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Circulars pertaining to train operations Canadian Pacific Railway Company. Office of the General Manager Nov 15, 1942

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 «C)ll-47
CaSa 44
Canadian Pacific Railway Company
Circulars pertaining to
Train Operations
November 15th, 1942.  TO ALL CONCERNED
All circulars in effect November 15th, 1942, pertaining
to train operations are incorporated in this booklet for the
guidance of employees in the different branches of the
service.
General Manager, WX.
General Manager, EX*
November 15thf 1942/  Canadian Pacific Railway Co.
OFFICE OF THE GENERAL MANAGER
EX. Circular No. 79 Superseding Circulars
WX. Circular No. 137 EX. No. 38 &WX. No. 76.
Dated Dec. 15th, 1922.
Engineers must not give signal to call in a flagman
without a signal to do so from the Conductor, and it must
be distinctly understood that a "Proceed" signal given to
an engineer is not of itself a signal to call a flagman in.
EX. Circular No. 80 Superseding Circulars
WX. Circular No. 138 EX. No. 39 & WX. No. 77.
Dated Dec. 15th, 1922.
When cars are left on passing tracks at way stations,
they must be coupled to other cars on passing track, and
sufficient hand brakes applied to prevent cars being moved
by gravity, wind, or when others are placed against them,
except in cases where it is necessary to separate cars for
passing of passengers or the public, when each lot must
be properly secured.
When a train takes a passing track upon which there
are other cars which have to be coupled to or moved, it
must be understood that before doing so, trainmen must
know by actual inspection that all cars are so coupled
together and properly protected in above manner. See
that all stop blocks or derails are also in position to prevent unattached cars running out on or getting foul of
main tracks. EX. Circular No. 81 Superseding Circulars
WX. Circular No. 139 EX. No. 40 & WX. No. 78.
Dated Dec. 15th, 1922.
When train orders or bulletins have been received stating that the main track is, for any reason, out of service
and passing track has to be used for train movement, the
Conductor of a passenger train must, between one and
three miles from such passing track give communicating
signal 16 (d). The Engineer will immediately make running test of brakes before replying by steam whistle 14 (g).
The speed of train must be reduced to at least fifteen miles
an hour passing over switches and through the passing
track. _	
EX. Circular No. 82 Superseding Circulars
WX. Circular No. 140 EX. No. 41 & WX. No. 79.
Dated Dec. 15th, 1922.
The practice of riding on pilots of engines, except when
switching in yards must not be indulged in.
EX. Circular No. 83 Superseding Circulars
WX. Circular No. 141 EX. No. 46 & WX. No. 84.
Dated Dec. 15th, 1922.
When giving a signal to an engineer to start a passenger
train equipped with air whistle signal, such signal must be
used instead of using hand signal.
This rule is to apply to all stations.
EX. Circular No. 84 Superseding Circulars
WX. Circular No. 142 EX. No. 47 & WX. No. 85.
Dated Dec. 15th, 1922.
Engines and cars being attached to trains carrying
passengers or to trains of passenger equipment must be
brought to a dead stop six to ten feet from the train to
which they are to be coupled, and then upon proper signal
the coupling made carefully to avoid shock. EX. Circular No. 85 Superseding Circulars
WX. Circular No. 143 EX. No. 48 & WX. No. 86.
Dated Dec. 15th, 1922.
The rear trainmen of any moving train will, from the
rear platform, observe the general condition of trains passing on the opposite track, such observation to cover the
entire train. If any defects are noticed, such as hot journals,
sticking brakes, defective running gear, loose car doors,
or if any other dangerous conditions are apparent, trains
must be signalled to stop.
Trainmen of any standing train will place themselves
in the best possible position on the ground to observe the
running gear on both sides of passenger trains passing in
either direction, and when other duties will not interfere,
the same observation of freight trains will be made.
Where possible, when freight trains stop, trainmen
will place themselves near the head end, one on either side,
and inspect train as it pulls by slowly for defects as
mentioned above.
EX. Circular No. 86 Superseding Circulars
WX. Circular No. 144 EX. No. 49 & WX. No. 87.
Dated Dec. 15th, 1922.
In connection with General Train and Interlocking
Rule No. 90 (paragraph 8) Engineers must make a running test of brake before giving reply to communicating
signal 16 (d) by steam whistle 14 (g).
EX. Circular No. 87 Superseding Circulars
WX. Circular No. 145 EX. No. 52 & WX. No. 90.
Dated Dec. 15th, 1922.
In the uniform code of Train Rules, the diagram depicting the signal indications under Rules 19 and 19 (d)
shows the headlight burning wfhen locomotive is backing up at night. In order that confusion may be avoided and
uniform practice obtained, it has been decided that that
portion of the explanatory notes referring to Rules 19 and
19 (d) relative to the above mentioned diagram shall be
amended, adding thereto the sentences ?'Headlights must
be obscured/' thus making the amended notes to read,
respectively,  as follows:—
Engine running backward by night as an extra train
without cars, or at the rear of the train pushing cars:—
White flags and white lights at A.A. (See Rule 21).
Lights at B.B. as markers showing green at side and in
direction engine is moving and red in opposite
direction. (See Rule 19).
HEADLIGHTS MUST BE OBSCURED.
Engine running backward by night without cars or at
rear of train pushing cars, and displaying signals
for a following section:—
Green flags and green lights at A.A. (See Rule 20).
Lights at B.B. as markers showing green at side and in
direction engine is moving and red in opposite
direction. (See Rule 19).
HEADLIGHTS MUST BE OBSCURED.
The foregoing will continue in effect until such time as
a revision of the diagram is made or the present rule book
is revised.
EX. Circular No. 88
WX. Circular No. 146
Superseding Circulars
EX. No. 55 & WX. No. 93.
Dated Dec. 15th, 1922.
Engines running tender first "Other than those equipped
with pilot on tender'' will not exceed a speed of twenty
(20) miles per hour. EX. Gircular No. 89 Superseding Circulars
WX. Circular No. 147 EX. No. 57 & WX. No. 95.
Dated Dec. 15th, 1922.
When necessary to clean ashpans on locomotives they
must not be opened on bridges, switches, or frogs, nor at
any point where they are liable to cause fire or derailment.
Enginemen are required to see that cinders are levelled
down and fire extinguished before they are left.
Special instructions which cover the cleaning of ash-
pans in automatic block signal territory, also Rule 667 of
General Train and Interlocking Rules, must be observed.
EX. Circular No. 90 Superseding Circulars
WX. Circular No. 148 EX. No. 65 & WX. No. 103.
Dated Dec. 15th, 1922.
When a train is stopped by an emergency application
of the air brakes, or by some unknown cause, adjacent
tracks must be at once protected in both directions unless
it is kpown that such tracks are safe and clear for the
movement of trains.
EX. Circular No. 91 Superseding Circulars
WX. Circular No. 149 EX. No. 66 & WX. No. 104.
Dated Dec. 15th, 1922.
The steadily mounting list of accidents at level crossings has focused the attention of those who have to do
with the operation of trains upon the warning signals used
as protection against such occurrences. The increasing
use of the automobile adds to the hazard at level crossings*
and this demands that locomotive Engineers shall exercise
greatest care and good judgment in giving highway crossing warnings as prescribed by General Train and Interlocking Rule 14 (L). In normal conditions when the signal is given clearly
and of sufficient duration, it gives effective warning. The
long blasts of the whistle should be maintained for three
seconds, and the short blast for one second. There are
situations, however, which in addition to strict compliance
with the letter of the Rule, require that Engineers shall
use discretion as to the giving of additional warnings, such
as in the case of slowly moving trains, adverse high winds,
and where it is probable that opposing trains will pass one
another at or near the crossing.
EX. Circular No. 92 Superseding Circulars
WX. Circular No. 150 EX. No. 53 & WX. No. 91.
Dated Dec. 15th, 1922,
1. The Company is most desirous of impressing upon
all employees "Safety First" Rules and that safe course
be taken and no risks run.
2. The following rules which cover some of the most
flagrant forms of carelessness must be obeyed.
3. Every employee is required to exercise the utmost
caution to avoid injury to himself or his fellows, and
especially in switching or other movements of trains.
4. The right to use velocipedes, hand cars or track
motors, is confined to employees on duty who are authorized in writing by the proper authority to use them in the
performance of their duties. Their use by an employee or
other person, except on Company's business and when
authorized in writing as aforesaid, is prohibited. Great
care must always be taken to ascertain the location of
trains before starting out. Motor cars must not be run at
excessive speed.
5. Practices such as the following have resulted in
many casualties in the past and must be avoided: (a) Entering between or being in front of engine, car
or cars in motion, to couple or uncouple same, or for any
other purpose whatsoever, except where engine or car is
far enough away to clearly permiif: employee to get out of
danger before engine or car reaches him.
(b) Standing or being in front of moving engine or
car, except at a distance that is clearly safe, or attempting
to board same from a position in front of either, whether
engine or car is proceeding forward or backward.
(c) Entering between cars when in motion, for the
purpose of adjusting drawbars or knuckles, or raising
locking blocks, or adjusting the operating lever, or turning angle cocks, or uncoupling air hose with either hand
or foot.
(d) Riding or being between engine and cars, or between
cars when same are moving (except where necessary in
switching or train movements) or walking between
moving cars.
(e) Being on top or sides of cars in vicinity of buildings or other obstructions, which have less than standard
clearances, or being on sides of cars in vicinity of any
loading or unloading platforms.
(f) Switching cars at loading or unloading points before
it is positively known that all men and teams are clear, or
kicking cars into tracks where cars are being loaded or
unloaded, or where there are boarding cars. Or failure to
examine and know that handbrakes are in order before
detaching cars.
(g) Moving a locomotive either under its own steam
or by another locomotive, either on shop tracks or in
roundhouses, without first making sure that there is no
person or persons working around or under the engine,
or moving locomotive in such circumstances without
ringing the bell.
(h) Working on repairs to cars except under protection
of blue flag, which blue flag must in all cases be respected
as absolute protection by yardmen and others in charge
of switching operations. (i) Working in or about shop cranes or transfer tables,
without first notifying the operator of the crane, and seeing that the regulation protection signals are displayed.
(j) Shoving over drawbars with foot in order to ensure
coupling.
(k) Riding cars up the ramps of coal chutes.
(1) Carelessness on the part of porters and trainmen
in the handling of heavy articles in freight sheds, failing
to have gangways for handling freight properly secured.
(m) Stepping from behind a train or passing between
standing cars to another track without observing if there
is an engine attached to or switching such cars, and keeping sharp lookout for trains approaching on other track.
Sitting or standing on the top of cars, without being prepared for jerks or sudden stops.
(n) Board of Transport Commissioners for Canada
regulations for transportation of explosives and other
dangerous articles should be carefully read and instructions
followed.
(o) Trainmen coupling flat or open cars loaded with
lumber or piles should be careful load is not projecting
before making coupling.
(p) On double track or where there is an island platform, all employees should unite to keep the public from
using track in front of incoming train. Also see Rule D-153,
General Train and Interlocking Rules.
EX. Circular No. 93 Superseding Circulars
WX. Circular No. 151 EX. No. 56 & WX. No. 94.
Dated Dec. 15th, 1922.
The following excerpt from the General Order No. 282
of the Board of Transport Commissioners for Canada:—
"That in all cases of derailment or accidents to passenger cars lighted with Pintsch Gas or Commercial
Acetylene the supply of gas must be shut off, if possible,
by closing the stud valves in storage tanks underneath the body of the car. Arrangements must be made to place a
key securely in the gauge box underneath the car where
it will be readily accessible. Instructions must be issued to
train and auxiliary crews to govern this matter, so that
there will be no misunderstanding in case of accident."
In order to ensure the key with which to turn stud
valve in storage tank being always available, it has been
arranged to place key in the gauge box underneath each
car.
It must be understood that in all cases of derailment or
accident to passenger cars lighted with Pintsch Gas or
Commercial Acetylene, that the gas supply must be shut
off in the manner indicated, as quickly as possible after
the accident occurs.
EX. Circular No. 94 Superseding Circulars
WX. Circular No. 152 EX. No. 58 & WX. No. 96.
Dated Dec. 15th, 1922.
General Order No. 361 of the Board of Transport Commissioners for Canada provides that:—
(a) In the case of derailments, collisions, failure of
locomotive boiler, highway crossing accidents, when the
same are attended with personal injury to any person
using the railway, or to any employee of the Company;
(b) All other accidents occurring on the railway,
attended with personal injury to any person using the
railway or to any employee of the Company, and in which
accidents the movement of trains, engines or cars is
involved (but not in the case of accidents occurring in
railway shops, manufacturing establishments, or other
places of the railway company in which the movement of
trains, engines, or cars is not involved in the accident); and
(c) Any damage caused by any such accident to any
bridge, culvert, viaduct or tunnel on the railway, rendering the same impassable or unfit for immediate use (and
whether attended by personal injury to any person or
employee of the company or not); the Conductor or other employee of the railway company
who is in charge of the train, place, or structure in connection with which the accident occurred, shall, at the
expense of the company, and at the same time as he
reports to the Company, send a telegram, addressed to
the Director of Operation of the Board at Ottawa, containing the following information:
(a) Date and place.
(b) Name of railway.
(c) Number and description of train or trains, engine
or engines concerned.
(d) Number of passengers, employees, or others killed
and injured.
(e) Statement of any damage to any bridge, culvert,
viaduct or tunnel.
(f) A short, concise statement of the apparent cause
of the accident.
(g) Name and title of person sending report.
COPY OF SUCH MESSAGE SENT, TO BE IMMEDIATELY TRANSMITTED TO SUPERINTENDENT'S OFFICE.
The above instructions should be carefully read. Only
such accidents as are specifically mentioned are to be
reported to the Board of Transport Commissioners by
wire. Other accidents should be reported in accordance
with standing instructions on the subject.
NOTE: "Highway Crossing" means Public Highway
Crossing and does not include private and farm crossings.
EX. Circular No. 95 Superseding Circulars
WX. Circular No. 153 EX. No. 42 & WX. No. 80.
Dated Dec. 15th, 1922.
1. Before each  trip  engineers must  make following
tests:
10 (a) Blow out water glasses and gauge cocks, and
report any gauge cock which cannot be opened and closed
by hand without the use of a wrench or other tool, or
which does not properly indicate level of water.
(b) Test injectors and feed water pump and report
any which are not in good condition, or in which flow of
water is obstructed.
2. (a) Engine must not be allowed to leave terminals
unless dampers are closed and properly locked.
(b) Engines in branch line or work train service must
be examined each trip for holes in ash pan nettings, or
openings in pans and dampers over ^i inch wide.
3. (a) Front end netting or other fire protection appliances must not be injured or damaged in any way.
(b) Engines fitted with dampers must not be run with
dampers open at any time.
4. As there is a liability of watches becoming magnetized by contact with electric dynamos on engines, when it
is necessary to adjust or repair the dynamo, remove watch
from person and leave at a safe distance from dynamo.
5. To avoid injury to employees and passengers on
passing trains and platforms be particular to see that
pokers and other moveable tools on engines when not in
use are secured so that they will not project beyond the
sides of engines or tenders.
6. Engineers are responsible, before leaving the
engine, for seeing that fire is in proper condition, that boiler
contains sufficient water, cylinder cocks open, throttle
closed and locked, reverse gear in control position, and
regulation chain applied to one or more driving wheels,
except when snow and other conditions prevailing during
the winter season do not permit this.
7. In case of accident to boiler or its attachments,
resulting in injury or death, part or parts affected by the
accident must as far as possible not be disturbed until
after inspection.
n EX. Circular No. 96 Superseding Circulars
WX. Circular No. 154 EX. No. 45 & WX. No. 83.
Dated Dec. 15th, 1922.
Sectionmen on double track become accustomed to
seeing trains running in only one direction on each track,
and naturally look for trains approaching from one direction only.
When for any reason trains are run in the opposite
direction, Sectionmen are taken by surprise and are
exposed to a danger to which they are not aware.
Engineers on double track when required to run in the
opposite direction to the current of traffic, should bear
this in mind, using the whistle freely, especially on curves,
and when they are approaching men at work or on hand
cars.
EX. Circular No. 97 Superseding Circulars
WX. Circular No. 155 EX. No. 78 & WX. No. 135.
Dated Dec. 15th, 1922
Rules and regulations governing the handling of vestibule
doors, platforms, curtains, guard rails, side and end gates,
tail gates, chains and bars on equipment handled on
passenger and mixed trains.
1. On Through and Local trains, double track,
right-hand operation. When running, all vestibule doors
and platforms are to be kept closed. When standing, those
on right hand side only are to be opened, except when
necessary to open those on left hand side to receive or
discharge passengers.
2. On Through and Local trains, double track,
left-hand operation. When running, all vestibule doors
and platforms are to be kept closed. When standing, those
on left hand side only are to be opened, except when
necessary to open those on right hand side to receive or
discharge passengers.
12 3. On Through and Local trains, single track.
When running, all vestibule doors and platforms are to be
kept closed.
4. On Suburban trains, double-track, right-hand
operation. Vestibule doors and platforms on right hand
side of train may be kept open. Those on left hand side are
to be kept closed, except when necessary to open them to
receive or discharge passengers.
5. On Suburban trains, double track, left-hand
operation. Vestibule doors and platforms on left hand
side of train may be kept open. Those on right hand side
are to be kept closed, except when necessary to open them
to receive or discharge passengers.
6. On Suburban trains, single track. All vestibule
doors and platforms may be kept open.
Note—Through and local trains, when within commutation limits and carrying commutation traffic within
such limits, will be regarded as suburban trains, and
vestibule doors and platforms will be handled as provided
for suburban trains in clauses 4, 5 and 6.
GENERAL
7. Secure Vestibule Doors and Platforms. When
permissible to have vestibule doors and platforms open
when running, those must be securely fastened.
8. Guard Rails or Side Gates. These appliances will
be handled as prescribed for the handling of vestibule doors
and platforms.
9. Vestibule Curtains. These appliances will be
kept drawn and securely fastened, except during switching
operations.
10. Tail Gates, Chains or Bars. The appliance at the
rear of the last car on the train must invariably be kept
closed, and securely fastened, and the appliance at the rear
of the last passenger car must also be kept closed and
securely fastened when a baggage car, flanger or caboose is
immediately behind it.
13 When vestibule doors and platforms, side gates or guard
rails (if required by these regulations to be kept closed when
running) are closed as the train moves away from stopping
point and remain closed until nearing the next stopping
point, or* when trainmen is on duty at the opening, it will
be considered that the regulations are being complied with.
EX. Circular No. 98 Superseding Circulars
WX. Circular No. 156 EX. No. 33 & WX. No. 72
Dated Dec. 15th, 1922
and re-issue of Manager,
S.D. & P. Circular No. 248.
Dated August 15th, 1921
Patrons of the road who travel naturally form impressions as to the efficiency of the employees and the excellence of the service by the appearance and deportment of
the men who are employed on and about the Company's
passenger trains.
With many of the men there is no room for adverse
criticism, but with others there is a great need for improvement in these particulars, and it is desired that an improvement be made at once.
The instructions are that uniformed men, whose coats
are intended to button, are to keep them buttoned at all
times, except that train conductors and sleeping-car
conductors are exempted whilst they are selling or collecting tickets.
Clothes are to be kept pressed and well brushed, black
shoes and dark ties with white linen collars are to be worn,
and shoes kept polished. Caps are not to be worn on the
back or on the side of the head.
When standing by trains to receive passengers, employees should be attentive and ready to assist passengers.
Employees should not lean on steps or lounge against side
of car, but should stand erect, ready and attentive to assist
passengers.
14 Employees deadheading or off duty must not visit with
employees on duty, thereby interfering with them in the
performance of their work.
The habit of chewing gum or tobacco, or holding tooth*
pick in mouth, must not be indulged in.
Mail clerks and express messengers are not to smoke in
view of passengers, or whilst passing stations.
EX. Circular No. 99 Superseding Circulars
WX. Circular No. 157 EX. No. 60 & WX. No. 98.
Dated Dec. 15th, 1922.
RULES GOVERNING THE INSPECTION, REPAIR,
CLEANING, COMPARISON AND REGULATION
OF STANDARD WATCHES
1. Standard watches that have been approved by the
proper authority must be carried while on duty by Trainmasters, Assistant Superintendents, Division Master
Mechanics, Road Foremen of Locomotives, Locomotive
Foremen, Roadmasters, Bridge and Building Masters,
Signal Maintainers, Conductors, Engineers, Firemen and
Helpers, Snow Plow Foremen, Train Baggagemen, Trainmen, Yardmasters and Yard Foremen (Yardmen and
Switch tenders after six months' service), also such other
employees as the Railway Company may direct.
Information as to watches and requirements that are
accepted as standard by the Company may be obtained
from any designated Watch Inspector.
The variation of the watch must not exceed thirty
seconds per week.
2. The name of local Watch Inspector may be obtained
from the various Division Offices.
3. Every employee required to carry a standard
watch, must, during the months of January and July,
submit his watch to the Watch Inspector for record
purposes.
15 4. In addition to the half-yearly inspection designated,
employees must submit their watches to the Watch
Inspectors for comparison with standard time before the
fifteenth and last day of each month.
(a) Any employee who is unable to reach his own
Watch Inspector in any period for watch comparison must
make such comparison with the Watch Inspector most
convenient.
(b) Employees working on work trains or at other
places that are so situated that they cannot reach their
own Watch Inspector, must ascertain from their Superior
Officer to whom they may report for comparison.
(c) Employees making comparison with other than
their own Watch Inspector must report not later than the
12th of the month for the first period, and by the 26th of
the month for the second period.
(d) Comparison and rating of watches with standard
time is of great importance, and must be strictly attended
to.
5. No charge will be made for the semi-monthly or
more frequent comparison or for the half-yearly inspection
of watches by the designated Watch Inspectors.
6. Cards (Form TS-15) for keeping record of the
rating of their watches will be furnished to employees by
the Watch Inspector, and at all times when on duty,
must be carried on their person, subject to inspection on
demand of their Superior Officers, or the Chief Inspector
of Time Service.
(a) Employees or those by whom they send their
watches to be compared and rated, must see Watch
Inspector enter the rating on their card, Form TS-15, and
in his rating book (Form TS-14) and must initial such
entry in column provided for the purpose, in order to
prevent Inspector omitting to record the rating.
7. Employees must not regulate, nor unless they stop
owing to failure to wind, set them themselves. The non-
observance of this rule will render the rating record of their
watches valueless and defeat the object desired to be
16 attained, namely, that of securing to every employee a
watch regulated well within the limit of variation allowed
by the Company. Warning—Allowing watches to "run
down" is injurious in as much as it changes the rate.
Watches must be submitted to Watch Inspector for setting
when found to be thirty seconds or over from standard
time.
8. Watches must be cleaned within fifteen months of
last date of cleaning. If cleaned by other than a Watch
Inspector, employee must procure a receipt on billhead or
other stationery of the watchmaker showing number of
movement and date watch was cleaned and submit it to the
Watch Inspector.
9. When an employee leaves his watch with the Watch
Inspector for cleaning or repairs, a standard watch will be
lent to him free of charge, but the loaned watch must not be
kept longer than fifteen days without permission of the
Watch Inspector. Employees who leave their watches with
watchmakers other than the Company's Watch Inspectors
are required while their own watch is not in their possession, to carry a watch of the required standard, and
immediately submit it to a Watch Inspector for examination as to standard.
(a) An employee entering a standard watch for service
and securing it from other than a Watch Inspector, must
procure from the source it was secured a statement in
writing showing the number of movement, date watch was
new or last cleaned, and submit it to a Watch Inspector. In
lieu of such statement, watch must be cleaned.
10. Watch Inspectors will supply a watch movement
of our standard requirements for use on this railway, put
up in case of such metal as the employee may wish, with
the price, if desired, payable in monthly payments, as may
be agreed upon, the amount of such payments to the
Inspector to be deducted from the payroll, if desired.
11. Superintendents will send lists (Form TS-12 in
triplicate) of employees, who are required to carry standard
watches, to all Watch Inspectors, concerned, not later than
17 the 10th of June and the 10th of December of each year.
A copy of this form will be returned to the Superintendent
for his record.
(a) Superintendents will advise Watch Inspectors on
the 10th and 25th of each month on Form TS-21, original
to Chief Inspector of Time Service, of the names of employees to be added or struck off their respective lists, in
order that such lists may be kept up to date and the semimonthly comparison and rating of no watch be overlooked.
(b) Employees wishing to be transferred from one
Watch Inspector's list to another must request Asst.
Superintendent, Trainmaster, or Loco. Foreman to do so
on Form TS-21.
12. Superintendents will see that all certificates
(Form TS-12) of the half-yearly inspection of watches are
filed with them by the end of the months of January and
July of each year.
13. Conductors and Engineers must compare their
watches with one another before leaving a terminal.
14. All employees of the operating department, who,
under these instructions, are not required to carry a
standard watch, must, if opportunity offers, compare
their watches daily with standard time.
15. Roadmasters and Bridge and Building Masters
must compare their watches with the watches of their
foreman when opportunity offers.
16. The purpose and aim of this system of watch
inspection being to ensure efficiency and safety in train
service, and afford greater security to life and property, the
hearty co-operation of employees in making the operation
of the system successful is earnestly enjoined.
17. It is hoped that officers and employees, other than
those who by these instructions are required to carry
standard watches, will, as opportunity offers, furnish
themselves with such watches.
18 EX. Circular No. 100 Superseding Circulars
WX. Circular No. 158 EX. No. 44 & WX. No. 82.
Dated Dec. 15th, 1922.
In future when a train consists of dead freight and live
stock, the cars containing the live stock are to be placed
together and hauled next to the engine instead of being
mixed with other cars or placed next to the caboose.
EX. Circular No. 101 Superseding Circulars
WX. Circular No. 159 EX. No. 77 & WX, No. 131.
Dated Dec. 15th, 1922.
HANDLING OF LIVESTOCK
Method of handling livestock and the condition of cars
furnished for the transportation thereof is again an active
issue; Packing Companies, Livestock Associations, Railway
Companies and Stockyards are making every effort to
convey livestock from shipper to packing house with a
minimum of damage and the entire elimination of such
losses as are alleged to be due to bruising of livestock in
transit.
It is therefore of importance that all employees be fully
aware of the necessity of supplying equipment in good
condition and of taking every precaution to see that this
traffic is carefully handled while in the railway's possession.
At open stations, the Agent or other designated employee must inspect cars placed for loading to ensure that
such cars are in proper condition for safe carriage of
animals; protruding nails and bolts must be hammered in
or removed, bull boards properly secured and broken
slats repaired.
At flag stations, Conductors will in a similar manner
and before placing cars at loading chutes, carefully examine
cars for defects named. Only cars fit for loading will be
placed at chutes.
In the case of defective cars that cannot be made safe
for loading as above, car number and location will be
reported promptly to Chief Dispatcher, who will arrange
disposition.
19 Car Foremen will give special attention to inspection
and repairing of stock cars to ensure freedom from defects.
Emphasis is placed upon rigid examination of car bodies
for loose or protruding nails, bolts, broken slats, damaged
floor boards and similar imperfections, and the correction
of same. Close attention should especially be given to cars
while at cleaning stations to the end that all such defects
as named herein will be corrected before cars are released
for revenue service.
Defective or non-standard gang planks or toe boards
at loading and unloading points which do not fit closely
into car doors, permit animals' legs to slip down and cause
breakage or bruising. All such appliances should be inspected upon receipt of these instructions and repairs effected
at once; inspections should be conducted from time to time
to ensure against injury from this cause.
Bruising may be caused by the use of rods, sticks, canes
or whips in loading and unloading animals; this practice
must not be indulged in by employees, who should also
endeavour to prevent others from so doing. Extreme care
should be exercised in keeping platforms and unloading
docks, etc., in good condition, when wet or icy they should
be properly cleaned and sand or cinders sprinkled on such
spots as well as in alleys where the cattle are required to
make a sharp turn in order to get into the pen. If any
injury does occur from any cause, it should be promptly
reported to Superintendent.
Engine and Train crews, both road and yard, must
handle livestock carefully so that animals will not be
thrown off their feet or bruised by rough handling. Yard-
master should watch this closely to see that switching
receives careful attention.
When spraying of hogs is performed, as requested by
shippers or consignees, a steady stream of water is not to
be directed on the animals but it is to be sprayed against
the ceiling of cars and allowed to drip on the animals.
Exchange of animals at stockyards is not permissible.
Employees observing or being informed of such exchanges
must promptly report all available information to the
railway representative in charge of yards.
20 It is essential that everything possible be done in an
effort to meet the demands of this traffic. As the impression
prevails in some quarters that movements by truck are less
subject to bruising than those by rail, it is to our interests
to watch all angles of this situation closely and to cooperate in the handling of livestock to the satisfaction of
our patrons.
EX. Circular No. 102 Superseding Circulars
WX. Circular No. 160 EX. No. 64 & WX. No. 102
Dated Dec. 15th, 1922.
The attention of all concerned is called to the provisions
of the Canadian Criminal Code in reference to the feeding,
watering and resting of livestock in transit—
"Sec. 544. No railway company, within Canada whose
railwray forms any part of a line of road over which cattle
are conveyed from one province to another province, or
from the United States to or through any province, or
from any part of a province to another part of the same,
and no owner or master of any vessel carrying or transporting cattle from one province to another province, or
within any province, or from the United States to or
through any province, shall confine the same in any car,
or vessel of any description, for a longer period than
thirty-six hours without unloading the same for rest,
water and feeding for a period of at least five consecutive
hours, unless prevented from so unloading and furnishing
water and food by storm or other unavoidable cause, or by
necessary delay or detention in the crossing of trains; and
no such railway company, and no owner or master of any
vessel plying from one province to another province, or
within any province or from the United States to or
through any province, shall convey or transport any
calves under the age of three weeks other than calves at
foot of milch cows or pure-bred calves on or over any of
its lines of railway or on any such vessel.
21 2. In reckoning the period of confinement, the time
during which the cattle have been confined without such
rest, and without the furnishing of food and water, on any
connecting railway or vessel from which they are received,
whether in the United States or in Canada, shall be
included.
3. The foregoing provisions as to cattle being unladen
shall not apply when cattle are carried in any car or vessel
in which they have proper space and opportunity for rest
and proper food and water.
4. Cattle so unloaded shall be properly fed and
watered during such rest by the owner or person having
the custody thereof, or in case of his default in so doing, by
the railway company, or owner or master of the vessel
transporting the same, at the expense of the owner or
person in custody thereof; and such company, owner or
master shall in such case have a lien upon such cattle for
food, care and custody furnished and shall not be liable
for any detention of such cattle.
5. Where cattle are unladen from cars for the purpose
of receiving food, water and rest, the railway company
then having charge of the cars in which they have been
transported, shall, except during a period of frost, clear
the floors of such cars, and litter the same properly with
clean sawdust or sand before reloading them with
livestock."
(a) No railway company shall allow any railway
truck, horse-box or other vehicle used for carrying cattle
or other domestic animals or birds on the railway to be
overcrowded so as to cause unnecessary suffering to such
cattle, or other domestic animals or birds therein.
(b) No railway company shall permit any bull of
mature age to be carried on its railway in the same railway
car with other cattle unless the said bull is securely tied by
the head.
(These two subsections added to Sec. 544 by 1930f
Chap. 11, Sec. 13.)
22 Sec. 545: "Any peace officer or constable may, at all
times enter any premises where he has reasonable ground
for supposing that any car, truck or vehicle as to which
any company or person has failed to comply with the
provisions of the last preceding section, is to be found; or
enter on board any vessel in respect whereof he has reasonable grounds for supposing that any company or person
has, on any occasion, so failed."
Sec. 2 (5) "Cattle includes any horse, mule, ass, swine,
sheep or goat, as well as any neat cattle or animal of the
bovine species, and by whatever technical or familiar
name known, and shall apply to one animal as well as to
many."
In the case of all livestock shipments originating at or
destined to any point on the Canadian Pacific Railway,
or passing over any of its lines, the date and hour at which
said livestock was loaded must be clearly shown on the
waybill, and where livestock has been rested, fed, and
watered, in transit, the date, hour and place at which it
was last rested, fed and watered must also be shown on
the waybill.
Employees should see that stock is not confined in any
car longer than the periods prescribed, and should see that
cars are placed so that the owner can unload, feed and
water, and should see that the stock is unloaded, rested,
fed and watered, if the owner refuses or neglects to unload,
feed and water.
When transfer record for livestock delivered to this
Company by a connecting line indicates that there is not
sufficient time to move the shipment to destination or to a
feeding, watering and resting yard within the time prescribed by law, agents at junction points will refuse to
accept the stock until it has been rested, watered and fed.
All concerned must see that the law is strictly observed
and no livestock carried past a feeding station unless there
is time to reach the next feeding station within the legal
limit. Feeding stations are located at Toronto, Montreal,
West St. John, North Bay, MacTier, White River, Fort
William, Winnipeg, Portage la Prairie, Brandon, Broad-
23 view, Bredenbury, Emerson, Gretna, Souris, Napinka,
Arcola, La Riviere, Moose Jaw, Sutherland, Medicine
Hat, Calgary, Lethbridge, Kamloops and Nelson.
EX. Circular No. 103 Superseding Circulars
WX. Circular No. 161        EX. No. 70 & WX. No. 109
Dated Dec. 15th, 1922.
Tank cars, placarded "DANGEROUS"  must not be
cut off while in motion unless the car or draft of cars is
protected by a rider, and must be coupled carefully and al
unnecessary shocks must be avoided.
EX. Circular No. 104 Superseding Circulars
WX. Circular No. 162        EX. No. 74 & WX. No. 116.
Dated Dec. 15th, 1922.
RULES GOVERNING THE LOCATION AND OPERATION OF NEW LOADING RACKS AND NEW
UNLOADING POINTS FOR CASINGHEAD GASOLINE, REFINERY GASOLINE, NAPHTHA, OR ANY
INFLAMMABLE   LIQUID   WITH   FLASH   POINT
BELOW 30° F.
(For the purpose of these rules, casinghead gasoline is
defined to be any mixture containing a condensate from
casinghead gas or natural gas obtained either by the compression or the absorption process, and having a vapour
tension in excess of eight pounds per square inch.)
Loading
1. (a) New loading racks for refinery gasoline, benzine,
naphtha, or any liquid (other than casinghead gasoline)
with flash point below 30° F., must not be located nearer
than fifty feet from a track over which passenger trains
are moved.
24 (b) New loading racks for casinghead gasoline must be
located not less than 100 feet distant from a track over
which passenger trains are moved. A retaining wall, dike,
or earthen embankment shall be placed between the installation and the track, so constructed as effectually to
prevent liquids from flowing on to the track in case of
accident.
(c) In loading casinghead gasoline, the tank car and the
storage tank shall be so connected as effectually to permit
the free flow of the gasoline vapours from the tank car to
the storage tank, and positively to prevent the escape of
these vapours to the air, or the vapours must be carried
by a vent line to a point not less than 100 feet distant
from the nearest track over which passenger trains are
moved.
Unloading
2. (a) When new unloading points requiring railroad
service for the unloading of tank cars of refinery gasoline,
benzine, naphtha, or any liquid (other than casinghead
gasoline) with flash point below 30° F. are required, the
location shall be subject to negotiation between the carrier
and the interested oil company.
(b) New locations for the unloading of casinghead
gasoline shall be placed a minimum distance of 100 feet
from a track over which passenger trains are moved. A
retaining wall, dike, or earthern embankment shall be
placed between the installation and the track, so constructed as effectually to prevent liquids from flowing on
to the track in case of accident.
Storage
3. (a) Tanks containing over 500 gallons, and not
exceeding 18,000 gallons of gasoline, benzine, naphtha,
casinghead gasoline, or any liquid with flash point below
30° F., must be located not less than SEVENTY feet from
a track over which passenger trains are moved.
(b) For capacities exceeding 18,000 gallons, the following distances shall govern:
25 Capacity of Tanks
Minimum distance from a track
(In gallons)
over which passenger trains are
moved.
18,000 to   30,000
80 feet
30,001 to   48,000
90 feet
48,001 to 100,000
110 feet
100,001 to 150,000
110 feet
150,001 to 250,000
120 feet
250,001 to 500,000
150 feet
Over 500,000
200 feet
(c) Where practicable, tanks should be located on
ground sloping away from the railroad property. Tanks
must be surrounded by dikes of earth, or concrete, or other
suitable material, of sufficient capacity to hold all the
contents of the tanks, or of such nature and location that
in case of breakage of the tanks the liquid will be diverted
to points such that railroad property and passing trains
will not be endangered.
RULES TO BE OBSERVED IN THE OPERATION OF
LOADING, UNLOADING, AND STORAGE FACILITIES ESTABLISHED PRIOR TO THE DATE OF
THIS ORDER FOR THE HANDLING OF CASINGHEAD GASOLINE, REFINERY GASOLINE, NAPHTHA OR ANY OTHER INFLAMMABLE LIQUID
WITH A FLASH POINT BELOW 30° F.
Loading
1. In loading casinghead gasoline, the tank car and the
storage tank shall be so connected as effectually to permit
the free flow of the gasoline vapours from the tank car to
the storage tank, and positively to prevent the escape of
these vapours to the air, or the vapours must be carried by
a vent line to a point not less than 100 feet distance from
the nearest track over which passenger trains are moved
26 Unloading
2. Where old installations for unloading casinghead
gasoline are located within 75 feet of a track over which
passenger trains are moved, a retaining wall, dike, or
earthen embankment shall be placed between the installation and the track, so constructed as effectually to
prevent liquids from flowing on to the track in case of
accident.
Storage
3. Any tank located within 200 feet of a track over
which passenger trains are moved and not on ground
sloping away from railroad property must, when practicable, be protected by dikes of earth, or concrete, or other
suitable material, so that any liquid escaping from the
tank will be held or diverted away from railroad property.
GENERAL RULES APPLICABLE TO PRESENT AND
FUTURE INSTALLATIONS
Storage
4. (a) These regulations apply only to aboveground
tanks for which railroad service is required. Underground
tanks should be considered by interested railroads as
occasion may arise. All storage tanks will be considered
aboveground unless they are buried so that the top of
the tank is covered with at least three feet of earth.
(b) All tanks should be set upon a firm foundation.
(c) Each tank over 1,000 gallons in capacity shall have
all manholes, handholes, vent openings and other openings
which may omit inflammable vapour, provided with
20 x 20 mesh brass wire screen, or its equivalent so attached
as completely to cover the openings and be protected
against clogging. These screens may be made removable,
but should be kept normally firmly attached. Manhole
covers, when equipped with suitable gaskets, may be kept
normally locked down and need not be provided with
screens. Such a tank must be properly vented or equipped
with a suitable safety valve set to operate at not more than
five pounds per square inch for both interior pressure and
27 vacuum. Manhole covers kept closed by their own weight
only will be considered satisfactory.
(d) Tanks used with a pressure discharge system must
have a safety valve set at not more than one-half of the
pressure to which the tank was originally tested.
Operation
5. (a) In measuring distance from any railroad track to
an installation for loading or unloading tank cars, the
measurements shall be taken from near rail to near rail
opposite centre of spotted car.
(b) During the time that the tank car is connected by
loading or unloading connections there must be signs placed
on the track or car, so as to give necessary warning. The
party loading or unloading the tank car is responsible for
furnishing, maintaining, and placing these signs, and the
same party alone has authority to remove them. Tank cars
thus protected must not be coupled to or moved. Other
cars must not be placed on the same track so as to intercept
the view of these signs, without first notifying the party
who placed the signs. Before these signs are removed, even
temporarily, the party authorized to move them must
securely close the outlet valve of the tank car. The outlet
valve must not be opened until the tank car is properly
protected by signs. Such signs must be at least 12 x 15
inches in size and bear the word "STOP—Tank Car Connected" or "STOP—Men at Work," and the word
"STOP" being in letters at least four inches high, and the
other words in letters at least two inches high. The letters
must be white on a blue background.
(c) These requirements are in conformity with Rule 26
of the General Train and Interlocking Rules for Single
Track, which generally provide as follows:
"A blue flag by day and a blue light by night, displayed
at one or both ends of an engine, car, or train, indicates
that workmen are under or about it; when thus protected,
it must not be coupled to or moved, and other cars must
not be placed on the same track so as to intercept the view
of the blue signals, without first notifying the workmen.
28 "Workmen will display the blue signals and the same
workmen are alone authorized to remove them."
(d) All connections between tank cars and pipe lines
must be in good condition, and must not permit any
leakage. They must be frequently examined by the railway
company and replaced by the owner or industry when they
become worn, in order to ensure at all times absolutely
tight connections. Tank cars must not be left connected to
pipe lines except when loading or unloading is going on
and while a competent man is present and in charge.
(e) Except when closed electric lights are available, the
loading or unloading of tank cars shall not be permitted
except during daylight when artificial light is not required.
The presence of flame lanterns, nearby flame with lights, or
other exposed flame lights or fires during the process of
loading or unloading is prohibited.
(f) Railway companies shall require hopper doors,
dampers, and firebox doors of locomotives in switching
service to be closed while passing, and on all locomotives
stopping opposite tank car or cars on next adjoining track
bearing signs as per clause 5(b); also in every case where a
locomotive couples to a tank car at a loading or unloading
point.
Pipe Lines
6. (a) In laying new pipe lines on railroad property for
the loading or unloading of tank cars, they must be laid
at a depth of at least three feet, and at points where such
pipe lines pass under tracks, they must be laid at least
four feet below the bottom of the ties.
(b) Existing above ground pipe lines on railroad
property for the loading or unloading of tank cars should,
if required by the railroad in the interest of safety, be laid
underground. If practicable, these pipe lines should be
laid at a depth of at least three feet, and at points where
such pipe lines pass under tracks, they should be laid at
least four feet below the bottom of the ties.
29 EX. Circular No. 105 Superseding Circulars
WX. Circular No. 163 EX. No. 67 & WX. No. 105.
Dated Dec. 15th, 1922.
The following rules are to be observed in connection
with the handling of automobiles or other self-propelled
vehicles in cars or on the premises of the Company;
1. Automobiles, Motorcycles, Tractors, Internal Combustion Engines, etc., for the operation of various mechanical appliances, etc. (except boats, canoes and launches,
which must have oil and gasoline tanks empty in accordance with Canadian Freight Classification No. 19, Supplement No. 6), must have oil and gasoline tanks in good
condition and securely closed prior to delivery on the
Company's premises. All plugs and covers must be closed
in such a manner as to prevent any danger of fire, and
shippers must certify in bills of lading that tanks are not
leaking and in good condition. Such machines will be
accepted for shipment without gas being drained from
tanks. If a leak is found, shipment must be refused.
2. Only where special loading or unloading platforms
have been erected will automobiles, trucks, etc., be
permitted to move from the ground to the platforfn or from
the platform to the ground under their own power. All such
vehicles must be loaded from the platform into the cars
and unloaded from the cars to the platform by hand;
power must not be used. In freight depots and on attached
platforms, or platforms where merchandise is handled,
automobiles, trucks, etc., may be moved from the ground
to the warehouse or platform or from the freight depot and
platform to the ground (when facilities are adequate) under
their own power when authorized by railway representative in charge, providing gasoline and oil tanks are in good
condition, securely closed and free from leaking either
gasoline or oil.
3. Under no circumstances must the fuel tanks of these
vehicles be filled or drained while on railway platforms
(this does not include manufacturers' special platforms or
30 railway platform assigned for exclusive handling of automobiles) in cars or railway buildings or on railway premises
within fifty feet of any such railway buildings.
4. Cap to gasoline storage tank must be tightly closed
and there must be no leakage of gasoline at any point.
5. Lanterns or any other open flame lights must not
be used during the movement of such vehicles to or from
cars; electric flash lights or incandescent electric lights
must be used.
6. Smoking or using lighted matches in cars or warehouses containing automobiles is prohibited.
7. To avoid freezing, water tanks should be emptied
during the season from September 1st to May 1st.
8. In the event a shipment of automobiles or auto
trucks is refused by the consignee, every possible effort
should be made to secure immediate disposition. If the
property remains on hand an unusual length of time, and
it is desired to release the equipment, authority must be
obtained from Freight Claims Agent before placing
in storage, and if such authority is given, the machine
must not be handled under its own power. Where it
becomes necessary to handle through the street to the point
of storage, it must be handled either by an outside auto
or team, and any expense connected therewith charged
against the property, which amount can be cleared when
the shipment is delivered or returned to the consignor.
EX. Circular No. 106 Superseding Circulars
WX. Circular No. 164        EX. No. 73 & WL. No. 115.
Dated Dec. 15th, 1922.
Your attention is directed to Section 412, subsection 3,
of the Criminal Code of Canada, reading as follows:—
"Every one who by himself,  his servant, agent or
employee:—
31 "(a) By means ol talse or misleading billing, classification or labelling, or any other false or misleading representation or statement of the contents of any car, vessel,
package or consignment, or by concealment, or failure to
properly bill or disclose the entire contents of any such
car, vessel, package or consignment, or by giving, furnishing or using any false address or by any other means or
device, whether with or without the consent or connivance
of any servant, agent or employee of any railway, steamship or other transportation company (including any
railway or steamship line owned or controlled directly or
indirectly by the Crown), knowingly obtains or attempts
to obtain the carriage or transportation by such company
of any intoxicating liquor into any country, province,
district or other place, whether within or without Canada,
where the importation or transportation of such liquor is
in the circumstances of the case contrary to law,—
"(b) Knowingly aids or assists in any manner whatsoever in the doing of any of the acts, matters or things
mentioned in paragraph (a) of this subsection, is guilty of
an offence and shall be liable on summary conviction to
imprisonment without the option of fine for a term not
less than thirty days nor exceeding twelve months, with
or without hard labor; and all intoxicating liquor with
respect to which any conviction has been had under this
section, and all cases, kegs, barrels, bottles, packages or,
receptacles of any kind in which the same is or was contained shall upon conviction be forfeited and- shall be
disposed of for medical purposes or in such other manner
as the Court may from time to time order."
Your attention is also directed to Section 192 of the
Customs Act bf Canada, reading as follows:—
1. If any goods are unlawfully imported on any
railway, they shall be seized and forfeited, and the car in
which such were so imported shall be seized and detached
from the train and forfeited.
2. Every Conductor, Baggage-Master, or Officer or
Servant employed on any railway, and every Officer or
Servant employed by any express company, who is privy
32 to or aids or abets in such unlawful importation, shall
forfeit a sum equal to the value of the articles, and shall—
(a) If the value for duty of the goods is under two
hundred dollars, be further liable on summary conviction
before two justices of the peace to a penalty not exceeding
two hundred dollars and not less than fifty dollars, or to
imprisonment for a term not exceeding one year and not
less than one month, or to both fine and imprisonment;
and
(b) If the value for duty of the goods is two hundred
dollars or over, be guilty of an indictable offence and liable
on conviction to a penalty not exceeding one thousand
dollars and not less than two hundred dollars, or to
imprisonment for a term not exceeding four years and not
less than one year, or to both fine and imprisonment."
This is submitted for your information and guidance,
and you will note that the consent, connivance, aid or
assistance of any railway employee in illegal transportation
constitutes an offence for which a prison term is the
penalty, in addition to carrying penalties by way of
seizure and forfeiture. All employees will use their best
efforts to prevent violations of the law, and every facility
should be given to officers of the Government in their
investigations.
If an Agent, Yardmaster or Conductor (and particularly the latter in connection with cars loaded at flag
stations and outlying sidings) has reason to believe that a
shipment is falsely billed, and contains contraband,
although classified as some other commodity, he will
immediately inform his Superintendent by telegraph,
giving full particulars, including car number.
EX. Circular No. 107 Superseding Circulars
WX. Circular No. 165       EX. No. 62 & WX. No. 100.
Dated Dec. 15th, 1922.
Instructions covering prevention and extinguishing of
fires on, or in the vicinity of right-of-way.
33 In carrying out this Order, it will be the duty of all
officers and employees generally, to take precaution to
prevent fires on or along the roadway of the Company, to
promptly extinguish and prevent spread of fires outside the
right-of-way and to investigate and report fires and
probable cause thereof.
Conductors, Enginemen, or Trainmen wrho discover or
receive notice of the existence and location of a fire
burning upon or near the right-of-way or of a fire which
threatens land adjacent to the right-of-way, shall report
the same by wire to the Superintendent, and shall also
report it to the Agent or persons in charge at the next
point at which there shall be communication by telegraph
or telephone, and to the first section employees passed.
Notice of such fire shall also be given immediately by three
short blasts of the locomotive whistle, repeated twice, or
by such other method as may be approved by the Board.
No employee shall do or cause damage or injury to any
of the fire-protective appliances on any engine.
Fire, live coals, or hot ashes shall not be deposited on
the tracks or right-of-way unless extinguished immediately
thereafter, except in pits provided for the purpose. On no
account shall ashpans be dumped, or ashes from cars or
cabooses be thrown out on the right-of-way while running.
Burning or smouldering waste taken from hot boxes shall
be completely extinguished.
To AGENTS,
OPERATORS AND DISPATCHERS
Conductors, Enginemen and Trainmen have received
instructions to report all fires occurring on or adjacent to
the right-of-way, and it shall be your duty, on receiving
such report, to notify immediately the Superintendent and
Roadmaster by wire, also the Section Foreman and local
Fire Inspector of the Transport Commission, giving the
exact location, by mileage, of the fire, its extent, and any
other information which may be of value, particularly as
to the number of men needed to fight same.
34 TO SECTION FOREMEN, EXTRA GANG FOREMEN,
BRIDGE FOREMEN, TELEGRAPH OR OTHER
CONSTRUCTION GANGS, AND OTHER TRACK
EMPLOYEES
In all cases where fire occurs, on or in the vicinity of the
right-of-way, it shall be your duty to proceed immediately
to such fire and extinguish same, remaining as long as may
be necessary to do this. The carrying on of your work
though it may be important must be set aside until the
fire is completely extinguished, provided, however, that
you are not at the time engaged in labors immediately
necessary to the safety of trains. In case the fire cannot be
extinguished as above, additional help shall be immediately
requested by telegraph or telephone message to the
Superintendent or Roadmaster. The section foreman on
whose section the fire occurs shall, in the absence of an
official of the company, make a thorough investigation
regarding the origin of the fire, and submit a full report to
the Roadmaster.
Between April 1st and October 31st, no ties, cuttings,
debris, or litter upon or near the right-of-way shall be
burned except under such supervision as will prevent such
fire from spreading beyond the strip being cleared. Any
officer of the Transport Commission may at any time
require that no such burning be done along specified
portions of the line except with the written permission or
under the direction of such officer.
TO   SUPERINTENDENTS,   ROADMASTERS   AND
OTHER OFFICIALS CONCERNED
If the fire is of such an extent that the section gang, or
other local force available, cannot control it unaided, the
Superintendent, or, in his absence, his representative,
must immediately arrange for the dispatch of the Roadmaster or other competent officer with the necessary
additional men, who can be drawn from those available in
any Department, and all necessary fire-fighting appliances
35 to the scene of the fire, and must so arrange the train
service that they will get to the fire with the least possible
delay, in order that no time may be lost in getting it
under control.
The officer in charge must also arrange to obtain
promptly complete statements from all witnesses, so that
origin or any responsibility for the fire can be accurately
determined.
Penalty. General Order of the Board of Transport
Commissioners, No. 548, dated December 4th, 1935,
provides as follows:
"If any employee or other person included in the said
regulations fails or neglects to obey the same, or any of
them, he shall, in addition to any other liability which he
may have incurred, be subject to a penalty of twenty-five
dollars for every such offence."
36    

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