Difference between revisions of "Approvals 1900"

Revision as of 14:44, 23 September 2021

Various activities of the Dominion Atlantic Railway Company required approvals from government. This page shows approvals received in 1900.

Order in Council 1828 of year 1900

In 1900, the Dominion Atlantic Railway Company passed a series of company by-laws to regulate the business of the railway.
These By-laws required approval by an Order in Council. Below are sections containing:

the text of the report to the Governor General from the Privy Council office.
the text of the report of the Railway Committee of the Privy Council to the Governor General. This report includes the signatures of the Prime Minister and of the Governor General.
a printed "minutes" of the Special General Meeting of the Company noting approval by the Company of the various By-laws.
the full text of By-law I (passengers).
the full text of By-law II (freight).
the full text of By-law III (Directors can adjust tolls).
the full text of By-law IV (details of Company governance).
the full text of By-law V (General rules and regulations of the railway).
an extract of portions of the Railway Act pertaining to certain aspects of the by-laws.
the full text of By-law VI (to formally adopt a corporate Common Seal).

Report to Governor General from the Privy Council regarding Order in Council 1828 of 1900

[Transcribed from a typewritten original]
P.C. 1828
Certified copy of a Report of the Committee of the Privy Council, approved by His Excellency the Governor General on the 24th July, 1900

On a Memorandum dated 19th July, 1900, from the Minister of Railways and Canals, representing that the Dominion Atlantic Railway Company have submitted for approval certain By-Laws adopted at a Special General Meeting of that Company, held on the 30th of March, 1900, which By-Laws are numbered as follows:-
(1) To fix and regulate the tolls to be demanded and taken for the transportation of passengers upon the said Railway, and to regulated the travelling upon and the using of that Railway and the property of the Company, and for other purposes.
(2) To fix and regulate the tolls to be demanded and taken for the transportation of good upon the Railway, and to regulate the receipt and delivery of goods, the terms and conditions of carriage, and for other purposes.
(3) To authorize and empower the Board of Directors to fix and regulate tolls.
(4) To provide for the due management of the affairs of the Company.
(5) To adopt General Rules and Regulations for regulating the conduct of the officers, servants, and employees of the Company.
(6) To adopt a Common Seal.
The Minister states that the said By/laws have been examined by the proper officers of the Department of Railways and Canals, and found to be satisfactory.
The Minister submits the said By-Laws, and he recommend that they be approved by Your Excellency in Council in accordance with the provisions of "The Railway Act".
The Committee submit the same for your Excellency's approval.
Clerk of the Privy Council.

Memorandum to the Governor General for OIC 1828 of 1900

Below is the text of the report to the Governor General for his approval.

[Transcribed from a hand-written original.]
1828
On a Memorandum dated 19th July, 1900, from the Minister of Railways and Canals, representing that the Dominion Atlantic Railway Company have submitted for approval certain By-Laws adopted at a Special General Meeting of that Company, held on the 30th of March, 1900, which By-Laws are numbered as follows:-
(1) To fix and regulate the tolls to be demanded and taken for the transportation of passengers upon the said Railway, and to regulated the travelling upon and the using of that Railway and the property of the Company, and for other purposes.
(2) To fix and regulate the tolls to be demanded and taken for the transportation of good upon the Railway, and to regulate the receipt and delivery of goods, the terms and conditions of carriage, and for other purposes.
(3) To authorize and empower the Board of Directors to fix and regulate tolls.
(4) To provide for the due management of the affairs of the Company.
(5) To adopt General Rules and Regulations for regulating the conduct of the officers, servants, and employees of the Company.
(6) To adopt a Common Seal.
The Minister states that the said By/laws have been examined by the proper officers of the Department of Railways and Canals, and found to be satisfactory.
The Minister submits the said By-Laws, and he recommend that they be approved by Your Excellency in Council in accordance with the provisions of "The Railway Act".
The Committee submit the same for your Excellency's approval.
[signed:] Wilfred Laurier.[the Prime Minister]
[marked:] Approved
[marked:] 24 July 1900
[signed:] H. [illegible]
[marked:] Deputy Governor General
[Marginal notes:]
Copy to Railways, Canals (with copy of ByLaws) 20 July 1900
Two copies of By Laws sent to R&C, 27 July 1900
Canada Gazette page 196 dated 4th August 1900

Meeting notes showing Company adoption of By-laws for OIC 1828 of 1900

[Transcribed from a type-set original.]
1828(a)
P.C. 1828
At a Special General Meeting of the Dominion Atlantic Railway Company held at the Head Office of the Company, No. 6 Great Winchester Street, London, on Friday, the 30th day of March 1900
It was resolved
That the following By-laws which have been submitted for this Meeting, viz.:-
(1) A By-law of the Dominion Atlantic Railway Company to fix and regulate the tolls to be demanded and taken for the transportation of passengers upon the Railway, and to regulated the travelling upon and the using of the Railway and the property of the Company and for other purposes.
(2) A By-law of the Dominion Atlantic Railway Company to fix and regulate the tolls to be demanded and taken for the transportation of goods upon the Railway, and to regulate the receipt and delivery of goods, the terms and conditions of carriage and for other purposes.
(3) A By-law of the Dominion Atlantic Railway Company to authorize and empower the Board of Directors to fix and regulate tolls.
(4) A By-law of the Dominion Atlantic Railway Company to provide for the due management of the affairs of the Company.
(5) A By-law of the Dominion Atlantic Railway Company to adopt General Rules and Regulations for regulating the conduct of the officers, servants, and employees of the Company.
(6) A By-law of the Dominion Atlantic Railway Company to adopt a Common Seal.
be and the same are hereby adopted as By-laws Rules and Regulations of the Company, subject to the approval of the same by the Governor in Council.
Certified correct
[signed:] [illegible] President
[signed:] R. L. [illegible] Secretary

Text of By-law I regarding passenger traffic on the railway for OIC 1828 of 1900

[Transcribed from a type-set original.]
1828(b)

BY-LAW NUMBER I.
OF THE
DOMINION ATLANTIC RAILWAY COMPANY
A By-Law of the Dominion Atlantic Railway Company to fix and regulate the tolls to be demanded and taken for the transportation of passengers upon the Railway, and to regulate the travelling upon and the using of the railway and the property of the Company, and for other purposes.
The Dominion Atlantic Railway Company, pursuant to the powers conferred upon the said Company by The Railway Act, doth hereby ENACT AND ORDAIN as follows :—
PASSENGER TARIFF OF TOLLS AND REGULATIONS RESPECTING TRANSPORTATION
1. The maximum rate for the conveyance of passengers upon the Company's lines of railway and upon its branches, and upon leased lines operated by the Company, shall be three and one third cents per mile, fares will be computed according to the mileage between stations, adding one mile instead of any fraction less than a mile, but tickets may at any time be sold at a lower rate than the rate shown in the said schedule, provided that the same rates are under the same circumstances charged equally to all persons.
2. Officers and agents for the sale of tickets are provided at each of the Company's stations (except flag stations) and elsewhere. At chief stations the ticket offices will be open at least twenty minutes at at smaller stations ten minutes, before the departure of each train. All passengers travelling upon the Company's lines are required to provide themselves with tickets before entering the train.
3. Passengers holding reduced fare certificates entitling them to purchase tickets at less than the regular fare (under certain conditions, which form part of contract, and are endorsed on the certificate), must present such certificates at the regular ticket office of the Company at least ten minutes prior to the time the train is due to leave, in order to procure tickets at the reduced fare.
4. Delegates to conventions, conferences, and meetings of societies, travelling on certificates as issued under the "Convention Plan," in order to obtain the reduced fare for the return journey must present their certificates, properly signed by the Secretary of the convention, at the regular ticket office of the Company at the point at which the convention is held at least ten minutes prior to the the time the train is due to leave.
5. Passengers travelling on reduced fare tickets issued on the authority of reduced fare certificates, and so endorsed, must present such certificates to the conductor, with railway ticket, when called upon to do so.
6. In the case of passengers taking the train at points where tickets are sold, the sum of ten cents over and above the regular fare will be charged for each ticket purchased from the conductor on any of the trains of the Company, but it shall be the duty of such conductor to give to every person, when purchasing such ticket, a rebate check, and on presentation of such rebate check at any ticket office of the Company within thirty days from the date of issue the said ten cents will be refunded.
7. Any ticket issued limited by conditions as to the time within which it is to be used, or as to the train or class of car for which it is available, will not be accepted after the expiration of the time limited by the condition, nor for a different class of car nor for a different train, but the holder of such ticket will be required to pay the usual fare in full, or present a ticket good for the time, train, and car, and if he do not do so shall be considered to be a person refusing to pay his fare within the meaning of this By-Law and Section 248 of the Railway Act.
8. Nothing herein contained shall affect to right of any person to recover a refund for any such ticket under the Act respecting the Sale of Railway Passenger Tickets.
9. No person will be allowed to travel without a ticket or authorised pass.
10. Whenever and so often as the conductor for the time being of any train requests any passenger to produce his ticket, or her ticket, such passenger shall comply with the request, or in default thereof shall be liable to pay, and shall forthwith pay, the regular fare from the place where such passenger got on the train to the end of his or her journey.
11. Any passenger without a ticket, or refusing upon request to produce the same, and refusing to pay fare, may be removed with his baggage from the train at any usual stopping place, or near any dwelling house, as the conductor may elect.
12. Persons intoxicated, or otherwise unable to take care of themselves, will not be furnished with tickets or allowed in the cars or upon the premises of the Company, and if found in the cars or upon the premises of the Company they may be removed.
13. Passengers and all other persons using the property of the Company, are required to conduct themselves with propriety, and to obey the reasonable requests of the station master, conductor, or other officer of the Company, with a view to promote the general comfort and convenience and to maintain order and decorum.
14. Passengers are not entitled to occupy more than one sitting in a passenger car for each ticket, nor to fill up the seats with valises or hand baggage so as to exclude passengers.
15. Any person in or upon a carriage, station, platform of the Company, or elsewhere upon the Company's premises, in a state of intoxication, or fighting, or guilty of other disorderly conduct, or using foul, obscene, or abusive language, or otherwise wilfully interfering with the comfort of other passengers, is guilty of an offence under this By-Law. In addition to the liability to fine under this section, any such person may be summarily ejected from such station or premises of the Company, or in the case of a moving train such person may be removed or ejected from the train with his baggage at any usual stopping place, or near a dwelling house, and the conductor and train servants may use force, doing no unnecessary violence, to restrain passengers and others upon the train from fighting, using foul, obscene, or abusive language, or other disorderly conduct.
16. No person shall sell beer, wine, spirits, or intoxicating liquor of any kind upon any train, car, station or premises of the Company, except persons duly authorized, and no person will be allowed to sell any books, papers, cigars, fruit, flowers, or any other goods or merchandise upon any of the trains or premises of the Company, except duly authorised agents of the Company appointed for that purpose.
17. Smoking in the cars except in those specially set apart for that purpose, or in the station or general waiting rooms other than rooms specially set apart as smoking rooms, is forbidden.
18. The waiting rooms are provided for the use of the travelling public only. All other persons may be excluded from them by the servants of the Company, and no person shall obstruct or molest any passenger or passengers while entering or quitting a station or car.
19. Beggars, pedlars, or itinerant musicians will not be allowed to practice their vocation upon the train or in or upon the stations, platforms, or other premises of the Company.
20. Gambling, or the playing of any game of cards or of chance for money, will not be permitted on any train or premises of the Company, and any person or persons who refuse to comply with the request of the conductor or agent to cease playing such games or gambling will be liable to be removed from the train with his baggage at any usual stopping place, or near any dwelling house, or from the station or premises of the Company, as the case may be.
21. Ant person writing obscene or offensive words on any part of the Company's stations or cars, or committing any nuisance upon the Company, and any person who willfully cuts or tears any lining or windows strap or curtain, or removes or defaces any plate or metal, or breaks or scratches any window or other glass in any station or car of the Company, or who otherwise, except by unavoidable accident, damages, defaces or injures any such car or any station or other property of the Company, is guilty of an offense under this By-Law.
22. No person shall get into or upon or get off the steps or platform of any car after the train has been put in motion or until it stops.
23. No person injured while on the platform of a car, or on any baggage, wood, or freight car in violation of the printed regulations posted up at the time, shall have any claim in respect of the injury if room inside passenger cars sufficient for the proper accommodation of the passengers was furnished at the time.
24. The Company may refuse to carry any person who has any infectious disorder. Any person who has any such disorder, and is found upon the premises of the Company, or who travels or attempts to travel on the railway of the Company, is guilty of an offence under this By-Law.
25. Any person who has charge of any person suffering from an infectious disorder while upon the premises of the Company, or travelling or attempting to travel on the railway, or who aids or assists in bringing or placing upon the premises or cars of the Company any person suffering from such disorder, is guilty of an offence under this By-Law.
26. Coachmen, hackmen, carters, porters, and runners for railways, boats, stage-lines, and hotels, shall not solicit custom upon any of the Company's trains nor enter the stations or come upon the platforms to solicit passengers, except by special authority of the Company, but they shall stand in such places as may be appointed for that purpose by the station agent or constable.
27. Private carriages, hacks, and baggage waggons, while waiting at the stations, may be required to stand in such place or places as may be directed by the station agent or constable, and all persons in charge of such vehicles must submit to the directions and regulations of the station agent or constable in regard to the use of the premises of the Company.
28. It is the duty of the Company's officers and servants to enforce obedience to this By-Law, and every person who wilfully or negligently violates any of the provisions of this By-Law is liable to a penalty not exceeding $20.00 for each offence under any of the sections of this By-Law, to be imposed upon conviction for such offence before a magistrate, as provided by Section 296 of The Railway Act, and in addition to said penalty shall be liable to be summarily removed from the Company's premises, or ejected from the Company's train as the case may be, and in case it becomes necessary to remove or eject any person from a moving train, such person may be put off with his baggage at any usual stopping place near a dwelling house.
29. Express messengers, mail clerks, persons travelling in charge of live stock and other goods, travelling free or upon passes, will be carried at their own risk only, and the Company shall be exonerated from all liability for damages whether the same be caused by the negligence of the officers or servants of the Company or not.

STATION REGULATIONS

30. The actual personal baggage of passengers holding regular passage tickets, such as chests, trunks, valises, carpet and leather bags and hat boxes, will be carried free if the weight is not in excess of the amount allowed by this By-Law. Merchandise or household furniture will not be checked or carried as baggage.
31. Baggage must be presented to the baggage master at the station at least ten minutes before the time fixed for the departure of the rain, otherwise the Company reserve the right to forward it by the next convenient train for the station to which to baggage is checked.
32. The liability of the Company for loss or damage to baggage is limited to wearing apparel only.
33. Passengers must procure tickets and show them to the station agent or baggage-man before checking baggage.
34. Passengers will not be allowed to take into the car with them large pieces of baggage which are capable of being checked, and any parcels of goods or merchandise.
35. Parcels of merchandise must be sent by freight or by express, and if no express messenger be on the train an extra baggage ticket may be issued upon payment of double extra baggage rates.
36. All baggage exceeding 150 pounds for each passenger holding full ticket, and 75 pounds for each passenger holding half-ticket, will be charged for as excess baggage, according to the tariff of rates in force, the present tariff being set forth in the schedule hereto annexed marked "A," and the charges must be paid before the baggage is checked.
37. No single piece of baggage weighing over 200 pounds will be accepted for transportation in the baggage cars, or checked for that purpose.
38. To avoid mistakes, all passengers must attend personally to the checking and marking of their baggage, and all baggage, after being carried in the baggage car, will be landed at the station designated, and must be claimed by the owner on arrival of the train.
39. Dogs will not be carried unless tickets are purchased for them. A chain and collar must be attached for securing them, and a satisfactory release from the owner or consigner upon the Company's form must be made out and signed before tickets for dogs will be issued. The charge for each dog shall be one-half cent per mile, but no charges less than twenty cents.
40. Bicycles or tricycles must be accompanied by passengers presenting tickets for passage, and marked with owner's name and address.
41. Baggage will not be given out until the duplicate check is produced.
42. The Company will not be liable for any baggage not checked.
43. On all baggage not claimed on its arrival, storage will be charged at not exceeding the following rates after twenty-four hours, viz.:—for the first day or fraction of a day thereafter twenty-five cents for each piece or package, and for each day or fraction of a day after the first day ten cents for each piece or package.
44. Cabmen and porters with checks will be admitted to the platforms and baggage rooms to obtain baggage, they will also be admitted when taking baggage to the trains, but they must comply with the directions or regulations of the station master or agent for the purpose of securing order and preventing noise or other annoyance to the public or the Company.
45. Runners, cabmen and carters, and others frequenting any of the stations, platforms, or premises of the Company, are required to conduct themselves in an orderly manner. Fighting, scuffling, offensive, obscene or abusive language, are forbidden, and any person acting in a disorderly manner, or using such language, is guilty of an offence under this section.
46. Corpses enclosed in other than hermetically sealed cases will be received for transportation only when accompanied by a certificate, signed by the Town or City Clerk or Registrar, or by a well known and respectable medical officer of the place where the death occurred, stating that the death did not result from a contagious or infectious disease. Such certificate must also distinctly state the name of the disease or nature of the casualty that occasioned death, and should be securely fastened to the top of the case. Corpses are to be taken only when in the care of an accompanying adult person, and must be prepaid by a first class unlimited ticket.
47. The Company may refuse to receive the corpses of persons who have died of small pox, scarlet fever, diphtheria, or other contagious or infection diseases, and in any case such corpses will not be received or carried unless in hermetically sealed cases.

DONE and PASSED in Special General Meeting of the Company, duly called and held at the Head Office of the Company, No. 6 Great Winchester Street, in the City of London, England, this Thirtieth day or March, 1900.

[signed:] [illegible] Chairman

IN TESTIMONY whereof,
Chairman of the said Meeting, hath signed this By-Law, and the Company hath caused its Corporate Seal to be hereunto affixed, attested by the signatures of the President and Secretary.

[signed:] [illegible] President

[signed:] [illegible] Secretary
[rubber stamp on back of last page, above:]
DEPT OF RAILWAYS & CANALS<BR. With No. 87817
RAILWAY BRANCH

Text of By-law II regarding freight traffic on the railway for OIC 1828 of 1900

[Transcribed from a type-set original.]
1828(c)
BY-LAW NUMBER II.
OF THE
DOMINION ATLANTIC RAILWAY COMPANY

A By-law of The Dominion Atlantic Railway Company to fix and regulate the tolls to be demanded and taken for the transportation of goods upon the Railway, and to regulate the receipt and delivery of goods, the terms and conditions of carriage, and for other purposes.

The Dominion Atlantic Railway Company, pursuant to the powers conferred upon the said Company by The Railway Act, doth hereby ENACT AND ORDAIN as follows :—

TOLLS AND CHARGES AND REGULATIONS REGARDING FREIGHT

1. The maximum tariff of rates to be taken for freight rates and tolls on the lines of railway of the said Company, or upon any branch or line of railway leased or operated by the said Company, shall be according to the tariff set forth in the schedule hereto annexed, called "Local Freight Tariff."
2. The classes referred to in the said annexed tariff are those fixed by the Canadian Joint Freight Classification, as the same shall be approved of from time to time by the Governor-in-Council.
3. The charges on all freight must be paid before delivery of the goods.
4. The said tariff shall be subject to the following terms and regulations as to carriage, and to such rules and regulations of the Company as may hereinafter be from time to time enacted, or adopted by the Company, with the approval of the Governor-in-Council.
GENERAL REGULATIONS AS TO CARRIAGE
5. The Company will not be responsible for any good conveyed upon its railways unless the same be signed for as received by a duly authorised agent. The agent will only sign a receipt for goods upon receiving a declaration of shipping, setting forth the description of the good and the name and address of the consignee.
6. Agents are not authorised to receive for carriage bank notes, money, deeds, securities, or other valuable papers ; and the Company will not be responsible for the loss of, or damage to, money, bills, promissory notes or securities ; jewelry, trinkets, rings, precious stones, gold or silver, manufactured or unmanufactured ; gold or silver plate or plated articles, clocks, watches, time-pieces, marble, lace, furs, silks, in a manufactured or unmanufactured stat, and whether wrought up or not wrought up with other materials ; writings, title deeds, prints, maps, paintings, engravings, pictures, stamps or other valuable nor for damage done to china, glass, eggs, wearing apparel, musical instruments, furniture, toys, castings, cast-iron stoves, grindstones, tombstones, slate or any other such hazardous or brittle articles, in packages or otherwise, whether delivered to be carried for hire or to accompany the person of any passenger on the railway.
7. The Company will not be responsible for loss or damage occasioned by delay from storms or accidents, or from the weather, fire, heat, frost, civil commotion, or unavoidable causes or delay of any perishable articles. Fresh fish, meat, fruit, dressed hogs, poultry and all other perishable articles, will be carried only at the owner's risk, and the freight charges must be prepaid.
8. The Company will not carry any boiler, cylinder, piece of machinery, casting, stone, or any other article of unusual bulk or weight ; aquafortis, nitric acid, vitriol, friction matches, or other dangerous article, except under special contract or agreement.
9. Senders of dangerous articles will be held accountable for any damage arising therefrom, unless the nature of the contents is distinctly marked on the outside of the package containing the same, and unless notice in writing is also given to the station master or freight agent that due care may be observed in loading and transporting it. The Company will not be liable in any case for the loss of, or damage to, any such articles.
10. The Company will carry gunpowder only on special agreement as to the rates of tolls and other conditions.
11. The Company will not be responsible for the loss of, or damage to, any package or its contents insufficiently or improperly marked, packed, directed, or described, or containing articles liable to breakage, or by breaking to damage each other, or other articles ; nor for any loss or damage to cases of boots or shoes, or to any case or package containing articles liable to peculation or fraudulent abstraction, unless such case or package is strapped with iron or wood or otherwise securely protected ; nor leakage of any kind.
12. The Company will not be responsible for the loss of, or damage to, any goods put into returned wrappers or boxes or packages described as "empties," nor for any goods directed "to be left until called for" or "to order," or warehoused for the convenience of the parties to whom they belong, or by or to whom they are consigned ; nor for loss or damage to goods that are not taken away immediately after advice of their arrival has been sent or posted.
13. The delivery of goods will be considered complete and all responsibility will terminate when placed in the shed at the station to which they are consigned, and the warehousing of them will then be at the owner's risk and expense, except as to lumber, coal, bricks and goods of like bulk and description, the delivery of which shall be complete and all responsibility in connection with which shall terminate upon their being detached from the train whereby they have been drawn ; and it shall be lawful to send any goods for which store or warehouse room cannot be conveniently supplied at the station to the warehouse of any wharfinger or storehouseman that may be available, at the risk and expense of the owners of property so stored ; and the charge of warehousing and conveyance shall form an additional lien upon such goods.
14. The Company will not be responsible for any injury to grain by heating, nor for any deficiency in weight or measure of grain, &c., in bags or in bulk ; nor for any deficiency in weight, number or measure of lumber, coal, or iron carried by the carload ; nor for shrinkage or short weight or short measure of goods of any kind, unless damage to the package can be shown to have happened while in the possession of the Company.
15. The Company shall have a lien on all goods transported over its lines or in its steam vessels for the freight and charges thereon, as well as for any balance previously due for freight or otherwise by the owner or consignee, and the said goods shall be liable to be sold by public auction or by private sale for the payment of the charges thereon and other balances due, and if the tolls are not paid within six weeks the Company may sell the whole or any part of such goods. Should the said goods be of a perishable nature they may be sold after giving the consignee or his agent one day's notice.
16. In respect of all goods addressed to consignees at points beyond places at which the Company has stations, and respecting which goods no directions to the contrary have been received at these stations, the Company reserves the right to forward such goods to their destination by public carrier or otherwise, as opportunity may offer, or to allow them to remain upon the railway premises or to send them to any public or private warehouse, pending communication with the consignees, at the risk of the owners. The Company will not be responsible for any delay to such goods, The delivery of the goods by the Company will be considered as complete, and the responsibility of the Company to have ceased, when notice shall have been sent to some public carrier that such goods are at the station awaiting further conveyance. And the Company will not be responsible for any loss of, or any damage or detention that may happen to, goods so sent by them, if such loss or damage or detention that may happen to, goods so sent by them, if such loss or damage or detention occur after the said notice or beyond the limits of the railway. If the goods are allowed to remain on the railway premises, or are sent to any public or private warehouse, they shall be at the risk of the owners for any damage arising from any cause whatever.
17. It is expressly agreed that the Company does not contract for the safety, carriage or delivery of any goods except on the Company's lines, and where a through route is named to a point reached by other carriers, either by land or by water, it is on the agreement that this Company is to act only as agent of the owner of the goods as to that portion of the said rate required to meet the charges of other carriers ; and if any goods be consigned to a point beyond the Company's lines, that the goods may be handed over by the Company for further conveyance to such a carrier as the Company may select, and the Company in so handing over the goods shall be merely the agent of the owner, and the responsibility of the Company, in respect of any loss, misdelivery, detention, damage, or injury by any means whatsoever to any goods, shall cease so soon as the Company shall either deliver them to the connecting carrier for further conveyance or notify such carrier that it is ready to do so.
18. All freight to or from places beyond the Company's lines shipped or to be shipped by water shall, while not on the Company's lines or in its sheds or warehouses, be entirely at the owner's risk. In case of loss or damage to any goods for which this Company is liable, the Company shall be entitled to the benefit of any insurance effected by, or for account of, the owner of said goods.
19. All articles directed to be left at any way or flag station or platform, where the Company has no building for the storage of freight, or where there is no resident agent, must be prepaid, and will be at the risk of the owner whenever they are landed at such station or platform, and all articles brought there for conveyance will also be at the owner's risk until taken into the cars. Shippers sending goods to be left at such way or flag station or platform will be required to sign a release.
20. Storage will be charged on all freight remaining in stations for 48 hours after its arrival at the following rates, according to the Canadian Joint Freight Classification, and will be at owner's risk from time of arrival :—

Classes ....	1	2	3	4	5	6	7	8	10
Rates ....	2	2	2	2	2	1	1	1	1

21. The time allowed by the Company for the purpose of loading or unloading cars is 48 hours exclusive of Sundays. After the expiration of that time demurrage at the rate of $1,00 per car per day will be charged. This applies as well to cars that are not promptly loaded after being placed in position as to cars that are not unloaded after arrival. Cars which are required to be unloaded by consignee or owner, may be discharged by the Company at the consignee's or owner's expense and risk. Any charge under this section shall be added to the freight charges and the Company shall have a lien therefor.
22. No claim for loss or damage will be allowed unless notice in writing is given to the station agent before the packages are removed.
23. Claims for loss or damage shall be computed on the value of property at the time and place of shipment.
24. The Company will not, under any circumstances, be liable for loss of market or other claim arising from delay or detention of any train or trains, whether in starting or in any of the way stations or in the course of the journey. It does not undertake to send goods by any particular train or to connect with any particular train or ship of connecting carriers.
25. Rates and weights entered on receipts or shipping bills by shippers are not binding upon the Company. Property that cannot be readily counted, weighed, or measured will only be received as more or less or shippers' weight and count.
26. Goods going to or from any place out of Canada are subject to Customs charges and regulations, and the Company will not be responsible for any loss or damage arising from detention, inspection, or handling.
27. Live stock will only be carried under the regulations of the Canadian Joint Freight Classification.
28. When cars liable to be laden or unladen by the owner or consignee of the goods have been placed, and, for the convenience of the owner, at his request, are shifted to another berth in the same yard, a charge of $1.00 per car will be made for such service.
29. Yardage at the rate of 10 cents per ton per day will be charged on all lumber or other materials left upon the wharves or other premises of the railway. This charge will commence 48 hours after the lumber or other materials have been placed on the railway premises. This charge will not apply to materials which are in sheds or warehouses or which are in cars.

DONE and PASSED in a Special General Meeting of the Company, duly called and held at the Head Office of the Company, at No. 6 Great Winchester Street, in the City of London, England, this Thirtieth day of March, 1900.
[signed:] [illegible] Chairman
IN TESTIMONY whereof,
Chairman of the said Meeting, hath signed this By-Law, and the Company hath caused its Corporate Seal to be hereunto affixed, attested by the signatures of the President and Secretary.
[signed:] [illegible] President
[signed:] [illegible] Secretary
[Rubber stamp on back of last page, above:] DEPT. OF RAILWAYS & CANALS
With No. 87817
RAILWAY BRANCH

Text of By-law III which allows the Company Board of Directors to set tolls for OIC 1828 of 1900

[Transcribed from a type-set original.]

BY-LAW NUMBER III.

OF THE

DOMINION ATLANTIC RAILWAY COMPANY

A By-Law of the Dominion Atlantic Railway Company to authorise and empower the Board of Directors to fix and regulate tolls

The Dominion Atlantic Railway Company (hereinafter called "the Company") doth hereby ENACT AND ORDAIN as follows :—

1. The Board of Directors of the Company are hereby authorised and empowered, by and on behalf of the Company, from time to time and as often as they may consider it advisable, to pass and enact by-laws to fix and regulate the tolls to be demanded and taken for the carriage and all other charges for the conveyance, transportation of passengers, and for the conveyance, transportation, storage and delivery of goods upon the railway of the Company, or in steam vessels belonging to the Company, and also, from time to time and so often as they may deem it advisable, to alter and change the said by-laws and amend, alter, or repeal any by-laws regulating the same.
2. The said Board of Directors may also, from time to time, pass and enact and from time to time, alter, change, vary, or repeal by-laws providing for the payment and collection of tolls for the transportation of freight and passengers, and regulating the place, time and manner of such payment.
3 This By-Law is passed pursuant to and under the authority of Section 223 of "The Railway Act" of the Parliament of Canada.
DONE and PASSED in a Special General Meeting of the Company, duly called and held at the Head Office of the Company, at No. 6 Great Winchester Street, in the City of London, England, this Thirtieth day of March, 1900.
[signed:] [illegible] Chairman
IN TESTIMONY whereof,
Chairman of the said Meeting, hath signed this By-Law, and the Company hath caused its Corporate Seal to be hereunto affixed, attested by the signatures of the President and Secretary.
[signed:] [illegible] President
[signed:] [illegible] Secretary
[Rubber stamp on back of last page, above:] DEPT. OF RAILWAYS & CANALS
With No. 87817
RAILWAY BRANCH

Text of By-law IV detailing company governance for OIC 1828 of 1900

[Transcribed from a type-set original.]

BY-LAW NUMBER IV.

OF THE

DOMINION ATLANTIC RAILWAY COMPANY

A By-Law of the Dominion Atlantic Railway Company to provide for the due management of the affairs of the Company

The Dominion Atlantic Railway Company (hereinafter called "the Company") doth hereby ENACT AND ORDAIN as follows :—

1. In this By-Law and in any By-Law of the Company hereafter enacted, the following words or expressions shall have the several meanings hereby attached to them, unless there be something in the subject matter or context repugnant thereto, that is to say :—
(1) Words importing the singular number, or the masculine gender only, include more persons, parties, or things of the same kind than one, and females as well as males, and the converse.
(2) The word "person" includes any body corporate and politic or party, and the executors, administrators or other legal representatives of such person, to whom the context can apply.
(3) The word "writing," "written," or any terms of like import, includes words printed, painted, engraved, lithographed, or otherwise traced or copied.
(4) The word "month" means a calendar month.
(5) The word "share" means a share in the capital stock of the Company, either preference, or ordinary, and includes stock either preference, or ordinary.
(6) The word "shareholder" includes and applies to every holder of either preference or ordinary shares or stock in the Company.
2. Every shareholder, whether preference or ordinary, shall have one vote for every share held by him, and every holder of preference or ordinary stock shall have one vote for each twenty punds sterling of stock held by him, subject to the regulations of the Company, from time to time, in force, requiring registration, and relating to voting.
3. The Company shall not be bound to see to the execution of any trust, whether express, implied, or constructive, to which any share or security issued by it is subject, and whether or not the Company has had notice of the trust, and it may treat the registered holder as the absolute owner of any such share or security, and accordingly shall not be bound to recognise any claim on the part of any person whomsoever with respect to any such share or security, or the dividend or interest payable thereon. Provided, that nothing herein contained shall prevent a person equitably interested in any such share or security from procurring the intervention of the court to protect his rights.
4. The notice by which any special meeting is convened shall specify the business to be transacted at such meeting.
5. All notices required to be given by the Directors, or by the Company, for any purpose, shall be signed by the Secretary.
6. Five shareholders present, either personally or by proxy, shall be a quorum for a general meeting, whether it be the annual meeting or a special meeting of the Company.
7. A Board of Directors of the Company to manage its affairs, in accordance with the Company's Special Act, and a majority of whom shall form a quorum, shall be chosen at the annual meeting ; and if such election is not held on the day appointed therefor, the Directors shall cause such election to be held at a special meeting duly called for that purpose, within as short a delay as possible after the day so appointed.
8. The President of the Company shall preside as chairman at every general meeting of the Company, and in his absence any other Director of the Company may preside.
9. If no Director be present, the shareholders present shall elect from their number a Chairman to preside over such meeting.
10. The Chairman presiding at any general meeting may with the consent of the meeting adjourn such meeting from time to time, but no persons shall vote on such subsequent day except those who would have been entitled to vote if the meeting had been held on the day when it should have been held, and no adjourned special meeting shall enter upon any business not set forth in the notice upon which such special meeting was convened.
11. At every general meeting every matter or thing proposed or considered shall be determined by the majority of the votes and proxies then present and given.
12. At any general meeting a declaration by the chairman that a resolution has been carried shall be conclusive, and an entry to that effect in the minutes of the proceedings of the Company shall be sufficient evidence of the fact, without proof of the number or proportion of the votes recorded in favour of or against such resolution, unless immediately upon declaration a poll be demanded by one or more shareholders present, either in person, or by proxy.
13. If two or more persons be jointly entitled to any share, the person whose name shall stand first in the register of shareholders as one of the holders of such share shall alone be entitled to vote in respect thereof.
14. Where a proxy is intended for one specific meeting it shall be in the following form or to the like effect :—
I _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ , of _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ one
of the shareholders of the Dominion Atlantic Railway Company,
do hereby appoint _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ of _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ,
whom failing _ _ _ _ _ _ _ _ _ _ _ _ _ _ of _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ,
whom failing _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ of _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ , to be my proxy
and in my absence to vote or give my assent to any business, matter or thing relating to the undertaking of the said Dominion Atlantic Railway Company that is mentioned or proposed at the
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ meeting of the shareholders
of the said Company, to be held on _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ the
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ day of _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ or at any
adjournment thereof, in such manner as he the said _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ or the said _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ or the said _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ thinks proper.
In Witness whereof I have hereunto set my hand and seal (or if a Corporation set the Common Seal of the Corporation) the
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ day of _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ , in the year _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

15. A shareholder may also, if he desire to do so, appoint in writing any other shareholder to be his proxy, and to so act as such at any and all meetings of the Company.
16. No objection shall be made to the validity of any vote, excepting at the meeting at which such vote shall be tendered, and every vote, whether given in person or by proxy, not disallowed at such meeting shall be deemed valid for all purposes whatsoever.
17. Share certificates may be issued under the seal of the Company. Such certificates shall be signed by a Director and by the Secretary.
18. Every holder of shares shall be entitled to one certificate for all the shares registered in his name without payment, or to several certificates, each for any number of such chares, upon payment of a fee to the Company not exceeding 2s. 6d. for each certificate after the first.
19. A register will be kept of all such certificates.
20. Transfers of shares may be in the form following or to the like effect :—
"I _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ , in consideration of the sum of _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
"_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ paid by _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
"_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
"hereinafter called the Transferee, _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
"Do hereby bargain, sell, assign and transfer to the said Transferee
"_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
"of and in the undertaking called the Dominion Atlantic
"Railway Company. TO HOLD unto the said Transferee, Executers,
"Administrators and Assigns, subject to the several conditions on
"which_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ held the same immediately before the execution
"hereof, and _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ the said Transferee do hereby agree to accept
"and take the said _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ subject to the conditions aforesaid.

"AS WITNESS our hands and Seals this _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
"day of _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ , in the year of our Lord _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
"SIGNED, SEALED AND DELIVERED by the }
"above-named }
"in the presence of }
21. The instrument of transfer of any share shall be signed both by the transferor and the transferee, and may be entered in the book kept for recording transfers at the office of the Company, but in case a certificate has been issued in respect of such share, only upon the surrender of the certificate, and the transferor shall be deemed to remain the holder of such share until the name of the transferee is entered in the books of the Company in respect thereof.
22. If any share in the capital stock of the Company transmitted by the death, bankruptcy, or last will, donation or testament, or by the intestacy, of any shareholder, or by any lawful means other than the transfer hereinbefore mentioned, the person to whom such share is transmitted shall deposit in the office of the Company a statement in writing, signed by him, which shall declare the manner of such transmission, together with a duly certified copy or probate of such will, donation or testament, or sufficient extracts therefrom, and such other documents or proof as are necessary ; and without such proof the person to whom the share is to be transmitted, as aforesaid, shall not be entitled to receive any part of the profits of the Company, or to vote in respect of any such share as the holder thereof.
23. All notices of calls upon the shareholders of the Company shall be given by advertisement, published in the Canada Gazette, and in at least one newspaper published in London, England, or in such other place as the head office may for the time be situated, at least thirty days before such call becomes payable, and such notice shall be published once in each week during the said period, and a copy of the Gazette and of the said newspaper containing such notices shall, on production thereof, be evidence of the sufficiency of such notice.
24. Every shareholder shall be liable to pay the amount of the calls made in respect of the shares held by him, to the persons and at the times and places, from time to time appointed by the Company of the Directors.
25. If, on or before the day appointed for payment of any call, any shareholder does not pay the amount of such call, he shall be liable to pay interest for the same, at the rate of six per centum per annum, from the day appointed for the payment thereof to the time of the actual payment.
26. If at the time appointed for the payment of any call, any shareholder fails to pay the amount of the call, he may be sued for the same in any court of competent jurisdiction, and the same shall be recoverable with lawful interest from the day on which the call became payable.
27. In any action or suit to recover any money due upon any call, it shall not be necessary to set forth the special matter, but it shall be sufficient to declare that the defendant is the holder of one share or more, stating the number of shares, and is indebted in the sum of money to which the calls in arrear amount, in respect of the one call or more, upon one share or more, stating the number and amount of each of such calls, whereby an action has been accrued to the Company.
28. Every person who neglects or refuses to pay a rateable share of the calls as aforesaid, for the space of two months after the time appointed for the payment thereof, shall forfeit to the Company for the benefit thereof his shares in the Company, and all the profit and benefit thereof.
29. No advantage shall be taken of the forfeiture, unless the shares are declared to be forfeited at a general meeting of the Company, assembled at any time after such forfeiture has been incurred.
30. Every such forfeiture shall be an indemnification to and for every shareholder so forfeiting, against all actions, suits or prosecutions whatever, commenced or prosecuted for any breach of contract, or other agreement, between such shareholder and the other shareholders, with regard to carrying on the undertaking.
31. The Directors may sell, either by public auction or private sale, and in such manner and on such terms as to them seem meet, any shares so declared to be forfeited, or any unissued shares, or may pledge such shares for the payment of loans or advances made or to be made thereon, or for the payment of any sums of money borrowed by or advanced to the Company ; provided that authority for such purpose and for the issue of the stock, be first given at a special general meeting of the shareholders called for the purposes.
32. A certificate of the treasurer of the Company, that the forfeiture of the shares was declared, shall be sufficient evidence of the fact, and of their purchase by the purchaser ; and such certificate, with the receipt of the treasurer for the price of such shares, shall constitute a good title to the shares ; and the certificate shall be, by the said treasurer, registered in the name and with the place of abode and occupation of the purchaser, and shall be entered in the books required to be kept by the By-Laws of the Company ; and such purchaser shall thereupon be deemed the holder of such shares, and shall not be bound to see to the application of the purchase money, and his title to such shares shall not be affected by any irregularity in the proceedings in reference to such sale ; and any shareholder may purchase any shares so sold.
33. At the annual general meeting of the shareholders the Directors may with the approval of the shareholders declare a dividend, at and after the rate of so much per cent., upon the shares and stock respectively held by the shareholders in the stock of the Company, having regard to the provisions of the Act incorporating the Company, 58 and 59 Vic. rap. 47 s. 8, namely :—
" The preference shares shall, up to five per centum per annum,
" entitle the holder thereof to rank first for dividends on the net
" profits of the Company after payment of interest on the deben-
" ture stock, but if in any year the net profits of the Company
" shall not be sufficient to pay a dividend of five per centum to the
" holders of preference shares, the holders of such shares shall not
" be entitled to any cumulative preference in ranking for dividend
" upon the net profits of the next or any succeeding year, and the
" deficiency of any year shall not be paid or made good out of the
" income of any succeeding year."
34. It shall be lawful for the Directors, and they are hereby authorised if they shall deem it necessary or expedient so to do, from time to time to apply, on behalf of the Company, for any Act or Acts of Parliament of the Dominion of Canada, or other competent authority, for the conferring of additional or extended powers upon the Company, for validating and confirming any of the acts and proceedings of the Directors or of the Company, and generally, for the better enabling the Company to effect the objects and purposes of the undertaking.
35. Except as hereinafter provided, the Directors appointed at the last election, or those appointed in their stead in the case of vacancy, shall remain in office until the next ensuing election of Directors.
36. The office of a Director of the Company shall become vacant :—
(1) If he accepts any other office of profit under the Company, or is, or becomes interested, whether directly or indirectly, in any contract with the Company, other than a contract which relates to the purchase of land necessary for the railway.
(2) If he becomes lunatic, or of unsound mind, or bankrupt, or compromises with his creditors, or if he is absent from the meetings of the Board for more than three months, unless leave of absence be expressly given by resolution of the Board.
(3) If he ceases to retain the necessary qualification in shares or stock of the Company.
37. In case of the death, absence or resignation of any of the Directors, or in the case of a vacancy occurring from any of the causes mentioned in the preceding section of this By-Law, the surviving or remaining Directors may fill such vacancy or vacancies from time to time and so often as the same may occur, by appointment from among the shareholders having the necessary qualification, and any person so appointed shall hold office until the election of Directors at the next ensuing general meeting duly held for that purpose.
38. If any such vacancy as aforesaid is not immediately filled by appointment, the fact of the existence of such a vacancy shall not in the meantime invalidate the acts of the remaining Directors.
39. The remuneration of the Board of Directors is hereby fixed at the sum of one thousand pounds (£1,000) per year, to be apportioned among themselves as they may determine.
40. A statement of the income and expenditure of the Company for the past year shall be laid before each annual meeting of the shareholders ; such statement shall be made up to a date not more than three calendar months before such meeting.
41. A printed copy of such annual statement shall be sent to the registered address of every shareholder.
42. The accounts of the Company shall be examined and audited, and the correctness of the annual statement ascertained by the Auditor to be from time to time elected by the Company.
43 The Auditor must not be a shareholder of the Company. No person shall be eligible as an Auditor if interested in any transaction of the Company, and no Director or other officer of the Company shall be eligible during his continuance in office.
DONE and PASSED in a Special General Meeting of the Company, duly called and held at the Head Office of the Company, at No. 6 Great Winchester Street, in the City of London, England, this Thirtieth day of March, 1900.
[signed:] [illegible] Chairman
IN TESTIMONY whereof,
Chairman of the said Meeting, hath signed this By-Law, and the Company hath caused its Corporate Seal to be hereunto affixed, attested by the signatures of the President and Secretary.
[signed:] [illegible] President
[signed:] [illegible] Secretary
[Rubber stamp on back of last page, above:] DEPT. OF RAILWAYS & CANALS
With No. 87817
RAILWAY BRANCH

Text of By-law V general rules and regulations of the railroad for OIC 1828 of 1900

[Transcribed from a typeset original.]
[In the original, "employee" was spelled "employe" and "dispatcher" was spelled "despatcher" — these spellings have been retained below.]

BY-LAW NUMBER V,
OF THE
DOMINION ATLANTIC RAILWAY COMPANY

A By-Law of the Dominion Atlantic Railway Company to adopt general rules and regulations for regulating the conduct of the officers, servants and employes of the Company.

The Dominion Atlantic Railway Company, pursuant to the powers conferred upon the said Company by The Railway Act, doth hereby ENACT AND ORDAIN as follows :—

1, The rules and regulations set forth in the Schedule hereunto annexed, are hereby adopted, and declared to be rules and regulations of this Company made pursuant to the powers conferred upon this Company by The Railway Act.

SCHEDULE

GENERAL RULES & REGULATIONS

APPLICABLE TO ALL EMPLOYES
OF THE
DOMINION ATLANTIC RAILWAY COMPANY

1. A copy of these rules and regulations shall be given to each employe engaged in the working of the railway and receipt given for the same. No excuse will be accepted for want of knowledge of the rules should nay employe not have received or receipted for a copy.
2. Should any employe fail to understand these rules it is his duty to apply to his immediate superior officer for an explanation.
3. Each employe is to attend during the prescriber hours of the day and night, and reside where he may be required.
4. Each employe must promptly obey all instructions he may receive from persons placed in authority over him and strictly conform to all the regulations of the Company.
5. For disobedience to or neglect of orders or incompetency or misconduct of any kind, including the use of improper language while on duty, employes will be liable to dismissal, suspension or fine.
6 Employes are notified that disobedience to the rules or orders of the Company and its officers, or neglect of duty in any way affecting the safe working of the traffic, will render them liable to criminal prosecution.
7. Employes must not smoke when on duty or about the railway or the Company's premises.
8. Any employe intoxicated when on duty will be dismissed. Employes are forbidden to take or have in their possession spiritous or intoxicating liquors of any kind when on duty.
9. Any rudeness or incivility to passengers will be severely punished.
10. All employes must appear on duty neat and clean, and must take good care of any clothing that may be supplied to them. Those requiring to wear badges must have them conspicuously displayed.
11. No employe under any circumstances is to absent himself from duty without the permission of his superior officer except in case of illness, and then notice must be immediately sent to his superior officer so that a substitute may be provided in due time.
12. No employe is to quit the Company's service without giving fourteen days' notice or notice required by the terms of his engagement, and in case he leaves without giving such notice all pay then due will be forfeited.
13. The pay of every employe who is absent without leave or suspended may be stopped, and the Company reserves the right to deduct from the pay of any employe such sums as may be imposed for neglect of duty or other misconduct as fines, and such sums as will compensate the Company for damage wilfully or negligently done to property in his care.
14. Every employe upon leaving the service must deliver up to his immediate superior officer all property under his charge belonging to the Company or committed to his care.
15. Every employe must immediately report to his superior officer any misconduct or negligence affecting the interests or safety of the railway or the safety of the Company's property or other property committed to their care, or any failure to comply with the rules and regulations which may come under his notice. The withholding wuch information will be considered misconduct on his part.
16. All employes concerned will be held responsible for regulating their timepieces in accordance with the time given at twelve o'clock railway time daily by telegraph.
17. Every employe is required to exercise the utmost care and watchfulness to prevent injury to persons or damage to property, and must in all cases of doubt, or where instructions are not understood, take the course which involves no danger and will not in any way compromise the safety of the railroad, seeking afterwards the necessary explanations from his superior officer.
18. In cases where passengers receive injury, every attention must be paid to them by all the employes of the Company, the person in authority sending for a doctor if necessary. The names and addresses of persons injured must if possible be ascertained and sent without delay to the Superintendent at Kentville, When an accident occurs on or off trains at or between stations, in station yards, or on public streets or crossings, or in the event of any disputes with passengers, the names and addresses of several witnesses if possible not in the Company's service must be obtained. Particulars in full must be reported so that the Company may take such action as is necessary. Outside evidence as to observance of rules, regulations, signals, etc., should be taken on the spot.
19. Every employe eligible must become a member of the sick and accident fund now existing amongst the employes of the Company and controlled by them, or any sick and accident fund of a similar nature that may come into existence amongst said employes in lieu of the present fund in connection with the Company, and pay his subscriptions thereto regularly out of the pay he receives, and the company may deduct such subscriptions from any money coming to him upon the pay bills.
20. In addition to the employes of the Company in connection with the Company's railway these rules shall, so far as applicable, apply to all employes of the Company in, upon, or in connection with the Company's steamers.

RULES AND INSTRUCTIONS
FOR THE RUNNING OF TRAINS

21. Trains are of two kinds, regular and irregular.
22. Regular trains are those contained in the time table.
23. Irregular trains consist of special trains and working trains.
24. Regular trains are of two classes as shown on the time table.
25. All regular trains are classified in the time table with regard to their priority of right to the track. Trains of the first class being superior to those of the second class.
26. A train of inferior class must in all cases keep out of the way of a train of superior class.
27. When a train of inferior class meets a train of superior class, the train of inferior class must take the siding and cleat the train os superior class ten (10) minutes.
28. Where it is shown in time table that a superior train is to cross an inferior train, and the inferior train has bot arrived, the superior train will wait three minutes beyond its departing time and then proceed, keeping three minutes behind its schedule time at each succeeding station until the expected train is crossed. This three minutes is for variation of watches, and must not under any condition be used by either train.
29. Trains of a like class running in the same direction must not pass each other unless upon receipt of special instructions from the Superintendent through the train despatcher. When special trains are running by special or telegraphic orders ahead of or on the time of a regular train, the conductor must see that the men in charge of all trains and the staff at stations are notified accordingly.
30. Except as herein provided, the first train reaching a crossing station must wait the arrival of the opposing train, or until instructions are received to proceed.
31. Full-faced figures in the time table show where trains are to be crossed or passed. Conductors and enginemen by referring to corresponding figures on the same line of time table will see what trains are to be crossed or passed.
32. Special trains are those running on special orders, and must be understood to include light engines.
33. Special trains must be run, between stations, by the time allowed in the time table to trains of a similar class.
34. Working and irregular trains must be on the siding and out of the way full fifteen minutes before any regular trains are due.
35. An engineman in charge of a light engine has the same responsibilities as the conductor of a special train, and will be governed by the same rules. He must not run at night without having a proper head light and red tail light exhibited.
36. No extra engine or special train must be allowed to pass a station unless it has time to arrive at the next siding at least fifteen minutes before the time fixed by the time table for the arrival there of a train coming in the opposite direction. Any station master is hereby authorized and required to stop any and every such engine or train which is leaving or passing his station within these prescribed limits, and to satisfy himself that the conductor and engineman are properly instructed, or that it is safe for them to proceed before allowing them to do so.
37. Irregular trains must always be run upon the assumption that another train may be delayed and out of place. Such trains must approach all stations, tanks and blind curves very carefully.
38. Working trains are those working between two points, and they may or may not be signalled.
39. At stations where trains of a like class cross, the one first arriving must at once load and unload and go into siding and await the arrival of opposing train or until instructions are received to proceed.
40. Conductors of trains carrying signals must record the signal in train register books.
41. At stations where express or other trains are ordered not to stop, the engineman must call the attention of the station master, and of any trains which may be there, to the signal he is carrying by one long followed by two short whistles, as provided in Rule No. 93. Trains thus notified will reply as per Rule 87. If no reply is made the train displaying the signals must stop at once and not proceed until the signals are acknowledged. This will not relieve from responsibility the conductors and enginemen of trains that may be at such stations. They must ensure themselves that a signal has or has not been carried.
42. At stations where no train register is kept, conductors will register with each other verbally.
43. It will be the duty of conductors and enginemen of outward bound trains to examine train register books at terminal and other stations where they are kep, and to see that all trains due have arrived. If they have not arrived, the conductors will call the attention of the station master to the fact and await orders.
44. No train shall leave a station until it is known that the train immediately preceding it has arrived at a telegraph station in advance. This information must be obtained by the station masters from one another as a rule, but may be obtained from the train despatcher in cases of emergency, such as the wire being interrupted, and must be written upon the clearance order (Form No. 196). This rule can only be departed from where a special order is given by the train despatcher, who will only give such an order in the event of an accident or in the case of absolute necessity. An inferior train must not proceed in advance of a superior train, unless it can reach the next telegraph station before the superior train is due to leave the station the inferior train is leaving. It must be understood that this rule does not cancel any of the rules with reference to the rear protection of trains. Station masters must be promptly on hand to receive from, and report to, the stations on each side of them the arrival of all trains. The hour of arrival with the office call, must be recorded by each station master in the train record book immediately opposite his own entry of the same train.
45. Regular trains, when delayed, do not become irregular, unless by Special rule or order from the Superintendent.
46. In every case where a train has an order to cross or pass another train, it must stop at the crossing or passing place, and the conductor and enginemen must ascertain that the train they are crossing or passing is the train named in the order.
47. Loss of time by trains at stations should be avoided as far as possible to do so. To this end trains should never arrive at any station before the time given in time table. When the time of arrival is not given, the train should reach the station on the time given for its departure, and leave as quickly as possible thereafter.
48. All trains will approach each station very carefully, having their trains under full control, at a safe distance from the station and be sure all is clear.
49. When trains are shunted into sidings, the points must always be set for the main line and locked.
50. A good look-out is always to be kept for signals which must be promptly obeyed.
51. Great care must be exercised by enginemen and conductors when approaching passing stations.
52. Conductors will be held responsible for the proper adjustment of the switches used by them and their trainmen, except where switchmen are stationed.
53. Whoever turns a switch must see that it is again put right for the main line and locked.
54. Conductors and enginemen are prohibited from making flying shunts except at sidings which are connected only at one end ; and in such cases the train must be stopped before uncoupling. The switch and car brakes must be tested, and the cars must be run slowly with a man at the brakes.
55. In extreme cases only can a train which has left a station be allowed to return ; and this movement must be executed with the greatest caution. Before the train is started to return, a man with a red signal must be sent fully half a mile in advance of the rear of the train ; and during the whole time that the train is returning, until it reaches the station, it must be kept at least half a mile behind the signalman.
The conductor and the engineman of a train so situated are to assume in every case that a train is approaching and they must take no risk.
56. When a train is detained on the line between stations it shall be protected, and the engineman shall be responsible as well as the conductor for seeing this is done. A brakeman and a fireman must be sent each way with red and torpedo signals.
57. Each engineman must frequently look to the read of his own train, so that he may be sure that no cars have become detached, and if the tail light burns dimly or goes out, he must at once inform the conductor of the fact.
58. All enginemen, conductors, station masters, trackmen and others, are specially enjoined to keep a good look-out for signals.
59. Clearance orders may be issued to a station as far in advance as the line is clear, and in such cases they will not be required at immediate stations. The conductor must personally receive the clearance order from the station master, but the engineman may have the clearance order handed to him by any of the railway employes. Station masters must be careful to avoid delay to trains waiting for clearance orders, and when it is possible they must be on the station platform to deliver them.
60. Station masters are required, and must be very particular in enforcing these rules with regard to one train following another, and they must use the semaphore signals, and other signals at their command, to prevent trains which should not leave or pass from doing so. They must have all their signals, including torpedoes, ready for use at a moment's notice.
61. Conductors, enginemen and track foremen are also held responsible, and must be very particular in having their signals in good order and ready for immediate use.
62. Conductors will be careful always to have with them the full complement of signals required by the regulations, and they must see that the tail lights are placed in proper position at sunset, and are inspected at every station.
63. Trains which, at crossing stations, have to take the siding, must do so from the side opposite to that from which the opposing train is coming. When this cannot be done, and when it is found necessary for the train to back into the siding, the semaphore must be placed at danger, or signals must first be sent out before proceeding to take the siding.
64. At stations where semaphore signals are provided, station masters must be very particular in seeing that they are at all times in perfect working order, and that the danger signals are shown directly a train stops at, or passes their station. They must also be exhibited when shunting is going on, or when the main line is in any way obstructed. When the line is clear for the passage of trains, the semaphore are mill not be exhibited ; and at night a green light will be shown.
65. When a train stops at a station where there are semaphores, it is the duty of the switchman to at once protect the rear of the train by putting the semaphore at danger. If there is no switchman, then the station master, the conductor, or a brakeman of the train must at once put the semaphore at danger. The conductor of the train must see that this rule is observed, and must assist the station master in doing so.
66. Before starting from a terminal station, or from any station where the train has been disconnected, the conductor must see that the alarm line is connected throughout the train and with the gong in the engine, and he must ascertain that it is in proper working order, by pulling the line in the rear of the train until the gong rings. The engineman will be held responsible for the gong being in working order, and for having the alarm line connected with it. The alarm line must not be removed or disconnected until the train has been brought to a full stop.
67. Conductors and enginemen will be help equally responsible for the violation of any rules governing the safety of their trains, and they must make every precaution for the protection of their trains, even if not provided for by the rules.
68. Standard time will be given each week-day at noon, and all station masters must be on hand to receive and acknowledge it. Station masters are required to see that their clocks are correct with the standard time.
69. Conductors and enginemen are required to see that their watches are correct with the standard time, and to compare with conductors and enginemen of other trains on meeting, also with clocks at stations, and they must report to the Superintendent all differences of time.
70. All parties concerned should make themselves thoroughly conversant with the General Rules and Regulations of the road, as well as with the Time Table and Rules and Instructions which may from time to time be issued, and note well the changes, and should they not be fully understood, immediate application should be made to the Superintendent's Office for an explanation.

SIGNALS, FLAGS AND LAMPS

72. Red is a signal of Danger — stop.
Green is a signal of Caution — proceed slowly.
White is a signal of All Right — go on.
73. These signals will be made by flags in the daytime and by lamps at night.
74. In addition to these, any signals waved violently, or a man standing with both arms above his head, denote danger and the necessity of stopping immediately.
75. The absence of a signal at a point where one is usually displayed is to be taken as denoting danger.
76. Every train or empty engine moving on the line after sunset must display one red tail light as well as one white light in front of engine.
77. A white flag by day or a white light by night carried on the rear of a train denotes that an extra train or engine is to follow.
78. A green flag by day or a green light by night carried on the rear of a train denotes that an extra train or engine will come in an opposite direction.
79. A green flag and a white flag by day or a green light and a white light by night carried on rear of a train denotes that an extra train or engine is coming in an opposite direction as well as following.
80. Two white flags by day or two white lights by night carried on the rear of a train denotes an extra train or engines is following next morning ahead of regular trains.
81. Two green flags by day or two green lights by night carried on the rear of a train denotes an extra train or engine is coming next morning in an opposite direction ahead of regular trains.
82. A blue flag by day and a blue light by night, placed on or at the end of a car, engine or train, denote that workmen are at work under or about the car, engine or train. The car, engine or train thus protected must not be couple to or moved until the blue signal is removed by the person who placed it.
When a car, engine or train is protected by a blue signal, other cazrs must not be placed in front of it, so the blue signal will be obscured, without first notifying the workman that he may protect himself.
When a car, engine or train stands on a track where it can be approached from either direction, the blue signal must be placed at each end.
83. A Danger or Caution signal must be observed without cavil, the person giving it being responsible for its necessity.

WHISTLE SIGNALS

84. One long blast of the whistle is the signal for approaching stations, railroad crossings and junctions.
85. One shirt blast of the whistle is the signal to apply the brakes—stop.
86. Two long blasts of the whistle is the signal to throw off the brakes.
87. Two short blasts of the whistle is an answer to any signal except train parted.
88. Three long blasts of the whistle, to be repeated until answered, is a signal that the train has parted.
89. Three short blasts of the whistle when the train is standing, to be repeated until answered, is a signal that the train will back.
90. Four long blasts of the whistle is signal to call in a flagman.
91. Four short blasts of the whistle is the engineman's call for signals from switchmen, watchmen, trainmen and others, and for the lowering and raising of semaphores.
92. Five short blasts of the whistle is a signal to the flagman to go back and protect the rear of the train.
93. One long followed by two short blasts of the whistle is a signal to be given by trains on single track, when displaying signals for a following train, to call the attention of trains of the same or inferior class to the signals displayed.
94. Two long followed by two short blasts of the whistle is a signal for approaching public road crossings, at grade and to be used by extra trains when approaching and rounding curves.
95. A succession of short blasts of the whistle is an alarm for persons or cattle on the track and calls the attention of trainmen to danger ahead.
96. One long followed by two short blasts of the whistle is the signal to be used by trains of the C V Branch when approaching Kentville.
97. One long not over five seconds duration followed by three short blasts, given two or three times in succession is the Fire Alarm Signal.
When this signal is given on the line of the road, section men will know that the engine giving the alarm has passed a fire and they will immediately hasten to it with all the men who can safely be spared.

BELL CORD SIGNALS

98. One tap of the signal bell, when the train is standing, is the signal to start.
99. Two taps of the signal bell, when the train is running, is the signal to stop at once.
100. Two taps of the signal bell, when the train is standing, is the signal to call in the flagman.
101. Three taps of the signal bell, when the train is running, is the signal to stop at the next station.
102. Three taps of the signal bell, when the train is standing, is the signal to back the train.
103. Four taps of the signal bell, when the train is running, is the signal to reduce speed.
104. Four taps of the signal bell, when standing, is the signal for engineman to test air-brakes.
105. When one tap of the signal bell is heard while the train is running, the engineman must immediately ascertain if the train is parted, and if so, be governed by Rule 211.
106. Signals of the same number of sounds shall have the same significance when given by other appliances than bell cords or signal bells.

LAMP SIGNALS

107. A lamp swung across the track is the signal to stop.
108. A lamp raised and lowered vertically is the signal to move ahead.
109. A lamp swung vertically in a circle across the track, when the train is standing, is the signal to move back.
110. A lamp swung vertically at arm's length across the track when the train is running, is the signal that the train has parted.
111, A flag, or the hand, moved in any of the directions given above will indicate the same signal as given by a lamp.

DISTANCE AND SEMAPHORE SIGNALS

112a. The all right signal is shown during daylight by the arm being within the post, and by a green light on the top of the post at night, which also means Caution—"to come on slowly."
112b. The Caution signal to slacken speed is shown during daylight by the semaphore arm being raised to an angle, or by a green light at night.
112c. The Danger signal—always to stop—is shown during daylight by the arm being raised to the horizontal position, or by a red light at night.
113. All stations switches and the points where semaphores are placed must be approached and passed with the utmost caution, and engine-drivers must have their engines and trains under complete control when approaching and passing such points.
114. At draw-bridges, crossings of other railways, and junctions, the semaphore arms for day and the lamps for night signals are always to be set at danger, and every engine and train must come to a stand before reaching the signal, and not proceed until the signal to "come on" is shown, and the man in charge must not alter the signal until trains or engines have been brought to a stand.
115. When a railway passes any draw or swing bridge over a navigable river, canal, or stream which is subject to be opened for the purposes of navigation, the trains shall in every case be stopped at least one minute to ascertain from the bridge tender that the bridge is closed and in perfect order for passing.
116. A person shall be stationed at every point where two main lines of railway cross each other at rail level, and no train shall proceed over such crossing until signal has been made to the conductor or engine-driver thereof that the way is clear.
Every main track of a branch line is a main line within the meaning of this regulation, which shall apply whether the said lines be owned by different companies or by the same company.
117. Unless there is in use at any such crossing, as in the next preceding section mentioned, an interlocking switch and signal system, or other similar device approved of by the Railway Committee of the Privy Council, every locomotive or railway engine or train of cars shall, before it proceeds over any such crossing, be stopped for the space of at least one minute.
118. All signal lamps must be lighted at least half an hour before dark, and they must be kept burning until the last train has passed.

DETONATING SIGNALS

119. During foggy weather, snow storms, or at any time when the ordinary signals cannot be seen, torpedos are to be placed on the rails (label upwards) by bending the lead clip round the upper flange of the rail to prevent the signals falling off. When the engine passes over the signal, and the signal has exploded, the engine-driver is instantly to stop.
120. Torpedoes are to be used in addition to the regular day and night signals, which must first be exhibited.
121. Each and every conductor, switchman, engine-driver and foreman of trackmen, must provide himself with 12 torpedoes, which he must always have ready for use whilst on duty, and every station-master must provide himself with the same number, which are to be kept in an unlocked drawer, or shelf, in order that they may at all times be easy of access, and every person connected with the station shall be made acquainted with the place where they are deposited.
122. All the above-mentioned persons are responsible for having on hand the proper number of torpedoes, and when the stock is diminished by one or more, it is their duty immediately to apply for others.
123. Torpedoes must not be placed near station or road crossings, where persons are liable to be injured.
124. Whenever an accident happens to a train, or a train is stopped one the line at any place other than a station, in consequence of which the line is obstructed, the brakemen must be sent each way at least 800 yards (or sixteen telegraph poles), or more if near a steep grade or curve, to stop any approaching engine or train, and as the men proceed they must place on the rails at distances of every 200 yards one of the torpedo signals, and on arriving at the end of the above-mentioned distance they are to place two such signals on the line of rail.
125. Whenever an engine passes over one of these signals the engine-driver and conductor are immediately to stop the train, and the conductor is to protect his train by sending back and placing a signal on the line every 200 yards for a distance of a quarter of a mile, and then proceed slowly and cautiously to the place of obstruction.
126. Every driver of an engine not accompanied by a conductor must also use these signals in case of accident or obstruction before mentioned.
127. When the line is again clear so that the train or engine is enabled to proceed, and the signalman is called in, he must leave the two farthest away signals on the rails as a warning to the following train, and the engine-driver of such following train must stop quickly and, in the absence of other signals, proceed cautiously with his train, keeping a sharp look-out.
128. In any of the above circumstances, and in the absence of the train officers above mentioned, any engine-driver, foreman of works, or other employe of the Company, is to observe the same rules to guard against danger.

MOVEMENT OF TRAINS BY TELEGRAPH

129. All train orders shall be given in writing in the name of the Superintendent by despatchers appointed for that purpose ; no other person shall be allowed to give them.
130. Operators shall copy all train orders on manifold paper furnished for that purpose (form C. 54), they shall write all the copies of an order at once in manifold as received by wire from the despatcher, and there must be no alterations, erasures or interlineations.
In order to enable the operator to do this the despatcher who sends the order will, when he raises the office, say "Copy" with the number of copies required. If the despatcher when sending the order, makes "24" after the superintendent's name, the operator will immediately repeat the order back to the despatcher, who, if satisfied that all is right will give "O. K.," and when the train for which the order is intended has arrived the conductor and engineer shall proceed directly to the telegraph office and read the order. The operator shall also read aloud the order in their presence. If they fully understand they will write their names upon the copy to be retained by the operator. If the order has not already been repeated as provided above, the operator will now do so together with the signatures of conductor and engineman, otherwise the signatures alone will be forwarded to the despatcher who will give "Correct" and his initials, which must be recorded by the operator on all copies of the order. When this is done it is to be regarded as all the orders this despatcher has for that train.
131. When an operator is told to flag and hold a train,—for instance, train No. 12—"14 No. 12" (see list of signals), he must first reply O.K.; second, see that the train ordered to be held has not yet passed his station, and then sign in and immediately put out the detention signal, then return to key and say "15 No. 12," which signifies that the detention signal is out and will stop train No. 12. An operator must never reply with "15" until the detention signal is displayed.
132. Train despatchers, as well as operators, must spare no pains to secure absolute correctness. When "Correct" is to be given to orders, the train despatchers themselves must authorise it.
133. After an operator has replied with "15" he must in no case take in the detention signal or allow the train to proceed until "Correct" is received in reply to the conductor's and engine driver's acknowledgement, unless instructed to do so by the train despatcher. This rule is of the utmost importance and must be strictly carried out.

STATION TELEGRAPH SIGNALS

134. At stations where the station arm and lamp signal is used the following rules will be observed :—
Usually it will stand in the position of "all right," which is parallel to the track, and in this position it will show a white signal by night.
When at danger it will show a red board by day and a red light by night.
135. The object of the signal when at danger is to notify the men in charge of trains that an order in regard to the movement of trains has been received that they must call for, receive, and, if understood, acknowledge such order, and that no train or engine must leave or pass while the signal is at danger unless upon receipt of a clearance order (Form 196) upon which the station agent has written the words "the signal at danger is not for you."
136. When approaching telegraph stations, conductors and engine-drivers must observe the position of the signal, and if it be at danger they must stop their trains and proceed at once to the telegraph office for orders.
137. Switchmen must always observe the position of the signal and when it is at danger call at the telegraph office for orders.
138. When an order is received at a station to hold a train, the station master must put the semaphore at danger, and if necessary in stormy weather he must also put torpedoes on the rail. These precautions are to be used in addition to the working of the telegraph signal.
139. When an order is received from the Superintendent regarding the movements of any train or engine, the telegraph operator must first (and before acknowledging the receipt of the order) turn the signal to danger, and see that is actually in that position ; second, see that the train which is ordered to be held has not passed his station ; and third, acknowledge receipt of the order. The signal must remain at danger until the train for which orders have been received has arrived, and until "Correct" is received from the train despatcher in reply to the conductor's and engine driver's acknowledgement of the orders, and until a releasing order has been received.
140. Station masters and switchmen must not permit engines or trains which they have orders to hold, to leave or to pass while the signal is at danger, but they will permit any train which has a right to leave to do so, having first given the conductor and engine driver a clearance order (Form No. 196), on which clearance order the station master has written the words, "The signal at danger is not for you."
141. The signal is to be used for train orders only.
142. At stations not provided with " station arm and lamp signals " a red flag by day or a red light by night (known as detention signals) shown at telegraph stations signify that orders or telegrams are awaiting the train. These signals are always to be shown in one place, which must never be changed except by permission of the superintendent or train despatcher. Under no consideration must a train or engine pass these signals without stopping for orders.
143. Station agents must see that the signal is at all times in perfect working order, and that at night the lamp is clean and burns brightly.
144. The absence of a light at night when one is usually displayed must be regarded as a danger signal and be obeyed accordingly. The conductor and engine-driver must call the attention of the station agent to the fact that the lamp is not burning, and they must report the matter at once to the Superintendent.
145. Station agents must always have near them signals ready for use in any emergency, and they must report every instanace where engine-drivers, conductors, or train men disregard the signals given.
146. The first duty of a conductor on arriving at a station is to report himself to the station agent and to ask if there are any orders affecting his train.
147. At all stations after dark, and where the station agent, telegraph operator, or watchman is required to be on duty, a red lantern must always be lighted before the train is due and kept in readiness for instant use in case of danger.
148. Red signals must not be exclusively relied on to stop or hold trains. Station agents and operators are expected to call the attention of train men to red signals displayed at their stations, and to use the greatest caution to ensure safety, but this will not relieve the engine-driver or conductor from failing to observe any danger signal.
149. Conductors will read the train orders to their baggage masters and brakemen, and engine-drivers to their firemen, and see that they understand them.
150. When there is more than one engine on a train, the driver of each engine must read and sign the order before leaving the station.
151. Conductors and engine-drivers of extra trains and drivers of engines running light will, when through with their orders, send a message to the train despatcher to that effect.
152. If engine-drivers or conductors change off by permission or order before the completion of their trips they must carefully exchange any train orders they may have, and they must know that these are perfectly understood by the persons who take their place. No change of this kind will be allowed without the consent of the train despatcher and, in the case of engine-drivers, of the Mechanical Superintendent also.
153. Train men must not, after the receipt of orders, go to meals without the consent of the train despatcher, and they must give notice of any work that have to do which will cause delay to their trains.
154. Conductors of trains carrying signals must record the signals in the train register books.
155. At station where no train register is kept, conductors will report their signals verbally to the station agent and any conductors of other trains present.
156. Only one despatcher will be allowed to move trains on the same circuit at the same time.
157. Train despatchers, when relieving each other, must be careful to transfer to each other all orders and information affecting the movement of trains.
158. Train despatchers and all other persons in any manner connected with the movements of trains, must bear in mind that safety is more important than despatch. Every effort must be used to give such despatch to trains as is consistent with safety, but anxiety to hasten their movements must not cause any risk to be taken. All rules concerning the sending, receiving, delivering, and acknowledging of orders must be strictly obeyed.
159. All orders must be plainly written by the despatcher in the order book before being sent or copied by an operator as sent. The date and exact time they are sent, and the time "Correct" is given, must be recorded. They shall be written in full without any abbreviations except such as are provided for herein. The numbers of trains must be written in full as well as in figures.
160. Before any train is advanced against another which has the right of track, the train having the right of track must first be secured by a holding order No. 187-189 (corresponding with old Nos. 58-60), or where possible by the acknowledgement of its officials, the conductor and enginemen, and in all cases where there is an operator on duty at the crossing station an order No. 191 (corresponding with old No. 62) must be sent to him, and his acknowledgement must be received before the train is advanced.
161. Train orders shall be used only by the officials of the train to which the orders are addressed, and the officials of no other train will be allowed to use them. The orders shall be used only against such trains as are expressly names in the order.
162. Operators will acknowledge receipt of an order by saying O.K., signing their letter and official call/
163. In addressing an order the abbreviations "C" and "E" will be used for conductor and engine-driver. The abbreviation "Ack." will be used at end of an order immediately preceding the signature. "Ack." signifies, "Do you acknowledge receipt of this order? Do you understand? Get my answer before leaving."
164. All persons to whom orders affecting the movements of trains are addressed must sign the orders themselves personally, each for himself, and violation of this rule will be punishable by dismissal.
165. All orders for the movements of trains and for carrying signals must ve repeated back to the train despatcher when the conductors and engine-drivers fully understand and their signatures have been obtained.
166. When a train order is repeated back, the train despatcher himself shall carefully compare it word for word with the original order sent, and must underscore each word of the order in the order book as it is repeated. He must know positively that it is correct before giving "Correct" and his initials to it.

TELEGRAPH REGULATIONS

167. Where the words "station agent" occur, they are meant to denote the person on charge of the station at the time, whether he be station agent, assistant station agent, or telegraph operator.
168. As soon as agents come on duty in the morning they must put their offices in circuit, adjust their instruments, and report themselves to Kentville. When they may have to leave their offices for any length of time they must receive "G.N." from Kentville.
169. Agents, as far as practicable, and especially at time when trains are due, or are at stations, must always be within "call" of their instruments, to receive any orders or messages. To this end they must not depend on the "relay" alone, but a "sounder" or "register" must be kept continually in circuit.
170. All trains must be promptly and correctly, reported by telegraph. Operators are expected to hear such reports, and cannot be allowed to ask other offices for information, except when actually necessary, or when requested by an officer of this road.
171. In the event of undue detention of a train at a station, the agent must at once report the same, and the cause thereof, to Kentville.
172. After the last regular train has left the station, and before "G.N." is given, the agent must report the number of cars on hand to Kentville (29).
173. Whenever the line is interrupted, agents must leave nothing undone to ascertain the cause, and report the same promptly to Kentville.
174. At one minute before 12 o'clock each day, except Sunday, all business will be suspended for the purpose of sending the time. At precisely that moment the operator at "W.I.", who is to send the time for this line, will commence beating seconds with his key, and will continue to do so until 12 o'clock, in order to give every operator an opportunity to adjust his instrument. At precisely 12 o'clock he will make "12," after which he will commence saying "I.I.", which he will continue to repeat for one minute, and then sign, after which each officer will sign his office call in Station order, commencing at Beaver Bank, then business will again proceed as usual. Agents will then immediately adjust their time pieces accordingly.
175. Agents may, at any time—when they have business to transact—break into any conversations between operators, not relating to business. Such conversations must be dispensed with.
176. Struggling for circuit is positively inadmissible, neither shall any operator "hold the wire" by repeatedly calling an office without signing. He should sign after every third call, and when an operator has called an office 5 or more times without signing his own call, any operator may break and claim turn to call the same as if the first had signed.
177. Agents should never open their keys without previously adjusting the relay, especially in wet weather, and without being sure that the circuit is not in use, except as in Rule 175, or unless directed to do so by a proper authority.
178. The use of ground wire, except when the line is interrupted, or when advised to do so, either by the chief operator at Halifax, or Kentville, is strictly forbidden.
179. The following abbreviations are to be used : Numerals :—

1. Wait a moment.
2. Give me correct time?
4. Where shall I go ahead?
5. Copy the following messages to all offices.
8. Busy on other circuit.
9. Deliver immediately and get answer.
12 Train orders.
14. Put out signal, and hold train No.————for orders.
15. Signal is out and will hold train No.————for orders.
21. This is very important.
22. Error report.
24. Repeat this back to me.
25. Right of-line over all other messages.
27. Train report.
28. Do you get my writing?
29. Car report.
32. Requisition for cars.
35. You may use 25 to answer this message immediately.
49. Who is conductor of train No.———?
50. What engine is on train No.———?

180. Number "25" is to be used only by "Kentville" office. When that number is called all other Operators must give way.
181. Number "21" is to be used by other offices in cases of great emergency only, when they have very important messages to transmit, such as those referring to or affecting the safety of trains, or when trains are waiting instructions, or when doubts exist as to the course to pursue. When used, iit will take precedence over other business, except when "25" shall be called.
182. Agents are not to take Students to learn telegraphing without having first obtained the authority of the Superintendent. Students must not be allowed to use the instruments during the absence of the Agent, nor to open the circuit during business hours.
183. The Train Despatcher at Kentville is the "Chief Telegraph Operator" for this railway. Station Agents at Telegraph stations will take instructions from, and make all reports to him.
184. Any messages offered by outside parties, and which are simply for their own benefit, will not be considered railroad business and must be prepaid.
185. The Telegraph line must not be used for business which can without detriment to the interest of this Company be sent by train or mail.
186. In the event of any accident occurring on the Railway, the circumstances connected therewith are to be kept strictly private until the Superintendent has permitted the giving of any information to outside parties, Any Operator, hearing the messages advising the Superintendent of the details, is instructed to keep silence on the subject and the Operators receiving such messages must also take every precaution to keep the matter private until otherwise ordered.

FORMS OF TRAIN ORDERS

187. Holding Order :

To Station Agent, __________ Station.
14 No. Ack.
(Sig.)____________ Superintendent.

188. At Stations where there is an Operator or Switchman on duty, either of these must sign the acknowledgement of this order along with the Station Agent ; the object being to have the responsibility fixed on more than one person.
189. Acknowledgement of Holding Order :

To ____________________________ Superintendent.
15 No.
(Sig.)____________ Station Agent, Operator, or Switchman.

190. Crossing Order :

To C. and E., No. ____________
Cross No. ______ at ______________ Ack.
(Sig.)____________ Superintendent.

Upon an order of this form, the train arriving first at the point named therein will wait until the other train arrives, unless the Conductor and Engine Driver receive another order authorizing their train to proceed, in which case the following form will be observed :

To C. and E., No. ____________
Cross No. ______ at ____________ instead of ____________ Ack.
(Sig.)____________ Superintendent.

191. Station Crossing Order :

To Station Agent, _____________ Station.
No. _____ will cross No. _____ at _________ Ack.
(Sig.)

192. Order to Run Ahead :

To C. and E., No. ____________
No. ______ will run from ______________ to ____________ ahead of No. ______. Ack.
(Sig.)____________ Superintendent.

If the first-named train fails to make time, the conductor will take the precautions required by the rules to protect his train.
This will not relieve the engine-driver and conductor of the following train from responsibility should it come into collision with the firet-named train.
193. Order for special trains not signalled —

To C. and E., ____________ Special. ____________
Run to _________________ keeping good lookout for trackmen, note no signal carried Ack.
Superintendent.

194. Order for special running ahead of regular train.

To C. and E., ____________ Special. ____________
Run to __________________ ahead of _____________ Ack.
Superintendent.

When a special train has orders to run ahead of and on the time of a regular train the officers of the regular train must have a copy of the order held by the special.
195. Regardless Order :

To C. and E., No.____________ or Special Train, ______________
Run to ______________ regardless of No. _____ or regardless of all trains.

Upon this order the first-named (either regular or special) will run to the designated point regardless of the second-named (or regardless of all trains as the order may specify).
196. Train Clearance Order :

____________ Station ______ day of __________ 19 ____ ,
To Conductor and Driver of train No. ____ the crossing train having arrived I have no orders to hold you _______ preceding you has arrived at _____________ Station Master.

N.B.—If no crossing train is to arrive the words "the crossing train having arrived" to be erased.
197. Working Special :

To C. and E., ______________,
Work to-day (or work until _____ ) between _______ and _______.

Upon this order train named will work between the points designated as a special train, keeping at least ten minutes clear of all regular trains, unless otherwise directed by special order, and will carry one green signal for return trips. If this order is for more than one day, as for example :

Work during the week ending ________ between ________ and ________ .

the train named shall carry one green signal during the day and two green signals on the last trip of the day, to show that it will resume work on the following morning.

DISABLED OR OTHER TRAINS AWAY FROM TELEGRAPH STATIONS

198. An order for the movement of disabled or other trains as above, will be repeated and receive "correct," and forwarded as may be directed.
It will be addressed to C.& E., No. ______ at __________ care of __________. The C. & E., or others by whom it is forwarded, will sign for it ; and their signatures will be sent to the Train Despatcher, and "correct" obtained. Besides the copies for the C. & E., the person carrying the order must have a proper form of acknowledgement on which to take the signatures of those to whom the order is delivered.
199. All orders for the movements of trains will ordinarily be given in the forms herein prescribed, but notices of obstruction to track, repairs of bridges, or other matters, which cannot be expressed in these forms, will be sent to trains in such forms as may be necessary to cover the case.

ENGINE-DRIVERS AND FIREMEN

200. The engine-driver must be in attendance half an hour and the fireman forty-five minutes before the appointed time for starting the train. The former must see that the engine is in proper working order, sufficiently supplied with fuel and water and properly oiled, and that the lamps and signals are in a fit state for use. Before taking charge of the engine he and the fireman must sign their names in the appearance book kept by the mechanical superintendent.
201. The fireman will procure the proper stores, keep the engine cleaned and oiled, be responsible for the proper trimming of the engine and tender lamps, assist the driver as may be required, and be subject to his orders both at stations and on the road.
202. Every engine-driver shall have with him at all times, in his tender, the following tools :—

1 complete set lamps, viz. : 1 red and 1 white ditto,
1 complete set of screw keys
1 large and 1 small monkey wrench
2 cold chisels
1 hand and 1 coal hammer
1 pinch bar
1 axe
1 coal shovel
1 chain with hooks
1 jack
A quantity of flax and twine
Plugs for tubes and irons
4 large and small oil cans
1 white, 1 green and 2 red flags
1 fire bucket
1 torch
12 torpedoes
For which he will be held responsible, and any party found guilty of destroying them will be fined or dismissed.

203. The engine-driver must not start his train until he receives the signal from the conductor, which he will immediately answer by ringing the bell. He must be careful not to injure the couplings by a sudden jerking, and he must frequently look out behind, both when starting and in motion, to see that the train is properly attached.
204. Engine-drivers of passenger trains equipped with air-brakes must be particular to test the continuity of the brakes in sufficient time to enable them to call for the hand-brake if the air-brake is out of order. Engine-drivers when applying the air-brakes must not use the full pressure of air except in cases of emergency. For ordinary stops the brakes must be applied slowly, and at a sufficient distance to enable them to stop the train without discomfort to passengers, sliding the wheels, or injury to the machinery of the train. The relief valve on the engine must be promptly opened and the brake released as soon as the train has been brought to a stand. It is their duty to see that every part of the connections of the air-brake attached to the engine and tender is in good working order.
205. No special train or engine shall leave any station without the authority of the Superintendent, not shall any engine run tender or train foremost except from unavoidable necessity and by order.
206. Whenever any train of cars is moving reversely in any city, town, or village, the locomotive and tender being in the rear of such train, the brakeman, or any other of the train force appointed for that purpose by the conductor shall be stationed on the last car in the train to warn persons standing on or crossing the track of such railway of the approach of each engine, tender and train.
207. When at a station the engine-driver shall be subject to the orders of the station agent.
208. Engine-drivers and firemen must keep a good look-out for, and pay immediate attention to, all signals, whether the cause for giving them be known or not. The lives of the passengers amd safety of the property are entrusted to their care, and they must not only promptly attend to every signal and all their instructions but must be vigilant and cautious themselves so as not to trust wholly to signals and rules for safety.
209. An engine-driver on duty must not leave his engine except on cases of great necessity, when he must place it in charge of the fireman, and notify the mechanical superintendent, in order that a person may be sent to take his place. Should it at any time be necessary for both the driver and fireman to leave an engine, the engine must first be put into a siding, and the regulator shut, the engine thrown out of gear, and the tender brakes screwed hard on.
210. Engine-drivers must run slowly and carefully over tracks rendered rough by weather or other circumstances and round curves. The engineer, when necessary, will prescribe the rates of speed, faster that which an engine must not be driven over the parts of the road indicated, and he will report any violations of his instructions in this respect.
211. If a train in motion becomes separated, care must be taken not to stop the front portion until the after part has been stopped, and the men in the after part must apply the brakes in time to prevent a collision with the front part.
212. Engine-drivers on approaching a station or road crossing shall ring the bell or sound the whistle at the distance of at least 80 rods from the station and from every place at which the railway crosses any highway, and the bell shall be kept ringing or the whistle sounded at short intervals until the station is reached or the highway crossed.
213. In approaching stations, engine-drivers must never depend on any information they may receive as to where a train ahead will stop for fuel, water, or other cause, but must always be prepared to stop short of the station. They must invariably run on the supposition that a train may be out of place at a station.
214. In bringing up their trains, engine-drivers must pay particular attention to the state of the weather and the condition of the rails as well as the length of their trains, and all these circumstances must have due weight in determining them when to shut off steam. Stations must not be entered so rapidly as to require a violent application of the brakes, and any engine-driver overrunning a station will be punished.
215. No engine-driver shall allow a fireman to shunt cars or move an engine unless the engine-driver is himself upon the engine to direct its movements. The shunting of cars must not be done at so great a spead as to endanger the lives of men engaged in coupling or injure the property of the Company in any way.
216. No engine or train shall pass from a branch on to a main line until the proper signals are given that the main line is clear.
217. The greatest precaution must be taken to ascertain that switches are correctly set before passing over them, and no excuse will be admitted for running off a switch in cases where the light and target distinctly show its position.
218. Should a fire occur on a train, the train must be immediately brought to a stand and the proper means adopted for protecting it. The burning car or cars must be detached with as little delay as possible. No attempt must be made to run to a tank if more than three hundred yards distant, as such course is likely to increase the danger.
219. Should a conductor be disabled the engine-driver will have full charge, and be responsible for the safety of the train until another officer takes charge.
220. Should any animal be injured by an engine, the engine-driver will report the same to the Mechanical Superintendent, stating the facts and circumstances of the case.
221. Every engine-driver must carefully examine his engine after each journey, and immediately report to the Mechanical Superintendent any deficiency or defect in the engine or train. He will also report to the Mechanical Superintendent, and to the nearest station agent, any accident, neglect, or irregularity that may have occurred upon the line.
222. Engine-drivers will be exclusively responsible for the economical use of all materials, stores and fuel supplied for the use of their engines, and it will be their duty to see that no waste takes place.
223. Attention is called particularly to Section 259 of the Railway Act, as follows —
"No locomotive or railway engine shall pass in or through any thickly peopled portion of any city, town or village, at a speed greater than six miles an hour, unless the track is fenced in the manner prescribed by this Act."

CONDUCTORS

224. Conductors must be at the station from which they are to start at least half an hour before the appointed time for departure, and must see that the baggage-master and brakemen are also on duty at the proper time.
225. Each conductor must see that he has the following articles on his train :—

1 Axe                   1 Chain 12 feet long with
1 Saw                     Hooks attached
1 Two Gallon Oil Can    2 Red Lamps
1 Oil Filler            3 White Lamps
1 Pair Scissors         1 Tail Lamp
12 Torpedoes            1 Signal Lamp
1 Broom                 2 Red, 1 Green and  
Bell Cord                 2 White Flags
1 Tail Rope             6 Links and 6 Pins
2 Brass Bushes          1 Oil Pail and Packing
1 Water Can               Iron
2 Shovels               2 Picks
1 Water Pail            2 Air Brake Hose Bags
1 Bottle Jack           1 Dummy Coupler

226. Until the train has started, the conductor will be under the orders of the station agent. Before leaving the station he must see that the cars are all properly coupled ; that there are proper brakes on the train ; that the signal lamps are trimmed and attached to the car and lighted, if necessary ; that the bell cord is properly secured and extends from the engine to the rear of the train ; that he has the requisite supply of stores on board ; that the cars are in a proper state of cleanliness, and, in winter, that the stoves have been attended to and the cars ventilated and warmed. If the cars are not in a proper state of cleanliness he must immediately report the same.
227. In making up a train, baggage, freight, merchandise, or lumber cars must not be placed in rear of passenger cars.
228. Every conductor is strictly to observe and obey all signals and special orders which he may receive from officers in charge of stations.
229. The conductor should not give the signal to start while passengers are getting on board the train, and as the train starts he should pass to the rear platform of the last car and look out for any signals that may be given.
230. After a train has started, it shall be under the entire charge and control of the conductor, who is responsible for the safety of the train and all on board of it. He must see that the rules and regulations of the Company, including any special regulations that may be issued from time to time, are strictly observed by both passengers and employees, and he will report any violation of them.
231. In very extreme cases only can a train which has once left a station be allowed to return, and then only with the exercise of the greatest possible degree of caution. Before anything is done, a man with a red flag or red light must be sent fully half a mile in advance of the rear end of the train to give warning to any train or engine that may be approaching. The train must not move until the man has had time to proceed half a mile, and then only very slowly and with the utmost precaution. Every other available means must be taken to notify trackmen and to stop any approaching engine or train. The officers of a train so situated are to assume in every case that a train is approaching, and conductors and other officers in charge of any train that may receive warning in such a case are responsible for protecting their own trains in like manner.
232. In case of accident to a train, or of stoppage on the main line from any cause, similar precautions are to be taken, and a proper use made of red flags or lanterns and torpedoes to guard against being run into by any other train. When assistance is required, or when the safety and convenience of the railroad requires it, messengers must be sent to the station agent on either side, both of whom are to notify all approaching trains. If the accident happens to a passenger train which has the right of the road, the conductor must immediately forward a written message by a trusty person, or by telegraph when it is available, to any other passenger train which will be waiting, and every man employed on the railroad must assist him in forwarding such message. He will also immediately telegraph or communicate with the Superintendent, who will instruct him what course to pursue. He will take the best measures within his power to have his train forwarded with the least possible delay, and every person in the neighbourhood in the employ of the Company is required to assist him.
233. The conductor shall see that the brakemen and other train employes are kept at their posts so as to be ready for any emergency, and that they are cleanly and attentive to their duties, and that signals are ready for instant use.
234. Conductors must not allow persons to ride on the platforms or outside the cars, nor to enter the baggage or freight cars, and will as far as possible endeavour to prevent passengers exposing themselves to danger.
235. Conductors are responsible that no person is allowed to travel by their train without a proper ticket or pass. Whenever a fare is collected in the cars they must at once issue a ticket to the passenger. No excuse will be admitted for any departure from this rule.
236. The conductor shall from time to time during the journey examine the wheels, brakes, trucks, springs and journals of the cars, and must see that they are kept in proper order, and the tail signal must also be examined at every station.
237. Always when backing a train or moving reversely, the locomotive being in the rear, a person must be stationed on the last car to give warning and prevent accident.
238. At sidings, and where there are no switchmen, conductors are responsible that all switches are left in their proper position after passing or using them.

TRAIN BAGGAGE MASTERS

239. Train baggage masters must be at the starting station thirty minutes before the departure of their train, and are under the orders of the conductors.
240. Train baggage masters shall not leave the train at the end of the journey until all the baggage has been delivered.

BRAKEMEN

241. Brakemen must be at the starting station thirty minutes before the departure of their train, and will clean and trim their lamps, and be under the orders of the conductor.
242. While the train is in motion they must, when not otherwise engaged, be near their brakes, so that they may immediately and skillfully apply them on the signal being given.
243. The bell-cord must on no account be disconnected or removed until the train has fully stopped at a station, and must be reconnected before the train is again put into motion.

STATION AGENTS

244. every station agent, or person in charge for the time being, is responsible for the efficient protection of the station, office, buildings, and other property connected therewith, and must daily inspect the same, as well as the station grounds, and see that they are kept clean and in good order.
245. The station agent is responsible for the efficient discharge of the duties devolving upon all employes at the station.
246. The station agent is to see that all general and other orders are duly executed and entered or filed in a book to be kept for that purpose, and that all books and returns are regularly written up and neatly kept.
247. The station agent must at all times enforce the observance of cleanliness and neatness by the employes at his station. He must see that their conduct is respectful and civil to the public, and he must immediately report to the superintendent every instance of neglect of duty on their part, and in the event of complaint being made against anyone he will investigate the matter and report the particulars as soon as possible.
248. The station agent must be careful that all stores supplied for the station are economically used, and that there is no waste or improper use of fuel, oil, stationery, or other stores.
250. The station agent must see that all switches at his station are in good order, in proper position, and carefully attended to at all times, and especially before and after the arrival and departure of trains. Switches must always be right for the main line except when in immediate use. At stations where there are no switchmen the station agent must himself perform the switchman's duty.
251. The station agent must see that the time of arrival and departure of every stopping train and the time of passing of all other trains and engines, with the number of cars in each case, are accurately entered in the train book.
252. Trains are under the direction of the station agent so long as they remain at his station. He will direct the conductor when to start and must use every exertion to ensure punctuality. The station agent will report immediately whenever any train leaves or passes his station before the time prescribed in the time table.
253. The station agent must keep a sharp look-out for all signals or orders, and be careful to notify conductors of the same, and of any orders and arrangements that may exist in any way affecting the trains.
254. The station agent must see that no engines or cars are left upon the main line ; they must be placed as quickly as possible on a siding clear of the main line, with the wheels securely scotched [ed. i.e. wedged]. No cars are under any circumstances to be loaded on the main line without direct authority from the Superintendent, and no engine or cars are to be allowed to cross or shunt on the main line within ten minutes of a train being due at a station.
255. In case of an injury to the track, obstructions on the line, slips, or other casualties, the station agent at the nearest station must immediately give notice of the same by telegraph or otherwise to the superintendent and the nearest section foreman, to notify them of the same, and also take all necessary measures to warn oncoming trains.
256. The station agent will be responsible for all money received at his station on account of the Company, and will be required to make good any deficiency in cash, whether arising from bad money or error. He must make up and balance his accounts on the form prescribed and remit his cash and accounts punctually.
257. Tickets must not be sold for any station at which the train does not stop. Station agents must consult the working time table to avoid the possibility of mistake.
258. Station agents must be specially careful that limited tickets to points beyond the Company's line are issued only on days when connection can be made.
259. Station agents are held personally responsible for the safe keeping and proper delivery of all goods received by them, and for all charges thereon, and all articles entered on the way bills will be considered as having reached their stations unless it is otherwise stated on the face of the way bill and reported short.
260. Station agents are not to receive or take charge of any parcels or packages for delivery that have not arrived by train, and on which the regular charges have not been made, nor are they to forward free of charge any goods, parcels, or packages for employes of the Company.
261. Station agents must report to Kentville by first train all plant damaged at their station, or out of repair, and also the number of cars of freight not taken forward when required by a train stopping at the station, with the reason assigned.
262. Station agents must see that after the passing of trains everything about the station is safe from fire.
263. Every station agent must keep on hand at the least two hand signals of each colour, one hand signal lamp and a supply of torpedoes.

STATION BAGGAGE MASTERS

The following regulations under this heading will also apply to station agents at stations where there are no regular baggage masters :—
264. Station baggage masters must be in attendance half an hour before the advertised time for departure of the train.
265. Station baggage masters must compare the baggage checks with the duplicates and see that they correspond.
266. Station baggage masters are not to check baggage until a short time, say 20 minutes, before the departure of the train, and before baggage is checked they must request passengers to exhibit their tickets, and then they will check their baggage accordingly, and carefully compare the checks before giving them to passengers. Baggage checks can only be given to passengers, and not to cabmen or others on their behalf.
267. Nothing but the actual personal baggage of passengers holding regular passage tickets, such as chests, trunks, valises, carpet and leather bags, and hat boxes, must be checked, and merchandise or household furniture must not be checked or carried as baggage. Any excess over 150 lbs. for each passenger holding full ticket and 75 lbs. for each passenger holding half ticket, is to be charged for as excess baggage, according to the excess baggage tariff from time to time in force. The charges for excess baggage must be prepaid, and an extra baggage ticket issued, which should be made out in ink.
268. Baggage for flag stations must not be checked, but only marked with the station number, and care must be taken that all previous numbers are properly effaced.
269. Station baggage masters must not deliver baggage without first removing the checks and receiving duplicates from the passengers.
270. Station baggage masters will at once report all missing baggage by telegraph to the Superintendent, giving number of check station from and train by which it is alleged to have been sent.
271. All baggage that may have remained unclaimed at a station for one week must be immediately reported to the Superintendent. No baggage shall be opened except in the presence of the owner.
272. Station baggage masters must use great care in the handling of baggage.

SWITCHMEN

273. Men in charge of switches are required to exercise the utmost care, attention, and vigilance, as the slightest neglect on their part may cause serious accident. They are therefore warned to be always alert and cautious in the discharge of their duty.
274. Switchmen must keep their switches clear and well oiled and whenever a train has passed over they must see that they are replaced in the proper position. Any defects must be immediately reported to the station agent, who will advise the Superintendent and section foreman.
275. Switchmen shall not, when a train is due or within ten minutes of the time, move the switch or allow any engines or cars to pass on to or across the main line without the express order of the station agent, and then they shall not open the switch until the proper danger signal has been shown.
276. Before leaving work switchmen must satisfy themselves by personal inspection that the signals are all right and the switches properly set and locked for the main line. They must also carefully examine the switches and stationary signals every time they return to work after being off duty.

MAINTENANCE OF WAY DEPARTMENT

277. The Engineer will maintain a through inspection of the railroad, bridges, wharves, buildings, culverts, drains, fences, switches, crossings, and everything pertaining to the maintenance and safety of the railroad, and he will be responsible for the faithful performance by the employes of the department of their duties.
278. The Engineer will be held responsible that foremen of sectionmen, bridge carpenters, or other labourers, are provided with copies of the regulations, copies of the working time table for the time being, the proper signal flags and lamps and supplies of torpedoes, and also that each foreman is furnished with all necessary materials and implements for the purpose of keeping his section in order.
279. Each section foreman shall be responsible for the men under his charge, and for the proper execution of the work assigned to him, and shall keep a list of the names and places of abode of all men employed under him, so that in case of accident or other emergency he may be enabled to summon them immediately.
280. The section foreman, or an experienced sectionman, must walk over each section every morning, and oftener should it be necessary, as in the case of violent storms, freshets, etc. He must see that all joints are properly spiked and bolted, and the joint-ties jacked up ; he will especially look at each frog switch and switch-lock, and all bridges, culverts, and cattle guards, and satisfy himself that everything pertaining to the railroad is secured and in perfect order before the passing of the first train.
281. Section men must be particular in watching each train as it passes to see whether any notices are thrown off, or whether flags or lamps are exhibited on the engine or rear of the train giving notice of an extra train. As special trains or engines may pass over the railroad at any time, section men must always be on the look-out and prepared for them whether the signal has been carried or not.
282. The green signal indicates caution, and is to be used when it is necessary to slacken the speed of an approaching train ; the red signal indicates danger, and is to be used when it is necessary to stop the train, and such signals must be sent back a distance of 16 telegraph poles (½ mile) from the place they are meant to protect. Section-foremen and foremen of bridge repairs will repeat promptly in writing to the Engineer any failure of trainmen to respect signals, giving the number of train and of engine.
283. Whenever it is necessary to displace any portion of the track, or in case of any slip or failure of any portion of the works, or in case of any car being required for temporary use on the line, or if from any other cause the track is not safe, the red signal must be conspicuously exhibited at a distance of not less than 16 telegraph poles each way, even if no train or engine is expected, and during fogs or snow storms torpedoes must be used in addition to other signals. No hand car or trolley must be used on the track, or work done under any circumstances, to impede the transit of trains during a fog or snowstorm, or within fifteen minutes of the time of a train being due.
284. When any part of the track is out of repair, so as to make it necessary for a train to proceed cautiously, a green signal must be sent 16 telegraph poles in the direction whence a train is expected, and kept there until the track is made safe.
285. The track must not be displaced for the purpose of putting in cattle guards, cross drains, or culverts, unless by express orders of the Engineer, who shall decide the time between the running of trains when such work shall be done.
286. No rails must be taken up, nor must the track be otherwise disturbed in such a manner as to render it unsafe, within twenty minutes of the times of a train being due, nor until it has passed. All such work must be done between the regular running hours of trains, except in the case of broken rails, or when the track is unsafe, when the proper red signals must be exhibited.
287. In raising the track and packing the ballast, no lift must be greater than two inches in a rail of 24 feet long, and both rails must be raised equally and at the same time, and in all cases when practicable the lift must be made in the direction in which the first train due approaches.
288. The Engineer must see that safety-blocks are put down on all sidings diverging from the main track, at a proper distance therefrom.
289. The foreman of each section under direction of the Engineer is held responsible for the safe keeping of all rails, plates, bolts, tools, and implements of every kind, appertaining to the track and not in the special charge of the storekeeper, and all losses or destruction of such property must be immediately reported to the Engineer. All tools, implements, signals, and stores of every description when not in use must be kept locked up in a building or in boxes. Under no circumstances whatever are the tools or materials of the railway to be loaned to any persons.
290. No broken rails, sleepers, or other defective materials shall be allowed to remain on the track, but must be immediately removed, and when leaving at night the men in squads shall deposit all the tools, etc., they have been using in places provided for the purpose.
291. Ballast must not be deposited between the rails to a higher level than two inches above the ties, and all ballast or gravel dumped alongside of the track must be shovelled to the side far enough to leave a clear passage for trains. Great care must be taken to keep the rails clear of stone, gravel, or any other ballasting material.
292. In case of any serious accident to a train, the nearest section foreman will at once take his whole force to its assistance, even if it is not on his own section. Sectionmen must at all times, night or day, obey any call from conductors or engine-drivers of trains delayed by accident. When assisting a train so delayed they will act under the direction of the conductor till the arrival of the Engineer.
293. Section foremen will be held responsible for the safe condition of the fences adjoining the railroad, and in case of any temporary break they will at once repair it. It is their duty to see that all gates are properly hung and have sufficient fastenings in good order.
294. Whenever lumber, cord-wood, sleepers, or other materials, are piled along the track, section foremen must notice that such are placed at least 12 feet from the rails of the main line, and six feet at sidings, and should any such material be found nearer section foremen shall at once report the matter to the Engineer.
295. When hand cars or trolleys are not in use they must be lifted off the track, entirely clear of passing trains, and the wheels secured by a chain and lock. They must only be used to convey materials for the line, and must never be attached to a train.
296. Section foremen shall see that no car left in any siding is nearer at any point than six feet from the main line, and that the safety blocks are fastened before the wheels.
297. All trees within the railway fences which endanger the same or the telegraph wires by risk of falling, must be cut down, and if any tree outside the Company's boundary endangers the works the matter must be reported at once to the Engineer.
298. Animals found straying within the railway fences must be immediately driven off.
299. All persons walking along the line who are not in the Company's service must be warned off, and in the case of non-compliance their names and addresses are to be ascertained and reported to the engineer, or they may be placed under arrest, as the exigencies of the case seem to require.
300. All highway and farm crossings must be kept in the best possible repair, and not obstructed by any material, and section foremen must see that the planking is securely spiked down. Cattle guards must on no account be allowed to become filled up with rubbish, etc., but must always be kept well cleaned out and in proper order. All side tracks must be kept in good order, and the platforms and station grounds should always present a cleanly appearance.
301. Any temporary injury to the telegraph poles or wires must be repaired as far as practicable, and the damage immediately reported to the nearest station agent. When the wires are touching each other they must be separated.
302. All articles found on the track must be promptly sent to the station agent at the nearest station, and a report made to the Engineer on the subject.
303. Section foremen will make requisitions for all necessary materials such as sleepers, spikes, bolts, nuts, washers, tools, etc., and forward such requisitions to the Engineer.
304. The time books must be written up every night of the day that has closed, and the time as well of foremen as of men must be given for each kind of work upon which they have been employed.
305. When a foreman is about quitting the service, the Engineer must see that all tools, materials, and stores belonging to the Company committed to his charge are duly accounted for, and also examine his time books to see that all his accounts are correct and to get full explanations where needed.
306. For every violation of any of the foregoing rules and regulations, where a penalty is not specifically prescribed by the rule, every employe guilty of such violation shall be liable to a fine, and all fines may be imposed by the Superintendent and deducted from the salary or pay of the employe.
307. In addition to these rules the time tables will contain special instructions as the same may be found necessary. Special instructions not in conflict with these rules, which may be given by proper authority, whether upon time tables or otherwise, shall be fully observed while in force.

DONE and PASSED in a Special General Meeting of the Company, duly called and held at the Head Office of the Company, at No. 6 Great Winchester Street, in the City of London, England, this thirtieth day of March, 1900.
[signed:] [illegible] Chairman
IN TESTIMONY whereof, Chairman of the said Meeting, hath signed this By-Law, and the Company hath caused its Corporate Seal to be hereunto affixed, attested by the signatures of the President and Secretary.
[signed:] [illegible] President
[signed:] [illegible] Secretary

Excerpts of the Railway Act pertaining to some of the above By-laws for OIC 1828 of 1900

[Transcribed from a type-set original.]
EXTRACTS FROM RAILWAY ACT

"248. Every passenger who refuses to pay his fare, may by the conductor of the train and the train servants of the Company, be put out of the train, with his baggage, at any usual stopping place, or near any dwelling house as the conductor elects, the conductor first stopping the train and using no unnecessary force.

"255. When a railway crosses any draw or swing bridge over a navigable river, canal or stream, which is subject to be opened for the purposes of navigation, the train shall, in every case, be stopped at least one minute, to ascertain from the bridge tender that the said bridge is closed and in perfect order for passing, and in default of so stopping for a full period of one minute the Company shall incur a penalty of four hundred dollars.
7. Section 255 of the said Act is hereby amended by adding thereto the following sub-section :—
2. Whenever there is adopted or in use on any railway at any such bridge an interlocking switch and signal system, or other device which, in the opinion of the Railway Committee, renders it safe to permit engines and trains to pass over such bridge without being brought to a stop, the said Committee may, by order in writing give permission for engines and trains to pass over such bridge without stopping, under such regulations, as to speed and other matters, as the said Committee deem proper ; and the said Committee may at any time modify or revoke such order.

"256. The bell, with which the engine is furnished, shall be rung, or the whistle sounded, at the distance of at least 80 rods from every place at which the railway crosses any highway, and be kept ringing or be sounded at short intervals until the engine has crossed the highway ; and the Company shall, for each neglect to comply with the provisions of this section, incur a penalty of eight dollars, and shall also be liable for all damage sustained by any person by reason of such neglect, and a moiety of such penalty and damages shall be chargeable to, and collected by, the Company from the engineer who has charge of such engine, and who neglects to sound the whistle ort ring the bell as aforesaid.

"257. A person shall be stationed at every point where two main lines of railway cross each other at rail level, and no train shall proceed over such crossing until signal has been made to the conductor or engineer thereof that the way is clear ; provided always that in the case of an electric street railway car crossing and electric street railway track, it shall be the duty of the conductor before crossing to go forward and see that the track to be crossed is clear, before giving the signal to the motorman that the way is clear and to proceed.
2. Every main track of a branch line is a main line within the meaning of this section, which shall apply whether the said lines be owned by different companies or by the same company.

"258. Every locomotive or railway engine or train of cars, on any railway, shall, before it proceeds over any such crossing as in the next preceding mentioned, be stopped for the space of at least one minute ; but whenever there is in use at any such crossing an interlocking switch and signal system or other device which, in the opinion of the Railway Committee renders it safe to permit engines and trains to pass over such crossing without being brought to a stop, the Railway Committee may, by an order in writing, give permission for engines and trains to pass over such crossing without stopping, under such regulations as to speed and other matters as the Railway Committee deems it proper.
"9. Section two hundred and sixty of the said Act is hereby repealed and the following submitted therefor :—
"260. Whenever any train of cars is moving reversely in any city, town or village, the locomotive and tender being in the rear of such train, the Company shall station, on the last car in the train, a person who shall warn persons standing on or crossing the track of such railway, of the approach of such engine, tender and train , and for every violation of any of the provisions of this section or any of the three sections next preceding, the Company shall incur a penalty of one hundred dollars."
[rubber stamp on back of last page, above:]
DEPT OF RAILWAYS & CANALS<BR. With No. 87817
RAILWAY BRANCH

Text of By-law VI in which the Company formally adopts a Common Seal for OIC 1828 of 1900

[Transcribed from a type-set original.]
1828(g)

BY-LAW NUMBER VI.
OF THE
DOMINION ATLANTIC RAILWAY COMPANY
A By-Law of the Dominion Atlantic Railway Company to adopt a Common Seal.
The Dominion Atlantic Railway Company, (hereinafter called "the Company") doth hereby ENACT AND ORDAIN as follows :—
1. The Company hereby adopts as its Common Seal, the Seal heretofore in use by the Board of Directors, namely, a Seal making the following impression, namely a circle with the inscription "The Dominion Atlantic Railway Company" with the device of the Arms of the Province of Nova Scotia, and the date 1895 within the circle, and a Royal Crown on top of the circle.

2. All certificates and documents heretofore executed in the name of the Company, to which the said Seal has been attached, are hereby ratified and confirmed.

DONE and PASSED in Special General Meeting of the Company, duly called and held at the Head Office of the Company, No. 6 Great Winchester Street, in the City of London, England, this thirtieth day or March, 1900.

[signed:] [illegible] Chairman

IN TESTIMONY whereof,
Chairman of the said Meeting, hath signed this By-Law, and the Company hath caused its Corporate Seal to be hereunto affixed, attested by the signatures of the President and Secretary.

[signed:] [illegible] President

[signed:] [illegible] Secretary
[rubber stamp on back of last page, above:]
DEPT OF RAILWAYS & CANALS<BR. With No. 87817
RAILWAY BRANCH

External Links

http://central.bac-lac.gc.ca/.redirect?app=ordincou&id=167321&lang=eng<

Category:Legal Agreements

@@ Line 8: / Line 8: @@
 In 1900, the Dominion Atlantic Railway Company passed a series of company by-laws to regulate the business of the railway.
 <br>
-These By-laws required approval by an Order in Council.  Below are sections containing
+These By-laws required approval by an Order in Council.  Below are sections containing:
 * the text of the report to the Governor General from the Privy Council office.<br>
 * the text of the report of the Railway Committee of the Privy Council to the Governor General. This report includes the signatures of the Prime Minister and of the Governor General.<br>
@@ Line 197: / Line 197: @@
 -----
 ===Text of By-law II regarding freight traffic on the railway for OIC 1828 of 1900===
-[Transcribed from a type-set original.]
+[Transcribed from a type-set original.]<br>
 ''1828(c)<br>
 ''BY-LAW NUMBER II.<br>

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Difference between revisions of "Approvals 1900"

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Revision as of 14:44, 23 September 2021

Contents

Order in Council 1828 of year 1900

Report to Governor General from the Privy Council regarding Order in Council 1828 of 1900

Memorandum to the Governor General for OIC 1828 of 1900

Meeting notes showing Company adoption of By-laws for OIC 1828 of 1900

Text of By-law I regarding passenger traffic on the railway for OIC 1828 of 1900

Text of By-law II regarding freight traffic on the railway for OIC 1828 of 1900

Text of By-law III which allows the Company Board of Directors to set tolls for OIC 1828 of 1900

Text of By-law IV detailing company governance for OIC 1828 of 1900

Text of By-law V general rules and regulations of the railroad for OIC 1828 of 1900

Excerpts of the Railway Act pertaining to some of the above By-laws for OIC 1828 of 1900

Text of By-law VI in which the Company formally adopts a Common Seal for OIC 1828 of 1900

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Dominion Atlantic Railway Digital Preservation Initiative - Wiki

Difference between revisions of "Approvals 1900"

Revision as of 14:44, 23 September 2021

Order in Council 1828 of year 1900

Report to Governor General from the Privy Council regarding Order in Council 1828 of 1900

Memorandum to the Governor General for OIC 1828 of 1900

Meeting notes showing Company adoption of By-laws for OIC 1828 of 1900

Text of By-law I regarding passenger traffic on the railway for OIC 1828 of 1900

Text of By-law II regarding freight traffic on the railway for OIC 1828 of 1900

Text of By-law III which allows the Company Board of Directors to set tolls for OIC 1828 of 1900

Text of By-law IV detailing company governance for OIC 1828 of 1900

Text of By-law V general rules and regulations of the railroad for OIC 1828 of 1900

Excerpts of the Railway Act pertaining to some of the above By-laws for OIC 1828 of 1900

Text of By-law VI in which the Company formally adopts a Common Seal for OIC 1828 of 1900

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