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Canadian Pacific Railway Eastern Division--Montreal terminals timetable Canadian Pacific Railway Company Sep 29, 1935

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 CANADIAN   PACIFIC  RAILWAY
QUEBEC DISTRICT = MONTREAL TERMINALS
TIME
TABLE
TAKING EFFECT at 12.01 a.m., SUNDAY, SEPTEMBER 29th, 1935
GOVERNED BY EASTERN STANDARD TIME
FOR THE INFORMATION AND GUIDANCE OF EMPLOYEES ONLY
THE  SUPERIOR   DIRECTION   IS  EAST OR SOUTH,  AND  EAST OR SOUTH   BOUND TRAINS ARE SUPERIOR TO TRAINS OF THE  SAME   CLASS
IN THE OPPOSITE (INFERIOR) DIRECTION
THE  COMPANY'S  RULES ARE  PRINTED  SEPARATELY   IN   BOOK  FORM.   EVERY EMPLOYEE WHOSE  DUTIES ARE PRESCRIBED  BY THE  RULES
AND EVERY EMPLOYEE WHOSE DUTIES ARE CONNECTED WITH THE MOVEMENT OF TRAINS, MUST HAVE A COPY
OF THE RULES AND OF CURRENT TIME TABLE ACCESSIBLE WHEN ON DUTY
H. J. HUMPHREY,
VICE-PRESIDENT AND GENERAL MANAGER
J. K. SAVAGE,
GENERAL SUPERINTENDENT
 TIME TABLE No.  142—SEPTEMBER 29th,  1935
Page FROM TO
3 Place Viger Jacques Cartier Jet	
4 St. Luc Branch	
4      Montreal (Windsor Stn.)    Ballantyne	
4      Montreal West  South Jet	
4       Montreal West North Jet	
4      Adirondack Jet Bresiay	
4       Outremont Mile End	
South Bank Branch	
Total..
Miles
9.0
2.1
7.4
1.0
I.I
113
1.4
10.7
44.0
Farnham Division Train Despatehers will issue train orders between Adirondack Jet., and Montreal West via South Jet.
and between Highlands and Cote St. Paul.   Despatching Office at Farnham—Telegraph Call F.
Smiths Falls Division Train Despatehers will issue train orders between Montreal (Windsor Stn.), and Ballantyne, Montreal
West and North Jet. between South Jet. and Outremont and between St. Luc and Ballantyne. Despatching Office
at Smiths Falls—Telegraph Call Q.
Laurentian Division Train Despatehers will issue train orders between Outremont, Bresiay, Jacques Cartier Jet. and
Place Viger.   Despatching Office at Park Avenue—Telegraph Call Q.
T. E. EMSLEY,
J. 0. FORTIER,
[Assistant Superintendents.
R. W. SCOTT,
Superintendent,
Montreal.
MEDICAL OFFICERS
NAME PHONE STREET ADDRESS
DR. H. A. BEATTY, Chief Medical Officer         52 Howland Ave., Toronto
DR. E. P. GRENIER Harbour 2622 3744 St. Denis St.
DR. J. L. DAY Fitzroy60l2 455 Mt. Pleasant Ave.
DR. J. A. DEMERS Harbour 0733 1058 St. Denis St.
DR. H. S. SHAW Dollard 6789    205 St. Catherine Road
DR. F. H. GATIEN Lachine 160 68 Fifteenth Avenue
DR. W. C. WlNFREY Falkirk 1579 825 Bienville Street
DR. ROY H. McGIBBON Calumet 2344 7503 St. Denis Street
DR. J. E. LESAGE Amherst 3284 2031 Mt. Royal Ave. East
DR. J. G. KIRKLAND    Calumet2l20 7764 St. Denis Street
DR. J. A. CORRIGAN Amherst 6481 4320 Delorimier Ave.
DR. M. I. GOLT Crescent 2770 .5158 Park Ave.
DR. H. A. SINCLAIR  Harbour 5170 4586 Jeanne Mance St.
DR. J. H. JACOBS Caughnawaga
DR. C. A. KIRKLAND.. Dexter 0220 133 Fourth Ave., Ville St. Pierre
DR. ALAN B. HALL Elwood 0751 .  .37 Curzon St., Montreal West
DR. WALTER W. READ Elwood 9898 418 Claremont Ave.
Employees are reminded that the Company's Medical Officers are at their disposal without fee in all cases of
accident resulting in personal injury during their work and the Company will not be responsible for the accounts of doctors
not under appointment by the Company except where they are summoned to render first aid or where a Company's doctor
is not available.
MONTREAL TERMINALS DIVISION FOOTNOTES
When trains are on time, transfer of passengers from incoming to outgoing trains will be made at Montreal (Windsor
Station) or Montreal West, but in event of incoming train being late transfer will be made at Montreal West unless it can
arrive Windsor Station fifteen minutes before departure time of outgoing train.
Should a train with passengers for connection be delayed after leaving Montreal West outgoing train must be held for
connection at Windsor Station.
§N.Y.C. trains will flag stop at stations indicated by § to entrain or detrain passengers destined to or from points
on New York Central lines.
§D. & H. trains will flag stop at stations indicated by § to entrain or detrain passengers destined to or from points
on D. & H.
§No. 220 will flag stop at Adirondack Jet. Saturdays and Sundays only, to detrain golfers.
§Nos. 210 and 21 will flag stop at Montreal West to entrain passengers.
§Nos. 209, 22, 2, 8 and C.N.R. No. 6 will stop at Montreal West to detrain passengers.
§C.N.R. No. 15 will flag stop at Westmount and Montreal West to entrain for advertised stops.
§No. 7 will flag stop at Westmount and Montreal West to entrain for advertised stops Ottawa and west.
§No. 425 stops to detrain only.
§No. 523 will stop at Sortin to detrain passengers.
§No. 519 will flag stop at Montreal West to entrain passengers for points west of Vaudreuil.
No. 220 will wait 5 minutes at Montreal West for No. 8 when there are passengers on that train for connection.
No. 905 Freight due to leave Outremont 7.00 p.m. and Ballantyne 7.20 p.m. daily except Saturday and Sunday.
No. 903 Freight due Adirondack Jet. 7.30 p.m., South Jet. 8.00 p.m. and Ballantyne 9.00 p.m. daily.
No. 906 Freight due Ballantyne 7.35 p.m., Outremont 8.20 p.m. daily.
No. 88 Freight due to leave Bresiay 10.00 p.m. daily.
No. 914 Freight due to leave Outremont 10.00 p.m., Adirondack Jet. 10.30 p.m. daily.
No. 85 Freight due to leave Bresiay 10.30 p.m. daily.
No. 908 Freight due to leave Outremont 11.00 p.m., Adirondack Jet. I 1.30 p.m. daily.
No. 902 Freight due Ballantyne I 1.15 p.m., South Jet. 12.15 a.m., Adirondack Jet. 12.24 a.m. daily.
No. 974 Stock due Ballantyne 12.10 a.m. daily.
No. 913 Freight due Adirondack Jet. 12.25 a.m., South Jet. 1.00 a.m., Outremont 2.30 a.m. daily.
No. 915 Freight due Adirondack Jet. 1.00 a.m., South Jet. 1.30 a.m. and Ballantyne 2.30 a.m. daily.
No. 909 Freight due to leave Ballantyne 1.30 a.m. daily.
No. 91 I Freight due to leave Ballantyne 3.30 a.m. daily.
No. 904 Freight due Ballantyne 6.00 a.m., South Jet. 7.00 a.m., Adirondack Jet. 7.09 a.m. daily.
No. 86 Freight due Bresiay 5.00 a.m. daily.
No. 87 Freight due Bresiay 4.45 a.m. daily.
No. 89 Freight due Bresiay 9.10 p.m. daily except Sunday.
 TIME TABLE No.  142—SEPTEMBER 29th,  1935
3
INBOUND TRAINS—READ UP
FIRST CLASS
357
301
438
470
446
371
442
426
422
351
436
488
486
353
430
452
472
363
365
458
424
375
355
460
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8.21
9.30
9.23
9.20
9.17
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9.22
9.45
9.38
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9.31
10.10
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9.56
12.30
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12.20
12.16
12.35
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12.25
12.21
2.40
2.33
2.30
2.26
3.10
3.02
2.59
2.55
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4.52
4.49
4.45
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6.25
6.18
6.15
6.12
6.30
6.23
6.20
6.16
7.50
7.43
7.40
7.36
8.10
8.03
7.59
7.55
8.20
8.13
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*No passing track.
J
i
OUTBOUND TRAINS—READ DOWN
FIRST CLASS
302
352
483
471
421
437
378
354
435
427
445
364
374
457
356
423
469
461
463
425
358
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8.40
8.43
8.46
9.05
9.08
9.11
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12.05
12.08
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1.05
1.08
1.11
1.20
1.23
1.26
4.05
4.08
4.11
4.55
4.58
5.01
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5.08
5.11
5.35
5.38
5.41
5.45
5.48
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6.01
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11.25
11.28
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11.35
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12.01
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s   8.37
8.41
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8.41
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8.49
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8.48
s   8.52
8.56
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9.13
s   9.17
9.21
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9.57
s 10.00
10.04
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1.13
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1.28
s    1.32
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4.13
s   4.17
4.21
P.M.
5.03
s   5.05
5.09
P.M.
5.13
s   5.17
5.21
P.M.
5.43
s   5.47
5.51
P.M.
5.53
s   5.57
6.01
P.M.
6.03
s   6.07
6.11
P.M.
6.43
s   6.47
6.51
P.M.
11.33
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11.41
P.M.
11.43
11.45
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A.M.
§ 12.01
A.M.
12.11
s 12.12
s 12.22
12.28
A.M.
A.M.
*No passing track.
3
 ,
 TIME TABLE No.
142—SEPTEMBER 29th,  1935
OUTBOUND TRAINS—READ DOWN
0
a.
STATIONS
go 1
FIRST CLASS        -
214
1 Newport
|     Psgr.
1    /Daily
1 ex. Sun.
242
N.Y.C.
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579
Vaudreuil
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ex. Sun.
519
Point
Fortune
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ex. Sat.
and Sun
240
N.Y.C.
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and Sun
29
Perth
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/Daily
ex. Sun.
505
Ottawa
Psgr.
/Daily
ex. Sun.
40
St. John
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/Daily
ex. Sat.
15
C.N.R.
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/Daily
238
N.Y.C.
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204
Megantic
Psgr.
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only
513
Rigaud
Psgr.
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only
1            1  ■
517   M220        212
Point        D. & H.         Tha
Fortune         Psgr.        Alouette
Psgr.          /Dally          Psgr.
/Daily                       I    /Daily
354
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Frontenac
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ex. Sat.
and Sun
515
Rigaud
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234
N.Y.C.
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202
Sherbrooke
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232
N.Y.C.
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ex. Sun.
503
Ottawa
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421
Ottawa
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Smiths
Falls
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577
Vaudreuil
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ex. Sun.
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Toronto
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ex. Sun.
P.M.
5.40
s   5.46
Is   5.52
P.M.
5.25
s   5.31
§   5.37
P.M.
5.20
s   5.26
s   5.32
P.M.
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s   5.20
§   5.25
P.M.
4.25
s   4.31
§   4.37
P.M.
4.15
s   4.21
s   4.30
P.M.
4.00
s   4.06
s   4.12
P.M.
3.50
s   3.56
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§    1.47 1
P.M.
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s    1.36
s    1.42
P.M.
1.25
s    1.31
s    1.37
P.M.
12.15
s 12.21
s 12.27
f 12.30
12.31
A.M.
10.00
s 10.06
s 10.12
A.M.
9.35
s   9.41
s   9.47
A.M.
9.30
s   9.36
s   9.42
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9.25
s   9.31
§   9.37
A.M.
9.20
s   9.26
s   9.32
A.M.
9.05
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§   9.17
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s   8.46
s   8.52
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s   8.36
s   8.42
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s   8.21
s   8.27
A.M.
8.10
s   8.16
s   8.22
f   8.24
8.25
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8.10
s   8.16
s   8.22
8.25 1
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s 7.06
s 7.12
f   7.15
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s   5.57
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P.M.
P.M.
4.39
s   4.42
f   4.45
P.M.
P.M.
4.04
4.07
4.10
P.M.
1.49
s    1.52
s    1.55
1.44
1.48
f    1.52
P.M.
P.M.
10.14
10.17
§ 10.20
9.49
9.51
9.54
9.39
s   9.42
f   9.45
A.M.
9.19
s   9.22
f   9.25
8.54
s   8.58
s   9.02
8.49
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f   8.55 !
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P.M.
P.M.
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9.44
9.46
9.54
9.57
A.M.
A.M.
A.M.
A.M.
8.29
8.31
8.38
8.41
X	
XR...
KRW..
XR...
...NORTH JCT	
0.9
...ST. LUC JCT	
..*
A J
O A
B Y
3.9
...OUTREMONT	
..\U\.	
1.0
 BRESLAY	
Miles from Montreal 11.4
...*
A.M.
A.M.
*No Passing Track
OUTBOUND^TRAINS—READ/ DOWN
■5
0
■s
STATIONS
o
il
THIRD CLASS
FIRST J^ASS
717
Pool
Eqpt.
/Dally
302
Quebec
Psgr.
/Daily
523
Rigaud
Psgr.
/Daily
246
N.Y.C.
Psgr.
/Sat.
only
21
Chicago
Psgr.
/Daily
1
Vancouver
Psgr.
/Daily
222
D. &H.
Psgr.
/Dally
10
210
The
Redwing
Psgr.
/Daily
2*4
D. & H.
Psgr.
/Dally
6
507
Ottawa
Psgr.
/Sun.
only
42
St. John
Psgr.
/Daily
7
The
Dominion
Psgr.
/Dally
244
N.Y.C.
Psgr.
/Dally
525
Point
Fortune
Psgr.
/Sat.
only
521
Rigaud
Psgr.
/Daily
ex. Sat.
and Sun.
575
Vaudreuil
Psgr.
/Daily
P.M.
10.50
10.56
11.04
P.M.
11.30
s 11.36
s 11.42
P.M.
11.25
s 11.31
s 11.36
§ 11.38
11.39
P.M.
11.20
s 11.26
§ 11.32
P.M.
11.15
8  11.21
IS H.27
P.M.
j    10.15
s 10.21
s 10.29
'p.m.
9.30
s   9.36
§   9.42
P.M.
9.00
s   9.05
§   9.10
P.M.
8.00
s   8.06
8   8.12
P.M.
7.50
s   7.56
s   8.02
P.M.
7.05
is   7.11
s   7.17
P.M.
7.00
§   7.06
§   7.12
P.M.
6.25
s   6.31
§   6.37
P.M.
6.20
s   6.26
8   6.32
P.M.
6.20
s   6.26
s   6.32
P.M.
5.50
s 5.56
s 6.02
f   6.05
6.06
W J
MW
B N
J   N
J   C
KX. .
XY...
XR...
 MONTREAL	
i°
P
-1
ICO
O
H
<
o
u-
<
P
<
CC
|lu
-i
00
O
o
Q
D
D
D
p N
DN
D
DN
(Windsor Stn.)   2.0
....WESTMOUNT	
2.7
.MONTREAL WEST...
1.4
 SORTIN	
...*
...*
...*
...*
11.10
11.31
10.33
8.05
7.15
6.35
6.35
WXR.
0.8
...BALLANTYNE	
P.M.
P.M.
11.34
f 11.37
f 11.40
P.M.
P.M.
9.44
9.47
9.50
9.12
9.14
9.17
8.15
§   8.18
§   8.23
P.M.
7.19
7.22
7.26
P.M.
6.39
s   6.42
|s   6.45
P.M.
P.M.
P.M.
p u
HA
D
XR...
WX...
XYR..
 SOUTH JCT	
1.5
 HIGHLANDS	
1.8
..ADIRONDACK JCT....
...•
11.45
11.48
11.58
A.M.
|    12.01
P.M.
P.M.
P.M.
P.M.
P.M.
P.M.
X	
XR...
KRW.
XR...
 NORTH JCT	
0.9
...ST. LUC JCT	
...*
DN
DN
DN
A  J
0 A
B Y
3.9
....OUTREMONT	
1.0
 BRESLAY	
Miles from Montreal 11.4
...*
A.M.
■
*No Passing Track
i                            V
j
 TIME TABLE No.
142-
SEPTEMBER 29th,
1935
STATIONS
o
JS
INBOUND TRAINS
—READ
UP
FIRST CLASS
2
Montreal
Psgr.
aDaily
301
Quebec
Psgr.
aDaily
233
N.Y.C.
Psgr.
aDaily
ex. Sun.
5I6
Rigaud
Psgr.
aDaily
ex. Sun.
22
The
Overseas
Psgr.
aDaily
221
D. & H.
Psgr.
aDaily
■m'f
41
St. John
Psgr.
aDaily
209
The
Redwing
Psgr.
aDaily
574
Vaudreuil
Psgr.
aDaily
235
N.Y.C.
Psgr.
aDaily
ex. Sun.
225
D. & H.
Psgr.
aDaily
510
Rigaud
Psgr.
aDaily
ex. Sun.
518
Point
Fortune
Psgr.
aDaily
ex. Sun.
528
Rigaud
Psgr.
aSun. only
237
N.Y.C.
Psgr.
aDaily
8
The
Dominion
Psgr.
aDaily
39
St. John
Psgr.
aDaily
502
Ottawa
Psgr.
aDaily
ex. Sun.
213
Newport
Psgr.
aDaily
ex. Sun.
30
Perth
Psgr.
aDaily
ex. Sun.
578
Vaudreuil
Psgr.
aDaily
ex. Sun.
239
N.Y.C.
Psgr.
aDaily
ex. Sat.
and Sun.
241
N.Y.C.
Psgr.
a Sat.
only
514
Point
Fortune
Psgr.
aDaily
ex. Sun.
526
Rigaud
Psgr.
aSun. only
353
The
Fronlenac
Psgr.
aDaily
D
D
D
D N
o
o
-J
CO
C£
r-
<
ft
a
h-
<
O
<
CC
h-
m
»j
CQ
O
a
*••
*..
*..
 MONTREAL. . .
(Windsor Stn.)   2.0
 WESTMOUNT...
2.7
..MONTREAL WEST..
1.4
 SORTIN	
. ...KX
...XY
. . .. RX
W J
MW
B N
J   N
J C
A.M.
7.00
s   6.52
§   6.44
A.M.
7.30
s   7.22
s   7.I5
A.M.
7.35
s   7.28
§   7.22
A.M.
7.40
s   7.32
s   7.25
A.M.
7.45
s   7.37
§   7.30
p!.m.
7.50
s   7.42
s   7.35
A.M.
8.05
s   7.57
s   7.50
A.M.
8.I0
s   8.02
§   7.55
A.M.
8.I5
s   8.07
s   8.00
Aivru
120
s   8.12
§   8.05
A.M.
8.30
s   8.22
s   8.15
A.M.
8.45
s   8.37
s   8.30
A.M.
9.20
s   9.12
s   9.05
A.M.
9.20
s   9.12
s   9.05
A.M.
9.50
s   9.42
§   9.35
A.M.
10.30
s 10.22
§ 10.15
A.M.
11.30
s 11.22
s 11.15
A.M.
11.45
s 11.37
s 11.30
NOON
12.00
s 11.52
s 11.45
P.M.
12.15
s 12.07
p.m.12.01
s 11.46
P.M.
1.50
s   1.42
s    1.35
P.M.
1.55
s    1.47
§    1.40
P.M.
4.10
s   4.03
§   3.57
P.M.
4.55
s 4.47
s 4.40
f   4.36
4.35'
P.M.
4.55
s 4.47
s . 4.40
f .4.36
4.35
P.M.
6.00
s   5.52
s   5.45
0.8
 BALLANTYNE....
...RWX
6.39
7.20
7.26
7.54
8.25
9.00
9.00
10.11
11.23
11.41
1.29
D N
D
D N
 SOUTH JCT	
1.5
 HIGHLANDS	
1.8
..ADIRONDACKJCT...
 RX
...WX
...RXY
D U
H A
D
A.M.
7.20
s   7.I8
f   7.I5
A.M.
A.M.
7.32
7.29
7.26
7.45
7.42
f   7.37
7.53
7.5I
7.48
A.M.
8.01
s   7.58
f   7.55
8.10
§   8.07
§   8.04
A.M.
A.M.
A.M.
9.31
s   9.28
f   9.25
A.M.
11.09
11.07
11.04
A.M.
11.40
s 11.37
s 11.34
A.M.
P.M.
1.36
s    1.34
f    1.30
3.55
s   3.53
f   3.50
P.M.
P.M.
D N
D N
D N
• ••
 NORTH JCT	
0.9
 ST. LUC JCT	
 X
 RX
..KRW
...RX
7.07
7.04
6.55
6.52
A.M.
A.M.
A.M.
A.M.
A.M.
A.M.
A.M.
A.M.
A.M.
P.M.
P.M.
5.40
5.37
5.29
5.26
A  J
O A
B Y
3.9
 OUTREMONT	
.•..
1.0
 BRESLAY	
Miles from Montreal 11.4
A.M.
P.M.
^rNo Passing Track
7
ll
STATIONS
o
JS
INBOUND TRAINS—READ UP    /
FIRST CLASS
THIRD CLASS
504
Ottawa
Psgr.
aDaiiy
203
Sherbrooke
Psgr.
aDaily
ex. Sun.
223
D. & H.
Psgr.
aDaily
2II
The
Alouette
Psgr.
p aDaily
580
Vaudreuil
Psgr.
aDaily
ex. Sun.
245
N.Y.C.
Psgr.
aSun.
only
36
Toronto
Psgr.
aDaily
ex. Sun.
598
Smiths
Falls
Psgr.
aSun. only
424
Ottawa
Psgr.
aDaily
520
Point
Fortune
Psgr.
aSun.
only
249
N.Y.C.
Psgr.
aDaily
ex. Sun.
205
Sherbrooke
Psgr.
aSun.
only
6
C.N.R.
Psgr.
aDaily
506
Ottawa
Psgr.
aSun.
only
716
Pool
Eqpt.
aDaily
D
D
D
D N
o
o
-1
CO
o
H
<
o
H
=3-
<
O
<
CC
Ul
-J
CO
Z>
o
Q
*••
*..
*••
• ,.
 MONTREAL. . .
(Windsor Stn.)   2.0
 WESTMOUNT....
2.7
..MONTREAL WEST..
1.4
 SORTIN	
....KX
. ...XY
. ... RX
W J
MW
B N
J  N
J   C
P.M.
6.40
s   6.32
s   6.25
P.M.
6.45
s   6.37
s   6.30
P.M.
7.I5
s   7.07
s   7.00
P.M.
7.20
s   7.I2
s   7.05
P.M.
7.25
s   7.I7
s   7.I0
P.M.
7.40
s   7.32
§   7.25
P.M.
8.30
s   8.22
s   8.I5
f   8.07
8.04
P.M.
8.30
s   8.22
s   8.I5
f   8.I2
8.I0
P.M.
9.I5
s   9.07
s   9.00
P.M.
9.25
s   9.17
s   9.10
P.M.
9.45
s   9.39
§   9.33
P.M.
9.55
s   9.47
s   9.40
P.M.
10.30
s 10.22
§ 10.15
P.M.
10.35
s 10.27
s 10.20
P.M.
2.10
2.02
1.55
0.8
...BALLANTYNE....
..RWX
6.2I
7.05
9.06
10.11
10.16
1.50
D N
D
D N
 SOUTH JCT	
1.5
 HIGHLANDS	
1.8
..ADIRONDACKJCT....
...RX
...WX
...RXY
D U
H A
D
P.M.
6.26
s   6.23
s   6.I9
6.56
6.54
f   6.5I
7.02
7.00
6.57
P.M.
7.22
s   7.I9
f   7.I5
P.M.
P.M.
P.M.
9.31
f   9.28
f   9.25
9.36
s   9.33
s   9.29
P.M.
P.M.
P.M.
D N
DN
DN
*•■
 NORTH JCT	
0.9
 ST. LUC JCT	
 X
.... RX
..KRW
...RX
P.M.
P.M.
P.M.
P.M.
8.56
8.54
8.48
8.46
P.M.
P.M.
A  J
O A
B Y
3.9
 OUTREMONT	
*
1.0
 BRESLAY	
Miles from Montreal 11.4
P.M.
*No Passing Track
#$
 TIME TABLE No.   142—SEPTEMBER 29th,  1935
SPECIAL INSTRUCTIONS GOVERNING MOVEMENT OF TRAINS BY FIXED SIGNALS
AUTOMATIC BLOCK SIGNALS
1. ABSOLUTE signals have a lunar white marker light vertically under the signal light and those of the semaphore
type have in addition a square end blade. PERMISSIVE signals have a single light or two staggered lights and those of the
semaphore type have in addition a pointed end blade.
2. ABSOLUTE PERMISSIVE BLOCK. When a train finds an ABSOLUTE block signal indicating STOP it must stop
before reaching the signal and not more than two hundred feet from it and may proceed when the signal is cleared. If not immediately cleared it must communicate with Train Despatcher and upon receiving advice that there is NO CONFLICTING TRAIN
MOVEMENT it may proceed under full control to the next signal. If unable to communicate with Train Despatcher train may
proceed under protection of flag to the next signal displaying a less restrictive indication than STOP or STOP AND PROCEED.
When a train finds a PERMISSIVE block signal indicating STOP it must stop before reaching the signal and not more
than two hundred feet from it and after train and enginemen have satisfied themselves that the signal is PERMISSIVE may then
proceed at once with caution.
3. OVERLAP BLOCK. When a train finds a PERMISSIVE signal indicating STOP it must stop before reaching the
signal and not more than two hundred feet from it and may proceed when the signal is cleared. If not immediately cleared a
flagman will advance in the direction of the train movement for five minutes after which the train may proceed under full control
to the next signal. Should the signal change from the STOP indication before the expiration of the five minutes the train may
proceed and be governed by the indication displayed.
When trains meet by train order arrangement the train which is to take the passing track must stop if it finds a signal protecting the block indicating STOP, and may then proceed with caution to the passing track without being preceded by a flagman.
4. In complying with Instructions 2 or 3, trains proceeding against a signal indicating STOP must expect to find the
track occupied, a car foul, a switch open, a broken rail or other obstruction in the block.
5. Engineers must use Form S.M. I in complying with Rule 506.
INTERLOCKING SIGNALS
6. Interlocking home signals have two or three lights in a vertical line and those of the semaphore type have in addition
square end blades.
Normally the upper arm or light governs the main route; the second arm or light governs one or more diverging routes and
the lower arm or light in all cases may either govern a diverging route or serve as a calling on signal.
Dwarf signals may be of the color light or semaphore type.
Interlocking signals used as block signals will be equipped with number plates.
7. When a train accepts a lower arm or light or dwarf signal for a main track movement it must proceed with caution
through the block, prepared to find the track occupied, a car foul, a switch open, a broken rail or other obstruction in the block.
DUAL CONTROL SWITCH MACHINES
8. When necessary, the operator may give permission to trainmen to operate the switches by hand, in which case a train
may pass a home signal indicating STOP. Before giving this permission, the operator must see that all signal control levers are in
normal position and must not attempt to operate switch lever until trainman has reported that movement over switches has been
completed and that SELECTOR LEVER has been restored to MOTOR position.
Trainmen upon receiving permission to operate an interlocked switch by means of the HAND-THROW LEVER, will be
governed as follows:—
To hand operate dual control switch machine throw SELECTOR LEVER to the hand operating position and operate switch
by HAND-THROW LEVER. If SELECTOR LEVER is stopped short of the horizontal position move the HAND-THROW
LEVER slowly until SELECTOR LEVER is free to complete stroke.
After movements over interlocked switches are completed, the switches must be left in the original position and SELECTOR
LEVER thrown to MOTOR position and both SELECTOR LEVER and HAND-THROW LEVER locked.
Engineers must not accept hand signals as against fixed signals in making movements over these switches unless the
SELECTOR LEVER has been placed in the HAND OPERATING position.
AUTOMATIC INTERLOCKING
9. When an automatic interlocking is out of order, trains or engines must be brought to a stop before reaching the
HOME signal and not proceed until trainman has proceeded to the crossing and complied with the following instructions:—
Box marked SWITCHES located on instrument case at crossing is locked with a switch lock.
Unlock box and if lights marked with name of crossing road are lighted and no train is seen approaching on the crossing
road, trainman will OPEN knife switch and give proceed hand signal to his train. If lights marked with name of crossing road are
not lighted, trainman will assure himself that no train is approaching on the crossing road before opening knife switch. After
his train has passed over crossing, trainman will CLOSE knife switch and lock box.
At automatic interlockings where push buttons are provided on home signals to enable a return movement to be made over
crossing when switching, trainmen will unlock box and press button. If home signal does not clear, trainmen will comply with
instructions in preceding paragraph and flag train over crossing.
ELECTRIC SWITCH LOCKS
10. To operate an electric switch lock; first unlock door and if indicator is clear turn the handle of the electric lock to the
left as far as it will go and then open switch in the usual manner. After switch has been set back for the main track the handle
of the electric lock must be turned to the right, door closed and locked. If indicator displays red the switch cannot be unlocked
and trainman should communicate with operator and ask for switch to be unlocked.
AUTOMATIC HIGHWAY CROSSING SIGNALS
I I. When a train or engine passes over any highway crossing protected by automatic signals or automatic gates and does
not move beyond the end of the circuit it will be necessary, before making a reverse movement over the same crossing, for a
member of the train crew to flag the crossing.
ADIRONDACK SUBDIVISION
12. Should any train find signals No. 407 or 408 at Adirondack Jet. at STOP when no operator on duty, conductor
must see that switches are properly set for train movement, before hand signalling train to proceed. After engineer accepts hand
signal, he will proceed as per Instruction No. 7.
ment.
13.   A train must not pass signals No. 455, 456 and 457 at St. Luc Jet. until the switches are set for the train move-
14. The movement of trains, in both directions, on third track between Glen Yard interlocker and Windsor Station
interlocker and between Montreal West and North Jet., will be governed by Signal indication only, which supersedes time table
superiority and takes the place of train orders.
15. On third track at Greene Avenue, the switch leading to St. Henry yard is equipped with electric switch lock which is
controlled by towerman at Glen Yard interlocker. Telephone is located at the switch for train crews to communicate with tower-
man in asking for switch to be unlocked.
16. A train switching on single track between Montreal West and North Jet., must always leave siding switch open, if
entire train is clear in siding, otherwise it is possible for a second train to enter single track block.
17. Railway crossing at grade with Montreal Tramways at Dominion Textile siding, St. Patrick St.—Interlocked.
Movement of C.P.R. trains over this crossing will be governed by home signal located 50ft. on each side of the diamond. C.P.R.
crews will be required to operate the signals and derails when making a movement over this crossing and will be governed by
manipulation chart which is posted in the lever shanty for the operation of the levers. When such movement has been completed,
the signals must be restored to stop position and the derails on the Street Railway must be closed. The door of the lever shanty
is locked with a C.P.R. switch lock and must be locked after having been used.
18. All Junctions Montreal Terminals except Highlands, St. Luc Jet. and Jacques Cartier Jet., are interlocked—St.
Luc Jet.—Automatic signals.
19. Railway crossing at grade and Junction with C.N.R. at Ballantyne—Interlocked.
20. Swing bridge, Lachine Canal, at mileage 43.1, Adirondack S.D.—Interlocked.
21. Railway crossing at grade with Montreal Tramways on South Bank branch, mileage 3.8— Interlocked.
22. In effecting consolidation of trains Nos. 302-358 at Park Avenue Station, train No. 302 will enter the station yard
on the outbound main line, cut off the cars for No. 358 and clear the balance of train. No. 358 will approach the station cautiously and move to the west end via the passing track and back onto the cars left by No. 302 for lifting.
In order to avoid delays, the crew of train No. 302 will handle the switches for train No. 358, assist in making up
the train and also furnish necessary protection to the movements.
23. When a yardman is used to work ahead of the other members of a crew in marking and otherwise getting cars ready
for switching, the yardman so used will keep Yard Foreman advised as to the batch of cars he is working at and will advise the
Yard Foreman when the work has been completed.
 TIME TABLE No.   142—SEPTEMBER 29th,  1935
SPECIAL INSTRUCTIONS
24.   All tracks within Montreal Terminals will be considered within yard limits, Rule 93 applying accordingly.
Movements not arranged by time-table or train order may be made in the direction of current of traffic between Montreal,
Windsor Station and Ballantyne, between Montreal West and Adirondack Junction, between South Junction and St. Luc Junction,
between Ballantyne and Mile End via St. Luc Junction and between Place Viger and Jacques Cartier Junction; if signals indicate
that the line is clear and such movements may be made and trains may be run between these points on the time of superior trains
in the same direction, provided they are kept sufficiently clear of first class trains to avoid delay. Movements from Glen Yard and
Windsor Station will be regulated by towerman, and from Hochelaga and Place Viger by switchtender in charge of main track
switches; but trains or yard engines must be positive before taking the crossover switch at any point to use opposite track in the
direction of current of traffic, that such track has not been singled by train despatcher. During foggy weather and during snow
storms, extra precaution must be taken.
25. Train movements over Loop Double Track at Glen Yard will be governed by train Rules for Double Track. Trains
will, unless otherwise directed, keep to the right, observing train Rules 93 and D-I5I and speed of eight miles per hour must not
be exceeded.
26. Trains must not exceed speed of thirty miles per hour over the St. Lawrence River bridge, mileage 41.9, ten miles
per hour over Dollard Avenue, mileage 1.9, South Bank Branch, opposite Lachine Canal bascule bridge, and over Cabot St., Cote
St. Paul, and fifteen miles per hour through the crossover switches and turnouts at North Jet. and South Jet., and over interlocking
plant, Mile End, and must be under full control and prepared to stop within the range of vision between Westmount and Windsor
Station and between Hochelaga and Place Viger, expecting to find main track occupied.
27. Under Air Brake Rule 17-B (Running Test), it is necessary for engineers on all passenger trains to make sufficient
application of the brakes to ascertain that brakes are in operating condition approaching the diamond at the entrance to Montreal,
Windsor Station. In order to have uniform practice in this territory, this test is to be made between the Glen Interlocking Tower
and Signal M-14-2 near Greene Avenue, which is the second signal bridge east of the Interlocking Tower.
28. Trainmen who run regularly in and out of Montreal, Windsor Station, will be required to sign special register provided
for in Station Master's Office to certify that they are competent to handle drafts between Montreal, Windsor Station, and Glen
Yard, having properly qualified in the operation of back-up hose and possess full knowledge of hose signal, switches and rules
governing movements between these points, and it will be the duty of conductors to ascertain if the trainmen assigned to back up
drafts have registered. In the event of trainmen not having qualified, advice by wire should be sent to office of Superintendent of
Terminals by conductor so that arrangements can be made to have draft handled by qualified man.
29. In accordance with Air Brake Rule 28, which covers the operation of trains with control from the rear, when backing
trains from Montreal, Windsor Station, to Glen Yard, the brakes are to be applied by the Trainman, by using standard back-up hose,
on the leading car before backing out of train shed. When Trainman is ready to back out, he will give three blasts with the communicating signal, then apply brakes and he must know that brake is applied on the leading car of the draft, before giving clear
hand signal to back up. Engineer must not back up until he knows that brakes have been applied on his engine by the Trainman
using the back-up hose and, where a solarium car is the leading car of draft, Engineer will not back up until he receives a second
three blasts of communicating signal, after the brakes have been applied.
30. By-laws approved by Board of Railway Commissioners prohibit the sounding of the whistle on any locomotive or
engine within the limits of the Town of Montreal West and the City of Montreal, and the sounding of the whistle or ringing of bells
on any locomotive or engine within the limits of the City of Westmount, except for the purpose of giving such signals as are necessary to train operation or except when necessary or advisable to prevent possible accidents. These by-laws relieve Enginemen of
the necessity of whistling for highway crossings and approaching stations. Whistle signals must be given for the following crossings
in Montreal Terminals account not being located within the limits of the By-laws:—On ADIRONDACK SUBDIVISION, Cote St.
Luc Road, Rockland Avenue; NORTH AND SOUTH BANK BRANCH, Dollard Avenue; LASALLE LOOP LINE & ST. LUC
BRANCH, all crossings.
31.
all trains.
Operators at Montreal West, Ballantyne, Adirondack Jet., South Jet., St. Luc Jet., Outremont and Bresiay will register
32. The Operator on duty at Montreal West will advise trainmen of incoming passenger trains, the track number in
Montreal, Windsor Station, train shed to be used by their train. This to insure that trainmen on arrival may be in a position
to open all vestibule doors and direct passengers to detrain on the platform side. The Station Agent at Windsor Station or his
representative will communicate this information to the operator at Montreal West.
33. Trainmen and other employees are forbidden to ride on the top or sides of cars and enginemen are forbidden to
put head out of engine cab side windows when approaching and passing under Notre Dame St. bridge, located at eastern entrance
to Hochelaga Yard, mileage 1.5, Park Avenue Subdivision.
34. Northbound freight trains approaching South Jet. will signify to operator at South Jet. as follows:—Four long blasts
of whistle, route to Outremont; one long, two short and two short blasts of whistle, route to Sortin yard.
35. Trainmen must not ride on top or sides of cars when passing through subway underneath Canadian National tracks
on South Bank branch of Lachine Canal.
SPECIAL INSTRUCTIONS—Continued
36. The switches controlling movements to and from track No. 2 and the South Bank branch at the north end of Highlands
yard will be treated as main line switches and will, when not in use, be kept right and locked in accordance with train Rule
No. 104. The normal indication will be for the South Bank branch and track No. 2 Highlands yard. Train crews setting out
cars at Highlands will leave them on track No. I.
37. In carrying out switching movements on siding located over Rockfield St. leading to the Dominion Engineering Works
one member of yard crew must flag all movements over this crossing.
38. When No. I Auxiliary located at Outremont, is moved, there must be two cars between engine handling auxiliary and
the steam crane. This crane cannot be operated on South Bank branch of Lachine Canal and only at the restricted speed limit of
ten miles per hour over bridge, mileage 1.4 St. Luc Sub.
39. N.Y.C. Manual Block Signal Rule No. 920 reads as follows:—
"Engines within yard limits must receive permission from signalman before occupying main track and report to
signalman when clear of main track."
The yard limit on New York Central tracks at Adirondack Junction extends to a point 2100 feet south of Kanawaki. C.P.R.
freight train crews who are required to leave cars on New York Central interchange or public team track at Adirondack Junction
will, under the provisions of Rule No. 920 quoted above, obtain permission from the signalman at Adirondack Jet. before entering
the block to leave cars and will report promptly when clear of New York Central main track.
40. Rule 99 requires that when flagman has gone out the necessary distance under the conditions existing, he will place
two torpedoes on the rail. It must be further understood that when the flagman goes beyond jthis point, he will leave the two
torpedoes at that point as an indication of the location of his train; this does not relieve him from also using torpedoes at the point
at which approaching train is flagged.
41. To comply with Rule 99, flagmen must go out 13 telegraph poles instead of 10 to equal 500 yards; 31 telegraph
poles instead of 24 to equal 1200 yards; 47 telegraph poles instead of 36 to equal 1800 yards.
42. Maintenance of Way employees will provide manual flagging protection as per Rules 49 and 50, Maintenance of Way
Rules and Instructions.
HEADLIGHT FAILURES
Board of Railway Commissioners General Order No. 522, dated November 9, 1932.
That every railway company subject to the legislative authority of the Parliament of Canada be, and it is hereby, required
to equip its locomotives used in road service, between sunset and sunrise, with headlights which will enable persons with normal
vision in the cab of a locomotive, under normal weather conditions, to see a dark object the size of a man for a distance of 800
feet or more ahead of the locomotive.   Such headlight must be maintained in good condition.
That every locomotive used in road service which is regularly required to run backward for any portion of its trip, except to
pick up a detached portion of its train, or in making terminal movements, shall have on the rear, a headlight which will meet the
requirements of this order.
That nothing in these regulations shall prevent the use of a device whereby the light may be diminished in yards, at stations,
and on two or more tracks when approaching trains moving in the opposite direction.
That nothing in these regulations shall prevent the use of temporary devices being used to substitute the regular headlight
when necessary to move a train from the point at which the headlight equipment has broken down or failed, provided that the train
moves at a speed not exceeding ten miles an hour over any public crossings not specially protected by watchman, gates, or automatic
signal, until the first station with passing track or siding, as shown in the time-table, is reached, where an examination must be
made and, if possible, the headlight put in good working condition.
That in case repairs cannot be made at the station referred to, the train may proceed to the first repair point displaying such
light as may be available and provided at such station, passing over all public highway crossings not specially protected by watchman, gates or automatic signal, at a speed not exceeding twenty miles per hour, provided that, in the event a light cannot be
furnished, the engine must be replaced or assisted by an engine displaying the proper light.
That while proceeding to the first station and/or repair point, the whistle signal for all highway crossings not protected by
watchman, gates, or automatic signal, must be given the second time approaching all such crossings.
That repairs to the equipment must be effected at the first repair point or the engine replaced. (First repair point is such a
place at which the Company has the necessary facilities to make ordinary repairs to electrical, or other power headlight equipment).
That spare bulbs, and other necessary parts, must be supplied at the initial terminal, and carried on each locomotive and that
a list of such parts be furnished for the information of the engineer, whose duty it shall be to check over to see that such supplies
are furnished before starting out on his trip from such terminal.
The above supersedes that portion of Eastern Lines Circular No. 50, which reads as follows:—
"In the event of headlight failure, between sunset and sunrise, handlamp is to be placed in the headlight."
The other provisions of this circular remain in effect.
 TIME TABLE No.  142—SEPTEMBER 29th,  1935
SPECIAL INSTRUCTIONS—Continued
STEAM WHISTLE FAILURES
In the event of engine whistle failure occurring while train is enroute, enginemen will proceed to first repair point, running
with eaution approaching and passing public road crossings and stations.   At first repair point repairs must be made.
Train Despatcher must be advised of failure from first open telegraph office.
SPEED RESTRICTIONS COVERING THE MOVEMENT OF ENGINES AND OTHER SPECIAL
EQUIPMENT IN TRAINS
When, for any reason, it is found necessary to remove side rods from a locomotive, the corresponding rods on opposite side
must also be removed. Locomotives must then be moved to terminal at a speed not exceeding fifteen miles per hour. In every
case a man must be in charge.
When back section of side rods only is affected, locomotive may be used to handle train with reduced tonnage and speed
must not be in excess of twenty miles per hour.
COMBINATION CRANES—PILE DRIVERS—STEAM SHOVELS, ETC.—are subject to restrictions contained in bridge
load chart. On Subdivisions where they are permitted to operate, the following speed restrictions must be observed by trains
handling.
CLASS . RESTRICTION
Group No. 1
Combination Hoist and Pile Driver, Nos. 414170
to 414177, inc., and all steam Locomotive
cranes (except auxiliary steam cranes).
Group No. 2
All    Steam   Shovels,   and   steel    Pile    Drivers
Nos 400009- 10- I I - 18- 19- 27-29-
32-34.
400036 to 400053, inc.
Group No. 3
Wooden Pile Drivers.
Nos. 400000- 05- 06- 13- 15- 21 - 22- 26-
31-33-35.
Must not exceed twenty miles per hour on any Subdivision, but
where freight train speed limit is twenty-five miles per hour or
less, trains handling these machines must not exceed fifteen
miles per hour.
Where freight train speed is thirty-five miles per hour, or over, trains
handling must not exceed twenty-five miles per hour. Where
freight train speed is from twenty-five to thirty-five miles per
hour, trains handling must not exceed twenty miles per hour.
Where freight train speed is less than twenty-five miles per
hour, trains handling must not exceed fifteen miles per hour.
Five miles per hour less than authorized freight train speed for each
Subdivision.
HANDLING AND MARSHALLING OF EXPLOSIVES AND INFLAMMABLES IN TRAINS
EXPLOSIVES ON MIXED TRAINS.
On lines where regular trains are operating in freight service only, cars containing explosives must not be hauled in a train
that carries passengers.
Where only a mixed train service is operated, or where passengers are carried in the caboose of a freight train, a car containing a shipment of explosives (not exceeding 1,000 lbs.) may be hauled, providing the said car be so placed in the train that
not less than three freight cars are between it and the car carrying passengers, and not less than one freight car between it and the
locomotive hauling the train.
If a car contains a shipment of explosives in excess of 1,000 lbs., it must be so placed in the train that not less than five
freight cars are between it and the car carrying passengers and not less than three freight cars between it and the locomotive hauling
the train.
NOTE—That not more than one car of explosives may be handled in a mixed train, orTwhere passengers are carried in the
caboose of a freight train.
When practicable to do so, cars containing explosives must be placed between freight cars not bearing ACID or INFLAMMABLE placards.   Cars containing explosives must have air and hand brakes in service.
EXPLOSIVES ON THROUGH OR LOCAL FREIGHT TRAINS.
Cars containing EXPLOSIVES must have air and hand brakes in service.
When practicable, they must not be marshalled between cars bearing INFLAMMABLE, CORROSIVE LIQUID, COMPRESSED GAS, POISONOUS, or POISON GAS placards. They must be placed in through freight trains near the middle of the
train and must not be nearer than the sixteenth car from the engine nor the eleventh car from the caboose, if the length of the
train will permit, and when helper power is cut in, must be separated from such helper by at least one car. On wayfreights, must
not be placed nearer than the second car from the engine or caboose. Cars placarded EXPLOSIVES must not be placed in through
or local trains next to loaded tank cars, wooden frame flat or gondola cars, carloads of pipe, lumber, poles, iron, steel or similar
articles liable to break through end of car placarded EXPLOSIVES from rough handling, refrigerator cars equipped with automatic
refrigeration of the gas-burning type, nor next to cars containing lighted heaters, stoves or lanterns, or cars with livestock or poultry
in charge of an attendant.
INFLAMMABLES.
Placarded loaded tank cars, when practicable to do so, must be marshalled not nearer than sixth car from engine or caboose
and must not be placed in trains next to cars containing lighted heaters, stoves or lanterns, nor next to refrigerator cars equipped
with automatic refrigeration of the gas-burning type, or next to gondola or flat cars loaded with lumber, poles, pipe, logs, iron, steel,
rails, wheels or similar articles.
SPECIAL INSTRUCTIONS
A.—At meeting points, not fixed by train order, at which there is no open telegraph office, and at which they do not stop,
second, third and fourth class trains running in sections must give identification tickets (Form 1432) to all extra trains, and to ail
second, third and fourth class trains over which they have right to track by class or direction. Such latter trains must receive
such identification tickets or stop the other train to ascertain its identity.   Observe Rule 90.
B.—Between the hours of 8.00 p.m. and 8.00 a.m. at all open telegraph offices, EXCEPT ON DOUBLE TRACK AND IN
AUTOMATIC SIGNAL TERRITORY ON SINGLE TRACK, trains, (except first class and passenger extras), must receiver
clearance from the operator, even though signal indicates PROCEED. If there are no 31 orders on hand for delivery to any train
in the direction as indicated by the approaching train, operators are required to have clearance ready so engineer and conductor
may secure it while passing at slow speed.
C—Employees must not ride on tops of cars passing under overhead bridges or through tunnels or snow sheds at which
there is not sufficient clearance, and must inform themselves respecting location of all buildings, or other obstructions, which have
less than standard clearance.
D.—While freight trains are in motion between stations, a trainman must be on the lookout from the cupola of caboose to
observe the safe operation of trains, and at a safe distance before commencing the descent of steep grades and approaching railway
crossings at grade, junctions, drawbridges, and at points where trains are to be met or passed, and where at any other point failure
of brakes would be attended with hazard, must be within convenient access of conductor's valve, and if train is exceeding authorized
speed limit, brakes must be applied by him at once, in accordance with Rule 6, Page 4, Air Brake Rules.
E.—The outer main track switches of passing tracks will be considered STATION LIMITS and main track may be used
inside of such limits by keeping clear of first and second class trains. In automatic signal territory (single track) on which lamps
are not used on main track switches as per revised Rule 104, the automatic signal within two hundred feet of the outer main
track switch will mark the STATION LIMITS. Al! trains except first and second class trains must, unless otherwise directed,
approach and pass through such limits prepared to stop unless the main track is seen to be clear. Trains occupying or using main
track outside of station limits must be protected unless train orders or schedules confer the right to use main track. Trains or
yard engines occupying the main track inside of station limits at terminal points, as per Rule 93, must not, where there are two or
more main tracks, move against the current of traffic except under protection as prescribed by Rule 99. In all cases during foggy,
smoky or stormy weather, protection as per Rule 99 must be maintained to ensure absolute safety.
F.—Where two main tracks parallel each other and are less than twenty feet centre to centre, whether such tracks are for
double or single track operation, employees in every instance, when stepping out of the way of approaching trains, must move to
the right of way and not to the other track.   Foremen will be personally responsible for educating their men accordingly.
G.—Snow plows working on double track when passing trains on the other track must not be run at a speed exceeding ten
miles per hour, and points must be lifted and wings closed.   Flangers must also be lifted when passing trains on the other track.
H.—Trains using crossovers on double track must not run over switches at a speed exceeding ten miles per hour.
J.—Unless some form of block signal is used, or unless otherwise directed, all trains except first class trains must keep at
least ten minutes apart, except in closing up at stations. A snowplow train, a light engine or a light loaded freight train (50% of
full tonnage or less) must receive a clearance at all open telegraph offices, whether signals indicate STOP or PROCEED, and will
not follow any train unless clearance shows arrival at a station ahead. If the station from which it is to follow is not an open telegraph office, it may follow in twenty minutes to the first open telegraph office.
K.—Freight and mixed trains are limited to a speed of twenty-five miles per hour and are not to make any one mile in less
than two minutes.
MAXIMUM SPEED FOR LOCOMOTIVES AS FOLLOWS:—
Miles
per hour
I .—Locomotives with driving wheels 70 inches nominal diameter or over        75
2.—Locomotives with driving wheels 63 inches in diameter and under        50
Exceptions.—(a) Locomotives of D-6, D-9 and D-10 class        60
(b) Locomotives of R-3 class        40
(c) Locomotives of R-2 and S-2 class        30
3.—Switching locomotives, or any locomotive without 2 or 4-wheel engine truck        20
5800 series "S-2-a" class engines must not exceed speed of twelve miles per hour over Bridge, mileage 0.6, near Place
Viger and must not be operated on the following tracks:—North loop at Sortin yard—Jockey Club siding at St. Luc Jet.—The Wye
at Hochelaga—The Switchback siding, Greene Ave. to St. Henri—The North and South bank branches, Lachine Canal. The
passenger train shed tracks at Place Viger—Delorimier Ave. yard—Mile End (both yards)—Montreal West yard—No. 7 track,
. Papineau Ave. yard.
6600 series "V-5" class engines must not be operated over North and South Bank Branch of Lachine Canal, or between
Hochelaga and Place Viger.
L.—The position of switches at junction points with other subdivisions is normal when set for main traffic subdivisions.
The position of switches at ends of double track is normal when set for trains leaving single track for the double track and against
trains leaving double track for single track.
N.—The following additional signs placed opposite certain stations indicate:—
K.    Comparison Clock, Registering and Bulletin Point.
B.    Bulletin and Registering Point.
R.    Registering Point.
X.    Crossover.
Y.    Wye.
Z.    Yard Limit Boards.   On both sides of station name indicates yard limit boards on both sides of
station.   When preceding station name, board is located east or south of that station.   When following
station name, board is located west or north of that station.
P.—Where no operator on duty, or where authorized to do so by time-table, regular trains scheduled through over two or
more subdivisions, and having the same number on each subdivision, are authorized to assume the schedule of the train of the same
number from intermediate initial points and leave such intermediate initial points without terminal clearance.

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