IMAGE EVALUATION TEST TARGET (MT-3) /. O •..' ^^ ^J Wr #A 1.0 I.I i|2 8 IIIM |3 2 22 3fc J 2.0 1.8 1.25 1.4 1.6 •< 6" ► V] (^ VI ^B ^ ^> /a ^/ /. ^ / O^ /^ Photographic Sciences Corporation 23 WCST MAIN STREET WEbiTER.N Y 14580 ( 716) 872-4503 4^ V ^^ 4 signifie "A SUIVRE ", le symbole V signifie "FIN". Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent dtre film6s 6 des taux de reduction diffdrents. Lorsque le document est trop grand pour dtre reproduit en un seul clich6, il est filmd A partir de Tangle sup^rieur gauche, de gauche 6 droite, et de haut en bas. en prenant le nombre d'images ndcessaire. Les diagrammes suivants illustrent la m^thode. )rrata to pelure, n d n 32X 1 2 3 1 2 3 4 5 6 h Rl i OR tfnixd t^m\ t|}«tltt>aft i»f ^m^ GENERAL RULES AND REGULATIONS APPUCABLE TO ALL SERVANTS i <»P T.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 {►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 Y ' I 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 ^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- 10 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 i PLATE No. 2 THE SINGLE SWITCH SIDING CLOSED A. White Light SIDINS OPEN B. Green or Purple Light PLATE No. 3 THE THREE THROW A I t I 1 mi m SET FOR MAIN LINE. A. White Light. •«; 1 n PLATE No. 4 THE THREE THROW. B. Purple Light. I^^l ]1 i PLATE No. 5 THE THREE THROW C. Qroen Light PLATE No. 6 TELEGRAPH SIGNAL il ^ Srof> fon Orders No Orders A. Red Light White Light RLATE. No. 7 RAILWAY LEVEL CROSSING Ila/f Mile Xotlce Biaru 19 24 Semaphore Siona.ls, where used, ^ 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 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 25 ■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*'-^- V iyu ir i "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; 27 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 •st el as ■is Ltofth, •ains oi niiiutes at have trains proper >r them their hort if e 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. n m HK 30 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 SI 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 V 32 ■■' 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, . , . 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. 65 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. f^ 86 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! B1 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 !i >i' ■■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 89 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. 40 108 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 41 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 42 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 43 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. 44 I 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. ^ 45 3. 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. ^p 4^ 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. ** 4t 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 48 /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 1 1 1 II Messages |i received. 1- li 49 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. 50 ■!' 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 51 cur in ly and fie least imst tud ask figures I if in a a train, I in fileted 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 iiistruespatcher 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 54 " 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. 55 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: at least 800 vards ahead. 180. In case there is a possibility of a traif*; p«':«"j^.sue a ticket when fare col- lected. Conductor to person- ally in-^ipeof train before starting. % TIP™" I msm P m i I it': p. i if ' 66 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" 61 ;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. I 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. 1 1 5T. % 1 . 68 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 makmr-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 11 m ■sisn 72 im i 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 22ing 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 chero- 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 76 ng It ou h must roperly r. 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 re 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. PI Claims through careless* nese Betnrns. Letters. 76 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» 11 249 Table shewiiii? ih<' speed of au engine, Ppcrd of V\h«'ii the time of pcirormiiig a quarter, half, or ^)] ' inile IS ffiven : engines* 1 iTime of Spt'ed per per form i tin Hour. iMile. s' 6 8 ! » J 10 I 11 12 ' ' •• 14 I 15 16 17 18 19 ■JO 2 1 2 2 23 24 25 26 2 7 ::H 20 30 2 1 1 1 1 1 I 1 1 15 'J 4 56 52 50 47 45 42 -10 H9 :{7 36 34 33 32 31 (I 28 111 f< 3 2 30 8 52 40 30 21 Time of Time of' per- ' per- f'oriniiK.' forming' i Mile, , 1 Mile. 1 Speed per Hour. Time of ' F'er- formiii>r i Mile. Time of foriiiitiK i Mile. Time oi l>er- forminK 1 Mile. 111. .". 5 4 17 3 45 3 20 3 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 () 4 2 58 66 6 5 5 4 4 4 3 3 3 3 3 2 2 2 37 17 45 31 20 9 51 43 36 III -i. Miles. i;i. >. 111. s. 12 1) 33 II 2 7 54 lO 34 26 53 ; 8 34 35 25 51 i 7 30 36 '■ 25 50 . 6 40 37 24 48 ' 38 39 40 41 42 43 44 45 46 47 48 49 50 51 23 23 22 21 21 20 20 20 19 ly 18 18 18 17 u 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 52 17 :m 9 2 2 1 53 17 34 i 2 18 5 1 16 33 6 2 13 55 16 32 5 2 8 56 l(i 32 4 2 4 5 7 15 (1 31 •> 2 58 1,-) 31 2 1 56 59 15 30 I 1 52 PJ) 15 30 ll fl 78 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. 79 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. 1 :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 ^1 I i' \ JA '■ i H - ■, i 1 80 H! m - Uil m m 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 m 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 6 ■H ^■1 m m m^sm 82 II 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 83 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^ r Vi h< 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^^ 84 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 and cone liavi isponsi bility when ruuniua 85 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 ■ (;*' fl H. 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 87 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. 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, ■' ft Tty con-i and ^vmit his cash as called for by s^iecial in- m 88 1 ,( i ii ' . 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, 89 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* I: Leave of al)sen»o, etc. Safety and comfort of Piisseugere Cse of sta- tion ..^ignala ;iiiil soma- pliores. :'. 90 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 91 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 TEST TARGET (MT-3) 1.0 I.I 1.25 .^ |28 1 2.5 |50 "^^ ■■■ " ^ IS III 1.8 U ill 1.6 -^ <^ '/# /} V /. /A //, Photographic Sciences Corporation 33 WEST MAIN STREET WEBSTER, NY 14S80 (716) 872-4S03 ^'^ %> a. t/j Oareof olooka. Applica- tion 8 for gtores. Property found in cars. 92 "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 98 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* 94 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 95 328. 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, 96 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. c 61 N. 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 1 gage oar. 98 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. 99 which must not be used more than once on each side. The use of chalk is prohibited. 344. "When baggage goes astray, station agents 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 cheDa. 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 m J 104 any of tho works Ixlonglny: lli<>n*((>, (imlon ft»ul alM>Mt atjy trninH, r<»«ds. wh.'UVi's. y sni li r.iihvay lonipoiy, Mini in nil plfM't'H uiilu(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, unnics 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 ln 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»» 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:^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'^. 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. 4 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 tho«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 i 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 i 1 1^ 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' ."■■ re 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 ND 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. r- |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 i u. O z UJ !; Ui > Q z < UI > O V \ UJ I Ui X h O z UJ s Z < I ^^ > LU u ^ -I < Q. cc tr CO H z cc o < 05 UJ HI -1 (/) u z < o I I u. G o z z o H- h 0? Ill yo 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 I, 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 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