on the leg, so that thfe
prongs protrude from the hollow of the foot.

The clamps are for the purpose of drawing
tonrether the wire when broken, and are used as

CD '

follows ;

Olio clamp must be affixed to each of the
broken wires by means of the screws, leaving
enough of the ends of the wire clear of the
clamps to make a joint of. Then the cord which
is atta' hed to one of the <*lamps must be passed
around the wh(^ 4 of the other, both being drawn
together. A joint can then easily be made with
I In*, slack ends of the wire.

124

Reflponsi-
bilities of
bridge in-
speotora.

When
bridges re-
quire re-
pair.

To report
weakly.

BRIDGE INSPECTORS AND
REPAIRERS.

44Y. Bridge inspectors will be held responsible
for the safety of all bridges, trestles, and
buildings, whether of wood, stone or iron,
except where the masonry is put under the
charge of a separate inspector, in which case
the bridge inspector will be responsible for every-
thing but the masonry. This rule does not refer
to buildings used by the Mechanical department.

448. Every bridge must be inspected at least
once a week by the bridge inspector or foreman
of bridge repairers. Bridge inspectors will be
held responsible for the carrying out of this rule.

449. yhenever it is necessary to make any
repairs to bridges that cannot be done between
trains, the roadmaster must report to the Chief
Engineer or Assistant Engineer of the district not
later than three days bf;fore the time when the
use of the track will be required, and the track
must not be disturbed or rendered unsafe until
permission has been given in writing by the
Chief Engineer or Assistant Engineer. This
permission will be forwarded to the bridge
inspector, and the Chief Engineer or Assistant
Engineer will also notify the roadmaster to be
present, with a sufiicneut number of his men to
remove the ^^r.^^h if necessary, and to replace it
whenth< >! ^^^ ]h ready for it.

450. Ll . v- < ? > octors must make weekly re-
ports as diret tou, - . the Chief Engineer, giving in

onsible
38, aud
)r iron,
ler the
ch case
r every-
ot refer
.rtment.

at least
Ebreman
will be
bis rule.

ike any

)etween

le Cliief

trict not

hen the

le track

fe until

by the

This

bridge

ssistant

r to be

men to

place it

ekiy re-
iving in

125

detail the nature of the repairs made to the dif-
ferent structures, and the state of repair in which
they all are, and mentioning what bridges they
bave examined, with a statement of their con-
dition.

re-
en

451. When any important work is being done. To be w
such as the moving or placing of a bridge, or SJpairTar!
repairs or works which require skilled super- ^^^^' *^**"
vision, the bridge inspectors must be present to
take charge of the details, and must not leave
the work to be done by their foremen.

BRmOE WATCHMEN.

452. Brid*re watchmen must be acquainted NeoeMM?
with the whole code of signals contained in this '"'**' ***
book of rules and regulations.

They must keep themselves supplied with
the following articles, viz. : —

1 Current working time table.

2 Eed flags and 2 green flags.

1 Hand signal lamp, with red and green
shades.
12 Detonating signals.
1 Screw wrench.
1 Hammer.

1 Axe.

2 Pails.

453. They must keep a sufficient ntuni!)er ofw»tu
barrels filled with water, and placed at proper
distances apart, on the top of the bridge under
their charge.

|2Q

Btttiefl. 4^4. Immediately before ^ tr^in is ^ne the

l^ri4ge watchman must wal^ over tl^e bridge,
taking with him a red aftd green flag by day,
a^d a hand signal lamp by ^ight, ^jxS^ l^e must
always take with him and use, if necessary,
a supply of detonating signals. As )ie goes
over the bridge, he must examine the nuts and
fastenings of the rails, etc., and make sure that
alj is right for the passage of a train. Having
ascertained that all is right he must exhibit
to the approaching train a green flag by day,
or a green light at night.

455. The watchman must at least twice during
the d. /, ajid twice during tjie night, examine the
([^ track at either end of the bridge for not less
than 500 yards, to see that there are no broken
rails, or other defects, by which trains would be
endangered.

•signtb. 456. Should it be necessary to bring a train to

a stand, the bridge watchman must do so by
exhibiting a red signal 800 yards or 16 tele-
graph poles fron^ t^e bridge, and besides the
ordinary signals, 4^tonating signals must be
placed on the rails at every 100 paces from
the bridge.

^» look out 45 1. After a train or engine has crossed, the
for fire, -yvratchman must walk over the bridge, carry-
ing with him a pail of water, and making a
Ccireful examination, both on the surface and
bepeatb it, to see tfeaj; np spares remain alive
o^ tfee flopr, or beneath tjie floor planks, andtbat
njOAe rem^i^ pn t^e tinjj^^rs, pr get ii^to the joints
of the timbers between the top aj.d tl^e ground.

12T

le the
iridge,
J day,
\ must
issaryt
I goes
ts and
re that
[aving
exhibit
ly day,

luring
ine the
)t less
broken
uld be

ain to
so by

tele-
es the
ist be

from

d, the
carry-
ing a
e and
alive
dthat
joints
ound.

468. 11 rtUy part of the bridge should be out of when
order, or require repairs, the fact must be at once reqm?!
reported to the foreman in charge of the section '^p'*'''*
under whom the bridge is in charge.

459. Bridge watchmen must look at each engine To report
as it passes to see that the ash-pan danjpers are pan^"are*
closed. Should an ash-pan be left open, the'®*''^'*®"'
fact must be at once reported.

460. The bridgemen are enjoined to be parti- To examUif
cularly watchful of the telegraph where it crosses winw*eV
streams, and to use every effort to keep it in
proper order. They must also report to the
operator at the nearest telegraph station any
derangement of the wires or masts of their
bridges.

Instructions in case of Accidents.

461. In the event of a person being injured, in ease of
su h as having an arm or leg run over by a car, *<'<5*<*«"*«'
or any other severe injury to an extremity, attend-
ed by I'^'^s of blood, the following instructions
shoulu mo observed, in order to arrest bleeding,

and support strength, until the assistance of a
surgeon can be procured.

462. In the absence of a proper instrument,
called a 'Tourniquet,' a small strap or rope,
about the size of a clothes line, should be tied
loosely around the limb, if possible, about a foot
above the injury, and then, by placing a short
stick beneath the ligature, sufficient pressure

128

ean be easily made to prevent the loss of blood
t3y twisting the stick, care being taken not to
tighten the rope too much, as it might injure
the soft parts, but merely twist the stick enough
to prevent bleeding, and thereby place the man
out of immediate danger.

463. An injured person should be placed
lying upon the back, and if weak from the effects
of the shock and loss of blood, pillows should be
removed, and the head put on a level with
the body.

464. Should there be coldness and shivering,
warm drinks, such as tea, should be given ; and
if there is great prostration and weakness from
loss of blood, stimulants such as brandy, whis-
key or wine, may be administered in moderation.

129

►f blood
1 nol to
t injure
enough
the man

placed
le effects
lould be
el with

ivering,
en ; and
ess from
y, whis-
ieration.

Regulations for the Use and Oahe of the
Westinghouse Automatic Air Br> kes.

Enginemen.

465. The oil cup on the pipe leading to the
Bteam cylinder must be filled with cylinder oil, ^"^iJ^''*
and the cock in the bottom opened half a turn ; hmwe
this will lubricate the steam cylinder.

466. The pump must be started gradually, to
allow the condensed steam to escape ; after the
pump has mjide a few strokes, a small quantity
of cylinder oil must be put into the cup on the
air cylinder, to lubricate the air cylinder.

467. There must always be a pressure of 65
pounds on the gauge before the engine is con'
nected with the train.

468. "When filling the reservoirs under the
cars with air, the handle of the two-way cock
must be turned to the left ; this allows the air
already pumped to pass from the main reser-
voir, reduces the pressure, and causes the pump
to work more rapidly, until the gauge again in-
dicates 65 pounds ; the handle must then be
turned to the centre position, so that the spring
fits in the notch.

469. The brake is applied by turning the
handle to the right from the notch, and exhaust-
ing ten or fifteen pounds of air.

470. When taking on extra cars, the handle
9

180

aiust be turned to the left, to allow the resei-
voirs in the extra cars to fill with air ; after this
is done the brakes mnst be applied, and let off
suddenly, to ensure all being released.

471. In making stops at stations, small quan-
tities of air must be exhausted at a time ; by so
doing the air is reserved, and the train brought
to a stop gradually. The brakes should then be
let off about the last revolution of the driving
wheels (as nearly as possible) ; thus avoiding
those lurches noticeable in stopping a train
with the power brake. The brakes must never
be applied with full force except in cases of

emergency.

472. Brakes should not be applied a second time
when, on the first application it is found that
the train is going to stop too soon, and that they
have to be let off in order to run a little farther.
A second application would not be so strong as
the first, as the reservoirs have not had sufficient
time to re-fill, and there would be difficulty in
releasing.

473. The pump must be run as slowly as
possible, the required pressure being kept up •
the safety valve pops at 85 pounds.

474. The brake must never be used in sh^mi-
ing trains, or when brakemen are expected to
brake.

475. The main reservoir must be kept free
from water; also, the triple valve under the
tender should be drained daily, to let out any

e resei-
fter this
d let off

11 quan-
; by so
brought
then be
driving
.voiding
a train
st never
[3ases of

md time
nd that
lat they
farther.
:rong as
ifficient
julty in

>wly as
[pt up •

shiini-
)ted to

)t free
Ler the
it any

181

water that may have collected, there being plugs
for this purpose.

476. The tender brake hose must always be
hung up in the clip for the purpose whenever
it is not in use ; this will prevent duht getting
into the triple valve. All brake couplings must
be disconnected by hand. Enginemen are respon-
sible for the condition of the brakes on the
engine and tender.

477. For the automatic brake, the handle on
the triple valve must be turned horizontally ; if
turned down, it will change it to the simple air
brake ; if turned midway between these two
positions it will close communication with the
brake cylinder and reservoir, and should be so
turned when desirable to have the brakes out of
use on any particular car, from breaking of rods,
etc. This applies to tenders and cars.

478. When, from any cause, the automatic
brake cannot be used, the change to the simple
air brake must be made, but in such case the
brake valve on the engine requires to be worked
the opposite way.

479. Brakes must be promptly tested at the
request of car inspectors at terminal and
(whenever a car is taken on or put off) inter-
mediate stations, and a notification obtained
that all is right before starting. The pump must
not be worked while the test is being made.

480. Enginemen must specially report upon
arrival at terminal stations, or round house, any
defect in the working of their engines, valves,

132

pump, etc., and enter on their trip tickets particu-
lars of all failures of the brakes and loss of time
in connection therewith. All passenger engines
must carry a spare hose and couplings, as part
of their equipment.

Trainmen.

481. In making up trains, all couplings must
be united, so that the brakes will apply through-
out the entire train. The cocks in the brake pipe
must all be opened (handles pointing down)
except that on the rear of the last car, which
must be horizontal, and the coupling hung up
in the clip.

482. In detaching engine or cars, the coup-
lings must invariably be separated by hand ;
the cocks in the brake pipes must always be
closed before uncoupling, to prevent application
of the brakes.

483. At stations where it may be necessary
to cut a train, to take or leave carS; trainmen
must not turn the stop cock or disconnect hose
until the brakes have been released by the
engineman.

484. If the brake- are applied when the
engine is not attached to the train or car, they
can be released by opening the cock in the end
of the brake cylinder or air reservoir.

485. If cars are equipped with a valve for the
application of the brakes from the inside, it
should be kept tight, and must always be ex*

particu-
of time
engines
as part

^s mufit
tirough-

ike pipe
' down)
, which
ung up

e conp-
hand ;
v&ys be
lication

cessary

fainmen

ct hose

by the

len the
ar, they
the end

3 for the
iside, it
be ex«

133

amined when the car is standing at a terminal
station. This valve must only, be used in case
of emergency.

486. The brakes must be tested at intermediate
st-^tions whenever a car is taken on or put off,
and inspected by the brakeman, to see that all
are in working order. Conductors are respon-
sible in such cases, and when trains start from
points at which no inspectors are located, they
must see that the test is made as per car inspec-
tor's rule number 497.

487. If the packing in the couplings freezes
so as to leak, it must be thawed out with a torch.

488. Reports to car inspectors must be made
of any car not in working order.

489. Hose must be coupled together or hung
up in the clips provided for that purpose, when
not in use.

490. The uncoupling of all brake hose is the
duty of the brakemen.

491. The first duty of a conductor, if his train
should be stopped by reason of any accident to
the brake gear, is to see that the rear of the train
is protected, and to relieve the brakes by open-
ing the cocks in the ends of cylinders or air
reservoirs under each car as qniekly as possible.

Car Inspectors.

492. The adjustm'^nt of the })rak«'s should be
such that, when applied, the pistons in the
brake ( ylinders will not travel to ex(M^.ed seven

184

or eight inches ; this will allow room for wear
of shoes, stretching of rods, sprinpng of brake
beams, etc., while on the road.

493. G-reat care must be exercised in taking
up the slack in connections, to have the levers
and pistons pushed back to their jyroper places,
and the slack taken up by the under connections
or dead lever.

494. The brake cylinders and triple valves
must be always kept clean and free from gum,
so that they will readily release when the air
has been discharged ; tlioy must be oiled once a
month with oil supplied for this purpose, and
the last date of oiling and station shop mark
must be noted on the cylinders with chalk. A
record of such oiling must be sent each week
^X) the car superintendent at Montreal or London.

495. In damp weather the triple valve should
be drained daily, to let out any water that may
have collected. The bottom nut must be slacked
about half a turn, to let the water escape, and
screwed up again ; if there is a pet-cock, it
should be used.

496. "When the train is finally made up, the
inspector must take his position at the engine
while the brake is being tested, that the engine-
man may inform him if any leak be discovered,
which he must promptly attend to. He will
then examine each car throughout the entire
train, to see that the brakes have applied pro-
perly, and when all is right will notify the
engineman, who requires such not)<^'""+ion
before starting.

135

»r wear
f brake

taking

levers

places,

ections

valves

gum,

he air

once a

e, and

mark

ik. A

week

mdon.

hould
: may
acked
S and
ok, it

49 Y. Inspectors will be held responsible if
trains leave stations with the air brakes not in
perfect working order, and they are also respon-
sible for the coupling of all hose.

498. Inspectors at all points must keep on
hand, ready for immediate use, a supply of the
parts that are liable to get out of repair, as well
as tools necessary for making repairs.

499. Enginemen and conductors will report
promptly any neglect to comply with thes«
rules.

), the

igine

Lgine-

'ered,

will

entire

pro-

the

"^ion

«•.

136

u.
O

z
<

O
V

-I

-1

(/)

z
<

z
o

H-

0?
Ill

137

For illustration of the following, see diagram :

A represents valve at ends of car.

When a train is made up, the handle miut be in poiitioi ^
as shewn at I>, except at the rear end of the rear car, where
it must be as shewn at C before starting the train.

Before imcoupling a train from the engine, the handle on
the end of the car next to the engine and on the engine must
be as shewn at C. Before uncoupling cars it must also be
placed at C.

B represents the triple valve under car. When the handle
is at G, it is right for automatic ; when at E, for the old
pressure brake. When any part of the brake apparatus of a
car is broken or out of order, so that it cannot be used, the
handle must be placed at F (except in cases of broken hose
or leaky pipes). In case a hose bursta, or there is a leak in
the pipes that applies the brakes, the handle of the valve must
be turned A to C on the rear end of the next car ahead of the
leak ; then the handle of the valve must be turned from B to
E on the car with the leak, and all cars in the rear of it

500. "When a special written order is given Ait«ratioM
by the Superintendent by telegraph or other- of rule*,
wise, to suspend or alter any of the foregoing
regulations, su('h special order is to be obeyed,
on pain of prosecution, instant dismissal, or
other punishment ; but in all other cases, the
foregoing regulations must be strictly obeyed.

0. M. HAYS.

General Mauaixer.

M^av^naigpiUHiM I.

138

The Directors of the Grand Trunk Railway
Company of Canada hereby order and enact
that the foregoing shall be the Rules and Regu-
lations of the Company.

Dated this eleventh day of July, one thousand

eijrbt liundn'd and eighty-four.

H. W. TYLER,

President.

J. B. RENTON,

^ecretan/.

The foregoing Rules and Regulations of the
Grand Trunk Railway Company have been ap-
proved by His Excellency the Governor-G-eneral
in Council, on this the twenty-fifth day of
November, 1884.

JOHN J. McGER

Clerk Privy Omncit.

Llway
enact
Regu-

usaud

esident.

crelai'if.

of the
leu ap-
neral
lay of

189

extracts from tbe Consolidated Railway Act 1879.

HER MAJESTY, by and with the advice and oonsbnt of
I 1110 SlONATE AND HOUSB OP COMMONS OF CaNADA, BNACHi

AS FOLLOWS : —

WORKING OF THE RAILWAY.

25. Every servant of the undertaking employed in a pas-
hi'ntrer train, or at a station for ])a.s3engert», shall wear upon
his hat or cap a badge, which shall indicate his office, pnd
he shall not without such badge l)e entitled to demand or
receive from any passenger any fare or ticket, or to exercise
any of the powers of his office, or to interfere with any pas-
senger or his baggage or property ;

8. The baggagei, freight, merchandise or lumber cars shall
not be placed in roar of the pHssenger cars, and if any such be
so placed, the officer or agent directing or know ingly suffer-
ing such arrangement, and the conductor of tlie tram, shaU
sovorally be guilty of a misdemeanor, and be punished
accordingly ;

10. Tlie bell shall be rung, or the whistle sounded, at
ilie distance of at least eighty rods from every ]>lace where
the railway crosses any highway, and be kept ringing,
or be sounded at short intervals, until the engine has
crossed such highway, under a penalty of eight dollars
for every neglect thereof, to be paid by the company, wlio
sliall also be liable for ail damages sustained by any person
1 ly reason of such neglect, and one-half of such penalty and
damages shall be chargeable to and collected by the Com-
pany from the engineer having el large of such engine and
neglecting to sound the whistle or ring the bell as albresaid ;

11. Any person in charge of a lo omotive engine, or acting
as the conductor of a car or train of care, who is intoxicated,
^hall be guilty of a misdeniean r ;

14. No passenger shall be entitled to carry, or n^quire the
company to carry upon tlicir railway, aquafortis, oil of
vitriol, gunpowder, nitro-glyceri no, or any other goods which,
in tho judgment of the company, may be of a <langerou»
nature; nnd if any person sen Is by the said railway any

140

such goods without, at the time of so sendinj: tlie said ;^onds,
distinctly marking their nature on the outside of the | ack-
age (containing the same, and otherwise giving notice in
■writing to the station master or other servant of the com-
pany witli whom tlie same are left, he sliall forfeit to the
company the sum of five hundred dollars for every such
offence ;

15. The company may refuse to take any package or
parcel which they suspect to contain goods of a dangerous
nature, or may require the same to he opened to ascertain
the fact, and it shall not l3e lawful for the company to carry
any such goods of a dangerous nature except in cars sjieciallv
designated for that purpose, on each side of each of which shall
be plainly painti'd in large letters the words " dangerous ex-
plosives"; and for every default of the observance of this
provision the company shall l)e liable to forfeit and pay the
sum of five hundred dollars, to be recovered by any person
suing for the same.

GENERAL PROVISIONS.

62. Every railway company shall make such by-laws,
rules and regulations, to be observed by the conductors, engine
drivers and other ollicers and servants of the company, and
by all other companies and persons using the lUway of
such company, and such regulations with regard to the
construction of the carriages and other vehicles to be used
in the trains on the railway of the company, as are requisite
for ensuring the perfect carrying into effect of the provisions
of this Act, and the orders and regulations of the Railway
Committee;

2. The company may from time to time, repeal or alter
such by-laws and make others, provided that such by-laws be
not repugnant to the provisions of this Act or the Act in-
corporating the company, or any Act or Acts amending am
of them;

3. And such by-laws shall be reduced into writing, and
shall have allixed thereto the common seal of the company;

4. Any of the conductors, engine drivers and other officers
and servants of tlie com{)any or other railway companies
using any railway, ofronding against any such by-law shall
forfeit for every such offence a sum not exceeding forty
dollars, — sucii forfeiture to be imposed by the company in
such by-law as a penalty for every such offence ,

lie 1 ack-
lotice in
btio com-
it to the
3ry suob

ckage or
angerous
ascertain
' to carry
specially
liioh shall
porous ex-
!e of this
(i pay the
ny person

by-laws,

)rs, engine

pany, and

lUvvay of

•d to the

o be used

requisite

)rovisions

Kailway

ll or alter
W-laws be
he Act in-
[iding am

^ting, and
fompany ;

vr otficors
onipanies
[■law shall
ling forty
mpany in

141

5. If the infraction or non-observanco of any such by-law
by any of the clnascs in the next preceding sub-section
mentioned bo attended with danger or annoyance to the
public, or hindrance to the company in the lawful use of the
railway, it shall bo ^awful for the company summarily to
interfere, using no violence or unnecessary force to obviate
or remove such danger, annoyance or hindrance, and that
without prejudice to any ixnialty incurred by the infraction
of any s'vh by-law ;

6. No t,uch by-law shall have force or effect unless or until
it has been approved by the Governor in Council ;

7. The substance of any such by-law when approved as
aforesaid, if it affects any ollicer or servant of the company,
may be proved by proving the delivery of a copy to or its re-
ceipt by such oflicer or servant ; and if it atlects any other
railway company using the railway, shall be painted on
boards, or printed on pai)er and pasted on boards, and hung
up and afiixed, and continuetl on the front or other con-
spicuous part of every wharf or station belonging to the com-

f)any, according to the nature or subject matter of such by-
aws respectively, and so as to give public notice thereof to
the parties interested therein, or affected thereby ; and such
boards shall from time to time bo renewed as often as the
by-laws thereon or any part thereof shall be obliterated or
'destroyed; and no penalty imposed by any such by-law
shall be recoverable unless the same shall have been pub-
lished, and kept published in manner aforesaid ;

8. Such by-laws, when so confirmed, shall be binding upon
And be observed by all parties mentioned in the fourth sub-
section of this section, and shall bo sufhcient to justify all
persons acting under the same; and for proof of the publi-
cation of any such by-laws affecting only any other railway
company using the railway, it shall be sufficient to prove
that a printed paper or painted board containing a copy of
such by-laws, was affixed and continued in manner by this
section directed, and in case of its being afterwards dis-
l)laced or damaged, then that such paper or board was re-
placed as soon as conveniently might be.

63. Any railway company may by a by-law impose upon
any officer, servant or person, who, before the contravention
of such by-law, has had notice thereof, and is employed by
the company, a forfeiture to the company of not less than
thirty days' pay of such officer or servant, for any contra-

142

vention of such by-law, and may retain any 8uch forfeiture
out of the salary or wages of the offender.

PENAL CLAUSES.

93. If any officer or servant of, or person employed by any
railway company, wilfully or negligently contravenes any
by-law or regulation of the company, lawfullv made and in
force, or any order or notice of the Railway Committee, or of
the inspectmg engineer or engineers, of which a copy haa
been delivered to him, or has been posted up or open to his
inspection in some place where his work or his duties, or
any of them, are to be performed, then if such contravention
causes injury to any property or to any jperson, or ex-
poses any property or any person to the risk of injury,
or renders such risk greater than it would have oeen
without such contravention, although no actual injury
occurs, such contravention shall be a misdemeanor, and the
person convicted thereof shall, in the discretion of the court
before whom the conviction is had, and according as such
court considers the offence proved to be more or less grave,
or the injury or risk of injury to person or property to be
more or less great, be punished by fine or imprisonment, or
both, so as no such fine exceeds four hundred dollars, nor
any such imprisonment the term of five years ; and such im-
prisonment, if for over two years, shall be in the peni-
tentiary.

94. If such contravention does not cause injury to any
property or person, nor expose any person or property to the

isk of injury, nor make such risk greater than it would
iave been without such contravention, then the officer,
servant, or other person guilty thereof, shall thereby incur a
penalty not exceeding the amount of thirty days' pay, nor
less than fifteen days' pay of the offender from the company,
in the discretion of the Justice of the Peace before whom the
conviction is had ; and such penalty shall be recoverable
with costs before any one Justice of the Peace having juris-
diction where the offence has been committed, or where the
offender is found, on the oath of one credible witness other
than the informer. ^

96. One moiety of such penalty shall belong to Her
Majesty for the public uses of Canada, and the other moiety
to the informer, unless he bean officer or servant of, or person
in the employ of the company, in which case he shall be a

forfeiture

^ed by any
venes any
de and in
littee, or of
I copy has
)pen to his
duties, or
travention
3n, or ex-
of injury,
lave Deen
lal injury
>r, and the
the court
g as such
ess grave,
arty to be
nraent, or
ollars, nor
i such im-
the peni-

ry to any
Tty to the
it would
le officer,
»y incur a
' pay, nor
[jompany,
¥hom the
coverable
ing juris-
¥here the
ess other

148

ll!^r^M^^\^}''^t' ^""^ **i® ^^*^^® penalty shall belong to
Her Majesty for the uses aforesaid. *^ ' •* *"

r.^^A'^^^ company may in all cases under the three next
precedmg section^, pay the amount of the penalty and costs,
and recover the same from the oflfender, or deduct it from

to Her
)r moiety
or person
ball be a