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L I E, R.A FLY 

OF THL 

U N I VLR.S ITY 

or ILLl NOI5 



385* 

K <o3>5s 
V. 5 



PASSENGER, BAGGAGE. EXPRESS 
AND MAIL SERVICE. 



FORMING ONE OF THE TWELVE VOLUMES OF THE REVISED AND 
ENLARGED EDITION OF 

THE SCIENCE OF RAILWAYS. 



BY 

MARSHALL M. KIRKMAN. 



Passengfr, Baggage, Express and Mail 

Service 

DESCRIBES THE GROWTH AND NEEDS OF THE BUSINESS. THE DUTIES 
AND RESPONSIBILITIES OF CARRIERS, AND THE THEORIES AND 
PRINCIPLES THAT GOVERN THEM. IT ALSO INCLUDES .AN 
ACCOUNT OF THE RULES AND REGULATIONS NECES- 
SARY TO SECURE ACCURACY AND CLEARNESS IN 
THE FISCAL AFFAIRS AND ACCOUNTS OF THESE 
IMPORTANT DEPARTMENTS OF THE SERVICE 



VOLUME V. 



CHICAGO: 
THE WORLD RAILWAY PUBLISHING COMPANY 

1904 



oy 



copyright by 

The World Railway Publishing Company 

18M, 1895, 1896, 1898, 1899, 1900, 1902, 1903, 1904 

Also entered at Stationer's Hall, London, England. 
All rights reserved. 






PREFACE. 



The accompanying volume represents the prac- 
tical experience and observation of nearly half a 
century of work. Tn writing it I have not sought 
so much to be original as practical; to write 
something that, while it might not be the best 
solution of the subjects treated, yet would be a 
safe guide to follow. I may say further, that I 
have not been satisfied to simply recount my own 
experience, but have sought to supplement it 
with the experience and wisdom of others, and it 
is upon the latter ground largely that I venture 
to offer this volume to railway men. 



While the principles underlying the operations 
of railroads are alike, their methods of business 
vary. But knowledge of the practices of one 
renders it easier to acquire knowledge of those of 
another. Hence the value of descriptive books 
of this character. While this volume may be 
used as a handbook, it was designed primarily 
as a book of reference. As already stated in 

I Vol 5 Oil) 



4RRi -^^^ 



iv /'RE FACE. 

its preparation I have suppleraented such per- 
sonal knowledge as I have by reference to the 
best authorities within my reach. 

The first books I wrote lacked perspective. 
They assumed too much. Took too much for 
granted. They jumped into the middle of sub- 
jects much as a man might fall into an unpro- 
tected cistern on a dark night. They made no 
attempt to explain the matter in hand before 
formulating the rules governing it; made no 
attempt to prepare the reader's mind for what 
was to follow. They were glaringly at fault in 
this respect. This is the reason why I have per- 
mitted them, one and all, to lapse. They did not 
suit me. I fear I shall never write one that does. 

The rules and regulations of railways should 
be made a medium of instruction to those who 
seek to learn railway work. Explanation should 
accompany direction. 

Only those who give the most profound thought 
to the philosophy and practice of corporate life 
can understand or appreciate its subtleties, its 
complexity of purpose and method. Explanation 
is essential in many instances, even to experts in 
routine work. Wherever it is omitted, the reader 
must supply it unaided or the writer must weave 
it into each rule; it is because writers seek to do 
the latter that the so-called manuals of railroads 
are so tiresome to read, so diflBcult to understand 



PREFACE. V 

or remember. They are verbose witliont method, 
prolix without plainness. Much that 1 have to 
say in this book, it will be noticed, is of a prepar- 
atory natun\ I do not write from the standpoint 
of the manualist. 

The growth of the rules and regulations affect- 
ing the ticket business has been very slow, just 
as progress has been slow in other departments 
of railway service. 

In the accompanying rules and regulations I 
do not attempt to separate those that relate to 
accounts from tliose that relate to traffic. They 
are in many respects inseparable, so intimately 
blended, in fact, that it is impossible to assign 
them definitely to either branch of the service. 
I, therefore, group them together. 

In the accompanying volume 1 assume, for 
convenience, that the official affairs relating to 
tickets are subject to the disposition of an officer 
known as "ticket auditor."* Upon many roads 
such an officer is unknown. However, this fact 
does not change the necessities of the case. 
Someone must perform the duties. It will, 
therefore, 1)e understood that whoever this per- 
son happens to be, he is recognized herein as the 
ticket auditor. 

The accompanying rules provide that the fiscal 
affairs of agents and conductors shall be closed 

• Upon some Hues be is called "auditor of passenger accounts," 



Vi PREFACE. 

on the last da}^ of each month, the amount stand- 
ing to the debit or credit of each agent or con- 
ductor at that time being entered on the journals 
and general books of the company. However, 
these rules are not confined to any particular 
system or practice; they will be found to apply 
substantially and generally to both daily and 
weekly systems; they are neither provincial, spe- 
cial nor personal. They are fundamental; such 
as the requirements of the passenger service 
demand, without reference to the devices or 
methods of particular roads. 



TABLE OF CONTENTS. 



PAOB 

Peefaoe, iii 

Book I. — Passengek Service. 

Chapter I. The passeugcr trufflu of ruilroucls, .... 13 

Chapter II. The baggjige of passengers. Methods of 
handling same, 51 

Chapter III. Passage tickets and their origin, .... 66 

Chapter IV. Evolution of passage tickets, 71 

Chapter V. Passage tickets — Systemizatiou, safeguards 
and fiscal methods, 79 

Chapter VI. Description of the different kinds of tickets 
used by American railroads, 88 

Chapter VII, Fiscal affairs and regulations governing 
agents and conductors 112 

Chapter VIII. Fiscal affairs of conductors, 180 

Chapter IX. Passenger service in Austria and Germany 
— European methods of heating passenger trains, . . 223 

Chapter X. Fiscal affairs and accounts of English Itail- 
ways, 237 

Book II Baggage Service. 

Chapter I. What constitutes baggage: Derivation of the 
term; court decisious, 277 

Chapter II. Quantity of baggage transported without 
extra charge: In the United States; in other countries. 287 

Chapter III. Baggage service incidental to passenger 
service: AVisdom of joint rate considered; equal charge 

for an unequal service not equitable, 295 

(vU) 



viii TABLE OF CONTENTS. 

PAGB 

Chapter IV. Kesponsibility of carriers: In the United 
States; in Europe; court decisions, 307 

Chaptee V. Loss and damage: Settlement of claims, . 315 

Chapter VI. Handling baggage: The causes of damage, 323 

Chapter VII. Care of baggage: How losses and errors 
may be minimized, 329 

Chapter VIII. Care and inspection of baggage: Treat- 
ment of baggage found in bad order, 334 

Chapter IX. Records and returns essential to efficient 
supervision: Safeguards against loss and imposition, . 337 

Chapter X. Tracing for lost and astray baggage: Dis- 
position of unclaimed baggage, 342 

Chapter XI. Forwarding baggage: Necessity for care; 
patrons must not be inconvenienced; baggage should 
be billed through to passenger's destination, .... 347 

Chapter XII. Facilities for dispatching baggage: Service 
proportioned to revenue; wants of the public to be 
anticipated; American and European methods con- 
trasted, 353 

Chapter XIII. Dispatching baggage: The European sys- 
tem of billing, 369 

Chapter XIV. Dispatching baggage: The American sys- 
tem of checking, 377 

Chapter XV. The station baggageman: His character- 
istics; effect of gratuities, or "tips, " 388 

Chapter XVI. The baggage car and its associations: 
Thoiaghts concerning trunks and their owners, . . . 39b 

Chapter XVII. The train baggageman: His character- 
istics; a distributer of railway mail, 404 

Chapter XVIII. Peculiarities of passengers: Their char- 
acter indicated by their baggage, 409 

Chapter XIX. The anxiety of passengers concerning their 
baggage: Objections to rechecking en route, . . . 415 

Chapter XX. The train boy: His duties and peculiarities, 418 

Chapter XXI. Safe storage of baggage, parcel rooms: A 
convenience to the jjublic; a proper source of revenue 
to carriers, • 424 



TABLE OF CONTENTS. ix 

PA HE 

Chapteh XXII. The ImfTfrafTc traffic, how conducted: Gen- 
eral rules and repuhitions; duties of Btation and train 
bagg^agemen; statements required showing movement 
of baggage, 431 

Chaptek XXIII. Excess baggage and parcel traffic: A 
source of revenue; not in-oiserly appreciated 454 

Chapter XXIV. Collection of revenue from excess bag- 
gage: Prepaid and C. O. D. systems considered; lack of 
uniformity among railways, 462 

Chapter XXV. Appliances to facilitate collection of rev- 
enue: From commercial travelers, theatrical parties, 
etc.; use of excess baggage and parcel tickets, . . . 471 

Chapter XXVI. Methods of billing excess baggage: The 
forms used; local and interline cards and way bills; 
prepaid and C. 0. D. cards and way bills, 478 

Chapter XXVII. A practical methcrd of accounting: For 
excess baggage, parcels and storage; instructions gov- 
erning the use of forms; rules for forwarding and 
receiving, and for storage, ' . . 494 

Chapter XXVIII. Accounting for excess baggage revenue: 
Kecords and returns required; rules and regulations, . 506 

Book III. — Express and MAm Service. 

Chapter I. Express and parcel traffic: What it embraces; 

American and European methods compared, .... 517 

Chapter II. Express service in the United States: Meth- 
ods of express companies; records and returns; settle- 
ments and accounts 537 

Chapter III. Mail service of railways: Arrangements 
between railways and the government; basis of com' 
pensation to railways; postal routes; fast mails, etc., . 552 

Appendix. Passenger and baggage forms, 565 

Form 1. Requisition fou Tickets. This form is used by agents 
When ordering ticket supplies, 5Cf 

Form 2 Invoicb and Reckipt for Tickets. This form is used by 
•.he general ticket at,'ent, or custodian of tickets, when filling agents' 
reuuicitions for ticket supplies. Upon receipt whereof by the agent, the 
tickets are examined, the entries checktil, the invoice receipted and 
eopied in tissue book and forthwith returned to the ticket auditor, . . . 668 

Form 3. Receipt for Money Paid. Used by agents and conductors, 
on request of passengers, in acknowledging receipt of money in payment 
for transportation as specified thereon, . . . 5C9 



X TABLE OF CONTENTS. 

PAQE 

Form 4. Conductors' Balance Sheet. An account current, sent by 
conductors to the ticket auditor at the close of the month, exhibiting 
the debits for cash fares collected and reported, and the credits for 
remittances, together with corrections, if any, and balance, 570 

Forms. Pledgb Receipt. Used l)y conductors in acknowledging 
receipt of property accepted from passengers, in emergencies, as a pledge 
or collateral for the amount of fare between the stations named thereon,. 571 

Form 6. ExcubsiIon Order. Used by the general passenger and 
ticket agent, when notifying agents of fairs, conventions, celebrations, 
etc., for which special excursions have been arranged, and advising th^ 
rates and conditions applicable thereto, 572 

Form 7. Convention Order. Used by the general passenger and 
ticket agent, when authorizing ag$Dtg at stations where conventions and 
similar meetings are held, to sell persons presenting certificates of attend- 
ance thereat, tickets to their home station at the reduced rate named 
therein ... 573 

Form 8. Convention Certificate. Used by agents in certifying to 
the purchase of a ticket to a station where a convention or similar meet- 
ing is to be held; contains form for certificate of attendance to be signed 
by the secretary of the meeting, entitling the person named to a return 
ticket at the special rate arranged therefor, 574 

Form 9. Special Order. Used by the general passenger and ticket 
agent, authorizing the sale of a ticket at a special rate to the particular 
individual named therein, 575 

Form 10. Exchanoe Memorandum. Used by agents to identify the 
tickets issued in exchange for the tickets or orders of other companies; 
for government requests, etc, 578 

Form 11. Local Ticket Register. Used by agents in keeping a rec- 
ord of the local tickets received, sold, spoiled and returned, exhibiting 
the daily closing numbers, and monthly summary of ticket sales, . . . 577 

Form 12. Interline Ticket Register. Used by agents in keeping a 
record of the interline tickets received, sold, spoiled and returned, . . . 578 

Form \Z. Weekly Return of Local Ticket Sales. Used by agents 
in certifying to the ticket auditor the receipts, during the week stated, 
from the sale of local tickets 579 

Form 14. Monthly Return op Local Ticket Sales. Used by agents 
in certifying to the ticket auditor a detailed statement of the local tickets 
sold during the month, and the revenue derived therefrom 580 

Form 15. Weekly Return op Interline Ticket Sales. Used by 
agents in certifying to the ticket auditor the receipts, during the week 
stated, from the sale of interline tickets, 583 

Form 10. Monthly Return op Interline Ticket Sales. Used by 
agents in certifying to the ticket auditor, a detailed statement of the 
interline tickets sold, during the month, and the revenue derived there- 
from, 584 

Form 17. Conductors' Refund Receipt. Used by conductors in 
recei I 'ting to passengers for cash fares paid on trains, in territory where 
the rules of the company provide for refnn<ling the excess exacted from 
passengers as a penalty for not procuring tickets before entering the cars, 585 

Form 18. Return op Cash Fares Collected. Used by passengercon- 
ductors in certifying to the ticket auditor a detailed statement of the 
fares collected from passengers in cash on the train and date specified, . 586 

FcrmIQ. Weekly No Fare Return. Used by freight conductors 
when no fares have been collected during the week on the trains run by 
them 587 

Form 20. Special Return op Tickets Cancelled but not Taken Up. 
Used by conductors, on request of the ticket auditor for a statement of 
the tickets cancelled but not taken up on the train specified, 58fc 

Form 21. Mileage Exchange Check. Issued by passenger conduc- 
tors to holders of mileage tickets traveling between competitive points 
not reached by the same train run, to equalize tht fare with the short 
line; also to holders of mileage tickets in sleeping cars on night runs to 
*void disturbing passengers after they have retired, 589 



TABLE OF CONTENTS. xi 

rAQB 

Form 22. Stop-ovkb Chkck. Issued by passenger conductors to 
holders of tickets which entitle them to the privilege of a stop-over at a 
station eu route, 590 

Form 23. Return op Stop-over Crecks Issued. Used by conductors 
in certifying to the ticket auditor the stop-over checks issued on the train 
and date specitied, 59i 

I'oRM 24. .\oENT8' AND CONDUCTORS' SUPPLIES. Llst of the Supplies 
required by ticket atjeiits and conductors to enable them to properly con- 
duct the pa.ssenger traflic and render a proper accounting therefor,. . . 693 

Form 25. Conductors' Excuanok Chkck. Is.Hiied by conductors in 
exchange for the licket.s held by i)as.sengers, which read to stations 
beyond the conductor's run; the passenger proceeding to his destination 
(or to the junction point with the connecting line, if it is an interline 
ticket) on the exchange check and tlie ticket or coupon being returned 
immediately 10 the ticket auditor by the first conductor to whom it is 
presented, as a protection against the perpetration of fraud through the 
use of spurious or the misuse of valid tickets, 594 

Form 26. Turkish I'assengbu Tariff. Reproduction of a passenger 
tariff, in Arabic characters, of a Turkish railroad running from Jatla to 
Jerusalem, 595 

Form 27. European Baooaoe \Vay-1Jill. Illustration showing the 
form of adhesive way-bills used by ICuropeau railway companies in billing 
baggage, with brief explanation of their use 696 

Form 28. Local Metal Baogaoe Checks. Illustration showing the 
metal devices used in the United States for checking baggage to local 
stations 697 

Form 29. Reversible Metal Baooage Checks. Illustration showing 
the metal devices used in the United States for checking interline bag- 
gage to destination, 698 

Form :W. Local Prepaid Excess Baggage Card. Used by agents in 
way-billing excess baggage to local stations when the charges are paid to 
the forwarding agent 60t 

Form 31. Local C O. D. Excess Baggage Card. Used by agents in 
way-billing excess baggage to local stations when the charges are to be 
collected on delivery by the receiving agent 601 

Form 32. Interline Prepaid I-ixcKss Baggage Card. Usedbyigents 
in way-billing interline excess baggage, when the charges are paid to the 
forwarding agent, 602 

Form 33. Interline C. O. D. Excess Baggage Card. Used by agents 
In way-billing interline excess baggage, when the charges are to be col- 
lected on delivery by the agent at destination, 603 

Form 34. TrainBagoagemans Return of Excess Baggagk Received 
FROM Connecting Lines. Used by train baggagemen in notifying the 
ticket auditor of excess baggage way- billed by and received from connect- 
ing lines, 604 

Form SH. Monthly Return and Record op Excess Baggage. Used 
byagents in certifying to the ticket aiuiitor a detailed statement of the 
excess baggage forwarded and received at the station, and of all revenue 
received on account of bagg.'ige service; also a station record of the same, 605 

Form 36. Austrian ISaogagk Receiit and Way-Bill. Used by agents 
of Austrian companies in way-billing baggage G07 

Form 37. Receipt for Excess Haggaoe Charges. Used by agents, on 
re<iuest of i)assengers, in acknowledging receipt of money in payment 
for baggage service as sitecified 607 

Form :«. Wat-Biil of Parcel (Express) Trappic. Used by agents 
of express companies in way-billing parcels 608 

Form 39. Abstract op Parckl (Express) Bills Received. Used by 
agents of express companies certifying to the general office a statement 
of way-bills received including an ac('ount current or balance sheet, . . 608 

Form 40. Advice and Record of Interlinb Baggage Forwarded 
CO. U. Sent by the ticket auditor of the forwarding line to the ticket 
auditor of the destination line, advising him f)f the forwarding of excess 
baggage and of the charges to be collected by the agent at destination; 
also record of the same, 600 

Xndex, 610 



BOOK I. 
PASSENGER SERVICE. 



CHAPTER I. 

THE PASSENGER TRAFFIC OF RAILROADS. 

The traffic of railways may be divided under 
two general heads — passenger and freight. This 
book treats of the former, but only in so far as 
relates to passengers proper. The handling of 
Imggage, express and mail traffic is discussed 
in another book. The business of passenger 
trains and attendant interests and fiscal affairs 
affords too wide a field to be described in one 
book. 

There are three classes of passenger business — 
through, local and suburban. Through business 
is that which passes over the lines of two or more 
carriers. It takes no account of nations, states, 
rivers, lakes or transportation systems. Local 
business is that which begins and ends on the 
lines of a company. Suburban business (a pait 
of the local traffic) is made up of the people who 
pass between a city's heart and its suburbs.* 

* The Association of American Railway Accounting Officers 
classifies railway traffic for its purposes as follows : " Through " 
— Business passing from one terminal point to another terminal 
point on the same line. This the association allows to be 
Bulxlivided into " local through " and "interline through." All 
otlicr business it classifies as " Way." This latter may be sub- 
divided into "local way "and " interline way." On the other 
Laud, state commissioners in some cases classify through 

<is\ 



14 PASSENGER, BAGGAGE, MAIL SERVICE. 

The carriage of passengers by a railroad is in 
many respects its most important function. In 
some instances the earnings from passengers are 
greater than the receipts from freight. In all 
places, however, the passenger business is of pre- 
eminent importance because it involves directly 
the comfort, convenience and safety of the pub- 
lic. The passenger intrusts his person to the 
care of the railroad company and it is the latter's 
duty to enforce every reasonable precaution to 
insure his safety. No liability attaches to car- 
riers for damages where due care and diligence 
are exercised. Negligence, however slight, ren- 
ders them liable. In many places the maximum 
sum which a carrier can be called upon to pay 
for a human life is limited, while the amount 
he may be required to pay for an injury is left to 
the discretion of judges and juries, so that the 
price put upon an arm or eye is oftentimes greater 
than the earner would be called upon to pay if 
he killed the person outright! 

The passenger service adapts itself like a social 
custom to its environment, according to the com- 
pany's means and the intelligence and observa- 
tion of those in charge. To meet every demand 
to the fullest extent practicable requires adapta- 
bility of the highest order upon the part of man- 
agers. Only the most watchful and experienced 

business as tliat which passes from one state to another, and 
local or way business as that which is confined wholly to the 
state. National commissioners, on the other hand, will draw 
the line at the borders of the country instead of districts or 
states. 



THE PASSFynElt TRAFFIC. 15 

are able to keep abreast of the needs and possi- 
bilities of the service.* 

A perfect passenger service is a source of 
unqualitiod delight to the traveler. It is the 
fruit of constant and amiable watchfulness; of 
daily attention and nurture. Its needs can be 
understood only by those who make it a study. 
It demands constant and familiar attention. Its 
intricacies involve a knowledge of the rights of 
travelers and the duties of baggagemen, ticket 
sellers, solicitors, conductors, station attendants 
and managers. It frequently happens that the 
number and disposition of trains are not con- 
trolled by the traffic manager; this officer, who 
should understand better than anyone else the 
needs of the service, has little or nothing to say 
in regard to changes in time tables or the num- 
ber and kind of trains; this is entirely proper if 
he is incompetent — not otherwise. No one not 
thoroughly en rappot't with the traffic of a line 
and skillful in discerning its wants can judge of 
such matters. Other managers are more likely 
to be intent upon keeping down the number of 
employes than in adding new and profitable busi- 
ness. Where the number and kind of trains are 
determined by the superintendent instead of the 
traffic manager, the former becomes the traffic 
manager, and must fit himself to perform the 
duties of the office. He must be able to consider 
something besides the effect upon the pay roll of 

•Traffic niiitiagers and their staffs are described in tlie booK 
"Kailway Orgauizution." 



16 PASSENGER, SAG GAGE, MAIL SERVICE. 

putting on an additional train. He must be able 
to sum up collateral benefits, including the effect 
upon net earnings. It is not possible to expect 
this from men whose sole duty it is to care for 
matters involving expenditure of money. The 
superintendent, therefore, when he governs the 
number and movement of trains, must not only 
be an operating officer but a traffic manager, with 
the latter's responsibilities and affiliations. A 
company that seeks intelligently to build up its 
passenger traffic and meet the legitimate wants 
of its patrons will intrust its traffic only to men 
trained in such matters. It will jealously exclude 
all others. This is becoming more and more nec- 
essary every day. 

With the increase in the mileage of railway 
companies and the growth of their business, 
primitive methods of determining the nature of 
traffic and the needs of localities or particular 
lines, or section of lines, it is found can no 
longer be depended upon. Such methods still 
possess value, but must be accompanied by 
more definite and scientific appliances; means 
whereby the extent of a traffic and its growth, 
or decay, and other necessary details, may be 
known promptly and accurately. The method 
of arriving at this information is immaterial, 
so that it accomplishes the end sought. It is 
probable that it may be most economically 
accomplished by associating the duty with others 
of a more practical nature. One company ac- 
complishes it through the aid of collectors and 



THE PASSENGER TRAFFIC. 17 

train agents.* Ticket receivers are placed at 
terminal and other important stations to col- 
lect tickets and other data connected with the 
business of each train. They are also fully in- 
formed in regard to routes and details of 
tickets, so as to be able to settle differences 
between passengers and conductors. They are 
especially trained for their work and are familiar 
with the ticket department and its methods, 
including the bureau of ticket accounts. It is 
the duty of these collectors to compile state- 
ments of the business of each train: where the 
business originates, the length of the haul, the 
monetary value, an^' so on. This information, if 
properly digested, may be made of great practi- 
cal value in determining the needs of various 
sections and lines; Avhether traffic responds com- 
mensurately to added facilities, and so on. 

However, statistics of this kind are of no use 
unless those who study them have power to 
make the information the} afford of effective 
value to the carrier. 

The passenger business requires that all its 
attaches shall be fitted by nature and adapta- 
tion for the service ; shall be sociable creatures ; 
shall have courteous and obliging iispositions ; 
shall possess tact ; shall know when to enforce, 
when to waive rules; shall be polite, patient 
and consider ate. A boor will never be acceptable 

*Tliis is the Pennsylvania Railroad, and its methods are 
described by Mr. Max Riebenack, assistant comptroller of that 
company. ^ 

2 Vol. 5 



5,8 PASSENGER. BAGGAGE, MAIL SERVICE. 

to the traveling public ; can never be taught 
politeness, because politeness is based on an 
amiable disposition. A rude person should never 
find a place in the passenger department, no 
matter what talents he may possess. 

The purpose of railroads is not alone to afford 
an investment for capitalists, although this is 
the original underh'ing motive. It is also to 
answer the reasonable wants of the community. 
The latter requires, so far as practicable, that 
travel shall be facilitated and expedited; that 
producers shall be aided in finding markets; that 
consumers shall be assisted in buying advantage- 
ously. As intermediary agents, railways perform 
functions of enormous value to the community; 
hence the public concern, its interest, watchful- 
ness and criticisms, the latter oftentimes unjust. 

The intervention of governments in the affairs 
of railways up to a certain point is valuable. This 
supervisory power, if wisely exercised, is good. 
It quiets unjust and unreasonable apprehension 
on the part of the public. But if exercised 
unduly or with a desire to benefit one class at the 
expense of another, it is deplorable. In order to 
secure the greatest benefit that railroads can 
render the communitv, thev must be left to the 
dii'ection and management of those who own 
them. The interest and wisdom of the latter 
insure wise economy in construction and efficient 
service afterward. 

Railway growth has developed conditions 
previously unknown, ajid imposed unexpected 



THE PASSEXGER TUAFFIV. 19 

responsibilities. Much lietter arningements could 
in the majority of cases have been made had 
these requirements been known in advance. This 
is true of the passenger business generally, but it 
is especially true of the suburban tratlic. Upon 
many of the older lines this class of traffic was 
not expected and, consequently, not provided for. 
Upon new lines, again, elaborate preparations 
have been made to meet it, based on the 
experience of older roads, but no such business 
has come to bless the provident builder. 

In the inception of railways it was not contem- 
plated that they should carry passengers. Thus 
the first road, the Liverpool & Manchester, was 
built for freight. No equipment was to be pro- 
vided by the carrier. A certain rate per mile 
was to be charged for passenger vehicles, the 
user to furnish the vehicle. The utility of the 
locomotive had not then been demonstrated, and 
the purpose was to use the line as a common 
toll road. The value of the locomotive was very 
much questioned as against that of the stationary 
engine. However, its marvelous success at once 
revolutionized all preconceived ideas and pur- 
poses.* 

•There is nothing new in the thought of the railway. Its 
suggestion is found in the ancient ways of Egypt, Italy, Brit- 
tany and other countries. The use of iron in connection with 
it, however, is now, and insensibly the load to be carried has 
suggested commensurate appliances. In early days the funda- 
mental idea that tlie adhesion of the wheel of the locomotive 
was alone sufficient to enable it to progress by the application 
of power was questioned. 



20 PASSENGER, BAGGAOE, MAIL SERVICE. 

Men unconsciously become attached to a rail- 
road and its ways, just as they do to a barber or 
tailor, and continue to patronize it oftentimes 
from force of habit, when better facilities are 
afforded by rival lines, 

A wise conduct of the passeufjer business re- 
quires that as few changes in established methods 
be made as possible. Thus, the time of arrival 
and departure of particular trains should never 
be altered except for sound reasons. To change 
the time of a train upon which passengers are 
accustomed to travel annoys and discommodes 
them as much as to change the hour of their 
meals or the character of their food without con- 
sulting them. In adding new trains, however, 
the community is always surprised and gratified. 
Every change in train service should be well ad- 
vertised, particular care being taken to notify 
everyone who can be reached.* 

Changes in forms of tickets should be carefully 
considered in advance. From long continued 
use of a ticket passengers become attached to it 
and resent interference unless it is made clear 
that they are benefited. It does not answer an 
objection of this kind to say that carriers have 

* A uniform method of announcing such changes -would be 
highly desirable. Long notice in regard to changes in tour- 
ists' routes is especially desirable. In some countries changes 
in time tables are made only on particular days in the month, 
so that people are on the alert on those days, and are thus in a 
measure able to protect themselves against the embarrassments 
that changes always involve. It is desirable to observe a simi- 
lar rule whenever possible. 



THE PASSENGER TRAFFIC. 21 

the right to make any changes they think proper. 
It is to the unwise enforcement of rights such as 
this that much of their unpopularity is due. Rail- 
ways must be governed by policy just as shop- 
keepers are. It is not always what is best for 
them at the time, but what is most politic and 
wise in the end. 

Changes affecting the passenger service of a 
line must be carefully canvassed in advance; 
every detail, every contingency must be thought 
out. It is not too much to say that those who 
have discretion in matters of this kind should 
have great adaptability and practical knowledge 
of their duties. It would be desirable on many 
accounts if they should i^articipate personally in 
the travel they legislate for; should themselves be 
passengers. Unless they are, they will oftentimes 
retard rather than help. They will neither under- 
stand the wants nor the temper of the public, and 
will harass it, unintentionally, with unwise 
innovations and changes. This will not always 
be the case; indeed, it will be the exception. But 
without personal knowledge and intercourse, 
exceptions will occur and, when they do, will 
occasion the carrier great harm.* 

* Not an operating officers of railways will look with friendly- 
eye to the residence of other officers upon the line; the latter 
are apt to make too many suggestions. Many of these sugges- 
tions Avill be unworthy of consideration. But generally speak- 
ing, an operating officer who is disinclined to have his work 
scanned by co-officers is hardly worthy of being trusted. As 
well might the treasurer of a company object to having any other 
officer come into his office during business hours, lest he should 
find the treasury empty or the clerks asleep or neglectful. 



22 PASSENGER, BAGGAGE, MAIL SERVICE. 

Intimate association of those in charge of the 
passenger traffic with the traveling public is 
especiallj^ necessary to enable them to become 
familiar with the needs of the service. These 
needs cannot be determined from hearsay; the dis- 
comforts arising, for instance, from ill-disciplined 
train force, crowded cars, delayed trains, lack of 
sufficient trains, imperfect ventilation, defective 
heating appliances, and kindred annoyances, must 
be felt to be appreciated. 

EITROPEAN AND AMERICAN PRACTICES. 

Patriotic prejudices and differences of habit 
cloud the judgment in attempting to estimate the 
relative value of the service rendered by railroads 
in different countries. Many English esteem the 
American system. Others, again, can see nothing 
to commend in it. Many Americans commend, 
others condemn, the English system. It is, how- 
ever, generally admitted that the service on the 
continent of Europe is not as good as either. The 
real facts in the case, however, are that the 
service of every country excels that of others in 
some particular. Thus, the discipline observable 
among railway employes on the continent, and 
the courtesy with which they treat the public, 
strike the American and Englishman with sur- 
prise. In this respect they excel. Nowhere is so 
much care taken to protect passengers from dan- 
ger as in England. Its roads are of the best and 
the speed of its trains all that could be desired. 
Again, the railways of England and the continent 



THE PASSEXGER TRAFFIC. 23 

have excelled all others in measures taken to 
prevent accidents at stations and crossings. On 
the other hand, the traveler in America enjoys 
greater personal freedom and his comforts are, 
on the whole, looked after more thoughtfully 
than elsewhere. But the improved cars being 
built and the introduction of conveniences 
and comforts previously unknown promise to 
gi'eatly modify these conditions so far as Eng- 
land and the continent are concerned. But 
as the ingenuity of American railway managers 
devises daily something new for their patrons, 
it is jjrobable their progressive spirit will keep 
them in the lead in the strife to please the 
public. 

Passengers in Europe are divided into well- 
defined classes, viz.: first, second, third and 
fourth. Four per cent, of the travel is said to be 
first class, eleven per cent, second class, eighty 
per cent, third class, and five per cent, fourth 
class. It is claimed that only lords and Americans 
travel first class in England, A recent writer, 
referring to people who use different classes of 
service in that country, says: "The great bulk of 
railway passengers now travel by third class car- 
riages. They represent the wagon and cart and 
the pedestrian travelers of the days of stage 
coaches. The first and second class passengers 
may be compared to those who formerly made 
use of private carriages and fast coaches." Great 
Britain carries twice as many third class passen- 
gers as all the rest of Europe. It has no fourth 



24 PASSEXGER, BAGGAGE, MAIL SERVICE. 

class passenger traffic. The people cling to tradi- 
tions and customs.'^'' 

The nearer the different classes of passenger 
accommodations of a railroad are made to as- 
similate to each other the more economically 
the property can be worked. Such disposition 
admits of higher utilization of space and renders 
greater economy possible in station and train 
attendance. 

The second class traffic of the English roads is, 
relatively, much the most productive. It is said 
the receipts of first class passenger cars are 
scarcely one-third those of second class, while 
the first class vehicle costs much more than the 
second; the expense of maintenance and opera- 
tion of the former is also greater. 



*I use the term " Great Britain," but should, perhaps, more 
properly say the United Kingdom. In the United Kingdom the 
proportion that used railways was nineteen per head of popula« 
tion, but in England it was twenty-five, in Scotland fifteen and 
in Ireland four. The relation that traffic bears to population in 
various countries is interesting. In the United States the num- 
ber of travelers per head of population is six; in Great Britain 
nineteen, as already stated; in Germany five; in France six; in 
Belgium nine; in European Paissia half of one, and in Austria- 
Hungary one. While the number of travelers in the United 
States is sixty-eight per cent, less than in the United Kingdom, 
the average passenger receipts in the United States per head of 
population are $2.70, as against $3.24 in the United Kingdom, or 
only sixteen per cent. less. The haul, it will thus be seen, is 
much longer in the United States than in the latter country. In 
relation to the number of passengers per mile of road, the statis- 
tics of various countries are interesting. Thus, in the United 
Kingdom the number of passengers per mile of road open is 
37,000, in Belgium 28,000, in Holland 12,000, in France 12,000, in 
Germany 11,000, in the United States 3,000. 



THE PASSEXOER TRAFFIC. 25 

The accommodation afforded the same kind of 
passengers is not everywhere, rehitively, the same. 
In some conntries only those of the first class are 
carried through on fast trains, accommodation 
trains being provided for others. In Germany, 
passengers of the fourth class are carried only on 
freight trains.* 

In regard to the different classes of accommo- 
dation afforded, the tendency is to build up the 
lower grades to the level of the higher. Thus 
the marked distinctions that formerly existed 
between second and third class in England are 
disappearing. Many other distinctions that at 
present exist will, in the end, be swept away. 
But in their place others, more marked, will per- 
haps appear. Thus, sleeping and compartment 
cars used in common will be supplemented by 
compartment cars for families exclusively, while 
the use of private cars will very likely grow with 
increase^ of wealth and the desire for greater 
exclusiveness. That the time will ever come 



• Average passenger rates per mile in Europe, according to a 
late investigation of the French government, are as follows: 

CooTBiES. Ist Class. 2(1 Class. 3d Class. 4th Class. 

Cents. Cents. Cents. Cents. 

France 4.0 3.0 2.2 

England 4.1 3.1 2.0 

Belgium .^ 3.1 2.4 1.6 

Holland 3.4 2.7 1,7 

Germany 3.2 2.4 1.6 0.8 

Switzerland 3.4 2.4 1.7 

Italy 3.6 2.5 1.6 

Spain 4.2 3.2 2.0 

Russia 4.8 3.5 1.8 

In the United States, the average passenger rates per mile 

are: 1st claan, 3 cents; 2d cIuhh. 2 cents. 



26 PASSENGi^R, BAGGAGE, MAIL SERVICE. 

when all will travel together in democratic fash- 
ion is not probable. Distinctions in railway travel 
will be as marked as they are in wealth and social 
matters. 

UTILIZATION OF EQUIPMENT. 

The difficulty that has been experienced in 
securing the uninterrupted use of freight cars has 
not been met with in the passenger service. 
This is partly because the number of vehicles is 
fewer, but more particularly because they are 
more generally confined to the use of the com- 
panies owning them. When passenger cars are 
used jointly by two or more lines, a certain num- 
ber is set aside for the purpose and they are care- 
fully looked after. They are not left on sidings 
or in the yards of shippers, as freight cars often 
unavoidably are. 

In passenger traffic the disproportion between 
live and dead weight is enormous. Taking the 
average number of passengers in each train and 
the weight of such train, we find that for each 
pound of paying w^eight there is hauled about 
seventy-five pounds of non-paying weight. This 
disparity is to be regretted, because low rates are 
largely dependent upon the paying load.* The 

* Mr. Dorsey, in liis " English and. America^ Eailroads Com- 
pared," page 12, says: " All roads iu the United Kingdom, except 
the Midland, virtually run six classes of carriages, namely: 
ordinary and smoking first class, ordinary and smoking second 
class, ordinary and smoking third class. As it is impossible to 
fill all of these uniformly, there must necessarily be great loss of 
room and unnecessary haulage of dead weight." The extra 
expenses these separations entail can hardly be estimated, 



THE PASSJLWliER TRAFFIC. 27 

froi^^lit rates of American railways are less than 
one-half the amount charged in Europe, largely 
because the haul is gi-eater. This is true in some 
respects of the passenger service, but not to the 
same extent. The passenger rates of American 
roads are, however, the lowest in the world for 
like accommodation. 

It is probable that as effective use is made of 
passenger cars in America as in any country. 
The managers of American roads who feel an- 
noyed at seeing an empty seat in one of their 
passenger trains will be comforted to know that 
in Europe only fifty per cent, of the seating 
capacity is utilized. In other words, European 
companies might double their passenger earnings 
without adding a single car, if it were possible to 
fully utilize the seating capacity of passenger 
cars.* 

Continental earners claim for low class fares 
that not only do the vehicles carry a greater 
number of passengers than those of the first 
order, but that the seats are more fully occupied, 
and that if their transportation facilities could 
be reduced uniformly to one class, the saving 
effected would be of great value, both to them 
and to the traveling public. Under existing cir- 
cumstances, one portion of a train is crowded 
while another part is comparatively empty. Their 



* It is, of coiirse, impossible to do this. Carriers must furuish 
the maximum seating capacity required on a train. The result 
is a number of vacant scats as a rule. This condition of affairs, 
whil*^ theoretically wasteful, cannot in practice be avoided. 



28 PASSEXGER, BAGGAGE, MAIL SERVICE. 

policy, therefore, is so far as possible to unify the 
service. This, however, will not be possible ex- 
cept to a limited extent. But wherever special 
accommodations are furnished, the carrier should 
be permitted to charge enough therefor to com- 
pensate for the increased burden.* 

The difference between the interior accom- 
modations of American cars and those used in 
England and on the continent is marked. The 
accommodations of the compartment car used 
abroad seem to satisfy those who use it. The 
American pattern is well known to the managers 
of European railroads, but has been adopted in 
only a few instances. One reason given is that 
its adoption would render it necessary to reduce 
the length of the seats on one side from the 
length for two persons to that for one, thus 
diminishing their capacity. This because the car 
must necessarily be narrower to meet peculiar- 
ities of construction.! Moreover, compartments 
are pariicularly adapted to the rigid classification 
of service in vogue where they are used. 

It is claimed by those who build and use com- 
partment cars that occupants may communicate 
easily with the guard of the train. This is not 

* This burden in the case of first class passengers has been 
estimated in England at forty-nine per cent, more than the cost 
of third class passengers. This, of course, can only be approx- 
imate, because there is absolutely no way in which the expenses 
of the passenger traffic, apart from the freight business, may be 
determined; the separation of the expense of different classes 
of passengers is also only approximate. 

f Edward Bates Dorsey, M. Am. Soc. C. E., "English and 
American Eailroads Compared." page 8. 



THE PASSKXOER TRAFFIC. 29 

generally credited. Indeed, it is the impression 
of Americans that the personal safety of passen- 
gers in England and upon the continent is not 
reasonably well assured ; that women are fre- 
(pieutly outraged while traveling alone, and that 
isolated travelers generally are liable to be 
drugged, robbed or even murdered. One marked 
advantage possessed by European cars over those 
of American build is that they are lighter; that 
the dead weight per passenger is much less. 
Another advantage is that the compartment car 
can be loaded and unloaded quicker than the 
other. This is undoubtedly true and of enormous 
importance, especially where traffic is great, as in 
the case of suburban business. 

KATES AND BUSINESS DEVELOPMENT.* 

The influence of favorable rates on freight traf- 
fic operates correspondingly with passenger busi- 
ness. In a limited way a passenger traffic may be 
created by lowering rates to places that invite 
the especial attention and interest of tourists. 
However, tlie growth of the passenger business is 
in the main dependent upon the development of 
of a country and tlie rendering of convenient and 
safe accommodations by carriers. 

While passenger traffic may be stimulated 
somewhat by exceptionally low rates, the experi- 
ence of railways shows how greatly it may be 

♦ The questiouB involved in formulutiutj rates are fully dis- 
eusaed in the book "Economic Theory of Kutea." 



30 PASSENGER, BAGGAGE, MAIL SERVICE. 

increased simpl}^ by providing good accommoda- 
tions. Tlie enormous development of the pas- 
senger traffic of Great Britain is in the main 
attributed to this — to frequent trains and high 
speed. Rates have not been sensibly lowered, 
though the tendency there, as elsewhere, is 
downward. 

The competition of railroads each day grows 
more complex. It evinces itself in reduced rates 
and the facilities offered. It is noticeable in the 
shortening of distances between common points; 
in the number and speed of trains; in better 
cars; in skillful and polite attendants; in the 
smoothness of the track, and finally in the safety 
appliances and better disciplining of the forces 
of carriers. 

It is a curious and instructive fact that, gener- 
ally speaking, the reductions of passenger rates 
in America have grown out of the extra oflBcial 
acts of railway managers; out of the competition 
and strife of carriers, in fact. There has never 
been any general or persistent call for a reduc- 
tion. The people have been very well satisfied. 
Reductions have been largely the result of super- 
serviceable zeal upon the part of those who 
sought to build up business by the issue of mile- 
age and other special tickets at reduced rates. 
The public appetite for low rates has in the main 
been whetted by the carrier himself. 

First class passenger rates are higher in Eng- 
land than in the United States. The speed of 
English express trains has, however, been 



THE PASSEyuER TRAFFIC. 31 

greater tluui those of similar grade in America. 
Ou the other hand, tlie train service of American 
roads is better than that on the continent; the 
speed is higher and trains more nnmerous, per 
capita. In fact, the accommodatic^n afforded 
passengers in America is, on the whole, much 
superior to that of any other country. Not only 
in the provision of luxurious cars and attendant 
delicacies and necessities to which refined people 
are accustomed, but in the absence of those 
things which shock our sensibilities. If a thing 
may be measured by its quality and worth, rates 
should for these reasons be higher in the United 
States than anywhere else, instead of lower. 

While the tendency has been uniformly in the 
direction of lessening the cost to carriers for 
handling freight, it has in many important 
respects been in the opposite dii-ection for pas- 
sengers. The disposition of railroad companies 
to make passengers more comfoi-table, to add all 
the time to the luxuries of travel, adds to the 
cost of the service without, in the majority of 
cases, increasing the rates. Among these luxu- 
ries may be mentioned more frequent and faster 
trains, the allotment of greater space to passen- 
gers, palatial sleeping cars, a costly dining car 
service, improved and high priced mechanical 
brakes, vestibule cars, better seats, improved 
heating and lighting appliances. All these add 
to the cost of the service without increasing 
rates, although they undoubtedly have the ettect 
to stimulate travel. 



32 PASSEXGER, BAGGAGE, MAIL SERVICE. 

GOOD SERVICE THE RESULT OF COMPETITION AND 
PERSONAL RESPONSIBILITY. 

The chief reason for the excellent accommoda- 
tion afforded by American railways is the active 
competition that has existed. To the fact that 
the responsibility of securing business and pleas- 
ing the public has been thrown upon the owners 
and managers of railways, and has not been 
assumed by any government officer or bureau. 
This strife to please has added greatly to the cost 
of doing business. The major part of this cost 
has directly benefited the traveling public, but a 
portion has been non-essential. If the latter 
could be separated from the former, we should 
be surprised at its magnitude. However, man- 
kind must accept lesser evils in order to attain 
great good. 

The introduction at stations of placards an- 
nouncing the arrival and departure of trains, 
the placing of clocks in conspicuous places, 
the employment of men to direct passengers, the 
establishment of bureaus of information, the 
instituting of lunch counters and receptacles for 
packages, the placing of boxes into which com- 
plaints may be dropped, and many other con- 
veniences, were unknown in the early history of 
railroads, but are now regarded as essential, and 
have become, so to speak, public rights. 

HYGIENE. 

It is not probable that any criticism can be 
justly made of the accommodations railway 



THE PASSEXOER TRAFFIC. 33 

companies furnish their patrons. However, all 
companies do not display equal intelligence and 
experience. That the more backward suffer for 
their remissness there can be no doubt. The 
public turns with avidity to that line which, 
all in all, manifests the highest adaptal)ility 
in meeting its wants; that shows the greatest 
care for its safety; that exhibits the greatest 
skill in lessening the tedium of travel by pro- 
viding comfortable seats, good lights, cars j^rop- 
erly ventilated and heated, convenient tables 
for books and cards, pure drinking water, clean 
and convenient toilet rooms and kindred accom- 
modations. 

As a rule, the appliances of travel are adequate 
wherever properly cared for and utilized. The 
most effective appliances are of little value unless 
attendants are skillful and attentive. The sub- 
ject is one that is growing in importance and 
appreciation. This is strikingly illustrated in 
connection with the heretofore neglected subject 
of ventilation. The number of deaths brought 
about by absence of proper ventilation is not 
known or suspected, and is not regarded by the 
uneducated and unthinking. But it is probable 
that more people have died annually from sick- 
ness brought about by improper ventilation than 
from accidents of every kind. With increased 
wealth and higher civilization, the value of 
good ventilation assumes its proper place in the 
regime of life — and, incidentally, of travel. An 

analysis of the dirt that collects in passenger 
3 Vol. 5 



34 PASSENGER, BAGGAGE, MAIL SERVICE. 

cars shows it to be largely made up of particles 
of iron. If we add to this the noxious gases 
that fill these vehicles when loaded with passen- 
gers, we shall be able to form some idea of the 
disease breeding condition of an improperly ven- 
tilated car. The subject is of enormous impor- 
tance, and the railway company that gives it the 
most intelligent and constant attention will gain 
in the estimation and patronage of the public 
over those that neglect it. What is said in 
regard to cars applies with equal force to station 
waiting rooms. 

The proper ventilation of cars is an exceed- 
ingly difficult matter to handle. The problem 
presents obstacles not found in the case of depots. 
How can a sufficient quantity of fresh air be 
secured at all times, without creating a draft in the 
vehicle or admitting dust and cinders? The 
infusion of air must be constant and according to 
the number of people the vehicle contains; it 
must also be accomplished without lowering the 
temperature unduly. The problem is still an 
unknown quantity in railway experience. It is 
the same in home life, and not being able to trace 
our sicknesses directly to lack of proper knowledge 
and care, we attach less importance to the sub- 
ject than we should. However, the subject 
grows every year in public concern, and, as 
already suggested, a company that intelligently 
applies proper principles of ventilation to its pas- 
senger service will come in time to be known 
and patronized in preference to less progressive 



THE PASSENGER TRAFFIC. 85 

linos/'' Proper s^^steniization will ])e a legitimate 
advertisement, a great Inisiness acliievement, at 
once benevolent, kindly, discriminating and saga- 
cious. While good ventilation is essential every- 
where, it is especially so in sleeping cars and 
vehicles used for long journeys, A necessary 
means of securing proper ventilation is the care- 
ful training of attendants. This should be sup- 
1 demented by the use of automatic devices 
recording the condition of cars from time to 
time. 

The motion of a car furnishes an effective 
means of ventilating when it" is moving. At 
other times different means must be resorted to. 
Whatever the device, it must be intelligently 
applied; good ventilation means uniform temper- 
ature; the cozy atmosphere of home life; the 
absence of drafts; the exclusion of smoke, cin- 
ders and gases. These are to be secured despite 
the presence of erratic and inconsiderate passen- 
gers. 

A passenger or sleeping car absorbs foreign 
matter and deleterious gases like a sponge, and 
requires much the same treatment to cleanse it. 
It must be aii-ed and fumigated daily, or at the 

• The air in an American car containing sixty people should 
be changed liwaxy minute, it is claimed. "Proper ventilation is 
closely allied to uniformity of temperature. These two subjects 
should be dealt Avith together; and, in fitting out cars with 
heating apparatus, tlie importance of supplying fresh, clean air 
and of taking off foul air without dangerous drafts, should not 
be overlooked."— Zfm^roati CommiHuioncns' Etport, Maattachu- 
aetlH, 1889, puye 10. 



36 PASSEXGER, BAGGAGE, MAIL SERVICE. 

end of each journey. One notable reason for the 
slow progress that has been made in the ventila- 
tion of cars and waiting rooms arises from the 
fact that those who have immediate charge of 
such matters, who determine the kind of vehicles 
that shall be used and the heating and ventilating 
appliances that shall be adopted, and whose duty 
it is to see that employes understand and perform 
their duties, do not frequent the waiting rooms 
and cars sufficiently to be familiar with the situ- 
ation and its needs. Inspection and care must 
be as intelligent and frequent as it is in the case 
of locomotives and other delicate machinery. 

LIGHTING CARS. 

The demand of the public that passenger cars 
shall be adequately lighted has been incessant 
and importunate fi'om the first. Criticism has 
been free, and, in the main, unmerited. Such 
progress has been made as the financial ability of 
the companies and the devices offered rendered 
practicable. The situation requires a light that 
is clean, simple, of reasonable cost, not expensive 
to maintain, non-explosive, and that through 
some mechanical contrivance will go out in the 
event of collision or derailment. It is claimed 
that heavy mineral oil affords a generally satis- 
factoiy light if properly used, so far as cheapness, 
cleanliness and safety from explosion are con- 
cerned. The electric light is the most desii*able. 
It is clean, cool and safe. However, in its pres- 
ent stage of development it is too expensive for 



THE PASSEXaEIi TRAFFIC. 87 

general use. Carl)ureted air gas, througli recently 
improved ajipliances, greatly recommends itself. 
The discoveries are, however, too recent and too 
ill-defined to make it safe to recommend it for 
adoption unqualifiedly. The Pintsch system of 
lighting is favoraljly considered and is found to 
work well practically. It contemplates the use 
of a high quality of oil gas. It is safe and does 
not afford food for a conflagration in the event of 
disaster to a train, as oil does.* 

STATION AND CAR APPLIANCES AND SANITATION. 

While the question of ventilating, heating and 
lighting cars is one of growing interest to man- 
agers and builders, the arranging, heating and 
ventilating of toilet, waiting and other rooms at 
stations also invite their attention. The furnish- 
ing of effective sanitary appliances, pure water, 
abundant light and fresh air, is a necessity. Like 
other details, they require unceasing attention 

• The gas is the product of crude petroleum and is stored in 
tanks at convenient places along the line of a railway ; two or 
more reservoirs or receivers, placed underneath the car, are 
charged -vsith a supply as needed ; this supply "will furnish con- 
tinuous light for a car for twenty-four or thirty-six hours, 
according to the capacity of the reservoirs. Each burner of the 
Pintsch light atfords illumination equal to eleven candles. In 
this connection it is proper for me to say that neither in this 
book nor elsewhere do I design to recommend any particular 
device connected with the construction or maintenance of rail- 
roads. My purpose is to explain methods, principles and con- 
ditions. The system of lighting cars and the machinery gen- 
erally that is used about railroatls to-day wo know will bo suijer- 
seded, in the natural order of things, by something better in 
the future. 



38 PASSENGER, BAGGAGE, MAIL SERVICE. 

and skillful handling. The subject does not offer 
great difficulties. It is a matter of construction 
and careful, thorough, painstaking executive 
processes afterward.* 

Necessary traffic and hygienic conditions at 
stations require that waiting rooms should be 
supplied with adequate means of ingress and 
egress. The easy conduct of business, as well as 
the comfort and health of travelers, demands this. 
Passengers should be able to procure their tick- 
ets at all large stations at their leisure, and 
should be able to reach trains without fatigue or 
the annoyance of standing in lina or waiting an 
undue length of time. Each year teaches those 
who build and operate railroads something new 
in connection with the arrang^^ment of station 
facilities, and in no country is there so great a 
desire to cater to the convenience and necessities 
of the traveling public as in America. While 
many appliances have been rude, they have been 
skillfully handled. American managers have 
taught those of other countries to pay greater 
regard to the petty wants of travelers. No 
builder in America would think of constructing 
a car without providing toilet rooms and a place 
for drinking water. Such things are not conven- 
iences but necessities. Yet European companies 
originally made no provision for them. They 

* It is probable that railways will sooner or later require 
their surgeons to exercise hygienic supervision. The positive 
knowledge they bring to the subject will prove valuable. Other 
men know little about such matters and should have the advice 
of experts. 



THE PASSKXaEIi TRAFFIC. 39 

should not only be furnished but intelligently 
cared for. Thus, drinking water should be abun- 
dant and good, and, if necessary, filtered. Ice, if 
impure, should not be immersed in the water. 
Receptacles should be cleansed daily, and every 
precaution taken to secure proper sanitation. 
Toilet rooms at stations and on cars should 
receive careful, minute and systematic attention; 
they too often shock our sense of common de- 
cency; to visit them, in such cases, requires the 
most calloused sensibilities. At country stations, 
especially, they oftentimes reek with filth and 
offensive od ors.* 

* Dr. S. W. Latta, an expert on such matters, says: " Three 
plans present themselves in connection with Avater closets at 
stations: Ist. A ■water-tight receptacle, ventilated throngli the 
roof of the privy, liaving means for attaching the hose of an 
odorless excavator. 2il. If means for flushing are at hand, a 
proper system of land irrigation. 3d. And as seems to me to be 
tlie most feasible plan, is to have i^rivies built of a standard 
size; have a standard box to go under the seat from the back, 
fitting snugly, made of oak, water-tight with caulked seams. 
Keep a supijly of dry sifted ashes or dry earth, with a small 
shovel, in a box in the privy, with printed instructions over 
the box to throw some of the contents over the excrement each 
time any is deposited. Hold tlie station agent or track foreman 
responsible for the proper use and supply of the dry earth and 
proper disinfection of the boxes, and have a system of sanitary 
inspection to see that this is dcme. At stated intervals have the 
work train at night take away the full boxes and replace them 
with clean and disinfected ones. The material contents should 
be hauled to a desigiuited place and dumped, and they could 
be disposed of for agricultural purposes or buried. Probably 
the subject hardest to dispose of satisfactorily is the arrange- 
ment of water closets in passenger cars; but I believe the earth 
closets would best meet the sanitary rcfjuirements. The pres- 
ent practice is certainly reprehensible from a sanitary stand- 
point." 



40 PASSENGER, BAGGAGE, MAIL SERVICE, 

SUBURBAN BUSINESS. 

Each decade adds to the number and greatness 
of our cities and commercial centers; the subur- 
ban traflSc of railroads keeps pace with their 
number and growth. Trains are run to accom- 
modate their wants. These trains are a part of 
the lives of those who use them; their bed, table, 
hearth, are not things of greater concern. The 
traffic, because of this, is the most difficult of all to 
handle. It must be cheap, speedy, regular, ade- 
quate, and in all things conform to its environ- 
ment. It presents all the problems of a retail 
trade; the intricacies of the business of a caterer. 
It has, also, wholesale characteristics. Thus car- 
riers, in consideration of the purchase of trans- 
portation in large quantities, make a reduction 
in rates. In making this reduction, one of the 
conditions is that the ticket shall be used within 
a designated time and only by the person or per- 
sons named It is an agreement between buyer 
and seller. It is an agreement, however, that 
buyers often disregard. Those having tickets 
covering a specified length of time or a given 
number of rides often loan them to others. The 
effect of this is, of course, to defraud the carrier. 
In many cases it is extremely difficult to detect 
the deception. In others it is practically impos- 
sible. However, with increased experience, car- 
riers are able more and more to circumvent the 
dishonest proclivities of passengers in this respect. 

Suburban patrons are acutely sensitive to every 
change or innovation that is not manifestly to 



THE PASSENGER TRAFFIC. 11 

their advantajre. The trafiic, however, has much 
to recoiniiiend it to carriers. In the first pUice 
there is practically no baggage; this is a great 
advantage; the business does not involve expen- 
sive sleeping or dining cars; station expenses are 
light; the traffic is generally of uniform grade for 
particular trains, thus enabling the carrier to 
utilize space to the utmost, and, finally, there no 
expenses for advertising or foreign agencies. 

The trafiic also brings other business and serves 
in many valuable ways to advertise the carrier. 
These are great advantages. On the other hand, 
the traffic is carried at a low rate, while the 
accommodations are of the most expensive char- 
acter as regards right of way and terminal facili- 
ties. Thus, the space occupied in storing a car 
in a city may be worth many thousands of dollars. 
The dangers attending the traffic, if large, are 
considerable, and demand safeguards of the most 
expensive character, block signals, overhead cross- 
ings, gates, flagmen, and kindred appliances. 

The requirements of the suburban service are 
exacting — an alert, attentive and watchful train 
force; a sympathetic and responsive superin- 
tendent; sufficient way trains for unimportant 
places; frequent and rapid through trains where 
business justifies it; above all, a rigid adherence 
to the time tal)le. It is said that the suburban 
trains on the English roads are on an average 
fifteen minutes late. Similar complaint has been 
made in regard to the service of some of the great 
Eastern roads of America. If true, it indicates 



42 PASSEXGER, BAGGAGE, MAIL SERVICE. 

gross laxity of management. Circumstances 
impossible to foresee or provide against may, 
and do, arise to delay trains. But such circum- 
stances are not necessarily numerous. Where 
proper provision is made, trains will be on time; 
where it is not, they will be late. In the subur- 
ban service of railways not one train in a thou- 
sand should be late in arriving or departing. 

The densely populated suburbs about our great 
cities are the result of railway facilities and low 
rates. Upon many railroads the suburban traffic 
is carried on at a loss with the hope of prospect- 
tive profit. Upon a few favored lines this object 
has already been attained, but the enormous 
cost of facilities and the expense of conducting 
this business, including taxes, eat up the revenue 
unless especially great and remunerative. This 
is the basis of the stereotyped claim, so often 
heard in the mouths of zealous railway officials, 
that suburban traffic does not pay. In some 
cases it does; in others it does not. The business 
of one suburban town may be highly profitable; 
that of another unprofitable. Discrimination 
must be exercised in judging and in the accom- 
modations provided. 

Wherever there is not reasonable prospect that 
a suburban traffic will be remunerative, carriers 
should not encourage its growth. Real estate 
men and speculators who desire to locate and 
exploit prospective towns should be frowned upon ; 
the carrier will not be able to afford necessary 
accommodations if the traffic is unproductive, but 



THE i'AssKX(;/:ix' Tii.M-'rrc. 13 

assertions that tlie hiisiiiess does not \)ny will not 
shield him from harsh criticism. 

Wherever a traffic, sii])nrl)an or otherwise, is 
productive, the fact shouhl be frankly acknowl- 
edged. Not to do so is hurtful in many ways. It 
demoralizes a service from top to Iwttom, making 
it ungrateful, inattentive, boorish in manner, and 
inefiicient; it builds up a grudging spirit in 
employes and managers and a hostile clientage. 
In the freight department of a railroad an official 
will hasten with alacrity to fill an order for a car. 
Those in charge of passenger affairs should hasten 
with equal zeal to meet cuiTent wants of a com- 
munity and foster the growth of localities by 
adding such facilities from time to time as cir- 
cumstances require. 

PASSES. 

The American pul)lic view's the issuance of a 
pass with extreme jealousy. No one enjoys a 
favor of this kind, however just, but it excites 
suspicion, perhaps enmity. There are many 
divergent views in regard to the use of passes. 
Those familiar with the subject and most com- 
petent to speak believe that the privilege has 
operated steadily to the advantage of the public 
and the earner. The subject came up for con- 
sideration in the early life of the Interstate Com- 
merce Commission of the United States, a most 
august and efficient body. It said: * "One of the 
minor and meaner phases of this abuse is the 

*Tbml Annual Keport, puge 11. 



44 PASSENGER, BAG GAGE, MAIL SERVICE. 

distinctive preference shown in various ways by 
employes, both in service and civility, to holders 
of passes, as if discrimination by free carnage 
includes discrimination in treatment of passen- 
gers." This ciiticism, while intended to be accu- 
rate, is not altogether so. The fact is, railway 
employes are not on the w^hole kindly disposed to 
those who hold passes. They are imbued with 
the instinct of their calling — the desire to make 
the property profitable. They, therefore, regard 
deadheads as a deterring cause and for that reason 
look upon them unkindly. I think the commis- 
sion was misled through those who were not in 
the habit of using passes but who viewed with 
jealousy and apprehension such as did. However, 
the abuse, if it was an abuse, has been greatly 
ameliorated by recent legislation. This legisla- 
tion, however, has happily still left the carrier 
free to favor those in his employ, w^hich he does 
with no grudging spirit. The exception is kindly 
and wise. It fully meets the approval of the com- 
mission referred to above. "It is obvious for 
many forcible reasons," say the commissioners, 
"that the most amicable relations should exist 
between the railroad companies and their 
employes, and that the latter should feel that the 
companies are disposed in all proper ways to 
manifest an interest in their general welfare. 
The compensation of these employes is low, the 
service exacting and often hazardous, their oppor- 
tunities to give attention to domestic affairs are 
very limited, and, as a rule, they are dependent 



THE PASSENGER TRAFFIC. 45 

almost entirely ou their compensation for the 
support of their families. It is clearly for the 
interest of these employes to reside at points on 
their roads convenient to their business, where 
homesteads can be acquired and costs of rents and 
living expenses are moderate. Such locations 
may often be some distance from points required 
to be frequently reached by members of their 
families, such as schools and markets, and it 
would seem reasonable, and no more than an 
equitable part of their compensation, for the com- 
pany to carry the wives and children of its 
employes free, or at low rates, for fairly necessary 
purposes.'' 

TICKET SCALPERS AND OTHERS WHO PREY UPON 
THE TICKETS OF CARRIERS. 

Every interest, great or small, has its attend- 
ant parasites. One of the parasites that has fas- 
tened itself upon American railways, sapping to 
some extent their vigor, reducing their revenue, 
circumscribing their usefulness and retarding 
their development, is the trader known as the 
ticket scalper. He establishes himself in the cen- 
ters of population and causes it to be known that 
he will buy unused tickets and sell them again to 
travelers at a less rate than they can be bought of 
the carrier. The Interstate Commerce Commis- 
sion very justly comments upon the practice as 
illegitimate and reprehensible and one of the worst 
evils incidental to the operation of railroads.* 

* Fourth Annual Report, page 49. 



46 PASSEXGER, BAGGAdE, MAIL SERVICE. 

It places the gains of these traders in the United 
States at a million dollars annually. This is 
depriving the railroad companies of a con*es- 
ponding amount of net earnings. The opera- 
tions of the ticket scalper, however, are not 
always confined to the purchase and sale of 
tickets. He sometimes alters theii' tenor and 
conditions, when gain is to be secured thereby, 
thus adding forgery to his business. Nor is he in 
every case adverse to buying a pass if he can sell 
it again. In many instances he has been known 
to buy uncanceled tickets of dishonest railway 
employes, thus directly encouraging -rascality. 
Altogether he is an interesting and unique figure 
in trade. For many years he found a fertile field 
for his operations in the practice of carriers of 
making through rates at lower figures than be- 
tween intermediate points.* 

The ticket scalper does not confine himself to 
any particular method. He will buy anything he 
can sell at a profit. If a large gathering is to be 
held at some central point to which the railways 



* " For instance, the price of a ticket from Chicago to Den- 
ver is $28.15, and from Chicago to Pneblo the same, and some of 
the various routes from Chicago to each of these points lead 
through the other. The rate from Chicago to Omaha is $12.75, 
thence to Denver $18.15, and Denver to Pueblo $4.65, total $35.55. 
If three passengers arrange to travel separately for each of these 
parts of a journey on the understanding that the first one is to 
buy the ticket in Chicago through to Pueblo and pass it along 
at Omaha to the next one just as he gets aboard the train, and 
so on, and the three prorate the total cost, each will save some- 
thing over the price of a ticket for his own jjarticular journey," 
— Raihcay Age and Northwestern Railroader, April 29, 1892. 



I 



THE PAssEy(;En traffic. 47 

make reduced rates, he will " at once advertise 
throughout the surrounding region that those 
who are going to that city one way merely should 
buy round-trip tickets as though they were going 
to return, and that for the return coupons of 
those tickets he will give so much. Then he ad- 
vertises in the city where the convention is to be 
held that he will sell tickets to passengers going 
in the opposite direction at a lower price than 
the regular tickets. Both the passengers make 
something, as well as the scalper."* 

The practice of ticket scalping is fruitful of 
wrongdoing. It supplies the dishonest with a 
means of disposing of stolen property and thus 
encourages fraud. It compels carriers to throw 
around their tickets cumbersome safeguards, ex- 
pensive to themselves and inconvenient to the 
public, which might otherwise be avoided. It 
makes the carrier reluctant to grant low through 
i-ates or reduced fares for special occasions except 
under irksome restrictions, thus retarding the 
development of traffic and limiting the facilities 
of the community. And finally its pecuniary 
benefits accrue wholly to an infinitesimal num- 
ber, the amount of these accretions being filched 
from the legitimate profits of carriers, and so 
depriving the community of judiciously invested 
capital to just that extent. 

When it is remembered that a railroad ticket 
is simply a receipt given by the carrier to the 
passenger as evidence of a contract entered into 

• " Kuilway Age aud NortLwesteru Kuikoader." 



48 PASSENGER, BAGGAGE, MAIL SERVICE. 

by the company to carry that particular passen- 
ger from and to a certain place at a certain price 
in consideration of his buying a given amount 
of transportation, and that the law requires the 
company to sell its transportation at published 
prices, the illegality and injustice of ticket scalp- 
ing are markedly apparent. It will be abolished 
in the United States, it is probable, in the course 
of time. Particular states have passed laws look- 
ing to this end, but the suppression of the evil 
requires the enactment of a national statute for- 
bidding the sale of tickets by anyone except the 
carrier, and providing for the redemption of un- 
used tickets.* The scalper "has no necessary, 
useful or legitimate function. He is a self-con- 
stituted middleman. All railroads have accessi- 
ble and convenient offices and agents for the sale 
of tickets. The public can be fully accommodated 
by the regular agencies of the roads without the 
intervention of superfluous and obtrusive middle- 
men."! However, the ticket scalper is not the 
only one in the community who preys upon the 
railroad companies oi' aids others in doing so. 
Man's ingenuity is taxed to the utmost in every 
direction to defraud carriers. The efforts of rail- 
road companies to circumvent such practices 
occasion the community inconvenience and the 
carrier a great deal of expense. Preventive efforts 

* Siicli a law is in force in Canada, witli tlie result that there 
is not a single scalping office in the Dominion. 

f Fourth Annual Keport, Interstate Commerce Commission, 
page 50. 



THE PASSENGER TRAFFIC. 49 

have been only partially successful. It is a never- 
ending struggle between the carrier and the per- 
son who would rob him of the legitimate fruits of 
his calling. It is like the struggle between the 
law and the law-breaker. "Up to this date all 
the efforts to prepare a form of railway ticket 
which cannot be altered and misused have failed. 
'Safety paper' and 'indelible ink' have proved 
useless. Punch marks, used to indicate dates of 
limitation, have been filled up and new^ ones 
made wdth a success w^hich almost defies detec- 
tion. Written and printed 'destinations' to short- 
haul points have been changed to long-haul 
points with a skill that evades the scrutiny of 
the most careful and experienced train conduct- 
ors, and all of this is done at the expense of rail- 
way revenue."* 

TICKET COMMISSIONS. 

A practice peculiar to American companies is 
that of paying commissions to agents of other 
lines on tickets sold by such agents over the line 
of the company making the payment. The 
practice is not as general as formerly, nor is 
it uniform. It was prompted in the first instance 
by the desire of a particular carrier to obtain and 
retain the interest of ticket sellers employed by 
other carriers, and thus br.ild up his traffic and 
break down that of his competitors. So long as 
only he paid commissions, it was doubtless an 

♦Extract from paper by George H. Heafforcl, read at the 
World s Railway Commerce Congress, Chicago, 1893. 
4- Vol. 5 



50 PASSENGER, BAGGAGE, MAIL ShKVlCE. 



4> 



advantage to him. But the moment his com- 
petitors also commenced to pay commissions, 
the advantage was lost. The practice is vexa- 
tious, some lines favoring and others disfavoring 
it. One side claims that the paj^ment of com- 
missions is a fair compensation for services ren- 
dered and offers inducements to ticket sellers to 
familiarize themselves with routes and facilities; 
the other side asserts that the expenditure is 
needless, and that indirectly the margin allowed 
for commission may be and is frequently used to 
reduce rates. The practice, it is apparent, would 
long since have died out had it not offered advan- 
tages to particular interests. How great these 
advantages are or how their possessors will be 
compensated in other directions, if at all, for their 
relinquishment, it is impossible now to tell. 



CHAPTER II. 

THE BAGGAGE OF PASSENGERS — METHODS OF HAND- 
LING SAME. 

[Note. — This ohaptoi* formed the subject of a paper by the 
author t)f this book, read before the World's lluihvay Commerce 
Congress at Chicago, June 9, 1893. The questions relating to 
baggage, express and mail traffic are treated of in the books 
devoted to those particular sul)jects. However, as this chapter 
was written apart and treats of the matter more particularly 
from the standpoint of passengers, it finds an appropriate place 
here.] 

The baggage traffic of railways is an important 
adjunct to their business. It has not, however, 
appealed so strongly to carriers as other classes 
of traffic, because not directly a revenue pro- 
ducing agent. This latter circumstance does not 
arise from any lack of inherent value of the ser- 
vice performed, but from the fact that the traffic 
is accessory merely. The rate charged for the 
passage ticket of the traveler covers, incidentally, 
his luggage, so that the latter does not seem to 
produce any revenue at all. It is thus lost sight 
of in the returns and forgotten. The enormous 
importance of the baggage traffic to travelers, 
however, has compelled railroads to adopt com- 
prehensive and far-reaching methods for handling 
it. It is not a matter in which they may consult 
their own convenience, nor have they sought 

151) 



52 PASSENGER, BAGGAGE, MAIL SERVICE. 

to do SO. Their methods generally are in har- 
mony with the extent and profitableness of the 
passenger business, of which it is a part. 

Travelers may reasonably expect carriers to 
adopt a system of handling baggage which will 
subject their patrons to the minimum expense 
and trouble. This involves among other things 
the attainment of the following ends: 

First — That passengers shall be inconvenienced 
or delayed as little as possible in receiving, check- 
ing (billing) and re-delivering their baggage. 

Second — That, so far as the nature of the route 
and the extent of the traffic warrant, all baggage 
shall be checked through from the point where a 
passenger purchases his ticket to his destination, 
and that at all junctions and transfer points it 
shall be attended to by the carrier without the 
intervention of the passenger. 

Third — That baggage shall go forth upon the 
same train as the passenger and" both reach their 
destination simultaneously. 

Fourth — That the passenger shall, when he 
delivers his luggage to the carrier, be given a 
receipt or token, upon presentation of which the 
luggage will be delivered at destination without 
the personal intervention of the passenger. 

Fifth — That the baggage shall be carefully and 
intelligently guarded and its good condition 
maintained while en route, and that, in the event 
it goes astray, the appliances of the carrier shall 
be such as to insure its prompt recovery and 
transmission to the owner. 



THE BAGGAGE TRAFFIC. 63 

Sixth— That the carrier shall be responsible for 
any loss or damage the l)a<rga*j:e may sustain while 
in his possession, caused by his negligence, and 
that all just claims shall be promptly adjusted. 

Seventh — That from the moment the baggage 
passes into the hands of the carrier to the time of 
its aiTival at destination, the passenger shall be 
relieved from all anxiety concerning it. 

The foregoing requirements are, in the main, 
fairly complied with by carriers generally the 
world over. The dissimilarity of conditions that 
prevails in different countries, and, in many cases, 
lack of knowledge of wdiat is best, prevent facil- 
ities being uniformly excellent. Comparisons 
show, how^ever, that no particular country excels 
in every detail. While one country may be pre- 
eminent in one particular, it will fall short in 
another. 

CHECKING SYSTEMS AND DELIVERY. 

Stated briefly, the system in vogue in the 
United States for checking (billing) baggage is as 
follows: The railw^ay companies provide, in 
duplicate, small brass plates, tags or labels, called 
"checks," stamped with distinctive numbers. 
One check is fastened by a leathern strap to the 
baggage and the duplicate given to the passenger. 
The duplicate is the carrier's receipt for the prop- 
erty. Upon reaching his destination, the traveler 
surrenders his check and receives his baggage. 
The means the can-ier employs for marking the 
baggage with its destination are as follows: To 



54 PASSENGER, BAGGAGE, MAIL SERVICE. 

each station on the line of a raih'oad a distinctive 
number is given. Thus, its Chicago passenger 
station will, v^e will say, be No. 1. When bag- 
gage is received for transmission to that city, 
a small pasteboard tag or label, marked with the 
number 1, is slipped on the strap that holds the 
check. This method, of course, ap^plies only to 
business beginning and ending on a company's 
own lines, called " local " business. Other meth- 
ods are adopted for baggage passing over two or 
more roads, which is called "interline" or 
" through " business ; these we shall notice later. 
Stations are kept supplied with local checks in 
the following manner: To each a certain num- 
ber of checks is allotted, say, for example, checks 
numbering from 150 to 850. These are charged 
to the agent by the proper official (called the 
" general baggage agent ") at headquarters, who 
keeps a minute of each check so supplied. As 
fast as the checks are taken up at other stations, 
they are sent to the general baggage agent and 
by him fonvarded to the station to which they 
belong, to be used again. This process is forever 
being repeated. Under this plan, officials in 
charge have but to know the number of a check 
attached to a piece of baggage to be able to tell 
the place from which it was checked, also the 
date and train ; they refer to their records to 
ascertain the station at which the check was 
issued, and from the returns rendered ascertain 
when and for what train it was used. This 
information is of great value in tracing lost 



THE BAaOAGE TRAFFIC. 55 

baggage and locating damages sustained by prop- 
erty while in the company's possession. 

[n checking interline business, tiie details are 
somewhat different. To illustrate: We will sup- 
pose that the agent at Boston desires to check a 
package over certain lines to San Francisco. To 
do tliis he uses a metal check, such as described, 
on one side of which is stamped Boston to San 
Francisco, the initials of the lines over which the 
baggage is to pass, and the number of the check. 
The reverse side of the check reads San Francisco 
to Boston, and the same initials and number. 
When the agent at San Francisco receives this 
check he retains it until occasion for its use in 
sending baggage to Boston arises. These are 
known as " reversible " checks, and are supplied 
only to stations at which interline tickets are 
sold. To provide for those cases to which the 
reversible check is not applicable, a device 
known as the "shell" check has come into use. 
This gives promise of displacing the reversible 
check and becoming the general method of 
checking all interline baggage. The "shell" 
consists of a piece of metal with its edges so 
l)ent as to hold a card. It is attached to a strap 
and has impressed upon it the name of the com- 
pany to which it belongs, and a distinctive num- 
ber for identihcation. The card checks used in 
conjunction with it are also numbered distinc- 
tively; they show the point of departure, route 
and destination of the baggage, and are made in 
duplicate, one being inserted in the shell and the 



56 PASSENGER, BAGGAGE, MAIL SERVICE. 

other given to the passenger. When the shell is 
detached from the baggage at its destination, it is 
sent to the official of the company that owns it, 
who forwards it to the station to which it is as- 
signed, in the same manner as ordinary checks 
described above. 

The foregoing methods of checking baggage 
originated in North America and are in the 
main confined to it. In other countries different 
systems are in vogue. 

In England no receipt, or token, is usually 
given the passenger in exchange for his luggage. 
The railways simply paste upon the package a 
label, which has printed upon it the name of the 
station to which it is destined. Arrived at his 
journey's end, the traveler points out his prop- 
erty and it is delivered to him. The practice of 
billing baggage through over connecting lines is 
not generally prevalent there, the passenger him- 
self attending to the transfer. To Americans 
this plan seems primitive and to possess no 
favorable feature except its simplicity. Never- 
theless, there is no local outcry against it, and we 
are assured that instances of fraud upon railway 
companies (which would seem to be so easy of 
perpetration ) are very rare. 

On the continent of Europe the custom is for 
the carrier to give the passenger a receipt for his 
baggage. The receipt is numbered and specifies 
the weight of the baggage. A way bill numbered 
correspondingly to the receipt, and indicating 
the destination of the baggage, is pasted on the 



THE BAGGAGE TRAFFIC. 57 

package. Another paper corresponding to the 
two mentioned is retained as a record by the 
agent who forwards tlie Ijaggage. The presenta- 
tion of the receipt is accepted as evidence of 
ownership and authority for delivery of the l)ag- 
gage. The phm is simple and ingenious. 

The criticism upon the European method of 
handling baggage is the requirement that all 
baggage, no matter how light or trifling, shall be 
weighed. This, it is claimed, is unnecessarily 
cumbersome and tedious. It is difficult for us to 
understand why, when a piece of baggage is pal- 
pably under the weight prescribed for free allow- 
ance, it need be weighed. 

The method adopted on the continent of 
Europe for billing baggage is superior in many 
respects to that in vogue in the United States, if 
we eliminate therefrom the vexatious practice of 
weighing every package presented for carriage, 
which need only be done, it is ap[)arent, w^hen it 
manifestly exceeds the free allowance. The 
blanks used in billing in Europe can be kept 
securely with less trouble and expense than the 
metal checks we use. They are less likely to be 
lost or stolen. They can be made more difficult 
to counterfeit. They cost less originally. They 
involve less labor in accounting. They cannot 
so easily be attached to or detached from pack- 
ages by unauthorized persons. Finally, they are 
simpler in many other ways. Our metal checks 
can be easily detached from their leathern tliongs 
by the evil-disposed, and other checks of which 



58 PASSJ^NGER, BAltUAgE, 31 AIL SERVICE. 

they have duplicates substituted therefor; the 
metal check is easily counterfeited by the crudest 
machinist; it is cumbersome and not comparable 
to a diminutive, clean and neatly engraved slip 
of paper which the traveler may carry in his 
purse. 

Under the paper check system it is possible 
to so simplify the work that all the forwarding 
agent has to do is to insert in the blanks the 
number of the station to which the baggage is 
destined. On the other hand, the metal check is 
imperishable. But this merit is offset by the 
objections named and by the fact that it is costly 
in the first instance, while its redistribution and 
the accounting it necessitates involve consider- 
able expense. 

Under the metal check system a serious cause 
of loss and annoyance is the " mismatching " of 
checks, by which is meant the attachment of a 
check bearing a certain number to a package and 
the giving of a check bearing a different number 
to the passenger. This mismatching is usually 
brought about by mistakes in arranging and 
assorting the checks for distribution and use. 
Under the paper check system, hundreds or even 
thousands of them may be bound together in 
book form, each bill or check and its correlative 
forms being numbered consecutively by the 
printer. In this way no two sets of blanks could 
ever by any possible means bear the same num- 
ber, so that the danger of mismatching would 
not exist. 



THE BAGOAUE TRAFFIC. 59 

CLAIMS FOR DAMAGES — LIMITATION OF LIABILITY. 

Under the laws of all hi^'hly civilized coun- 
tries the carrier is held to be an insurer of the 
baggage he tmnsports, so far as losses or damages 
occur through his neglect or carelessness. To 
this extent carriers are liable pecuniarily for the 
safe transmission of such property. 

In addition to the dangers from accident and 
wreck that must always menace liaggage, the 
caiTier h.as to contend with conditions thrust 
upon him by his patrons. Thus, many packages 
delivered to him are unreasonably bulky or 
heavy, insecurely fastened, or too frail to with- 
stand the ordinary usages of travel. In the 
operations of business a single porter is generally 
called upon to handle articles, hence if the pack- 
age be unwieldy or unduly weighty it must of 
necessity receive rougher usage than w^ould other- 
wise occur. Moreover, the traffic must from its 
nature be handled hastily. There is no time 
for deliberation ; for the studying of processes. 
Another danger that menaces baggage, for which 
the carrier is responsible, is the venality and 
carelessness of employes and others having ac- 
cess to it. 

These and other dangers that menace the lug- 
gage traffic necessitate the establishment by car- 
riers of comprehensive methods for protecting 
such property, for discovering it when missing 
and for making prompt reparation to the owner 
in the event of loss or damage. The practice in 



60 PASSENGER, BAGGAGE, MAIL SERVICE. 

the United States when baggage is missing is to 
send a description of it to each station where it 
may have inadvertently been can-ied, with in- 
structions to agents to make careful search for 
the lost article. If this search is thorough, it 
results in the discovery of the property, unless 
it has been destroyed or removed from the com- 
pany's premises. Agents are also required to 
report periodically to the carrier all property at 
their stations not called for, or for which they 
have no bill; also all property claimed but not on 
hand, and which, therefore, has presumably been 
lost or delivered at a wrong station; all property 
that has been damaged in transit, and so on. 
Examination and comparison of returns of this 
nature facilitate the discoveiy of missing articles 
and the elucidation of the facts relating to those 
lost or damaged. 

In the conduct of the baggage traffic, many 
articles remain in the possession of the carrier 
not claimed by their owners, but, as a rule, 
they have little value. They usually consist of 
cheap articles of clothing which owners will not 
put themselves to inconvenience to reclaim, such 
as umbrellas, canes, wraps, books, periodicals, 
etc. The law generally requires that unclaimed 
property shall be held by the carrier for a certain 
length of time, and in some cases advertised, 
after which it may be sold by the company. 

The limitation of the carrier's pecuniary lia- 
bility for baggage lost or damaged varies in dif- 
ferent countries, but in none is the carrier 



THE BAGGAGE TRAFFIC. 61 

responsible for property carried as baggage which 
is not properly such. 

In England the responsibility of the carrier is 
limited to fifty dollars by law for such articles as 
jewelry, silks, laces and fui-s. In France he is 
liable for such jewelry and moneys as passengers 
may have in their possession, required by the 
wants of the journey. In Italy and Austria, if 
the value of the baggage is not expressly stated 
when delivered to the carrier, the passenger can 
only claim compensation for its loss or damage 
at a specified rate per pound; but the carrier is 
compelled to insure the baggage if requested, 
upon being paid a fee therefor. In Spain there 
is no limit to the carrier's lialnlity, but if a pas- 
senger whose baggage contains jewelry, precious 
stones, bank notes, moneys and securities, does 
not exhibit them and state their value, the car- 
rier is not responsible for their theft or loss. In 
the United States the responsibility of the rail- 
roads for baggage is practically unlimited; nor 
have they the powder to limit their liability except 
by formal and specific contract wdth the owner 
of the property. If, however, the passenger de- 
ceives the carrier as to the value of his baggage, 
the latter's responsibility as an insurer is dis- 
charged; but it should be noted in this connec- 
tion that unless the carrier enquires as to the 
value of the property and the passenger fails to 
disclose it, this is no fraud upon the carrier and 
his responsibility remains. Thus, a lady has been 
awarded seventy-five thousand dollars by courts 



62 PASSENGER, BAGGAGE, MAIL SERVICE. 

for laces and jewels, claimed by her to have been 
lost while in the hands of the earner. 

RESTEICTIOXS OF QUANTITY. 

The quantity of baggage a jDassenger may have 
carried without extra payment varies in different 
countries. On the continent of Europe it aver- 
ages about fifty-six pounds; in England the first 
class passenger is allowed one hundred and 
twenty pounds; in the United States it is generally 
one hundred and fifty pounds. For baggage over 
and above this, the passenger is called upon to 
pay a sum in addition to his passage money. The 
rate varies according to circumstances, not only 
in different countries but in different parts of the 
same country. 

There has been in the past much difficulty 
experienced in the United States in the collection 
of charges for excess baggage, i. e., baggage in 
excess of the amount that may be carried without 
extra charge. This has arisen principally from 
the attempt to compel payment at the starting 
point. The time available for weighing and bill- 
ing articles and collecting therefor has, in con- 
sequence of the haste of passengers, been found 
inadequate for the thorough performance of the 
duty. Hence more or less of the revenue that 
ought to have accrued to earners for services 
rendered in this direction has been lost. With 
time and increased experience, the methods of 
earners have become more elastic and a remedy 
for the defect has been found in the adoption of a 



THE liAOGAOK TRAFFIC. 68 

rule tliat permits oj- (Miforces collectior at the 
place to w iiich the hagga^'e is destined. Excess 
haggage upon which the charges are not prepaid 
is marked "C. 0. D." (collect on delivery). This 
sign is the mandate to the receiving agent to 
make the collection. 

As the business of the l)aggage department 
grows, methods for collecting the earnings from 
excess baggage must l)e such as to permit of all 
this revenue being garnered. This cannot be 
done if the charges must be paid arbitrarily at 
one end of the route. The arrangements for col- 
lection must be as flexible as in the case of freight 
ti-affic. It may be desirable to have charges pre- 
paid, but whenever property in possession of the 
carrier exceeds the value of the charge he makes, 
he cannot refuse to allow such charge to follow 
the goods to the point of delivery. 

NEEDS OF THE BAGGAGE SERVICE. 

In the handling of l)aggage, as in all other 
matters connected with transportation interests, 
the revenue that accrues therefrom should de- 
termine the nature and extent of the facilities 
afforded. It does not matter that this revenue 
is indirect; that it is embraced in the passenger's 
ticket; it is none the less real on that account. 
As to the justness of such an arrangement, men 
will differ as their interests appear. As a matter 
of fact, however, there is no equity in charging a 
passenger who has no baggage the same rate as 
one that has. The custom is, however, lirmly 



64 PASSENGER, BAGGAGE, MAIL SERVICE. 

established and will, it is probable, never be 
changed, or if changed the process will be slow. 
In this connection it must be remembered that 
not only is the carrier put to expense in provid- 
ing facilities and men for handling the baggage 
at the point of departure, en route and at desti- 
nation, but he is also compelled to insure the 
property; so that the outlay is under the most 
favorable circumstances very great. 

The merging of the earnings for the transpor- 
tation of luggage with those for the transporta- 
tion of passengers works unfortunately for the 
baggage department. This department, in conse- 
quence of this arrangement, does not receive the 
encouragement that it would if the results of its 
efforts were apparent from day to day, as they are 
in other departments of the service. There can 
be no doubt that the force engaged in this branch 
would be stimulated by such an expression of use- 
fulness. Men of the highest ability in its service 
would be greatly multiplied and appliances of 
the most comprehensive order would be em- 
ployed to add to the usefulness and earnings 
capacity of the department; its wants would be 
studied with exhaustive particularity, as they are 
in the case of the passenger and the freight busi- 
ness, with a view to stimulate its growth. 

The baggage of railroads exceeds, generally, 
their express traffic. It is also of much greater 
value relatively. Yet, in its handling only a 
few officials are employed, while in the conduct 
of an equal amount of express business many 



I 



I 



THEIiAGOAGE TRAFFIC. gg 

supervising managers of the highest business 
capacity known are engaged and paid sahiries 
commensurate therewith. 

Carriers, as well as those in charge of the bag- 
gage department of railways, would be stimu- 
lated directly and indirectly by a better under- 
standing of the earnings capacity of the baggage 
traffic. Upon the profitableness or otherwise of 
the baggage traffic measurably depends the facili- 
ties to be accorded. 

As to how the earnings of the baggage depart- 
ment may be ascertained, men will differ. A safe 
division as between passenger and baggage would 
accord to each a proportion based on the relation 
that the cost of each bears to the w hole. As the 
two kinds of service are inseparable, it is not too 
much to say that their earnings capacity is rela- 
tive. 



O VOA. t» 



CHAPTER III. 

PASSAGE TICKETS AND THEIR ORIGIN. 

In improving and cheapening means of travel, 
other conditions have been precipitated; collateral 
incidents; details of business. 

The transportation of people precipitates a 
multitude of attendant duties and responsibili- 
ties; among them the duty of providing for the 
safety, comfort and convenience of those trans- 
ported, and the maintenance and efficient man- 
agement of the property involved. 

This last embodies all the concomitants of busi- 
ness, including the proper development of the 
earnings power of a property and the due guard- 
ianship of what is earned. The last named duty, 
coupled with the mechanica,l one of handling the 
business, has given rise in railway practice to 
innumerable observances and devices intended to 
facilitate affairs and lessen cost. One of the 
simplest of these, yet withal the most effective 
and wddely known, is the device we call a passage 
ticket. It has all the efficacy of an elaborate 
contract. It is at once an order and an acknowl- 
edgement; a means of travel and an assurance of 
safety. 

Over the use of this simple device the carrier 
finds it necessary to watch Avith unflagging 



PASSAGE TICKETS AXD TIlElli <)liIi;lX. 67 

interest; to trace it from tlie time it leaves the 
l)rintcr's htiiids until it is finally taken up by 
the conductor and examined at headquarters. It 
is not a new idea. The material of which it is 
made and the manner of manufacturing may be 
new, but the idea itself is probably as old as the 
world. In early times it was made of clay or 
papyrus instead of paper; that is all the differ- 
ence. That the traveler who patronized the rude 
conveyances of Accad, or took ship from Mem- 
l)his, was required to provide himself with a 
ticket, just as he is to-day, it is only reasonable 
to suppose. The instinct of thrift would have 
suggested this safeguard, if nothing else had. 
The tickets were wi-itten in cuneiform characters 
or hieroglyphics, instead of letters, and when 
taken up were redistributed over and over again, 
just as railway tickets were when first intro- 
duced. 

Indeed, the first tickets railways used were 
quite as primitive in their way, it is probable, as 
those of the ancients. Since 1S40, however, prog- 
ress has been varied and rapid. The necessity of 
the situation has stimulated the understanding of 
men. So that in place of one form of ticket, of 
rude construction, we have many, each adapted 
with nice precision to its particular use. This is 
a fine illustration of man's capacity; of his ability 
to grow when occasion demands. But because of 
the technical nature of the work, his efforts have 
hardly been noticed or recognized. It is because 
the lield is esteemed that of the scribe or clerk. 



68 PASSEXGER, BAGGAGE, MAIL SERVICE. 

This was true before the growth of corporations. 
But it is not true to-day, and will be less true 
to-morrow. 

Corporate accounting has become as much a 
study as astronomy, law, medicine, metaphysics. 
It is as much a necessity as common honesty in 
public servants. The field it opens is as bound- 
less as the instincts, passions and cravings of 
men. Indeed, it takes cognizance of all these 
traits and, in a measure, helps to regulate and 
control them. That is one of its principal func- 
tions. The accompanying volume treats inci- 
dentally and particularly of one of the minor 
branches of corporate accounting — that relating 
to the passenger traffic of railroads. Its purpose 
is to see that what is earned reaches the treasury 
of the owner promptly, safely and fully. 

In the operation of a railroad, every person who 
handles freight, sells a ticket, or moves a train, 
weaves a thread in a vast network or web. This 
web, with its intricacies of detail, its vast rami- 
fications, its customs, traditions and enactments, 
is the operating department — the great physical 
machine by which business is carried on. It is to 
a railroad what the artillery, cavalry and infantry 
are to an army; it is its fiber, bone, brain and 
muscle — the directing and propelling force. It is 
made up of every extreme — of men of the high- 
est aspirations and the lowest; of the truthful 
and the untruthful; of those who are faithful, of 
those who are not; of men of great ability, of 
men of mediocre attainments; of men of energy, 



i 



PASSAGE TICKETS AXD TllEHi OHKilX. 69 

of those who are slotlifnl; of wise men aiul of 
fools; of men who are experienced and those who 
are not. Tlie acconnting department is the clear- 
ing liouse in which the results of these men's 
actions are determined; here are the scales iu 
which they are weighed. 

From the standpoint of the proprietor, a cor- 
poration is a pure democracy, in which all em- 
ployes (including officers) alike serve a common 
interest. But in order to enforce the principle the 
responsibility of each must be enforced. This 
necessitates knowledge of their acts; accurate 
and intelligent accounting. This latter is vital. 
The results it discloses concern the reputations 
of individuals and the fortunes of men; the 
reputation of the servant and the fortune of the 
owner. 

The method of the accountant must be adapt- 
able to its needs. It must take account of every 
dollar earned; of every dollar expended; of all 
the collateral acts incident thereto; must afford 
not only a true account of moneys handled, but 
of the acts of those concerned directly and 
indirectly. 

The accounting officer of a railroad creates 
nothing except the appliances he uses. But 
with the growth of great corporations and the 
necessity of employing vast armies of men 
engaged in manipulating values and in handling 
material and money belonging to others, the 
office has greatly changed. The vastness of the 
interests involved has revolutionized its duties 



70 PASSEXGER, BAGGAGE, MAIL SERVICE. 

and respousibilities. Formerly the accountant 
was a clerk. He has become a prime factor. 

Corporate life cannot be maintained without 
an adequate S3'stem of accounting; responsibility 
cannot otherwise be attained or enforced. It is 
the natural medium between owner and servant; 
the lens through which the former sees his prop- 
erty; the channel through w^hich the latter makes 
clear his faithfulness. If wisely administered, its 
influence reaches every nook and corner of the 
service, stimulating the worthy and admonishing 
the unworthy. If feebly or unwisely adminis- 
tered, it quickly becomes a cover for incompe- 
tency and a cloak for improper practices. This 
fact owners recognize and act upon more and 
more every day. 

Railway practice may be summed up in a word. 
It is the duty of the operating department to 
take care of the business, to provide therefor; 
of the traflBc department to make rates, to attend 
to the procurement of business; of the account- 
ing department to look after the receipts and 
expenditures, and to make full and true returns 
thereof. 



CHAPTER IV. 

EVOLUTION OF PASSAGE TICKETS. 

The forms used in corporate accounting are as 
important as any of the physical forces by wliich 
business is carried on. Those who build an engine 
expend all the skill they possess in its construc- 
tion. They learn something new from each 
machine; learn to avoid former mistakes, to dis- 
cover new and better methods. All progress is 
due to such efforts. This is the secret of im- 
provement in our means of conveyance; to it 
we are indebted for the increased smoothness, 
safety and dural)ility of our roadbeds; for the 
improved cars we ride in. This spirit animates 
all who work for railroads. We discover it in the 
signal service, in the more expeditious movement 
of trains, in the increased facilities at stations 
and in the greater security we enjoy. 

This spirit finds marked expression in the 
accounting department of railways, and is not 
the less valuable because unknown and lacking 
in general interest to the public. 

There is nothing that interests the world less 
than the duties of accountants; their forms, 
methods, habits and idiosyncrasies. The subject 
is dreary, redolent of vaults and the mold of 

(71) 



72 PASSENGER, BAGGAGE, MAIL SERVICE. 

crumbling ledgers. Who was ever able to ap- 
proach the subject of accounts withont a shudder? 
Yet no one can understand them unless he bends 
all his energies and understanding to their eluci- 
dation. The surfeit of drudgery is a necessity. 
Singularly enough, the duties of accountants are, 
oftentimes, not more to their taste than to that 
of other mortals. But the gloom and despond- 
ency with which they oftentimes approach their 
subject lends to its perusal afterward a horrible 
fascination, like the story of the Ancient Mari- 
ner. 

Men who are familiar only with the accounts 
of merchants and bankers can have little appre- 
ciation of the accounts of a railroad. The latter 
are as varied, prolix, intricate and exhaustive as 
the accounts of the former are simple and easily 
understood. 

The appliances of accounts used by the mer- 
chant may be numbered upon our fingers; those 
of the railroad run into the thousands. They 
wind in and out, each distinct, yet part of the 
whole, supporting and assisting each other like 
the complex parts of a great machine. Every 
form serves a particular purpose, while the aggre- 
gate indicates the measure of intelligence and 
experience of the builder. 

An accounting officer should be something of 
an artist. Those having charge of the accounts 
of railroads must have the power to produce 
effects, to utilize space, to curtail labor, to attain 
precision. They must possess the element of 



EVOLUTION OF PASf^AOE TICKETS. 73 

adaptation, the application of means to ends, 
natural adjustment. No matter how actively 
they pursue their duties, they will never be able 
to say they have mastered all possibilities; that 
they have nothing further to learn. 

In corporate life the utility of the accounting 
officer is only partly based upon his experience 
and talent. He is the creature of those about 
him, and in order to accomplish anything must 
possess the tact and skill necessary to win their 
support. His duties require that he should blend 
the art of the courtier with the plodding industry 
of a blacksmith. He is too often only a blind 
egotist, pushing forward without discretion or 
tact, only to meet rebuff, cruel and disheartening. 
And this, instead of consolidating his purpose 
and intensifying his ardor, too often destroys his 
enthusiasm, sours his temper and lessens his 
interest. The field occupied by the railroad 
accountant requires that he should be something 
more than a puppet; something more than a 
clerk. This is now generally recognized and 
acted upon. 

Men identified with corporations as a rule try 
to accomplish too much. They too often seek 
to familiarize themselves with the duties of an 
empire when they should be content with a town- 
ship. They interest themselves in a multiplicity 
of things without attaining proficiency in any. 
They seek to impress the world with their versa- 
tility, their fecundity, when they only impress it 
with their ambition and vanity. 



74 PASSENGER, BAGGAGE, MAIL SERVICE. 

The accounting officer of a railroad, when he 
enters upon his duties, should dismiss from his 
mind all desire or hope of preferment in any 
other field. By confining himself to this one he 
may hope to achieve success; may hope to 
accomplish something creditable, and that is 
the greatest blessing he can confer upon man- 
kind, the greatest heritage he can leave.* 

The limited income of railroads and the vol- 
ume of their clerical work suggest the adoption 
of every possible device by which labor can be 
saved. This is the secret of the innumerable 
forms they use. In each an effort is observed to 
reduce cost; to afford the information required at 
the minimum expense. The printed time tables, 
classifications, tariffs, contracts and devices of 
the accountant are illustrations of this. 

The forms used in ticketing passengers evince 
the skill and ingenuity of those in charge of 
such matters; nothing could more admirably an- 
swer a given purpose. They are so ingeniously 
arranged and so terse and clear as to need neither 
explanation nor instructor. They are probably 
as fine an illustration as we have of man's ability 
to meet successfully every emergency, no matter 
how varied its requirements. The progress made 
in the manufacture of iron and steel, and in the 
construction of engines and cars, finds its counter- 



* Tlie reader will find an accoimt of tlie accounting of&cer 
and his duties in tlie book, " Kailway Organization." The 
question of accounts also comes up prominently in many other 
volumes. It is a very important subject to corporations. 



EVOLUTIOX OF PASSAiiK TICKETS. 75 

part in the manufacture of tickets and tlio ap- 
pliances used in the trallic of railroads. Tlie 
ticket esteemed perfect to-day will be discarded 
to-morrow to meet some new want, to answer 
some new discovery by which receipts n\ay l)e 
made more secure, expense reduced, or conven- 
ience heightened. And in this field, where the 
public is so greatly concerned, the introduction 
of an improvement should be coincident wdth its 
discovery. 

There is no other form used in connection with 
the affairs of railroads, it is probable, that corre- 
sponds in importance with the passage ticket. So 
far as the carrier is concerned, it bears the same 
relation to his affairs that the freight way bill 
does. Both are alike vital, alike necessary to 
him. But while the public is interested in 
everything concerning the ticket, it neither 
knows nor concerns itself about any other form 
of the accountant. 

The ticket accounts of carriers are much easier 
to understand than those relating to freight. The 
passenger buys his ticket and pays his money 
therefor. This simplifies matters very much 
from the standpoint of the accountant. He 
neither knows nor cares w'ho buys the ticket. 
But in ha7\dling freight he must examine and 
receipt for the property; must exact a shipping 
bill recounting the name and address of the 
consignee; must give a receipt for the property, 
perhaps a bill of lading; must define therein 
his responsibility. When the goods reach their 



76 PASSENGER, BAGGAGE, MAIL SERVICE. 

destination he must hunt up the consignee; must 
secure his acknowledgment; must collect the 
charges, whatever they may be. This frequently 
requires days and weeks, sometimes months. 
The details fill a volume.* All this trouble is 
happily avoided in the case of tickets. The pas- 
senger does not need to be inspected. He loads 
and unloads himself. If he grumbles en route, 
or tears his coat, or staves in the top of his hat, 
the claim agent is not concerned. 

The same ingenuity that has been displayed in 
providing tickets adapted to every want has also 
been exhibited by those who print them ; by the 
manufacturer, in inventing machinery that will 
produce them in unlimited quantities, cheaply, 
quickly and accurately. Some of the greatest 
printing houses of the world are thus engaged. 
The appliances they use are unique and exhaust- 
ive. Those who manipulate them constitute a 
world in themselves, unknown and unsuspected 
by the general public. 

The forms used in ticketing passengers in the 
early history of railroads were, as already stated, 
very imperfect and crude, and subjected the 
traveler to many inconveniences. Thus, in pass- 
ing from one road to another, he was compelled 
to purchase a ticket and recheck his baggage at 
the junction of each road over which he passed.f 

* See book "Freight Business and Affairs." 

f One time an ordinary Avay bill, very similar to that used in 
billing freight, was used in ticketing passengers. I have a 
copy of such a bill. It is dated December 26, 1834. It contains 



I 



EVOLUTION OF PASSAGE TICKETS. 77 

At first many of tlio tickots in use were printed 
at the pliice wliere sold. They were not dated or 
numbered. Afterward it was thought best for 
the earner to print the tickets, but it was not 
until railways had l)een in operation many years 
that the small card ticket now so generally in 
use for local passengers was introduced, with its 
attendant dating stamp. Finally, the idea of 
numbering the tickets consecutively was sug- 
gested. All these changes were great strides in 
the direction of convenience and authentic 
accounting. Previously, tickets sent to head- 
quarters by conductors were assorted, audited 
and returned to agents to be sold a second time. 
This i)rocess went on until the tickets were so 
soiled and worn as to be no longer legible. 

One of the devices of early days was to print 
passage tickets for different months in different 
colors. Those who traveled forty years ago will 
remember the orange, red, blue and green tickets 
then in vogue. It was an inspiration of the 
accountant to economize work and facilitate 
results. 

The case used for storing tickets at stations is 
of comparatively recent date. At first tickets 
were kept in pigeon holes and drawers, or in the 
pockets of agents. Afterward, as the practice 
grew of printing the destination on the ticket, 
little compartments were provided for storing the 

a column for passengers' names, the number of seats they 
occupitKl, wliere from, when! to, the amount they paid, and by 
whom the iiionev was rcci-ived. 



78 PASSENGER, BAGGAGE, MAIL SERVICE. 

tickets so that they could be conveniently reached 
and sold in consecutive order. This was another 
great advance, especially in the opportunity it 
afforded the accountant to audit sales. 

Great progress has also been made in the 
devices used for interline tickets — the peculiar 
forms used in ticketing passengers to points on 
other roads. These forms were at first exceed- 
ingly crude, but because of the intelligent and 
continued effort of those interested they to-day 
vie with the most complete pieces of machinery 
in the world. The commercial traveler's ticket, 
commonly called the "mileage ticket," is the 
result of many years of study and experiment, 
until, compared with its prototype, it is perfect. 
But this device, like every other form, is destined, 
without doubt, to suffer still further changes, 
until in time, through the combined genius and 
industry of innumerable men, it will become 
practically perfect. Another want that has in- 
vited much attention, but without corresponding 
response, is a device for ticketing local passengers 
to stations to which printed tickets are not pro- 
vided. Nothing, it may be said in conclusion, is 
determined finally in regard to the passage 
tickets of carriers; each year sees some better- 
ment, or some new form introduced. The kind 
and number of tickets in use by particular roads 
will depend always on the extent and nature of 
their traffic. This will never be the same on any 
two roads. 



I 



CHAPTER V. 

PASSAGE TICKETS — SYSTEMIZATION, SAFEGUARDS AND 

FISCAL METHODS. 

No man or class of men can laj^ claim to all the 
improvements that have been made in the forms 
of tickets. Generally speaking, however, the 
credit belongs to the general ticket agents. Their 
office has been co-existent with the operation of 
railroads, and their efforts to perfect the appli- 
ances used in ticketing passengers have been con- 
stant, intelligent and thorough. 

To the early and systematic organization of the 
general ticket agents' association in America the 
public and the railroads are more indebted than 
is commonly known. Under its scrutiny all the 
phases of transportation that affect the comfort 
and convenience of passengers and the growth 
and protection of the interests of the carrier have 
been looked after. To the early and intelligent 
attention it gave the matter we are indebted for 
our comprehensive method of settling accounts 
between carriers for through passengers and bag- 
gage. The comparatively perfect method we pos- 
sess for handling the passenger and baggage 
traffic we owe more largely to the individual and 
collective efforts of tlie general ticket agents than 
to those of any other class. In devising forms 

(79) 



80 PASSENGER, BAGGAGE, MAIL SERVICE. 

of tickets, particular men have been active — the 
inspired iew, the men of inventive genius, dis- 
coverers in this particular field. But progress in 
the main is due to the general passenger and 
ticket agents as a body; to the momentum they 
have given the subject.* 

The enormous sum that it has cost the railways 
to bring their ticket system up to its present high 
state of efficiency it vv^ould hardly be possible to 
compute in dollars and cents. The discovery of a 
better method of ticketing passengers has ever 
been the signal for a change. This change has 
involved in many cases not only a nev7 supply of 
tickets, but nev^ machinery for manufacturing the 
same. A perfect ticket has been the end aimed 
at; a ticket that could be used for the greatest 
number of purposes, convenient for the passenger, 
of minimum size, sim]3le, easily handled, and sur- 
rounded withal with the greatest number of safe- 
guards. This has been the objective point, and 
is still. ■ 

In no department of industry has greater skill 
and energy been displayed than in handling rail- 
way passengers and baggage. To the owners of 
railways we are indebted for our ability to trav- 
erse vast continents safely, conveniently and 



* Among these may be mentioned Thomas Edmonson, 
George Bailey, H. C. Marshall, \Y. A. Thrall, Andrew McNally, 
James Charlton, Charles J. Stromberg, C. P. Leland, A. E. 
Little, A. V. H. Carpenter, G. H. Heafford, and others. A full 
description of the offices of the general passenger agent and the 
general ticket agent will be found in the volume " Kailway 



Organization.' 



I 



PASSAGE TICKETS. 81 

Bwiftly; in many cases withont transfer of person 
or property. To them the community is indebted 
for the trade that travel engenders, as well as for 
the convenience and pleasure it affords. But in 
reference to the internal interests of the can*ier, 
his ability to collect his passenger receipts is 
largely due to the efforts of the general passen- 
ger and ticket agents. 

Railways pursue different methods in handling 
their ticket accounts in America, but they are not 
so varied as in freight matters. Agreeing in the 
main, each company pursues in minor details 
that which seems to it best; that which the char- 
acter of the property, the nature of the business 
and its extent suggest. Thus, the officials who 
handle the tickets are not the same on every 
road. The custodian of tickets differs; as a rule, 
however, the general ticket agent has charge. He 
orders such supplies as are needed, and disburses 
them as they are required for use. Afterward, 
when taken up and canceled by the conductor, 
they are sent to tlie ticket auditor. Upon many 
lines this office is also held by the general ticket 
agent. 

The returns of agents and conductors for tick- 
ets sold and fares collected on trains are usually 
scut to the ticket auditor. This office is designed 
as a check upon the custodian of tickets and those 
who sell or collect them. He is the audit officer 
of passenger accounts, whether the position is 
held conjointly with that of general ticket 
agent or alone. The office is one of great trust, 

6 Vol. 5 



82 PASSEXGER, BAGGAGE, MAIL SERVICE. 

requiring an exhaustive knowledge of ticket 
affairs, and especially a knowledge of practicable 
methods of enforcing accountability. 

The supply of tickets that a great railway com- 
pany keeps on hand to meet the requisitions of 
business from day to day represents, in the aggre- 
gate, a fabulous sum — an amount hardly to be 
computed in dollars and cents. When sent to 
agents for use they are invoiced, just as jobbers 
invoice the goods they send to country mer- 
chants. In every case the recipient is charged, 
much as he would be if horses were sent to him 
instead of tickets. 

Tickets are numbered consecutively, and each 
ticket is charged to the agent to whom it is sent. 

It has been the aim of railways from the start 
to require passengers to procure tickets before 
entering the cars. In some cases arbitrary meas- 
ures are taken to attain this end ; in others it 
is sought by indirect means, such as levying an 
extra charge upon those who neglect to buy a 
ticket. Whatever the means, the measure of 
success attained has not been great. In England 
and on the continent the great importance of 
passengers buying tickets before entering the 
cars was understood from the start and measures 
taken to exclude them unless so provided. In 
the United States little attention was given this 
matter, because of the extra cost it entailed in 
building. Latterly, however, an attempt is being 
made, in a desultory way, in the great cities 
to enforce the restriction. As our population 



I 



PASSAGE TICKETS. 83 

increases and railways grow in experience and 
wealth, it will receive more and more attention. 
But it is not too much to say that for a long 
time at least only spasmodic effort wdll be made 
in this direction. 

By many railroad companies the procurement 
by the passenger of a ticket before entering the 
cars is considered all the check that it is neces- 
sary the carrier should throw around the business. 
This, however, is not enough, as those familiar 
with the experience of English roads know. Pas- 
sengers in England are not only compelled to buy 
tickets before entering the cars, but agents are em- 
ployed to collect the tickets from passengers after 
they have been examined and canceled by the 
conductor or guard. Nevertheless, irregular prac- 
tices creep in, as we are informed. Collectors are 
employed upon many roads in the United States. 
Upon others inspectors are employed w^ho board 
the train at infrequent and unexpected times and 
make a careful audit of the conductor's accounts. 

The practices of American roads in regard to 
reporting tickets sold vary, as in other things. 
In some cases specific returns are required from 
agents for each train, the tickets sold being com- 
pared afterward in the office of the ticket auditor 
with the tickets returned by the conductor. This 
method of accounting is as effective a check on 
the business as anything possibly can be, but is 
far from conclusive because of the fact that 
many who buy tickets do not use them at once. 
Other roads only require daily returns of tickets 



84 PASSENGER, BAGGAGE, MAIL SERVICE. 

sold. Others esteem weekly returns sufficient. 
Upon other roads only monthly returns are re- 
quired. 

Upon the great bulk of roads it is probable the 
tickets collected are compared with the report of 
tickets sold. But the practice is not by any 
means universal, no attempt being made, in 
many cases, to see whether the tickets collected 
are reported or not. This seems very remarka- 
ble; very much like accepting the amount of 
cash a freight agent turns over without looking 
to see whether it tallies with his collections. 

The tickets returned by conductors should be 
assorted and compared with the returns of tick- 
ets sold by agents. Common precaution requires 
this to prevent the use of fraudulent tickets, 
duplicate numbers, and so on. The w^ork is one 
of considerable magnitude, as it requires to be 
done with great particularity. The methods 
practiced by railways in enforcing this check 
vary. Each accounting officer adopts such sys- 
tem as seems to him best, and he changes it as 
he acquires greater experience and skill. Ulti- 
mately out of these experiments a perfect system 
will grow; not one, but many, for practices in 
this respect, as in others, will vary according to 
organization, to the nature of the business and 
the extent of the property. 

Nor is the time of auditing the accounts of 
agents and conductors uniform upon different 
roads. In some cases it is done weekly; in oth- 
ers monthly. The latter plan seems to be the 



PASSAGE TICKETS. 85 

one most generally followed in Amarica, influ- 
enced, no doubt, by the fact that settlements be- 
tween roads on account of tickets are made once 
a month. 

In accounting, the amount charged to agents 
for local tickets sold, also to conductors, is cred- 
ited to earnings; the amount charged for inter- 
line tickets is credited to earnings and to the 
lines in interest. 

The forms used by railroads at headquarters 
for registering and apportioning tickets are gen- 
erally economical and effective. They are not 
uniform, however, but are such as the experience 
and talent of those in charge suggest. 

The method of accounting between railroads 
for interline tickets is very simple. The company 
that sells the ticket is required to report to the 
different lines over which it passes the proportion 
due each respectively. This report must be made 
in the month following that in which the sale 
occurs. It is accepted for the time being with- 
out change. In the event of error or omission, 
the company in fault is required to make cor- 
rection in a subsequent report. This practice of 
accepting the return without alteration renders 
settlements between carriers easy and expedi- 
tious. All that it is necessary to do, when the 
returns have been exchanged, is to strike a bal- 
ance and the creditor company draws for the 
amount. No correspondence is necessary and 
there need be no delay. Except for this simple 
system of accounting, it is probable that a 



86 PASSENGER, BAGGAGE, MAIL SERVICE. 

clearing house would have been needed for set- 
tling the joint ticket accounts of railroads. We 
owe our escape from this dilemma, as we do 
from so many others, to the skill and foresight 
of the general passenger and ticket agents. 

The practices of railroads in regard to auditing 
the ticket collections of conductors are not uni- 
form, as already noticed. The same is true iii 
regard to the cash collections of conductors; the 
majority of roads require the conductor to give 
the passenger a receipt in each instance. In 
some cases this is a duplex form, the amount, 
date and other particulars being indicated by the 
manner in which the ticket is punched by the 
conductor. In other cases a written receipt is 
given. Upon many roads passengers are allowed 
a rebate ujDon presenting these receipts to the 
company. 

In all cases the efficacy of the checks and safe- 
guards thrown around the collections of con- 
ductors depends upon the thoroughness and skill 
with which they are enforced. In the hands of 
a man possessing adequate authority, experience 
and energy, they may be made to accomplish 
everything desired. In the hands of another 
man lacking any one of these essentials, they will 
fail. Everything depends upon the manner of 
enforcement. 

It is the experience of those familiar with such 
matters that conductors and agents are alike 
interested with the carrier in surrounding re- 
ceipts with every necessary and proper safeguard, 



I 



PASSAGE TICKETS. 87 

and wliorever proper measures are taKen, wher- 
ever tact and intelligence are exercised, they are 
found effectively co-operating with him in this 
direction. 

The accompanying rules and regulations are 
based upon the theory of concurrent knowledge 
and responsibility; that men are desirous of doing 
what is right; that they are naturally honest; 
that they are trustworthy. But because of the 
fact that there creep into the service of corpora- 
tions, where so many men are coming and going, 
a few who are not actuated by fixed principles or 
stable aspirations, certain checks and safeguards 
are necessary. These precautionary measures 
should be limited to the emergency they are 
intended to cover. They should be simple and 
essential. When they overstep this, they become 
speculative, illogical and extravagant. 



CHAPTER VI. 

DESCRIPTION OF THE DIFFERENT KINDS OP TICKETS 
USED BY AMERICAN RAILROADS. 

[Note. — The use of the word "interline" in connection with 
the ticket business is new in railway nomenclature. Tickets 
good over two or more companies' lines are called "Coupon" or 
"Foreign" tickets; those that a company sells being in some 
cases designated "Home Coupon," while those sold over its lines 
by other companies are designated "Foreign Coupon." When 
the word "coupon" was first adopted, coupon tickets were not 
used except for interline traific; they are now used for local 
business as well. Hence, the term no longer indicates the 
character of the ticket. For this reason all tickets good over 
two or more companies' lines are called "Interline Tickets."] 

The different kinds of passengers that railway 
companies carry are illustrated by the tickets 
provided. We have, therefore, only to study 
the latter in order to be able to enumerate the 
former. 

A passage ticket is at once a record and a 
receipt; a means of travel, and, within certain 
limits, a policy of insurance for the traveler and 
his personal baggage. 

The practices of railways differ in the adapta- 
tion of tickets, as they do in other things. Nor 
are the forms exactly alike. They are, however, 
generally similar. It is probable that the prac- 
tices of railroads more nearly conform to each 

(88) 



DIFFERENT KIXDS OF TICKETS. 89 

other in the use of tickets than with reference 
to other matters re kiting to accounts. What I 
have to say in connection witli the tickets in use 
is not designed to be exhaustive, only illustrative, 
explanatory; intended, in a measure, to prepare 
the reader to handle tickets; to understand the 
accounts.* 

The practices of carriers vary greatly in the 
use of tickets. One company will have many 
more forms than another, multiplying their use 
indefinitely whenever there is the slightest call. 
Another company will be more circumspect. 
Another parsimonious. A happy mean, here as 
elsewhere, is the best. There is no fixed rule. 
The character of the management, the nature of 
the business, and relation to other carriers, deter- 
mine in the main what is done. 

Nor are the practices of companies alike in 
regard to the adoption of improved devices. 
Who shall determine what is best? That which 
is best for one company may not be best for 
another; financial ability and the volume and 
character of a business are prime factors. A rich 
company can afford luxuries for its passengers 
impossible in the case of a poor neighbor. But, 
aside from these inherent differences, the quali- 
fications of those whose duty it is to decide what 
is best differ just as they do in other departments 

♦ This is of more importance than is generaUy supposed, 
because of the fact that many tickel seHcrs and conductors 
do not have time in advance to familiarize themselves by prac- 
tical experience with ticket accounts and the manipulation of 
tickets. 



90 PASSENGER, BAGGAGE, MAIL SERVICE. 

of the service. One officer will stand out stub- 
bornly against the introduction of a new device; 
another will adopt it at once. Men are also 
retarded by ignorance and prejudice. No officer 
knowingly likes to have his company surpassed 
by others in the fitness and convenience of its 
appliances. If he errs, it is because of egotism, 
or his want of knowledge. 

A passage ticket, when properly executed and 
issued in exchange for a consideration (fixed by 
the seller), constitutes a legal obligation on the 
part of the carrier to do and perform for the pur- 
chaser a certain service, specified on the face of 
the ticket or implied. 

Tickets are of two kinds, limited and unlimited ; 
those that must be used within a given time and 
those that maj' be used at any time. 

There are various ways of limiting a ticket. In 
some cases its limitation is printed upon its face; 
in others itis^^^itten in by the agent w^ho sells it; 
in others it is indicated by punching out the year, 
the month and the day of the month, in which it 
expires. Many desirable objects would be attained 
if tickets could be limited to the trains for which 
they are sold. The idea is not impracticable. 
Effective measures, however, it seems would have 
to be made for the redemption of such tickets as 
were not used. Thus, if not used on the train for 
which sold, they should be redeemed at the ticket 
oflBce where sold; if a return ticket, then at the 
point of return. The sale of unlimited tickets is 
an incongruity. If we buy a barrel of flour, the 



DIFFERENT KIXIKS i)F TICKETS. 91 

price we pay is based on its worth to-day. If we 
buy a barrel of flour deliverable next month, the 
price is based on the rate for next month. This 
is also true of other values. If we wish to go to 
the opera or theater, we buy a ticket for a par- 
ticular night, not for any night. This should be 
the case in regard to railway tickets. Tickets 
thus limited could not be used again, nor would 
they be available for the uses of "scalpers," either 
openly or covertly. 

As already stated, tickets are separated into 
two classes, local and interline; those for sale to 
local points, those for sale to points on other 
lines. 

Local tickets are usually for sale at every station 
where there is an agent. Interline tickets are not 
usually sold except at large stations, or where 
there is a general demand for them. 

Different forms of local tickets are provided to 
meet the wants of the public. 

The accommodation afforded passengers may 
be divided into three classes- first, second and 
third. Upon many lines the service is limited to 
one or two classes.* Distinct forms of tickets are 
usually provided for different classes when the 
amount of business warrants it. In some cases, 
however, forms already in use are utilized, mak- 
ing a second or even a third class ticket out of 

* First class passeugers in America are really maile up of 
those who use sleeping and drawing room curs. It suits our 
democratic taste, however, to class them with those who travel 
in first class day cars. 



92 PASSEXGER, BAGGAGE, MAIL SERVICE. 

one of the first class, and so on. This is done by 
writing, stamping, punching, or otherwise. 

Tickets cannot be raised from a lower to a 
higher grade. 

Excursion, tourists', convention, fair, harvest, 
land, and other tickets sold at reduced rates and 
under particular restrictions are frequently only 
readaptations of forms used for other purposes, 
lugenious and careful oflQcials in this way save 
their companies expense. 

LOCAL TICKETS.* 

The ticket with which the public is most famil- 
iar is the small pasteboard card ticket upon which 
is printed the point of departure and the destina- 
tion. It is simple and easily stored and handled.f 

Another form of ticket is that on which either 
the place of departure or destination is written 
or otherwise indicated. It is used both for single 
and round-trip tickets. 

Several forms of mileage tickets are in use 
They are good for five hundred miles or mul- 
tiples thereof. The mileage ticket was designed, 

♦Upon some roads local tickets are known as "Simple" tickets, 
fit appears to have been invented by Thomas Edmonson, 
agent at Milton, Scotland, about the year 1840. He printed it 
' with a wooden hand stamp and portable type, numbering the 
tickets afterward with pen and ink from zero upward. Later on 
he invented the dating stamp and a case in which to keep card 
tickets. The card ticket, dating stamp and ticket case were 
practically the same as those in general use to-day. He also 
compiled a system of returns of ticket sales to headquarters, 
adapted to the ticket he had invented. 



DIFFEREXT KiyDS OF TICKETS. 93 

primarily, for commercial agents, but its use has 
been greatly extended. 

To meet the wants of those who travel con- 
stantly between given points, commutation tick- 
ets are provided, good for a certain number of 
rides or for a given length of time. These forms 
are used mainly by suburbans, students, visitors 
at sanitariums, and frequenters of pleasure re- 
sorts. Every commutation ticket is designated 
by a form number. 

All tickets are numbered progressively. 

Card tickets, as already stated, have the place 
of departure and destination printed upon their 
face.* They are only used between stations 
where there is considerable travel. Card tickets 
are easily sold, afford no opportunity for mis- 
takes in issuing, and cannot be altered without 
disclosing evidence thereof. The card ticket can 
be read at a glance by conductors, and otherwise 
accelerates their w^ork. It is the most desirable 
form of ticket in use, for the reason that a record 
of it is not required to be kept by the agent at 
the time of selling. It is numbered consecutively, 
so that to know the commencing number on hand 
at the beginning of a month and the number on 
hand at the close of a month is to know the num- 
ber sold. The use of a card ticket can be more 
effectively guarded by the accounting depart- 
ment at less cost than any other form. These 

• It win be understood that wherever the word " Card " is 
used in connection with a ticket, the point of departure and 
place of dcHtination are printed on the ticket. 



94 PASSENGER, BAGGAGE, MAIL SERVICE. 

important and valuable considerations make its 
use desirable wherever sales are sufficient to war- 
rant it. But it is not possible to lay down a fixed 
rule for determining just what stations shall be 
supplied with such tickets. When the average 
number of passengers ticketed from one station 
to another amounts to say twenty-five a month, 
a comi^any will not err greatly in providing card 
tickets for use in such cases. In the absence of 
instructions to the contrary, agents should there- 
fore make requisitions for card tickets under such 
circumstances. This rule, it will be understood, 
applies to all classes of card tickets.* 

Upon many lines round-trip card tickets are 
not used. They are sold only between stations 
for which round-trip rates are made. The round- 



* Generally, reference to a card ticket without any special 
designation implies a first class ticket, upon wliicli the points 
from and to are printed. In other cases the character of the 
ticket is specially designated, as second class card ticket, third 
class card ticket, half fare card ticket, round-trip card ticket, 
etc. The different classes of card tickets, in addition to having 
a printed designation of the class upon the face thereof, are 
usually printed on different colored cardboard, so that they may 
be easily distinguished one from another, and where full and 
half fares are not provided for by separate and distinct card 
tickets, it is customary on many roads to reduce the full ticket 
to half fare by cutting off one corner, except in the case of 
round-trip and excursion tickets; these latter cannot be so 
reduced. Second and third class tickets are usually limited as 
to the time within which they must be used, the date of expira- 
tion being entered in the place provided on the face of the 
ticket; moreover, it is generally required that the trip of those 
who use these tickets shall be continuous, and this fact is 
specifically stated on the face of the ticket. However, such 
matters are conventional. 



I 



DiFFEliEST h'lXnS <>F TICKFTS. 95 

trip card ticket lias (lui)licate luimbers on either 
end. It has a (h)tteci line or indentation printed 
in the middle between these numbers, dividing the 
ticket into two etpial parts, one for the going, the 
other for the return passage. The first half reads 
from the selling station to the destination. The 
other the reverse of this. On the outward trip 
the conductor detaches the first half of the ticket 
and sends it to headquarters. On the return trip 
he takes up the other half. 

Excursion card tickets are not generally kept 
in stock at stations, but are supplied upon req- 
uisition as needed — say w^hen fifty or more 
tickets are required for use at one time. Requi- 
sitions for these forms should be made far enough 
in advance to afford time for printing. 

Excursion tickets are good for a round trip and 
limited as to time and the trains upon which they 
shall be used. 

Parlor and sleeping car tickets are provided 
under arrangement. They are specific. Holders 
are required to have a regular passage ticket. In 
issuing, the agent inserts the date of sale, time of 
departure of train, name of car and number of 
seat or section. 

To meet the demand for tickets to stations for 
which card tickets are not provided, a blank 
ticket is used. It is generally printed on safety 
paper, numbered consecutively and issued in 
books of one hundred tickets. It is called a 
*' Book Ticket " because thus bound. Some term 
it a blank ticket because the destination (and in 



96 PASSEXGER, BAGGAGE, MAIL SERVICE. 

many f^ases the point of departure) is written in 
by the seller. Attached to each ticket is a stub 
or record on which the particulars of the ticket 
are noted by the agent at the time of the sale. 
This the agent keeps. The book ticket is used in 
i^lace of the card ticket when business is not suf- 
ficient to waiTant furnishing the latter.* 

One form of book ticket is used for parties, the 
number of people being entered on its face by 
the seller. f 

The most common forms of book tickets are 
first class one way, half fare, second class, round 
trip and excursion. 

The book ticket is used in ticketing passengers 
at special rates. In such cases the agent notes 
the word '' Special " across the face of the ticket 
if it is not printed thereon. 

The book ticket is frequently used in ticketing 
passengers who are returning fi'om places to 
which they have been granted reduced rates. 

It is also used in honoring requests of the gov- 
ernment for more than one person — say a com- 
pany of soldiers.:}; It is also used to cover the 

*Various devices have been invented to take tile place of the 
common book ticket. The latter form is objectionable on many 
accounts for ordinary use and "will undoubtedly sooner or later 
be supplanted by something better. 

■f-When a party consists of over twenty-five persons other 
provision is required to be made, as conductors cannot readily 
check so many passengers on one ticket. In such cases each 
passenger should be supplied with a ticket, except in the case 
of troops. 

:JWhen issued for state militia the agent is generally in- 
structed to -RTite " Militia " across the face of the ticket ; if for 
United States troops the words "U. S. Troops " should be used, 
and so on. 



DIFFEIiFXT KIXD!^ OF TICKETS. 97 

transportation of corpses, the word '' Corpse "^ 
being written across the face of the ticket by the 
agent. 

The different kinds of book tickets are inter- 
changeable in emergencies, bnt, generally speak- 
ing, agents should keep themselves supplied with 
such forms as they need. 

The ordinary half fare book ticket may be used 
for a half fare second class ticket by writing the 
words '' Second class " across its face. The half 
fare book ticket is used upon many lines in 
ticketing clergj^men, evangelists, missionaries, 
sisters of charity and others similarly classed. 

An ordinary book ticket may be reduced to a 
half fare ticket or to a second or third class 
ticket by thus designating it plainly, in writing, 
across its face.* 

The mileage ticket in use by railroads is well 
known. There are many different forms. It is 
sometimes printed in book form. The book is 
made up of coupons, each coupon representing 
one mile (on uniform pages containing from 
twenty to fifty coupons). Sometimes a long 
narrow strip of paper is used instead, folded 
like a pocket map, so as to be inclosed within 
the covers; across this strip horizontal lines are 
printed, each line being numbered progressively 
from one to tlie highest number of miles for 
which the ticket is good, say a thousand miles. 

• Tickets intended to be used in particular cases should, 
however, be so used provido<l they are in stock. Substitutes 
should only be used when the regular form is not on hand. 

7 Vol. 5 



98 PASSENGER, BAGGAGE, MAIL SERVICE. 

Each horizontal line represents a mile and the 
conductor detaches as many miles as the passen- 
ger travels. Both kinds of mileage ticket are in 
use. They are subject to substantially the same 
rules and regulations. Every mileage coupon 
bears the initials of the issuing road and the dis- 
tinguishing consecutive number of the ticket. 
In consideration of the low rates at which mile- 
age tickets are sold, they are in many cases lim- 
ited to the use of the purchaser, who is required 
to sign a contract to tliat effect printed on the 
cover. They are also limited as to time. Pro- 
visions of this nature vary, however, on different 
lines and on the same line at different times. A 
cardboard mileage ticket is sometimes used; it 
has numbers printed along its margin, each 
number representing a certain distance. These 
numbers are punched out by the conductor as 
the ticket is used.* Mileage tickets are designed 
to meet the wants of those who travel a great 
deal. They are sold only by particular agents, 
under arrangement; but they may be obtained 
by other agents upon requisition on the proper 
officer. In emergencies they may be procured 
from the nearest agent who has them in stock. 
Their sale is restricted. 



* In connection witli this ticket and others like it, it is a 
good rule, whenever a ticket is to remain in the hands of the 
passenger, and no portion of it is detachable when used (for the 
purjDose of remission to the accounting officer) , to have an audi- 
tor's return attached; when the ticket is first presented for use 
this return is detached by the conductor and sent to headquar- 
ters as a notification that the ticket has been sold and is in use. 



I 



DIFFEREXT KIXDS OF TICKETS. 99 

New forms of mileage ticket intended as im- 
provements on the old are continually Ijeing 
introduced. The strife for something better 
reaches every nook and corner of the service. 

Two other forms of local tickets may be noticed. 
They may be designated as local coupon tickets. 
They are usually sold at reduced rates. These 
tickets are used for land, harvest and other excur- 
sionists. They are sold to meet a particular exi- 
gency, and because of the disposition of travelers 
to take unfair advantage of the opportunity they 
afford, certain restrictions are throv^n around 
their use. 

Excursion and other cheap round-trip tickets 
are limited. Sometimes they have three coupons 
attached — the middle one being a reminder to 
the purchaser of his obligation to have the ticket 
stamped and certified at the return point. The 
other two cover the passage going and returning. 
Excursion tickets are frequently printed in blank 
so that they may be used at any station where 
needed. In such cases the selling agent is re- 
quired to insert both the starting point and the 
destination in reverse order on the coupons. The 
forms used for tourist, land, harvest and other 
excursionists are not uniform, but the same con- 
ditions, substantially, attach to all. 

Various forms are provided for what is known 
as commutation business — a business furnished 
mostly by suburban residents. One style is 
printed in book form very much like the coupon 
mileage ticket. Each leaf of the book is made up 



100 PASSEXGER, BAGGAGE, 31 AIL SERVICE. 

of perforated coupons, each coupon representing 
one ride. The number of images is circumscribed 
and each coupon has printed upon it the form 
and number of the ticket and the stations be- 
tween which it is good. These particulars agree 
with the details printed on the cover of the book. 

Another style of commutation ticket, and one 
in very general use, is a card with numbers 
printed on the margin, each number representing 
a ride between the stations named on the ticket. 
These numbers are punched out in their order by 
the conductor.* Commutation tickets are also 
provided, good for a month, six months, a year, 
and so on. There should be attached to each 
commutation ticket two records, one for the 
agent to retain and one for the conductor to 
detach and send to the ticket auditor. There are 
three foi'ms of commutation tickets — individual, 
family and common. The individual ticket has 
the purchaser's name inserted. It is signed by 
the buj^er and is forfeitable if presented by any 
other person. Family commutation tickets are 
good for any member of a family.f Common 
commutation tickets are usually limited to one 
year from date of sale; they are good for bearer 
between the stations named on the ticket. 

Commutation tickets usually contain a proviso 
that because of the reduced rate at which they are 



* In regard to tickets generaUy, it is a safe rule to require 
that a coupon or ticket shall be returned to headquarters for 
each passenger carried. Any other system is liable to abuse. 

f They are sometimes made to include visitors. 



DIFFERENT KINDS OF TICKETS. 101 

sold they will be good only for continuous trips 
and on such trains as stop regularly at the sta- 
tions named on the ticket. 

The foregoing list of local tickets comprises 
the principal forms in use throughout the United 
States. There are, however, many s^tecial devices 
used. Experiments and changes are constantly 
going on. All great improvements originate in 
this way. One of the most ingenious of the 
special devices in use is a ticket designed to take 
the place of the local card ticket. Its author 
points out many advantages for it. It requires 
that each agent shall be furnished with a ticket 
printing machine and an automatic register; 
these are combined; also with metallic dies con- 
taining, separately, the names of stations for 
which tickets are to be printed. These dies are 
arranged in a case by themselves. The machine 
incloses a roll of pasteboard two inches in width, 
upon which may be printed, say, a thousand 
tickets numbered consecutively. When the agent 
has occasion to sell a ticket he selects the die, 
inserts it in the machine and pulls the lever. 
The destination is thus printed upon the ticket. 
By the same mechanical operation, and simul- 
taneously, the ticket is detached and dropped 
upon the counter. The machine also contains 
another roll of narrower paper upon which a 
record is printed. The names of the stations are 
printed in duplicate on the dies, one for the 
ticket and one for the register. The rate is also 
inserted in the die for the register, so that the 



102 PASSENGER, BAGGAGE, MAIL SERVICE. 

machine automatically records the destination 
of the ticket and the rate for which the agent is 
accountable. The roll containing the register is 
not cut, but exhibits a continuous record of the 
business of the day in shape to be footed, the 
stations and rates being under each other and 
near together. The train for which a ticket is 
sold may also be indicated on the register. At 
the close of the day the registration is detached 
and summarized and the results entered on the 
book for reporting and other uses. It is then 
forwarded to headquarters. The common book 
ticket already described is used in ticketing 
passengers to stations for which there are 
no dies. 

HfTERLINE TICKETS.* 

Of all the different forms of tickets invented, this 
has been of the greatest benefit to the public. It 
enables the traveler to pass successively over as 
many lines as he desires without being required to 
buy a separate ticket for each. Except for its use 
he would be compelled to watch, day and night, 
for the junctions of connecting roads, first, that 
he might buy a ticket, and second, that he might 
have his baggage rechecked. All this anxiety, 
this multiplication of work, with its attendant 
hardships and dangers, is avoided by the use of the 
interline ticket. Happy the genius that inspired 
it! Innumerable men have labored to perfect it. 
Nevertheless, it is still far from satisfactory 

* Sometimes called " Coupon " or " Foreign " tickets. 



DIFFERRXT h'lXDS OF TICKETS. 103 

h-om the standpoint of the railways. However, 
their experience in this respect is only a repeti- 
tion of their experience in other branches of the 
service. In every department a never-ending 
struggle is going on to better, to perfect, existing 
appliances and methods. Everything should be 
done to encourage this spirit. The defects of the 
interline ticket are more apparent to the carrier 
than to the traveler. So far as the latter is con- 
cerned, it seems to be perfect. From the earner's 
point of view, however, it is still very awkward 
and crude. What is required is a common ticket, 
a form that can be used to any point over any 
route. Or, if this is impossible, one having greater 
availability. 

Because of the great expense and inconven- 
ience attending the use of interline tickets, they 
are for sale only at a few places and between a 
few points. With a simpler ticket and fewer 
appliances, they might he sold at every station to 
every other station. This fact has never been 
lost sight of for a moment by those whose duty 
it is to look after such matters. But a simple 
device by which this scheme can alone be ren- 
dered practicaljle is yet to be invented. 

Different forms of interline tickets are in use. 
They are, however, essentially alike in the infor- 
mation they contain the rights they convey. 
They differ only in arrangement. The ticket it- 
self contains a full description of its origin, 
destination and how it is to be used. Each 
coupon attached contains an equally full history 



104r PASSENGER, BAGGAGE, MAIL SERVICE. 

iu epitome — ^the name of the selling line, the char- 
acter of the accommodation, date of sale and the 
form and number of the ticket issued, destina- 
tion, lines over which the passenger goes, and in 
man}' cases the intermediate junction points from 
aild to which each line is to carry the passenger. 
These- coupons are detached in their order by the 
lines to which thej" belong. They are marvels of 
compact information and skillful construction. 

In the disposition of interline tickets the sell- 
ing company acts as the agent of the other com- 
panies in interest. This is usually specified in 
the ticket; also the fact that the seller is not 
responsible beyond his own line. 

The coupons attached to interline tickets are 
orders on connecting lines for transportation 
within certain limits. The possession of the cou- 
pon by the carrier is proof of service rendered, 
and is a valid claim against the company issuing 
it for a portion of the money realized from the 
sale of the ticket. 

In many cases the use of the interline ticket 
is surrounded by particular observances, such as 
that the buyer shall use it within a certain time, 
and will not sell it or otherwise dispose of it. 
These reservations are necessary in many cases 
on extended lines to prevent passengers buying 
through tickets, and after using them a part of 
the way reselling them, thus securing the ben- 
efit of a competitive rate on non-competitive 
business. Many tickets, both local and interline, 
are sold subject to conditions that, except for 



I 



DIFFEREXT KIXDS UF TICKETS. IQh 

such stipulations, would not be sold at all. In 
order to enforce the conditions that attach to 
them, contracts are entered into between buyer 
and seller, and other provisions made. 

The styles of interline tickets in use may be 
generally classed under the following heads: the 
"Complete" ticket, and the "Paster" and "Exten- 
sion." A "Complete" ticket is what its name 
implies— the points of departure and destination 
are printed on the ticket. In some cases the 
final destination is written upon the ticket and 
the coupon. Another form of complete ticket in 
very general use is arranged so that it may be 
used in ticketing to quite a number of destina- 
tions on the same line; fifteen or twenty of the 
principal stations on such line are printed in a 
uniform manner on the ticket and on each cou- 
pon, so that when the coupons are folded back- 
ward and forward on each other they occupy, 
relatively, the same position, and the agent may, 
with a punch, indicate the destination of the 
ticket and of every coupon at one stroke. A 
blank space is generally left on each ticket and 
coupon for the purpose of writing the name of 
any station to which it is desired to sell a ticket 
not embraced in the printed list of stations re- 
ferred to. 

Upon some tickets the destination is indicated 
by obliterating the name of the station immedi- 
ately above and below the destination. 

One form of interline ticket has a list of sta- 
tions printed at the end of the ticket, arranged 



106 PASSEXGER, BAGGAGE, MAIL SERVICE. 

in the order of distance from the junction point 
with the terminal line — the nearest point being 
printed next to the ticket, and so on. This list 
the agent severs at the point of destination, so as 
to leave the destination printed at the extreme end 
of the ticket and cutting off the stations beyond. 

The "Paster" and "Extension" ticket is de- 
signed to accommodate the maximum number of 
routes with the minimum number of forms. It 
is made up of two tickets, the paster and exten- 
sion being glued together by the selling agent so 
as to form one through ticket. The paster is a 
form of ticket good from the selling point to 
some junction point on the route which the trav- 
eler is to follow. The extension is attached to 
the paster and extends the ticket to the destina- 
tion of the traveler. The object of separating 
these tickets is to reduce the number of forms.* 
The use of the paster and extension ticket is very 
simple and easily understood. In selling, the 
agent is required to note the destination on each 
coupon for the information of the lines in 
interest. 

In addition to the foregoing interline tickets, 
a special or skeleton form (so-called) is used for 

* A general ticket agent describes the economy thus effected 
as follows: <« We have twenty-five Tasters' to Atlanta via as 
many routes, and twelve ' Extension' forms from Atlanta. Now, 
if complete tickets were printed to cover the same territory, 
each of the twenty-five routes to Atlanta would have to be 
provided with representation to each of the twelve routes 
beyond Atlanta, which would require twenty-five times twelve 
(or three hundred) forms instead of thirty-seven (tweuty-tive 
pasters and twelve extensions) ." 



DIFFERENT KINDS OF TICKETS- 107 

ticketing passengers via circuitous routes to 
unusual points. It lias a contract attached gov- 
erning its use. Similarly flexible forms are also 
provided for ticketing more than one passenger 
on a single ticket, the number being inserted by 
the selling agent. The points from and to and 
the initials of the roads have to be inserted by 
the selling agent. The form numbers of skele- 
ton tickets generally correspond with tl)e num- 
ber of coupons attached, thus Form No.' 2 has 
two coupons attached, and so on. These tickets 
sometimes have as many as tv\^enty coupons when 
the passenger pursues a long or circuitous route. 
In selling interline tickets, agents are required 
to exercise great care to preserve a correct record. 

TOURIST, FAIR, CONVENTION, LAND, HARVEST AND 
OTHER EXCURSION TICKETS.* 

The regular tickets of a company embrace all 
standard or current business ; that which springs 
up and exists without special encouragement ; 
also business secured by a reduction of rate that 
would otherwise seek another route. 

* Particular forms are provided upon some roads for noti- 
fying agents of excursions, and special matters of that kind, and 
the rates that shall be charged. Two forms, Nos. 6 and 7, will 
be found in the appendix hereto. The fir«t of these is an order 
to sell excursion tickets, and prescribes the method of hand- 
ling the ]jusiness when usTial excursion rates are quoted. The 
second is an order to sell return tickets to passengers presenting 
duly accredited convention certificates (Form No. 8, appendix) . 
This method is generally adopted in cases where unusually low 
rates are quoted, and when it is particularly desirable to restrict 
the sale of tickets wholly to persons known to have been in 
attendance at the gatherings for which the rates were granted. 



108 PASSENGER, BAGGAGE, MAIL SERVICE. 

The excursion traffic of a company consists of 
business that exists by reason of a reduced rate. 
It includes the excursionists who traverse the 
country under the direction of tourist agents ; 
those in attendance upon fairs and conventions, 
and those in search of land or who go to the 
country during the harvest season. Traffic of 
this nature is classed under the general head of 
excursion, or special business. 

Special conditions attach to the excursion traf- 
fic. Thus, excursion tickets are limited as to the 
time within which they may be used ; in many 
cases the train is specified. Moreover, they are 
not transferable. A particular person must use 
them throughout the whole journey. In order 
that there may be no mistake in regard to the 
conditions attached, the buyer is required to sign 
a formal contract. But the conditions of this con- 
tract, while voluntarily entered into, passengers 
seek in every way to evade. Thus, while they 
agree that they will not sell or transfer theii 
tickets, cases are of constant occurrence where 
they disregard their agreement in this respect; 
where they not only sell their tickets but seek in 
every possible way to cover up the fact. Because 
of this, carriers are compelled to exercise the 
utmost watchfulness and ingenuity. It is impos- 
sible to enumerate here the methods of the latter. 
They are such as the experience and ingenuity 
of those in charge suggest. One very simple 
method, and one in very general use, is for the 
carrier to require the traveler to pay full first 



DIFFKRKNT KIXDS Ot TICKETS. 109 

class rates. At the same time a certificate* is 
given liim stating that in the event certain con- 
ditions therein mentioned are performed he is to 
be allowed a return ticket without charge or for 
a particular sum. This certificate he presents to 
the agent to whom it is addressed, and upon the 
latter's being satisfied of the travelers identity 
and of the fulfillment of the conditions stipulated, 
a return ticket is given as agreed. The certifi- 
cate itself the agent takes up as his authority. 

A common practice observed in the use of 
excursion tickets is to require the purchaser to 
sign the contract attached thereto before deliveiy 
of the ticket to him. The object is to use the 
signature thus attached as a means of identifica- 
tion aftei'ward. The agent who sells the ticket is 
required to witness the signature. In the event 
the ticket has an initial point of return, the 
traveler is required to go to the office at such 
point and have his ticket viseed. Before perform- 
ing tliis service it is the duty of the agent to see 
that the holder of the ticket is its rightful owner 
under the contract. 

It is a part of the consideration that attaches 
to low priced tickets that they shall be used by 
; particular persons for the whole distance; except 
: for this condition, the brokers' oflSces of the coun- 
try would be flooded with tickets purchased 
under particular circumstances and offered for 
sale under other and entirely different circum- 
stances. 

* See Form No. 8, appendix. 



110 PASSENGER, BAGGAGE, MAIL SERVICE. 

In order to carry out the provisions of excur- 
sion traffic, agents are required to keep them- 
selves supplied with necessary certificates and 
other paraphernalia. They must not await 
occasion for use, but must keep a supply in stock. 

Such is a brief description of the tickets in use 
by railroads. It might be very much extended. 
It would hardly be profitable, however. The 
subject is still in a transition state. "The kind 
of tickets a railroad uses will depend upon the 
nature and extent of its business and the inge- 
nuity of those in charge. While railroads will 
harmonize in the use of a few standard forms, 
they will differ in regard to others, just as they 
differ in every department of the service.* 

* This chapter, describing the tickets in use by raih'oacls, 
cannot be closed better than by a description given by Mr. M. 
Eiebenack, Assistant Comptroller and Auditor of Passenger 
Keceipts, Pennsylvania Eaih-oad, viz. : " Local. — Regular, 
second class, accommodation, special, special employes', strip, 
limited, continuous passage, clerical, excursion, excursion 
comb, and seashore, excursion special, excursion two-day, 
excursion five-day, excursion employes', excursion summer, 
excursion summer special, 10-trip workmen's, 10-trip, 20-trip 
employes', 25-trip, 26-trip, 46-trip, 46-trip employes', 50-trip, 50- 
trip employes', 50-trip special, 50-trip season. Si-trip, 54:-trip 
employes', 60-trip, 60-trip employes', quarterly, quarterly em- 
ployes', strip employes', workmen's, workmen's 50-trip, work- 
men's 54-trip, annual, 100-trip season, 100-trip annual, 150-trip, 
150-trip season, 150-trip season employes', 300-trip annual, 360- 
trip, iiTegular commutation, parlor car, street car (agents'), 
regular (conductors'), accommodation (conductors'), clerical 
(conductors') , excursion (conductors') , excursion two-day (con- 
ductors'), street car (conductors'), parlor car (conductors'). 
iNTEKiiiNE. — As applicahle to traffic originating on a certain 
line and destined to points on another line : First class, limited, 
second class, special, clerical, emigrant, excursion, excursion 



1 



DIFFERKXT A/.V/'.s or TTCKFTS. JH 

Bpecia], excursion I'liiployes', exciiTHiou Hummer, excursion 
BUiumcr special, excursion Avintcr, excursion Aviuter si>ecial, 
excursion comb, and seusliore, coiuniutution, luiloage, extra 
fare, Penu. IJ. K. i)arlor car, N. Y. &, L. B. K. IJ. parlor car. 
Interline. — .1^ njipliitihlc to traffic orif/iniillng on (inothrr 
liiu' and ilcHlinvd ti> jioiitlH on a crrlaiii liiii- : First class, Sliecial, 
special time, special time second class, clerical, emigrant, 
excursion, excursiim s^jccial, commutation, extra fare. Mis- 
CEiiXiANEOis. — Mail wagons, express wagons, extra baggage 
local, extra baggage interline, milk local, milk interline, 
milk (conductors'), cream local, cream interline, marketing 
local, marketing (conductors'), bridge, package stamps local, 
package stamps interline, package, ferry passengers, ferry 
teams." 



CHAPTER VII. 

FISCAL AFFAIRS AND REGULATIONS GOVERNING 
AGENTS AND CONDUCTORS. 

[Note. — Mucli of this book is addressed specifically to 
agents or conductors. Much of it refers in common to both. 
But however addressed, it requires to be studied and understood 
as a -whole by both agents and conductors. The relation of 
agents, conductors, baggagemen, ticket sellers, cashiers and 
others is so intimately associated, so intertwined in the dis- 
charge of duty and the protection of the company's interests, 
that the specific instructions one class receives concern all, and 
unless they all are familiar with the extent and purpose of the 
rales and regulations under which they severally work, there 
cannot be hearty or intelligent co-operation. The instructions 
given to one should be carefully scanned by all. Directions to 
trainmen require to be observed by station men, and vice versa. 
Cordiality is impossible of attainment under other conditions.] 

PROCUREMENT OF BUSINESS. 

The duty of agents and others connected with 
the tram and station service does not end with 
the faithful performance of their mechanical 
offices. They are traffic agents of the highest 
order. Coming immediately in contact with the 
public, their ability to benefit their company 
cannot be overestimated. By their alertness and 
tact they may help both to increase and maintain 
its business. This aid they render at all times 
and at all places intelligently and systematically. 
It is further supplemented by keeping the traflBc 
officials of the company promptly and fully 

(118) 



PROCURIXa . B USIXESS. 1 1 3 

advised of all matters requiring theii' attention. 
Serious diversions of business may be avoided in 
this way and new business obtained. 



Officials iu charge at headquarters should be given 
seasonable notice of fairs, conventions, reunions, fetes 
and other gatherings, so that measures may be taken to 
properly advertise the same or otherwise secure the 
trathc they afford. 

An intelligent and active employe can do much in the 
direction of promoting and organizing excursions, etc., 
from or to the place where he lives. 

Agents should not fail to advise their superior officer 
of the movements of competitors, affording such infor- 
mation in each case as may he necessary to enable liim 
to protect and foster the interests of his company. 



Agents and others are required to be courteous, 
affable and prompt in attending to the wants of patrons, 
rendering all the assistance and information in their 
power, seeking i» every way to make the road whose 
interests they uphold popular with its patrons. This is 
the duty of everyone.* 

• " They must be courteous aud respectful in their cleport- 
ment to passengers, and if any agent is known to be otherwise, 
he will be reported to the superintendent for misdemeanor, and, 
if the offense be repeated, be liable to suspension or dismissal. 
As much fault has been found with some of the ticket sellers of 
the road for their want of courtesy, a strict observance of this 
rule is requested." — 1854. «'He must take care that all the 
servants at his station behave respectfully and civilly to pas- 
sengers of every class. He must take care that all the servants 
come on duty clean in their persons and clothes, and in the 
uniform supplied to them. Every exertion must be made for 
the expeditious dispatch of the station duties, and for insuring 
the safety of the public and punctuality of the trains. The 
station master must report, without delay, to his superior 
officer, neglect of duty on the part of any of the company's 
servants tinder his charge, and forward to him particulars of 
any complaint made by the public." — English Standard. 

8 Vol. 5 



114 PASSENGER, BAGGAGE, MAIL SERVICE. 

In the conduct of business the departure of each pas- 
senger train and the principal points at which it stops 
should be duly and plainly announced in the waiting 
rooms, and precautions taken to prevent passengers 
from being left behind or taking the wrong trains. 

At all eating stations five minutes' notice of the depar- 
ture of trains should be given in the dining room, and 
passengers advised on entering the room that this will be 
done, so that they will not be unduly hurried in eating. 

Agents should observe the deportment of other em- 
ployes toward passengers, and report to the proper offi- 
cer any rudeness or incivility that may come under their 
observation. 

The difference between a really efficient and a 
poor agent is evidenced in the manner in which 
he performs his duty. The subject cannot be 
compassed by stereotyped directions. It em- 
braces a field in which scope may be found for 
the fullest display of talent, shrewdness and apti- 
tude for affairs. It does not apply to passenger 
business alone ; it applies quite as effectively to 
freight and other traffic. 

Agents at stations should keep themselves advised of 
rates offered by competitors and promptly report any 
deviation from the authorized schedule to the proper 
official. They should in like manner report any irreg- 
ular practices that may be indulged in by rival com- 
panies which tend to the injury of their employer, using 
the telegraph for this purpose when necessary. The 
observance of this rule obviously requires the exercise of 
tact and caution. In making reports the facts should 
be fully stated and authenticated, such .proofs as it may 
be possible to obtain being furnished. Mere unsup- 
ported statements, made by interested persons, should 
be taken for what they are worth ; but properly authen- 
ticated statements should be accorded the promptest 
attention. 



ADVERTISlXd MATTER. 115 

Whenever an agent has knowledge that an unusually 
large number of passengers is likely to leavt' his station 
by a particular train or trains, the fact should be 
reported with full particulars in due time to the proper 
operating official, so that ample provision may be 
made. 

In those cases where patrons desire special cars, 
special trains, or other extraordinary accommodations, 
the proper traffic official should at once be com- 
municated with and the details furnished him, so that 
the necessary accommodation may be promptly fur- 
nished. 

It is especially the duty of agents at junctions and 
competitive points to watch the traffic in their neighbor- 
hood and use every exertion to secure the same. _ To 
this end parties who intend to travel should be visited 
in advance and information furnished them regarding 
routes, rates, connections, time, etc., and every eifort 
made to obtain their patronage. If an agent needs 
assistance in securing such business, or, indeed, busi- 
ness of any kind, he should advise the proper official of 
the fact, so that aid may be accorded him if thought 
desirable. 

ADVERTISING MATTER. 

Much advertising is done at stations and depots 
of a company through the medium of maps, fold- 
ers, time cards, posters, handbills, dodgers, etc. 
The disposition of this matter is, necessarily, left 
largely to the discretion of the agent in charge. 
His opportunity, therefore, to display his skill 
and zeal is very great. 

It is the duty of agents to see that supplies are main- 
tained and distributed as required ; this includes the 
furnishing of patrons with matter designed for them, 
and the maintenance of an adequate supply at hotels 
and other public places in the town in which he is 
located. Posters and handbills announcing excursions, 



116 PASSENGER, BAGGAGE, MAIL SERVICE. 

etc., should be posted in con-spieuons places at stations ; 
if torn, defaced or destroyed, they should be replaced.* 
Handbills should be placed in appropriate places where 
they will best fulfill their purpose, and when required 
should be circulated throughout the town in stores and 
in other public and much frequented places. They 
should also, in the case of fairs, circuses, conventions 
and other interesting events, be brought to the notice 
of farmers and other people resident in the country, f 

Advertising matter of other companies is not to be 
displayed at stations or allowed on the company's 
premises without permission from the proper official. 
In no case should the advertisements of competing 
companies be displayed or circulated. 

In addition to the form of advertising matter re- 
ferred to, railway companies arrange, more or less, 
with local newspapers to publish their time tables and 
insert other notices. Whenever, in such cases, through 
change in the schedule or otherwise, the matter re- 
quires to be changed, the publisher should be notified 
by the agent, so that he may make the necessary cor- 
rections. If the publisher fails to do this, or omits an 
advertisement, the proper official at headquarters 
should be notified of the fact. 

It is also sometimes the practice to prepare and send 
to agents advertising matter for insertion in local 
newspapers. It is the duty of the agent in such cases 

* It is a requirement of the interstate commerce law tliat two 
copies of all interstate rates sliall be thus posted, and in order 
that the requirement may not be unwittingly disregarded, it is 
a safe rule to require that two copies of such notices shall be 
posted whether they quote interstate tariffs or not. 

f One company has the following rule on this subject : 
" Farmers and persons living in the country, as a rule, visit 
their county seat towns in buggies and wagons once a week, 
usually on Saturdays and court days, and a most effective way to 
get special advertising matter circulated through the country 
is to place a handbill in each of the buggies or wagons standing 
about the court house or public square." These requirements 
necessitate, in some cases, that the agent shall have assistance. 
This some companies allow in urgent cases and at places agreed 
upon. 



i 



PURClIASIXa TICKETS. \n 

to see that it is published, and when pul)lished to cut 
out the matter and send it to the proper official, with the 
name and date of the newspaper noted thereon, so that 
he may be advised. 

Agents should keep themselves informed of what is 
said by newspapers in their localities respecting their 
company, and in the event complimentary or dispar- 
aging statements are made, copies thereof should be 
sent to the proper official, with the name and date of 
the publication. 

Agents are not permitted to supply newspapers with 
items as to excursions, reduced rates and kindred mat- 
ters relating to the business of the company, without 
first obtaining the consent of the proper official. 

When a newspaper which publishes advertisements 
for the company changes hands, or suspends publica- 
tion, the agent in the vicinity should notify the proper 
official of the fact. 

It is sometimes customary with railroads to give the 
proprietors or representatives of papers publishing time 
tables, and other matter, mileage tickets or other form of 
transportation. It is the duty of agents to see that tickets 
thus issued are used in accordance with the form pre- 
scribed in each case. If not so used, they should take 
up the tickets and forward them to the proper official, 
with a statement of the facts. If this cannot be done, 
agents should notify conductors to take the tickets up 
when presented and collect fare.* 

PROCURING TICKETS BEFORE ENTERING THE CARS. 

That every person should purchase a ticket 
before entering the cars goes without saying. 

A tmveler should no more think of entering a 
car without a ticket than he should of creeping 
under a circus tent, stealing into a theater, 

• Mileage auJ other tickets requiriug to be signed by the 
person to whom issued should be signed at the time of deliv- 
ery in the presence of the agent of the company. 



118 PASSENGER, BAGGAGE, MAIL SERVICE. 

crowding into a man's parlor surreptitiously, or 
occupying his carnage unbidden. Experience 
shows, however, that a large number of people 
habitually do this. Some because they amve 
at the station too late; others because of indiffer- 
ence; others through f orgetf ulness ; others be- 
cause of the trouble it involves. A great number 
neglect to do so from improper motives. 

To counteract the tendency of people to enter 
the cars without tickets, many lines charge a 
higher rate when fare is paid to the conductor 
than when a ticket is bought. Ten cents is the 
usual amount. It is sometimes as high as 
twenty-five cents. Generally, however, the excess 
is refunded to the passenger by the company 
through its station or ticket agents upon the 
presentation and surrender of the receijDt which 
the conductor gives the passenger when he pays 
his fare. 

The effectiveness of the rule of collecting an 
excess rate is dependent upon the publicity given 
it and the certainty of its enforcement by con- 
ductors. 

Agents have it in their power to do much to induce 
people to buy tickets. They should keep themselves 
posted in regard to matters about which passengers are 
likely to enquire, such as the arrival and departure of 
trains, connections with other lines and the accommoda- 
tions afforded. 

They should not keep passengers waiting to buy 
tickets, but should be accurate, quick and prompt. 

The procurement of tickets by passengers be- 
fore entering the cars greatly facilitates business. 



ii 



PdliCJIASlXd TICKETS. 119 

The appliaiicos of conduftors for colle('tiii<j^ fares 
and accounting,' therefor are extremely meager. 
Their time, moreover, is fully occupied, so that 
when any considerable number of passengers ask 
to pay fare they do not have time to attend to the 
matter proi)erly, and thus many escape paying 
altogether. The collection of a fare, including 
the making of change, the giving of a receipt 
and the keeping of a record, requires consider- 
able time to be done accurately. When, however, 
passengers are supplied with tickets, conductors 
have abundance of time to properly examine and 
cancel the same, and so no one is overlooked or 
escapes. The importance, therefore, from this 
standpoint alone, of passengers buying tickets 
cannot be overestimated. The success that an 
agent meets with in inducing passengers to buy 
tickets is one of the marked indications of his 
fitness for his i)l[ice. This fact is well recognized 
by those who have charge of such matters, and it 
is so manifest that it must suggest itself to the 
agent himself. He has it in his power to render 
the efforts of carriers effective. 

Agents are required to keep themselves supplied with 
tickets, both to meet current wants and special occa- 
sions. 

They should not keep passengers waiting. 

Applications for tickets or information should be 
promptly, tersely and courteously answered. 

Passengers should not be allowed to obstruct ticket 
windows. 

Facility should be afforded everyone to buy a ticket. 



120 PASSENGER, BAGGAGE, MAIL SERVICE. 
RATES AND HALF FARE PERMITS. 

The rates that carriers charge are based, like 
the commodities of manufacturers, upon time, 
place, kind and quantity. The influence of sup- 
ply and demand affects the prices railroads ask 
as it does manufactures, though not so greatly, 
perhaps. 

Rates depend, primarily, upon cost of property 
and service; thus, the rate from Fabian to the 
summit of the White Mountains and back, a dis- 
tance of ten miles, is four dollars, while the rate 
from Boston to New York, a distance of two hun- 
dred and twenty-five miles, is only five dollars, 
showing that, other things being equal, cost and 
volume of traffic affect the price. 

Carriers are both wholesalers and retailers; 
quantity is a prime factor. Thus, they have one 
rate for the passenger who buys a single ticket 
and another for the passenger who buys, in the 
course of a year, six hundred tickets. The com- 
muter and business agent everywhere receive a 
lower rate than the casual traveler. No one will 
question the propriety of this. 

Social and moral considerations also affect the 
rate, as is seen in the case of ministers, sisters of 
charity, nurses and others. However, I do not 
intend to discuss railway rates here.* Agents and 
conductors have to deal mainly with the rate 
itself and the rules and regulations governing its 
use, not with the principles that lie back of it. 

* This is done at great length in the book "Economic The- 
ory of Rates. " 



PASSKXaER RATES. 121 

The passenger rates of railroads are set forth 
ill their tariffs and attendant pnblications and 
tables. They not only specify the rates, but the 
rules and regulations governing their use, includ- 
ing the handling of traflic. They should be care- 
fully studied and their requirements scrupulously 
observed. 

The tariffs of carriers are very explicit in re- 
gard to the classification of passengers, defining 
first class, second class, third class, emigrant, ex- 
cursion, round trip, half fare and others. As a 
rule, half fare rates cover children under twelve 
and over five years of age. Children under five 
years of age are usually carried free when accom- 
panied by their parents or guardians. These dis- 
tinctions are required to be carefully noted and 
observed, both by agents and conductors. 

In the absence of instructions to the contrary, tariff 
rates should be charged. 

Special rates cannot be used unless duly authorized. 

Those who use unauthorized special rates are held 
responsible therefor. 

No rate can be used, no matter what the circumstan- 
ces may be, not promulgated by the proper authority. 

Special rates apply only in the specific cases in which 
they are granted. They cannot be used under other 
circumstances. 

Tariffs, circulars and other matter relating to rates 
should be filed in the offices of those to whom they are 
addressed, for preservation and use. 

A higher rate cannot be asked for a short trip than 
for a long trip, the accommodation and line being the 
same. If this rule is at any time disregarded, the 
attention of the proper trafldc ofificial should be called 
to the matter. 



122 PASSENGER, BAGGAGE, MAIL SERVICE. 

The limitation placed upon a ticket is to be consid- 
ered in connection 's^■itb the rate ; all instructions con- 
nected therewith should, consequently, be scrupulously 
observed. 

In the event a ticket is subject to restrictions, such 
restrictions should be shown on the face of the ticket or 
otherwise. 

A round-trip ticket cannot, under any circumstances, 
be accepted in payment for the transportation of two 
persons one way. 

Latterly it has been prescribed by the law that there 
shall be posted in two public and conspicuous places at 
each station copies of the tariffs that affect interstate 
rates in force from such station. Agents at stations are 
accordingly supplied with thi-ee files, two for the waiting 
rooms (one for each) and one for their offices. 

When new tariffs are received, those that they super- 
sede should be promptly removed. 

When cii'culars quoting round-trip or other rates are 
issued which require to be posted, the fact is usually 
noted on the circular by the official issuing it. 

Tariff eu'culars and other matters, when no longer 
operative, should be promptly removed from the public 
files. These files should be kept complete and if any 
notice, tariff, circular or other paper intended for the 
information of the public is obliterated or defaced, 
agents should promptly replace it. 

Notice should be given to the accounting department 
in advance of all special rates. Agents should be simi- 
larly advised. 

Permits issued to clergymen, evangelists, missiona- 
ries, sisters of charity and others are not intended, pri- 
marily, to be used in the prosecution of secular business.* 

* Those wlio are f urnislied ■witli half fare permits of this kind 
are required to exhibit them upon the purchase and surrender of 
a ticket, and in the event they do not do so full fare is exacted. 
The tariffs of many roads provide that persons holding these 
half fare permits who neglect to buy tickets (when they get on 
the train at stations where tickets are soldX shall be required tc 
pay first class fare. The rules of each company govern. 



TICKET Iih:(^riSITJU\S. 12;? 

Persons wlio hold permits foi- half fare tickets 
are governed by the following rules and i-egula- 
tions : 

The permit is not transferable and can be revoked at 
any time. 

The permit must be shown to conductors and agents 
of the company when requested. 

The holder of the permit must identify himself by his 
signature whenever so required by authorized employes 
of the company. 

The permit must be shown to the conductor with the 
half fare ticket purchased at the ticket office. 

For all fares paid on train regular rates will be charged, 
except from stations where no tickets are sold. 

The permit must be returned to the proper officer 
whenever the holder ceases to fulfill the conditions under 
which it was issued. 

^ Every permit must bear the stamp of the general 
ticket agent or proper officer. 

REQUISITIONS FOR TICKETS. 

There are many things that require to be con- 
sidered in making requisitions for tickets. They 
should be made when it is most convenient; at 
some stated period in the month, at a time most 
likely to suit the convenience of the storekeeper 
and otherwise facilitate tiie discharge of business 
and a comprehensive knowledge thereof. Much 
depends upon the method observed; upon the 
care and intelligence exercised. The question 
comes up prominently in connection with rail- 
way material generally. 

The efficient handling of supplies depends very 
largely upon the time and method of making 
requisitions; upon the care exercised to see tiiat 



124 PASSENGER, BAGGAGE, MAIL SERVICE. 

the supplies scattered along the line in the hands 
of agents and others are not greater than they 
should be; that the stores at headquarters, while 
abundant, are not excessive. The subject involves 
too many conditions to be more than referred to 
here. It is sufficient to fill a volume in itself, 
and to be understood must be considered, not 
cursorily but exhaustively, and with relation to 
what is necessary to enable a company to buy 
cheaply, store judiciously and use economically. 
All these questions I have considered in connec- 
tion with the handling of railway supplies.* 

The conditions attending the handling of 
ticket supplies are not noticeably different. It is 
sufficient to say here that requisitions for tickets 
and other station supplies should be made at 
some particular time each month, so that the 
storekeeper may consider them together; may be 
put to the least expense in packing and shipping, 
and be able at a particular time to make an in- 
ventory of supplies on hand, with a view of deter- 
mining what he will require to carry him through 
the succeeding month. When requisitions are 
being received daily and hourly this is impossible. 

A company that desires to buy cheaply will, so 
far as possible, make all its purchases at one 
time in the month; and, correspondingly, will, 
so far as possible, confine the requisitions of its 
agents to one a month. It does not matter upon 
what particular day requisitions are made; that, 
which is all in all the most convenient is the best 

* <' Disbursements of Railways." 



TICKET liEt^UISlTWXS. 125 

Unless some special reason exists therefor, 
requisitions should be made so as to reach the 
custodian of supplies on a particular day of the 
month. They may, however, be made at other 
times, when the needs of business require. But 
so far as judicious foresight can provide, every- 
thing needed should be ordered at the time 
stated. 

In order to facilitate work, blank requisitions 
of different forms should be provided according 
to the use to which they are to be put; one form 
for general supplies, another for fuel, another 
for stationery, another for brasses, another for 
dining car supplies, another for tickets.* It is 
with this last that we are now immediately con- 
cerned. It should be used in all cases in order- 
ing tickets. 

Requisitions will be made for such tickets as are fur- 
nished agents to sell. When facilities will permit, it is 
designed that they shall keep every kind needed in the 
discharge of business, such as card tickets, half fare 
tickets, book and other tickets.! 

Requisitions for local and interline tickets should be 
made separately. 

Different kinds of tickets should be classified, the 
same kinds of forms following each other in their order. 

In making requisition for interline tickets, the form, 
destination and total number of tickets desired should 
be stated. When half fare tickets are required in addi- 
tion to full tickets, the total number of each kind should 
be stated. 



• In reference to the last, see Form No. 1, appendix. 

t Af<ftnts are not allowed to discontinue the sale of any kind 
of ticket when the supply becomes exhausted or otherwise, 
"Without the authority of the proper officer. 



126 PASSENGER, BAGGAGE, MAIL SERVICE. 

In ordering supplies, the telegraph should not Ije used 
if it can be avoided. A requisition sent by telegraph 
should be followed by one of the usual form sent by 
train, with this notation across the face, " Ordered by 
Telegraph." 

In ordering local card tickets, it will be remembered 
that they are furnished in lots of fifty, or some multiple 
thereof. There is no fixed rule in regard to other 
tickets. 

Tickets should not be ordered in excess of current 
needs, but a sufficient supply should be kept on hand to 
meet all the emergencies of business. 

Card tickets should be kept on sale to all stations 
to which there is an average demand for five tickets a 
month.* 

When excursions are authorized by the company, 
tickets therefor should be ordered when the demand is 
likely to equal or exceed fifty tickets. 

In making requisitions for tickets the closing number 
on hand should be given. 

Requisitions for tickets should be made as much in 
advance as possible, to allow time for the tickets to be 
printed. This usually requires about two weeks 

In the event tickets that have been ordered are not 
promptly received, a second requisition should not be 
made, but the custodian of tickets should be notified 
forthwith of the delay. 

Requisitions for tickets should be inclosed in envel- 
opes by themselves ; never with other matter. 

Agents at stations not supplied with interline tickets 
can order them, when needed, from the proper officer. 
They should designate the route the passenger desires to 
follow. If a limited ticket is required, the day he is to 
start should be stated. Instructions will be given the 
agent with the ticket as to how it is to be accounted for. 

Agents who have occasion to order a mileage, com- 
mutation or other form of ticket requiring the insertion 
of the name of the purchaser, should be particular to 

* I. e., tickets upon wliich the points from and to are printed. 



SHIPPING TICKETS. 127 

give both the Christian and surnames in full.* The res- 
idence of the applicant should also he j:jiven in ordering 
tickets when the form requires it to he inserted or the 
information is necessary. 

Requisitions for cars should give date and other par- 
ticulars. 

In making requisition for ticket stamps to replace 
those that have become disabled, an impression of the 
stamp should be given on the requisition, and when the 
new stamp is received the old one should be returned. 

A list of the principal supplies required by agents and 
conductors in connection with the passenger business 
will be found embodied in the appendix hereto.! 

SHIPPING AND INVOICING TICKETS. 

All invoice, with merchants, is practically a 
bill of sale. It shows the name and address of 
the person w'ho furnished the goods, for whom 
they are intended, their nature, quantity, price 
and the date furnished. The invoices of railways 
are substantially the same. 

An invoice should accompany all tickets purchased, 
also all tickets furnished agents and all tickets returned 
by agents or sent away by them.t 

If proper care is exercised by the custodian of tickets 
in printing ahd shipping, the numbers of local tickets 
which each agent receives will follow without break the 
previous supply. This will not, however, be the case 
with interline tickets, for obvious reasons. 

In packing, tickets of the same kind should be kept 
together and securely tied. 

Packages should be sealed before being shipped. 

* Tickets for ladies should bear their Christian names, not 
the Christian imnies of their husbands or guardians, 
t See Form No. 24, appendix. 
X See Form No. 2, appendix. 



128 PASSENGER, BAGGAGE, MAIL SERVICE. 

Tickets should be shipped by express unless otherwise 
ordered. 

Tickets should be examined, counted and compared 
with the invoice when received. 

If tickets are missing, the numbers thereof should be 
noted on the invoice. 

If duplicate tickets are received by agents, they should 
be returned to the custodian of tickets and the fact duly 
noted on the margin of the invoice. 

Invoices should not be changed pending advice. If 
the tickets called for are not received by an agent, or if 
the numbers do not agree with the invoice, notice should 
be sent to the custodian of tickets and the invoice held 
awaiting instructions. 

When an invoice has been verified, or discrepancies 
noted, it should be dated, signed and returned forth- 
with. 

A copy should be kept of every invoice returned. 

In order to keep the ticket auditor advised, a dupli- 
cate invoice should be sent to him of tickets furnished 
agents ; also of all tickets ordered returned.* 

CARE OF TICKETS — TICKETS CASES. 

Every company prescribes the kind of ticket 
cases it will use. Separate cases are provided for 
local and interline tickets. 

In placing tickets in the case they should be so 
arranged that each form or lot of tickets will be kept 
together and in consecutive order. 

When the case will permit they should be inserted 
facing out in numerical order, with the lowest number 
forward. 

Most of the cases now used for local card tickets are 
so arranged that when the ticket which lies in front is 



* It is the custom on many roads to return invoices to the 
custodian of tickets through the office of the ticket auditor, so as 
to advise the latter of the fact that the tickets have been sent out- 



CARE OF TICKETS. 129 

sold tlio entire lot is movofl forward, thus bringing the 
next ticket in order to the front for sale. 

In order to facilitate the selling of tickets, they are 
required to be arranged in the cases according to a pre- 
scribed order.* 

The same order should be observed in entering them 
upon the register. 

The doors and windows of ticket offices should be 
securely fastened when not occupied. 

Access to tickets should not be allowed except to 
authorized persons. 

Tickets should be kept locked up. The receptacles 
should be made secure. There are few, if any, stations 
where the safe provided is sufficiently large to hold the 
tickets kept in stock. Other provision should therefore 
be made. So far as practicable, the ticket cases should 
be used for storing and protecting tickets. Any excess 
should be kept in strong drawers securely locked. 

In the event tickets are stolen, burned or otherwise 
lost, the particulars should be promptly reported to the 
ticket auditor, the general ticket agent and the division 
superintendent, or such other officers as may be 
directed. 

The fact should also be noted upon the ticket register. 

Before an agent who sustains a loss of this kind can 
be given credit therefor upon the books of the company, 
be should secure from the superintendent (or other 
authorized officer) a letter or voucher specifying the 
details of the loss and recommending that credit be 
allowed.! 



* The "Paster" and "Extension" forms invito particular 
adjustment; theysliouM be arranged so that the extension (that 
is, the parts reading from the central point) follow the paster 
forms (i. e., those reading to such points). 

t A common rule of carriers is that "Agents shall pay for all 
tickets lost, misplaced or stolen, unless it can be clearly shown 
that the loss was not the result of carelessness on their part." 
The reason why the superintendent is suggested as an auditing 
officer in case of losses is because lie is on the grouml and pos- 
sesses avenues of information in such cases not readily acces- 
sible to others. 

9 Vol. 5 



130 PASSENGER, BAGGAGE, MAIL SERVICE. 
TICKET STAMPS — CARE AND USE THEREOF. 

It is necessary to the protection of the carrier 
that every ticket should be stamped when sold; 
it in a measure protects him against stolen and 
other unauthorized tickets; it is also a necessity 
in accounting. 

All tickets should be plainly stamped at the time of 
sale. 

In order to render this effective every office should be 
supplied with a stamp, specifying the name of the office, 
the initials of the road, and the date.* 

Agents should have a uniform hour each day for 
changing the date of their stamps. The most convenient 
for this purpose is six o'clock p. m. ; at this time, unless 
otherwise instructed, the date should be changed to the 
next day. If, however, tickets are being sold for a train 
at six o'clock, the stamp should not be altered until the 
sales for such train cease. 

Care should be taken to keep the stamp in good order, 
so that it will make a clean and legible impression. In 
order to insure this, agents must make frequent examina- 
tions of the impressions made on tickets. Ribbons 
should be changed as often as necessary to secure a 
good impression. 

Stamps should be kept locked up in the safe or other 
secure place when not in use. 

SELLING TICKETS — ALTERATIONS THAT MAY BE MADE 
IN TICKETS TO MEET PECULIAR CIRCUMSTANCES. 

It is the duty of those who work for common 
carriers to treat the public with the most scrupu- 
lous attention and politeness, with the deference 

*The form of stamp now generaUy nsecl for this purpose is 
self-iiiking and otherwise convenient to operate. An ingenious 
device for perforating the date of sale in tickets has been intro- 
duced and extensively used. As many forms of tickets have the 
name of the selling station printed on" them, the stamping of it 



I 



SELLIXd TICKETS. 131 

that belongs to a customer; a potential person- 
age. By observing this rule they will pay a 
necessary debt to the public and serve their 
enii)l()yers in the most acceptable and capable 
manner possible. 

The selling of tickets incidentally embraces all 
the questions connected therewith, such as the 
best and most efficacious means of prevailing 
upon passengers to buy tickets before entering 
the cars. It involves providing enough ticket 
windows and so aiTanging them that passengers 
may be served quickly; employing alert, experi- 
enced, capable and polite ticket sellers; keeping 
on hand the kind of tickets required; being able 
to make change at the ticket wdndow, and similar 
particulars. These are essentials. The subject, 
however, is referred to elsewhere and may be 
passed here without further reference. Some of 
the specific rules and regulations to be observed 
in the sale of tickets are as follows: 

Every ticket office should be opened at least thirty 
minutes before the arrival and departure of trains, and 
kept open until trains leave. This is a fundamental 
rule. 

In order that passengers may not purposely avoid 
coming to the ticket office, waiting rooms should be 
comfortably furnished, should be kept clean, well venti- 
lated and free from improper characters. 

No tickets should be sold on credit. Cash should bo 
paid at the time of delivery. 

on such tickets may be dispensed with. It is important that 
every ticket, especiaUy coupon tickets, shouhl show when issued 
the nanu' of tlio si'llinj^ station and (htte on each coupon. If it 
is not jninted, it should hu stamped or written in the ticket by 
the agent. 



132 PASSENGER, BAGGAGE, MAIL SERVICE. 

Tickets should not be sold to stations at which 
trains do not stop, nor for trains that do not carry pas- 
sengers. 

If application is made for tickets not provided for, 
the proper official of the company should be notified of 
the fact forthwith, so that due provision may be made if 
advisable. 

Passengers should be ticketed to their final destina- 
tion if possible, whether it be on another company's 
line or not. They are entitled to every convenience pro- 
vided by the carrier, transfer at junctions, through 
checking of baggage, freedom from annoyance, etc. 

Every proper means should be taken to induce pas- 
sengers to take the route giving the longest practicable 
haul to the company selling the ticket, provided such 
route affords reasonable accommodations. 

Agents are required to be familiar with the time 
tables and schedules relating to their divisions. It will 
materially assist them in selling tickets to commit such 
matters to memory. 

Tickets should be sold in numerical order, commenc- 
ing with the lowest number on hand. 

If, through mistake, a card ticket should be sold out 
of order, the lowest number on hand of the same kind 
should be renumbered and put in its place and the 
ticket auditor notified at once of the number of the 
ticket sold out of order; also of the original number 
of the ticket put in its place. Notices of this kind need 
not be sent in the case of mileage, excess baggage and 
interline tickets unless expressly directed. It will be 
sufficient, in such cases, to recount the fact in the next 
montlily return. 

Care should be taken to avoid selling the wrong ticket 
or the issuance of the wrong form, such as supplpng a 
half fare passenger with a full fare ticket, furnishing 
passengers going one way with round-trip tickets, and 
80 on. Tickets are, in many cases, given a peculiar 
color in order to assist in distinguishing them. 

Local tickets should not be used in ticketing passen- 
gers to stations on other roads, and vice versa. 



SELLING TICKETS. 133 

Half fare tickets can be sold only for children under the 
prescribed age. In selling such tickets, agents will inquire 
the age of the person for whom they are purchased. 

Tickets should not be sold to young children unable 
to take care of themselves, unless accompanied by a 
competent person. 

Children under j&ve years of age do not require tickets. 

One ticket should not be sold to cover two children, 
but a separate half fare ticket given in each case.* 

When a ticket of a particular kind is used for some 
other purpose, such purpose should be clearly indicated 
upon the face of the ticket, either by stamping, writing, 
punching, or otherwise. 

When limited tickets are sold, the year, month and 
day of expiration should be plainly indicated on the face 
of the ticket. 

When tickets are sold that are limited or restricted in 
any way, the passenger should be notified by the agent. 

Agents are expected, in many cases, to keep the 
names and addresses of persons to whom they sell 
tickets. This is notably so in regard to mileage tickets 
and tickets upon which a rebate is allowed. The duty, 
when required, must not be disregarded. Due advice 
of such requirement is given by the proper officer. 

Passengers destined to points on other lines should 
designate the route they wish to follow. Agents will 
afford them all the information in their power, but in 
the absence of instructions to the contrary from their 
company, will not advocate any particular line. 

No one can extend a ticket beyond its proper limita- 
tions, nor alter the conditions that attach to its sale or 
use, except an authorized official of the company, or by 
liis direction. 

Writing on tickets should be with pen and black ink 
or other indelible substance. If it becomes necessary to 
designate the class or character of a ticket, it should be 
done across the face of the ticket and across every dis- 
tinct and detachable part thereof. 

* As a rule, there are no half fare tickets for round-trip, 
excursion or commutation business. 



134 PASSENGER, BAGGAGE, MAIL SERVICE. 

In issuing a ticket upon which the destination or 
number of passengers is required to be written, care 
should be taken to so fill up the blank spaces that no 
alterations or additions can be made. 

In entering the destination of a ticket, the state should 
also be given.* 

Each ticket, and each detachable portion thereof, 
should be distinctly and legibly stamped when sold.+ 

When a place is provided for stamping a ticket, such 
place should be used. In other cases the back of the 
ticket should be stamped. 

All tickets bound within covers should also be 
stamped on the cover. 

AU stubs or records retained by agents should be 
stamped, if possible. 

A ticket cannot be altered. If an error is made in 
filling it up, a new ticket should be used. 

When tickets are limited as to time, the limitation 
should be plainly indicated on the face thereof. This is 
usually done with an " L " punch. In the case of 
coupon tickets, each coupon is required to be similarly 
marked. 

First class interline tickets may be reduced to second 
class tickets by writing the words " second class" across 
the face of the ticket and also across the face of each 
coupon. In many cases this is done with a punch pro- 
vided for the purpose. 

When an interline ticket is indorsed, changed or 
limited in any way, the record (stub) attached to it 
should also be changed to correspond. 

When special contracts attend the use of tickets, as 
in the case of emigrant tickets, forms of a higher grade 
cannot be used. 

Agents are required to give a receipt whenever called 
upon for money received for tickets sold.t These 



* In inserting the destination, agents slionlcl be careful to 
avoid the mistake of writing the name of their own station. 

f .This does not, of course, refer to tickets having minute 
coupons attached, such as mileage, excess baggage coupons, etc. 

X See Form Xo. 3, appendix. 



I 



SELLING TICKETS. 135 

receipts are frequently necessary to the purchaser as a 
voucher to enable him to recoup himself. When receipts 
have been given, however, and the tickets are afterward 
presented with a request to have the amount refunded, 
agents should require passengers to return the receipts 
as well as the tickets before paying back the money. 

No agent is allowed to divide his salary, or other 
remuneration that he may receive, with any ticket 
broker or other person or persons with a view to 
influencing business, except under direct permission of 
his superior officer. Nor is he authorized to promise 
any exceptional privileges to passengers beyond those 
expressed on the ticket and in the regulations of the 
company. The terms governing the conduct of business 
and the use of tickets are imperative and cannot be 
waived, altered or abrogated except by an authorized 
officer of the company under prescribed rules. 

Agents who send tickets to be delivered to passengers 
at a local station should send the tickets to the agent at 
such station. An invoice should accompany them speci- 
fjing the amount due thereon. It is the duty of the 
receiving agent to collect the amount and remit it in 
accordance with the rules and regulations governing 
such matters. A receipt for the amount should be 
returned to him by the person to whom he remits it.* 

Agents are responsible for errors and omissions made 
by them. Thus, to illustrate, if they collect an insuffi- 
cient rate, if they sell a first class ticket at a second 
class rate, if they sell a ticket at a limited rate, and fail 
to thus limit it, or if they sell a ticket at half fare and 
do not indicate thereon that it is a half fare ticket, they 
are charged with the difference in each case.f 

Tickets sent to agents for a particular occasion 
remaining unsold should be returned to the proper 

*If an agent receives more for a ticket than a stipuliitefl 
price, lie should account to tho compiiny for the excess, making 
an explanation thereof in his returns so that the transaction 
may be identified forever afterward, and remit the money with 
Ills other receipts. 

t This rule is not particular with any carrier, but is common 
to all carriers. 



136 PASSEXGER, BAGGAGE, MAIL SERVICE. 

official as soon as the occasion passes, with a statement 
or invoice thereof. 

When agents are advised to cease selling a particular 
kind of ticket, they should mark it "ofif sale," and adopt 
such other precautions as may be necessary. 

CHART OF INTERLINE FORMS USED IN SELLING INTER- 
LINE TICKETS. 

The railroads of the country intersect and 
cross each other in every direction, in the most 
unexpected manner and at the most unexpected 
places, forming a labyrinth which no one can 
remember or understand without the most care- 
ful study with the aid of the best maps. Each 
line by which passengers can reach a place of 
any prominence requires that its tickets shall be 
placed on sale by all connecting lines with which 
it has friendly relations. This requires that each 
company shall keep on hand for sale tickets to all 
the principal points. Thus, the agent at Boston 
is supplied with tickets to St. Louis via all the 
different routes — twenty, perhaps,, in number. 
These routes are not known to him except under 
general designations. It is manifestly impossible 
that he should be able to know off-hand all the 
lines that a passenger must traverse in going by 
a particular route. Nor has he time to study the 
maps or scrutinize in detail the coupons attached 
to tickets in order to ascertain the direction of 
each. In order to overcome this diflBculty, the 
passenger department of each railway furnishes 
its agents with a chart of the interline forms that 
it sells, showing the route of each ticket. It is 



TICKET CHART. 137 

very simple. Each route by which a ticket is 
sold is given a form number. Tickets by this 
route bear this number. In addition to the form 
number the tickets are numbered consecutively, 
no two tickets having tlie same progressive 
numl)er. Thus, interline tickets have a form 
number and a consecutive number. The chart 
exhibits, in the numerical order of forms, the 
route and destination of each ticket, for "Com- 
plete" tickets, "Paster" and "Extension" forms. 
The form numl^ers for complete tickets are 
grouped together in one place; those for pasters 
in another place; those for extensions in another 
place. 

The chart is accompanied by an alphabetical 
index. By reference to this index, agents are 
able to ascertain at a glance to what points inter- 
line tickets are sold and the number of the route. 
By reference to these numbers, the kind of ticket 
to be used and the route are ascertained.* The 
index to the chart is so arranged that reference 
to it will enable an agent to select the ticket he 
desires, after he becomes familiar w4th the forms, 
without referring to the body of the book. 

The chart of iuterline forms is au indispensable aux- 
iliary in the sale of interline tickets. Agents should 
carefully study it and familiarize themselves with 
routes, terminal points and the numbers of the various 
forms. Accuracy and celerity in selling tickets cannot 
otherwise be attained. 

* The alphabetical index does not always include every point. 
The points omitted are provided for in the rate sheet. "NVlien, 
therefore, a point cannot be found, agents should refer to rate 
bheets. 



138 PASSENGER, BAGGAGE, MAIL SERVICE. 

The chart is required to be literally followed. 

Upon receipt of a form not included in the chart, it 
should without delay be entered in its place.* 

In attaching the extension ticket to the paster, care 
should be taken to join them together properly and 
accurately and to see that the destination is plainly 
written in the space provided on the attached record 
and terminal coupon. 

Before delivering an interline ticket to a passenger, it 
should be scrutinized to see that the lines composing 
the route are shown upon the ticket, and in the case of 
a paster ticket that it reads to the point where the ex- 
tension ticket begins. The necessity that agents shall 
not make any mistake in selling the paster and exten- 
sion forms is too apparent to require emphasis here. 

No mistakes can be made in selling interline tickets 
if the chart and rate sheets are studied and followed. 

TRANSPORTATION OF CORPSES. 

The distinctions that are made by carriers 
with animate mankind, between children and 
adults (some being carried without charge, some 
at half rates and some at full rates) are not 
observed with the dead. Here all distinctions 
are lost. Here the infant is expected to con- 
tribute equally with the grown man to the com- 
pany's revenue. 

The regulations governing the carriage of dead 
people differ. Many roads relegate this traffic to 
the express companies. Upon others a corpse, if 
securely inclosed in a coffin or other suitable 
case and accompanied by an attendant who holds 

* In order to prevent mistakes, the chart, in describing the 
routes of " Extension " forms, specifies the " Pasters " used with 
them. The record or stub attached to the "Extension" ticket 
is a further aid. 



PROPERTY FLEDGED. l;3<j 

a i)h3'sician's or liealth officer's certiticato recit- 
ing that it is free from contagion and that neces- 
sary precautions have been taken to prevent 
putrefaction while in transit, may be caiTied in 
the baggage car for the price of a first chiss pas- 
sage ticket. But the ticket must be purchased in 
the regular way and must be duly surrendered 
to the conductor for cancellation and remission. 
The following instructions govern : 

Corpses may be ticketed ou local or interline tickets as 
occasion demands. 

In some cases the law prescribes the manner in which 
a corpse shall be prepared for transportation, a viola- 
tion thereof being a penal offense. Enactments of this 
kind should be scrupulously observed by employes and 
others. 

In the event the custodian of a corpse is not supplied 
with a ticket, the conductor should collect from him the 
same fare that he would from an adult passenger. 

PROPERTY PLEDGED FOR SUMS DUE A COMPANY— 
A RAILWAY, A BANKER, PAWNBROKER, UNDER- 
TAKER AND FRIEND. 

Railways adjust themselves to the convenience 
and necessities of their customers without much 
reference to what is required of them as common 
carriers. The public is much more punctilious 
than a railway corporation. 

The air is full of criticisms of the acts of car- 
riers, if there is the slightest failure to meet the 
utmost demands of patrons. But we rarely ever 
hear a word said by carriers or their servants 
about the delinquencies of the public. The car- 
rier is not over-nice. lie is not particular what 



14X) PASSENGER, BAGGAGE, MAIL SERVICE. 

he does so long as business is facilitated thereby. 
Thus, when necessary, he performs with zeal, if 
not always with facility, the offices of banker, 
pawnbroker and undertaker. It is in the char- 
acter of pawnbroker that he is to be considered 
when he accepts temporarily the property of a 
patron in lieu of money. Cases of this kind are 
not of rare occurrence. Nothing is more com- 
mon than for an impecunious passenger to 
hypothecate his baggage or jeweliy. The earner 
receives it and, so far as practicable, does all he 
can to facilitate the recovery of the property by 
the passenger without trouble when the debt has 
been satisfied. He not only accepts property 
offered him in place of mone}^ but sends such 
property fonvard with the passenger (if possible) 
so that it may be ready for him when he desires 
to redeem it. Travelers hypothecate their prop- 
erty to pay for its transportation or their own 
passage. It does not matter what the occasion 
may be. So far as he can, the carrier is not only 
willing but glad to assist in every possible way 
to alleviate the distress that occasions necessity 
for his intervention. 

The machinery he has adopted for accom- 
plishing this purpose is, in many cases, crude. 
It is not, however, difficult to perfect it. One 
trouble with existing methods is that the ticket 
agent operates through the conductor instead 
of directly. Thus, if a passenger desires to 
pledge his baggage as security for his passage, the 
conductor is notified and is given the check for 



PROPERTY PLEDGED. 1 4 1 

the property. This the coiuluctor delivers to the 
agent at the phice of destination, who collects 
and reports the amount. A simpler and better 
way in the majority of cases would be for the 
ticket agent at the starting point to check the 
baggage and ticket the passenger, inclosing the 
check to the agent at destination with instruc- 
tions to collect the amount and remit, giving the 
passenger an order for the property upon liis pay- 
ing a certain specified sum.* This would dispose 
of cases that occur at stations. If a person were 
found upon a train without a ticket, who could 
not pay his fare and desired to pledge his prop- 
erty therefor, the conductor would treat the mat- 
ter the same as the ticket agent — i. e., he would 
take his baggage check or whatever property 
was hypothecated and give the passenger a re- 
ceipt for his fare, the same as if he paid cash. 
The same returns are required of him that are, 
under similar circumstances, required of agents. 
It is not necessary at all that the money collected 
on the pledge should be handed to the conductor 
or to the agent who received the pledge. It may 
be remitted with other moneys collected on 
account of current affairs and charged on the 
l)ooks of the company to the person who made 
the collection. The machinery for all this is the 
return made to the ticket auditor by the person 

• This would necessitate: 1. A record to be retained by the 
forwarding ticket agent; 2. A notice to the agent at destination; 
3. The order given to the passenger; 4. A notice of the trans- 
action to be given to the ticket aiiditor. 



142 PASSEXGER, BAGGAGE, MAIL SERVxCE. 

who accepted the property.* This may be used 
as a voucher to relieve the agent who delivered 
the ticket, or the conductor who issued the re- 
ceipt and made the authorization for a charge 
against the person to whom the pledge was sent, 
and whose duty it is to collect and remit the 
money. This would do away with the practice of 
remitting money backward and forward between 
employes of the company in the cases referred 
to. Such practice is a bad one because of the 
delay and risk that attend it, and should never 
be countenanced in the rules and regulations of a 
company if it can be avoided. All moneys should 
be remitted directly to the treasury. That is the 
place for it. The person who collects the money 
should be charged with it, and when tliis charge 
is made the persons who are entitled to credit, if 
any, may be credited. 

The following rules and regulations are such as 
the practice of the acceptance of pledges for sums 
due a company demands: 

Property will be accepted iii lieu of cash when a pas- 
senger is unable otherwise to pay for the transportation 
of himself or his baggage. It will be done only to save 
Ijatrons from harassment or distress. Property is never 
to be accepted in lieu of money to meet the wants of 
adventurers or others who take advantage of the custom 
to evade paying cash. 

* I use the ^nord " Return " instead of " Pieport " usually em- 
ployed upon railroads; first, because the government uses it 
under similar circumstances, and second, because it is better. 
"Report '■ is more generally used in a verbal sense; thus, a cap- 
tain is required to "report" to his regiment, while by "return" 
a "written statement is understood. 



PR OPER T Y PLED GED. \ 4 3 

Care should be exercised to see that the property 
pledged is of sufficient value at forced sale to cover the 
amount. In the event it is not, the same rule will he 
observed that is followed when passengers do not have 
sufficient money. 

Those who accept pledges of this kind will be held 
responsible for the vaku of the transpoi-tation furnished 
thereon. 

When property is pledged, whether for the carriage of 
passengers, baggage or otherwise, a receipt should be 
given for the thing pledged, by the person receiving the 
pledge. Special forms are provided for this purpose. 
Agents and conductors should keep themselves jDrovided 
with these forms.* 

Care should be taken in filling up the receipt, to do so 
with pen and ink or indelible pencil ; no space should 
be left in which additions or alterations may be made. 

When a pledge is redeemed, the receipt of the agent or 
conductor should be given up by the owner of the prop- 
erty. It should be canceled and forwarded to the ticket 
auditor. 

When baggage is taken in lieu of money, the check 
therefor should be delivered to the company. 

Pledges can only be accepted on account of local busi- 
ness, not on account of interline traffic! 

Whoever receives a pledge should see that it reaches 
the person whose duty it is to collect the amount. 
When collected the amount should be disposed of as the 
rules and regulations of the company provide. 

If a pledge is not redeemed within the stipulated time, 
notice of the fact should be sent to the ticket auditor, 
also to the general ticket agent or proper officer, and 



*Variou8 forms are used. That which, however, seems best 
fitted is four-fold, viz.: a record, which is retained by the con- 
ductor or agent; a notice, which is sent to the ticket auditor; a 
receipt (pledge) , which is given to the passenger, and a notice, 
which is sent to the person who is expected to collect the money. 
See Form No. 5, appendix. 

f There is no reason, of course, why the practice should not 
lie followed with interline business, except tliat there isuopro- 
vihiuu between the companies in interest to that ellect. 



144 PASSENGER, BAGGAGE, MAIL SERVICE. 

disposition made of the property according to the regu- 
lations governing such matters. 

GOVERNMENT REQUESTS FOR TRANSPORTATION. 

It is customary for railroads to transport per- 
sons and property upon "written application of 
duly authorized agents of the government, and 
await pay until such time as it is convenient for 
the latter to settle. The bulk of this business 
is with the various bureaus, dependencies and 
oflBcials of the War and Interior departments ; 
mainly with the Quartermaster-General's office 
and the General Land office. However, more or 
less business is done with the Fish Commission, 
the Marine hospitals, the homes for disabled 
soldiers, and other branches of the government. 

These applications are called " Requests " and 
are made in the name of the comjDany furnishing 
the transi)ortation. 

No government request for transportation can be ac- 
cepted unless technically perfect, as the government 
will not pay a request that is defective in any respect. 
If the request is in proper form and is such as the agent 
has been authorized to receive, he will accept it for the 
transportation it covers, issuing tickets as in other cases. 

In accepting requests care should be taken to have 
the receipt in the lower portion thereof properly filled 
up, dated and signed. The certificates should also 
cover the service performed, neither more nor less, the 
number of passengers and quantity of property, points 
from and to, etc. 

When transportation is asked to a local station, a 
first class card ticket will be used. If, however, there 
are two or more persons in the party, a book or party 
ticket may be used, according to circumstances. 



OOVERXifEXT TliAXSPORTATIOX. 145 

If traiisportntion is required to a point 011 another 
line, an interline ticket Nvill be issued, unless the agent 
has been otherwise instructed. 

Separate requests for each road over which a pas- 
senger travels should be exacted, except when otherwise 
instructed. 

Especial care should be taken to state in the requests 
and the attached certificates the right name of the com- 
pany; also to see that the names of the junction points 
between M'hich the service is to be performed are cor- 
rectly entered. 

Special instmctions are given by each company in 
reference to the points from and to which interline 
tickets may be issued in exchange for requests. In the 
absence of such instructions, the preceding rules will 
govern. 

In the event a person wdio holds a request neglects to 
present it at the ticket office and is afterward found on 
the train, the conductor will have the request exchanged 
for a ticket at the first station.* 

When tickets are issued by agents in accordance Avith 
the foregoing rule, they should be made to read from 
the station where exchanged to the place of destination. 
But the request and receipt attached to it should cover 
the entire service rendered. 

Conditions generally similar to the foregoing are made 
by railroads to meet the requii-ements of tlie various 
states in which they operate. 

Requests and bills of lading issued by the govern- 
ment and received in exchange for transportation should 
be forwarded to the proper accounting officer monthly.! 
If found to be authorized and technically correct, credit 

* Many roads permit their conductors to honor government 
requests the same as agents. There is no objection to the prac- 
tice if conductors will exercise the same care in accepting 
requests, and look to the fulfillment of the necessary details, 
that agents do. 

t These requests may, of course, be sent in at any time, but 
practical experience seems to demonstrate tliut once a month 
is as often as necessary, and that labor and annoyance may bo 
saved by thus restricting returns. 

10 Vol. 5 



146 PASSENGER, BAGGAGE, MAIL SERVICE. 

for amounts thus remitted is allowed the agent in due 
course. But credit cannot be allowed, it is manifest, if 
the papers are informal in any way, as the government 
will not accept or honor any document directing the 
payment of money that is not duly authorized, and is 
not perfect in every particular. 

ORDERS OF ONE AGENT UPON ANOTHER TO DELIVER 
TICKETS OR PAY MONEY. 

It is a matter of daily and hourly occurrence 
in the operations of carriers for tickets to be 
paid for at one place to be delivered upon tele- 
graphic order at another. Also for money to be 
deposited with one agent to be paid on tele- 
graphic order by some other agent. Sometimes 
these orders are sent by mail. 

Thus the practices of bankers in a measure 
creep into the varied performances of carriers. 

The manner of accounting for this business is 
Qot uniform. Some companies require that the 
collecting agent shall remit the money to the 
agent making the disbursement. This is a very 
simple method of treating the matter. In such 
cases the agent to whom the money is sent remits 
it, if it is for a ticket, exactly as he would if he 
had sold the ticket to a passenger for cash at his 
ticket window. If he pays money, however, on 
such an order, he merely makes a note of the 
transaction on his return, attaching thereto the 
receipt of the payee. In all transactions of this 
kind agents should give receipts for money paid 
to them and must exact receipts for money they 
pay or for tickets they deliver. In the event an 



AGENTS' ORDERS FOR TICKETS. 147 

agent does not receive a remittance promptl)'^ for 
tickets delivered by him or money paid, he should 
notify the ti'easurer forthwith by tele^^'raph, so 
that they may act in concert in securing the 
money. 

Such are, briefly, the rules and regulations that 
properly govern when the money collected is 
remitted to the agent who makes the disburse- 
ment. They, however, require elaboration. Like 
all monetary transactions they must be carefully 
considered and such safeguards adopted as will 
prevent abuse of confidence or other mishap. 

On some roads a prescribed form of order is 
supplied agents, which they are required to use 
whenever they have occasion to order another 
agent to deliver tickets or pay money. This is a 
good practice. The form is triplicate in nature. 
The original is used for the order; the duplicate 
is forwarded to his ticket auditor by the agent 
giving the order; the triplicate is retained by him 
as a record. 

Another method of treating money collected 
by agents on account of tickets to be delivered 
or money to be paid other agents, is to have 
amounts thus collected remitted by the collector 
viirectly to the treasurer of his company, instead 
of to the agent or officer through whom the 
money is paid or the ticket delivered. This is, 
in many respects, the preferable plan. It is 
simple and direct and avoids unnecessary cir- 
cumlocution. Where this practice is observed, 
the person upon whom the order is drawn should 



148 PASSENGER, BAGGAGE, MAIL SERVICE. 

forward it, as soon as the ticket has been de- 
livered or the money paid, to the ticket auditor 
of his company, so that the latter may be advised 
of the transaction and may be able to notify his 
treasurer, in order that the last named officer may 
see that the money is duly forthcoming. 

The following specific rules are necessary in 
handling orders for tickets or money under the 
system last described: 

Money collected on account of orders for tickets or 
money to be delivered at some other point will be re- 
mitted by the person who collects it to the treasurer of 
his company. He will also embrace it in his monthly 
return. This return should give particulars of the 
transaction, such as name of agent on whom the order 
was drawn, date thereof, kind of ticket to be delivered 
or amount of money to be paid over, or both. 

An agent who has occasion to direct another agent of 
the company to deliver tickets or money should send a 
copy of the order to the ticket auditor by first train.* 

Agents upon whom orders are draw^i will, upon the 
delivery of tickets or money, require the parties to whom 
the delivery is made to receipt therefor upon the back 
of the order, specifying the form and number of the 
ticket, also the amount of money paid, if any. They 
should then notify the ticket auditor forthwith; this 
should give the name of the person issuing the order, 
the date thereof and the amount of money collected by 
him; also the number, form and destination of the 
ticket delivered on such order and the amount of money 
paid, if any. It is the duty of the ticket auditor to notify 
the treasurer of transactions of this kind without delay. 

Tickets issued or money paid on orders will be em- 
bodied in the return for the month in which the trans- 
action occurred. If 'for a ticket, the kind of ticket 

* An order should never, under any circumstances, be given 
to pay money except wlien tickets are ordered, and only then 
in extreme cases, to accommodate a patron of the company. 



AGENTS' ORDERS FOR TICKETS. 149 

delivered will be noted, nlfso the name of the person on 
wliose order it was delivered and the date thereof ; but 
the amount need not be entered. When money is paid 
the amount will be extended and deducted from the 
total of the return ; the name of the person on whose 
order the money was paid and the date of the order 
being given. 

The receipt for tickets or money must be attached to 
the return. 

Any expense that is occasioned by the transfer of 
money on orders, as explained above, or in connection 
with the delivery of tickets at some other point, should 
))e paid by the applicant. These expenses^ may cover 
expressage, telegraph service, exchange, postage, etc. 
No charge may be made except for actual expenses in- 
curred, and no expense should be incurred at any time 
if it can be avoided. 

In those cases ^vhere a company has occasion 
to order tickets to be delivered or money paid 
by another company, the foregoing method of 
handling the business must be changed some- 
what. The practice at present is for the local 
agent to send the order through the general 
ticket agent of his company. He follows this 
up by remitting him the money. This latter the 
official in question remits to the general ticket 
agent of the company honoring the order, who 
remits it in turn to the local agent, who in turn 
remits it to his treasurer. This method of hand- 
ling the business involves a great deal of repeti- 
tion of work, much handling of the money, much 
unnecessary risk, and much circumlocution. A 
better plan would be for the agent to treat the 
transaction the same as if a ticket were sold and 
let the ticket auditors settle with each other 



150 PASSENGER, BAGGAGE, MAIL SERVICE. 

through interline ticket returns — the value of the 
order to be added by the drawer or deducted by 
the drawee company. The latter method pos- 
sesses many advantages. It involves less cor- 
respondence, delay and risk. The following 
specific rule should govern: 

An agent who has occasion to order "an agent of 
another company to deliver a ticket, or pay money, 
will make such request through his general ticket 
agent, sending a report thereof at the time to the ticket 
auditor. The general ticket agent, upon receipt of the 
order, will send the same forward through the proper 
official of the company that is to deliver the ticket or 
pay the cash; he will, at the same time, notify the 
ticket auditor of the transaction, so that the latter may 
embody it in his next return ; he will thus have a double 
check upon the business. 

PERSONS CARRIED ON FREIGHT TRAINS AS PASSEN- 
GERS OR ACCOMPANYING FREIGHT. 

The rules and regulations of railways are not 
uniform in regard to the carriage of passengers 
on freight trains. Grenerally speaking, railways 
are averse to carrying passengers on such trains. 
However, as this business is done more or less, it 
is necessary to provide rules and regulations gov- 
erning it. There are four classes of passengers 
embraced in this business: first, those in charge 
of live stock or other property, who are not 
expected to pay fare; second, those in charge of 
property who are required to pay fare but of 
whom the conductor cannot collect the amount 
except through the agent at the station to which 
the freight is billed; third, those in charge of 



PASSEXGERS OX FREICllT TRAIXS. 151 

property of whom the conductor is expected to 
collect a ticket or fare;* fourth, common pas- 
sengers, but accompanying freight, who have a 
ticket or pay fare. In regard to this last named 
class, no special instructions are necessary, as 
the usual rules and regulations governing such 
matters should be observed. 

The accompanying rules and regulations refer 
more particularly to the three first named classes. 
Incidentally, hoAvever, they embrace the rules 
and regulations that it is customary for railways 
to issue in connection with the carriage of pas- 
sengers on freight trains. They are as follow^s: 

In those cases where passengers are permitted to ride 
on freight trains, the following instructions should be 
observed, viz. : f 

Passengers not entitled to ride free should procure 
tickets before getting on the train. In the event they 
fail to do this, fare will be collected by the conductor 
and a receipt given therefor by him as in other cases. 
The rules governing passenger conductors will also be 
observed in reference to the collection, cancellation and 
transmission of tickets collected. 

Persons in charge of property will be passed without 
charge upon certiticate of the company's agent to that 
effect, when such certificate is issued in accordance 
with the printed rules and regulations governing such 
matters. 

If a person is found on a train, whether in charge of 
property or otherwise, fare will be collected of him if he 

* In all i-iiscs of this kind the conductor is requii'ed to make 
H notation of the fact on the way bill, so that the agent may be 
advised as to whether the person in charge has paid his fare 
or not. 

+ Upon many roads particular freight trains are permitted to 
carry jiassengcrs; these trains are especially designated on time 
curds or otherwise. 



1^2 PASSEXGER, BAGGAGE, JIIAIL SERVICE. 

is not proYided with a ticket or other eridence of a right 
to ride without charge. 

In those cases where fare is collected from persons 
in charge of property, a notation to that effect, signed 
by the conductor, should he made on the way bill, 
stating the number of persons, the rate of fare collected, 
and total amount.* 

If persons traveling in charge of freight hold a ticket 
or pass, the fact should be noted on the way bill by the 
conductor.! 

In the event a person accompanying freight presents 
a ticket that does not fully cover the transportation, it 
will be taken up and fare collected for the remainder of 
the trip ; or, in the event fare cannot be collected, the 
method hereinafter prescribed of collecting fare by 
means of freight way bills will be followed. When 
inclosing an insuiJicient ticket to headquarters, a state- 
ment should accompany it giving date and number of 
way bill on which the balance of the fare is to be col- 
lected.:^ 

If a ticket reads beyond a conductor's run, he will 
cancel it for such run and return it to the passenger. 

When a conductor cannot collect fares from persons in 
charge of freight who are unprovided with tickets, he will 
issue cash fare receipts therefor; issuing a separate 
receipt for each person, and note in the space provided 
for inserting the rate the letters "C. 0. D."§ But, 

* This notation is necessary, as agents at destination are 
expected to add the fare of persons accompanying freight to the 
charges ou the hitter -when such persons are not entitled to ride 
free, or have no evidence that they have paid their fare. 

f The point from and to should be given, also the number of 
the ticket or pass. 

+ This rule also covers the ease where the ticket presented 
only covers transportation to the end of the conductor's run, 
instead of the place to which the property is billed. 

^It is of the greatest importance that this provision be 
observed. The rate should only be entered when the fare is 
paid, and even then the words " Fare paid " should be -nTitten 
in connection with the rate, to prevent uncertainty upon the 
part of either the agent at destination or the ticket auditor, as 
to "Whether the conductor collected the fare or not. 



PASSKXOERS OX FREKIHT TRAIXS. l.-)3 

instead of giving this receipt to the passenger, he will 
attach it to the ■way bill. In addition, he will make the 
prescribed notation on the way bill directing the agent 
at destination to collect the fare, specifying on the 
bill, as already stated, the number of persons, the points 
from and to which they should pay, the rate and amount ; 
also the numbers of the cash fare receipts attached to 
the way bill.* 

The return sent to the ticket auditor by the conductor 
of the receipt must accord therewith, notation being 
made on the back that it was issued on account of a 
person in charge of freight, giving the date, way bill 
number, points from and to, C. 0. D., etc. A similar 
notation should be made by conductors on their own 
records. t 

If the transportation afforded a person in charge of 
property covers the runs of two or more conductors, each 
will in his turn comply with the foregoing iniles for that 
part of the road over which he runs. 

It is the duty of the agent at the station to which the 
freight is billed to collect any fares that may be noted 
for collection on way bills. However, as conductors of 
freight trains are much occupied with their other duties, 
agents should not depend entirely upon their noting 
delinquent fares, but should be on the alert to discover 
and rectify omissions of this kind. 

Agents at junction stations who receive freight way- 
billed through to a station on another road with persons 
in charge, will make notation in ink on the way bill, 
specifying the amount of the charges unpaid and direct- 
ing the agent at destination to collect and report the 

same to his ticket auditor. Thus : " Agent at , 

collect $ , account of man in charge to 

, and report same to your ticket auditor." The 

• In the event the rebate form of receipt i.s used, it will be 
marked "No rebate allowed on this," the letters " C. O. D." 
bein{^ VTitten across the face of the receipt. 

■f- The object of the notice to the ticket auditor is to enable 
hiiu to see. that the a<?eut at destination collects such fares and 
duly accounts therefor. 



154 PASSENGER, BAGGAGE, MAIL SERVICE. 

agent will then detach the cash .fare receipts and for- 
ward them at once with copy of the way bill, including 
the above mentioned notation, to the ticket auditor. 

Should a way bill issued by a foreign line bear notation 
to the effect that fare for the party accompanying the 
freight has been prepaid, the agent must immediately 
forward a copy of the way bill to the ticket auditor, who 
will see that the same is duly accounted for by the com- 
pany to whom the charges were paid. 

In cases where an attendant is permitted under the 
rules to accompany live stock or other freight without 
charge, conductors will hunt up and identify such per- 
son. If he cannot be found they will note upon the 
way bill " No one in charge." Thus the agent will be 
advised and the company's interest fully protected in 
the event damage should occur to the property because 
of the absence of the attendant. 

If a conductor has a way bill on which notations have 
been made by other conductors that a person is in 
charge who should pay fare, he will make diligent search 
for such person in the event he does not present himself. 
If he cannot be found the conductor will note on the 
way bill "Passenger cannot be found — collect fare," 
noting the stations from and to. This he will sign. It 
is the duty of the agent in such eases to collect the 
amount, unless the consignee can satisfy him that the 
person in question did not accompany the freight over 
that particular part of the line, but traveled on another 
train. 

If a conductor omits to make a notation similar to 
that made by other conductors in turn, the agent will 
assume that the omission is an oversight and will col- 
lect the amount, unless convinced that it would be 
unjust. 

If conductors are negligent in enforcing rules and 
regulations governing passengers carried on freight 
trains, agents and others are required to notify the 
traffic manager and ticket auditor of the fact, specifying 
the name of conductor and giving such details as are 
necessary to a proper understanding of the matter. 



PASSEXUJ'JRS OX FRKKUIT TRAJXS. I'lS 

Fares collected by agents on way bills should be 
embraced in the monthly local ticket return* immedi- 
ately below the account of local ticket sales, under the 
head of " Collections on way bills." The point of Khip- 
ment should be stated, also number and date of way 
bill, number of cash fare receipt and amount. 

If the amount collected is from a place on another 
road (i. e., is interline business) it should be embodied 
in the monthly interline ticket return.! 

Upon all way bills on wdiich fare is collected, the 
agent will note "Fare embraced in montlily local ticket 
return," giving the month and signing his name thereto. 
If the agent who collects the fare is not a ticket agent, 
he will make a special return of the amount to the ticket 
auditor, or turn it over to a ticket agent to be reported, 
as may be directed. 

A copy of every w-ay bill upon which a fare is collected 
should l)e sent with the monthly return in which it is 
embodied. The copy should contain notations of con- 
ductors and other matter. 

When a cash fare receipt, issued in those cases where 
fare is not collected, is attached by a conductor to a 
way bill, it should not be delivered by the agent who 
collects the fare to the person who pays the same, but 
be detached and pinned to the copy of the way bill and 
sent to the ticket auditor. 

The intent of the foregoing instructions is to require 
conductors of freight trains to collect fares from all 
passengers they carry noi entitled to free transportation 
who are unprovided with tickets ; in the event they can- 
not collect fares from persons in charge of freight, to 
delegate the duty to the agent at destination. 

Cash fare returns t will not be required for each train 
from freight conductors who only carry passengers occa- 
sionally. In lieu of the train return they are required 
to make a return at the end of the week.§ 

• See Form No. 14, appendix, 
f See Form No. 16, Hppoiidix. 
I See Form No. IS, ii])pcu(lix. 
§ Weeks close on the 7tli, 14tb, 21st and lust day of the moutli. 



156 PASSENGER, BAGGAGE, MAIL SERVICE. 

In the event no fares have been collected, or receipts 
issued, a return to that effect is required.* 

PUEPOSE OF agents' AND CONDUCTORS' RETURNS — 
DAILY EXHIBITS OF PASSENGER EARNINGS. 

The objects of the returns required from agents 
and conductors are : First, to ascertain whether 
the revenue derived from business has been accu- 
rately accounted for or not ; second, to note the 
amount of such revenue ; third, to find out to 
whom it is chargeable ; fourth, to see that con- 
necting companies are allowed their proportions 
on tickets sold over their lines, and that they 
rei^ort the amount due fi*om them on interline 
tickets they sell ; fifth, to enable those in charge 
to ascertain the origin, nature, destination and 
volume of business and the revenue accruing 
therefrom, including the gross earnings. 

In reference to the exhibits for this last, the 
practices and wants of railway companies are 
extremely varied. In some cases railway man- 
agers do not require to be informed of their 
earnings oftener than once a month ; in other 
cases weekly; in others daily. 

When daily earnings are required, the method 
of determining their extent is also varied. At 
best, however, the information ari'ived at is only 
approximate. In some cases earnings are esti- 

*A special form (No. 19, appendix) is provided for emergen- 
cies of this kind. It is termed a " No fare return." It gives the 
signature and address of the conductor, period it covers, com- 
mencing niimber of blank receipts on hand, a cut of the con- 
ductor's cancellation punch, etc. 



KXiimrrs of PASSEXCrER EAiixixas. 157 

mated from day to day upon the basis of tickets 
returned by conductors. This method is mani- 
festly deficient because many tickets sold are lost 
or not used immediately. In some cases daily 
returns are required of sales ; this is, perhaps, the 
best plan of arriving at the result aimed at, but 
in order to save cost some roads only require 
weekly returns ; these they use in estimating the 
daily earnings. A weekly return cannot be said 
to be satisfactory where absolute accuracy is 
desired. In the first place it is not received until 
after the close of the w^eek, when all but the 
earnings for the last day have been estimated. 
In such cases the estimate for the six preceding 
days must be partly guessed at and partly based 
on the earnings for the coiTesponding period of 
the preceding year, the amount over or under 
estimated being corrected in the seventh day on 
the basis of the weekly return. This plan is a 
mere makeshift to save expense. It, however, 
works more satisfactorily than w^ould be supposed, 
not because of any intrinsic merit it has, but 
because the passenger earnings of railways do 
not fluctuate very widely. If w^e know what the 
earnings are for a particular day in one year, w^e 
may estimate with tolerable accuracy what they 
will be for the corresponding day of the succeed- 
ing year, under similar conditions. But especial 
conditions that accelerate or retard travel require 
to be noticed, such as exhibitions, fairs, blockades, 
etc. Earnings estimated in the manner described, 
while not accurate, are yet sufficiently near the 



158 PASSEXGER, BAGGAGE, MAIL SERVICE. 

facts to afford officials interested in such matters 
the light they require. 

It should be kept in mind, however, in consid- 
ering this matter, that there is no difficulty what- 
ever in arriving at a practically accurate state- 
ment of daily passenger receipts. But to do this 
greater expense must be incurred than the value of 
the information warrants. The great object that 
the accounting officer has in view, here as else- 
where, is to keep expenses down. There is no doubt 
that railway managers would rather forego all 
knowledge in regard to daily receipts than have 
any considerable expense incurred in ascertaining 
the same. Managers and owners are anxious to 
know as nearly as possible what their property is 
earning, but the information has only a qualified 
value. They are, therefore, I think, generally 
better satisfied with an approximate statement of 
earnings that costs little than an accurate one 
that costs considerable. Moreover, they only 
remain in ignorance at best a few days, as a full 
statement of earnings is furnished them as often 
as once a month. Among the returns contem- 
plated by this book are weekly returns of ticket 
sales.* These are used in making daily approxi- 
mate earnings statements in the manner described. 
The information is derived partly from these 
returns, partly from the cash collections of con- 
ductors, and partly from tickets collected sold by 
other companies. I do not by any means claim 
that this plan is the best. 

* See Forms Nos. 13 and 15, appendix. 



STATIOX TJCKKT RECORDS. 159 

RECORDS KEPT AT STATIONS OF LOCAL AND INTER- 
LINE TICKETS. 

While tlie forms used l)y iciilroad companies 
are not alike, it is customary to furnish agents 
with adequate facilities for keeping a record of 
the tickets they handle. This record is at once 
a history and an inventory; a record of tickets 
received, sold, spoiled, returned and on hand. It 
is useful to the agent in making his returns and 
is necessary to traveling auditors and inspectors 
in examining the affairs of the office. When a 
supply of tickets is received, they should be 
carefully examined and counted, assigned to 
their proper places, and the invoice signed and 
returned. But l)efore the invoice is returned a 
careful transcript of it is entered in the local''' or 
interline t ticket register, as the case requires. 
Afterward, as sales progress, the exact number 
disposed of may be ascertained quickly and accu- 
rately by comparing the lowest number on hand 
with the lowest number received. As more or 
less tickets are spoiled and more or less returned 
to headquarters, it is necessary to make provision 
for these also; this the register does. 

The accompanying rules and regulations con- 
template separate registers for local and inter- 
line tickets. Both are descril)ed further on. It 
is designed that the lowest number of local 
tickets on hand shall l)e entered daily. On the 
interline t icket register tlie particulars are not 

* See Form No. 11, appendix. 
t See Form Nt). 12, uppeiidix. 



160 PASSE^''GER, BAGGAGE, MAIL SERVICE. 

entered so often; however, there is no reason 
why they should not be entered daily. The local 
ticket register is intended not only as a station 
history, but is also designed to be used in making 
the weekly and monthly returns. The interline 
register is more of a record than anything else, 
as the agent makes up his returns from the stubs 
of the interline tickets. These stubs show accu- 
rately the date on which the ticket was sold or 
otherwise disposed of. The following regulations 
govern the use of the registers in question. They 
are such as experience and practical use have 
taught to be necessary. They might be greatly 
elaborated, but are designed to cover only the 
salient points, as the registers themselves denote, 
with almost picturesque accuracy, how they are 
to be kept and the rules and regulations neces- 
sary thereto. 

LOCAL TICKET REGISTER.* 

Particulars in regard to local tickets are required to 
be entered in this record. 

It specifies, under appropriate headings, the tickets 
received, sold, spoiled, returned and on hand. 

Upon receipt of a supply of tickets, they should be 
carefully inspected and counted and should then be en- 
tered in the local ticket register, specifying the com- 
mencing and closing numbers of each form, and such 
other details as may be necessary to fully identify the 
transaction afterward. 

The register is designed to contain a complete inven- 
tory of local tickets on hand at the close of each day. 

A new record must be opened in the register each 

* See Form No. 11, appendix. 



LOCAL TICKET REGISTER. 161 

month, or oftener, if required, the closing numbers be- 
ing brought forward as the commencing numbers of the 
current account. 

The destinations of card tickets in stock should be 
entered in station order in the column provided there- 
for at the left of the page. Immediately opposite should 
be entered the liighest number on hand. 

Opposite the destination of each card ticket the rate 
should be entered in the column provided for that pur- 
pose. In the succeeding column the commencing num- 
ber for the mcnith should be noted ; this was the closing 
number for the previous month. 

The various forms of book tickets should be entered 
at the bottom of the page, specifying all the forms on 
hand in progressive order. Commutation, mileage, ex- 
cess baggage and other special forms should be similarly 
entered. 

For convenience in auditing tickets at headquarters, 
agents should mark the face of the first ticket used each 
month (i. e., the commencing number) with a cross so as 
to distinguish it quickly.* This should be done at the 
time the closing numbers for the month are drawn off. 

The register is required to be written up daily imme- 
diately after changing the date of the ticket stamp. 

The lowest number on hand of every form of ticket 
should then 1)e entered in the proper column as the 
closing number for the day and the commencing num- 
ber for the succeeding day. 

In writing up the register sufficient space should be 
left to enter each of the various kinds of tickets together 
in a group. 

In every case where a ticket has a form number it 
should be specified. 

At tlie close of each day the gross value of tickets sold 
should be calculated and the amount entered in the mar- 
gin at the bottom of the page. At the close of each week 
these amounts should bo added together and entered. 

The summary at the right of the page is required to be 
written up mo nthly only. 

'Thus: X. 
n Vol. 5 



162 PASSEXGER, BAGGAGE, MAIL SERVICE. 

The purpose of this summary is to exhibit a con- 
densed and classified statement of the disposition of 
tickets for the month. 

The total of the summary should agree with the total 
of the amounts recorded daily in the margin at the bot- 
tom of the page. 

The monthly local ticket return is copied from the 
summary, so that in the event a return is lost a dupli- 
cate may be made. 

Tickets that have been spoiled, returned to headquar- 
ters, lost, destroyed by fire, or stolen, should be entered 
in the daily account, and in the monthly summary as 
well. 

Special credits for tickets spoiled, returned, lost, or 
stolen, should be entered in reel ink. 

All debits should be entered in black ink.* 

INTERLINE (cOUPOn) TICKET REGISTER. f 

This register is required to be kept bj'' agents who sell 
interline tickets. It is a record of tickets received, sold, 
spoiled, stolen, lost and returned. 

When tickets are received they should be carefully 
inspected and counted in accordance with instructions 
and entered on the interline register, specifying the 
forms, the commencing and closing numbers, and the 
number of the invoice. 

Tickets should be entered in numerical order as 
nearly as possible, according to forms. 

The year should be written at the top of each date 
column ; also between the last recorded date of one year 
and the first recorded date of the next year. Neglect to 
do this may occasion confusion and annoyance to travel- 
ing auditors and others in making examinations from 
time to time. 

Particulars of tickets sold, spoiled, returned, etc., 
should be entered in the register, in the place provided, 

*For a further and clearer iinderstaudiug of tlie require- 
ments of the local ticket register the reader is referred to the 
form, No. 11, contained in the appendix; it is easily understood. 

f See Form No. 12, appendix. 



IKTERLIXK TICKET REGISTER. 163 

at the close of the month. In entering: these details the 
commencing and closinfj numbers should he given. 

The number of tickets sold, including tickets made 
void, if there are any such, should be entered in black 
ink ; the number returned in red. 

Paster forms require to be entered separately, the 
same as extension form sales, without regard to the 
various forms of the latter in connection with which 
they are used. 

For a more clear and precise understanding of the 
interline ticket register the reader is referred to the form 
contained in the appendix hereto.* It must be written 
up promptly and fully in accordance with its require- 
ments. 

WEEKLY RETURN OF TICKET SALES.f 

This return may be used for the purpose of 
comparing the tickets collected by conductors 
with the returns of sales by agents. However, 
there are better ways of doing this. Upon roads 
where the accounts are closed weekly this return 
is used in auditing the same. It is suggested 
here simply as a help in arriving at an approxi- 
mate statement of passenger earnings. The pur- 
pose of this information and its value have 
already been noticed and need not, therefore, be 
further referred to here. The weekly return 
should be a full and accurate statement of all 
tickets sold and should be made by all who sell 
tickets. 

Weekly returns should be sent by first train after the 
week- closes. In the event it is impossible to do this, 
the agent should telegraph the aggregate to the ticket 
auditor. 

•See Form No. 12, appcudix. 

t See Form No. 13, appendix, local; also Form No. 15, inter- 
line. 



164 PASSENGER, BAGGAGE, MAIL SERVICE. 

The return is required to contain an exhibit of every 
kind of ticket, the different kinds to each station being 
shown separately. The four weekly returns should 
agree with the monthly returns described elsewhere. 

MONTHLY LOCAL TICKET EETURN.* 

Upon many roads the local ticket sales are 
audited from daily returns, or from those made 
for particular trains, or from weekly exhibits. 
There can be no objection to either of these 
methods, unless possibly on the ground of undue 
multiplication of work. But this may be com- 
pensated for in other directions. I do not wish to 
criticise the method, whatever it may be. The 
accom23anying rules and regulations, however, 
contemplate the closing of the accounts of agents 
on the last day of each mouth, the rendering of 
returns at that time, and the making of a careful 
examination and audit of the accounts as soon 
thereafter as possible. 

This audit contemplates a careful comparison 
of tickets sold with those collected and returned 
by conductors; an examination of rates, a verifi- 
cation of dates, extensions and footings. After 
this work has been gone through with and the 
accuracy of the result fully determined, the 
amount is charged to the agent on the journals 
and other general books of the company. I see 
no reason why this should not be done as early as 
the 18th of the succeeding month. It should be 
done with the utmost dispatch. Afterward the " 

* See Form No. 14, appendix. 



LOCAL TICKET RETURN. 165 

corrected balance should forthwith be certified to 
the agents, so that they may have plenty of time, 
before the end of the month, to coiTect any 
excesses or deficiencies in their cash accounts 
because of eiTors or omissions. 

The rules and regulations that govern the use 
of the monthly local ticket return may be gener- 
ally summarized as follows : 

Agents who sell local tickets are required to make a 
monthly return thereof. It contains not only an accu- 
rate account of all tickets sold, but a classilied state- 
ment of the tickets on band at the commencement and 
close of the month. 

The commencing number of each form must be shown 
in the place provided, whether sales have been made or 
not. When sales have occurred the closing number, 
also, must be given. 

For convenience the commencing and closing num- 
bers and number issued of all forms having blank or 
variable destinations — such as the so-called "book," 
"simplex," and various miscellaneous forms — are sum- 
marized in a separate place on the return from the 
card tickets and revenue detail. If all such tickets are 
accounted for in the revenue detail, and properly recap- 
itulated, the totals of the summary and of the recapitu- 
lation will agree. 

Many tickets are distinguished by an initial or series 
number. In such cases this designation should be 
noted over the commencing number. 

Void tickets must be entered in the columns provided 
therefor, and all tickets thus accounted for must ac- 
company the return. 

The destinations of all tickets are required to l)e shown 
in the return in the order prescribed.* 

• Tlie geuerul custom is to re(iuire returns to he rendered in 
" station order." The iniportaiice of ohserving some order, it 
matters not what, so long as it is generaUy used, shouhl be 
borne in mind. Many of the ^'"^ords :u the general oflico con- 



166 PASSENGER, BAGGAGE, MAIL SERVICE. 

When the route is specified on tariffs, in connection 
with a particular rate, the route should be noted in the 
return. If necessary to insure this being correctly 
done, it should be written on the stub or record of the 
ticket at the time of sale. 

The authorities for all special individual rates and 
the occasions for all special excursion rates must be 
specified in the place provided. The former must be 
inclosed with the return. 

The blanks, headings and columns of the return indi- 
cate their specific purpose. When used for other pur- 
poses, as they sometimes require to be, the fact should 
be indicated. 

Miscellaneous transactions not otherwise provided for 
should be itemized under appropriate headings at the 
close of the return, after completing the showing of one- 
way, first class, round-trip* and excursion business. 
The following headings will cover the miscellaneous 
transactions that are most likely to occur, viz. : Parlor 
cart ticket sales; fares collected on pledge tickets; 
fares collected from men in charge of freight ; tickets 
(and money, if any) furnished on prepaid orders ; 
tickets exchanged for tickets of other agents' issue, 
exchange orders, government requests, etc.; amount 
paid in redemption of cash fare rebate receipts. Full 
explanation and necessary references must be given in 

tain printed lists of stations, and it is obvious that a great sav- 
ing in time, labor and expense must result to a company from 
the strict observance on the part of all concerned of a similar 
order. 

* When a round-trip ticket is sold at authorized round-trip 
rates, or double first class rates, it is called a round-trip ticket. 
When it is sold under other conditions, it is called an excursion 
ticket. 

f The same rule might be observed in regard to sleeping car 
tickets, but the rules and regulations governing the sleeping 
car traffic are so extended and complicated that special forms 
and instructions are prepared therefor by the companies en- 
gaged in operating such properties. This is also true of dining 
cars, and measurably so of parlor or day cars. No attempt is 
made in this volume to cover in detail such business. As a 
rule, special returns are required for business coming under 
these various heads. 



INTERLIXK TICKET RETURNS. 167 

all cases ; and whatever is honored or accepted in 
exchange for tickets or money must be inclosed with 
the return. 

Separate phices are provided for showiiif; commuta- 
tion and mileage ticket sales, thus making the return 
complete for the local passenger traffic. 

Care should l)e taken to foot the return accurately 
and to carry the totals forward without error to the 
recapitulation. 

The accuracy of the return should be proven before 
forwarding it to headquarters. 

WEEKLY RETURN OF INTERLINE TICKET SALES.* 

A return of interline ticket sales Avill be made at the 
close of each week. It should embrace all tickets sold 
to points on other roads, as per the requirements of the 
form. 

A return should be made by all agents who sell inter- 
line tickets, whether sales have l)een made or not. 

When special or skeleton forms are sold, the routes 
should be specified ; also all indorsements on tickets 
respecting exchanges, change in route, etc. Interline 
tickets issued in exchange for those of other roads, 
exchange orders, government requests, special orders, 
etc., should be so specified on returns. 

MONTHLY INTERLINE TICKET RETURN.f 

This return should be sent to headquarters by first 
train after the close of the month. It should be made 
by all who sell interline tickets. It is intended to em- 
body transactions for the month for which it is made. 
Each form will be eml)odied in its place and in its 
order, so as to afford a full, consecutive and easily 
understood history of the business. It should also 
embrace an accurate account of tickets spoiled, re- 

•See Form No. 15, appendix, 
f See Form No. 16, ui)peudix. 



168 PASSEXGER, BAGGAGE, 2IAIL SERVICE. 

turned, lost, stolen, burned, etc. Agents supplied Tvith 
one or more tickets to meet a temporary demand should 
also make return thereof on this form at the end of the 
month. 

All forms used during the month must be entered in 
the summary provided therefor, beginning with the 
lowest numbered forms not having prefix letters ; after 
which, those having prefixes should be entered in alpha- 
betical order; and, finaUy, the miscellaneous blanks o^ 
forms, if any, requiring to be accounted for in connec- 
tion with the sale of interline tickets. 

The commencing and closing numbers and number 
issued must be entered in the places provided. The 
latter must be footed and the total thereof must agi*ee 
with the total number of paster,* extension and com- 
plete tickets accounted for in the revenue detail. 

The revenue detail must also be written up in form 
order and correspond, as nearly as possible, with the 
order observed in the summary. 

All tickets sold to the same destination, having the 
same route and rate, must be embraced in one item, 
each ticket number being specified in its order and the 
number of tickets in the place provided. 

Li the event an unusually large number of tickets of 
the same form is sold to one destination, the com- 
mencing and closing numbers, only, need be shown. 

The class, number of passengers, rate and amount 
should be indicated in the columns provided therefor. 

Spoiled tickets, if any, should be accounted for as 
void in connection with the proper forms, and the ticket 
numbers thereof specified in the column for notations 
at the right of the return. 

Immediately following the entry of the amount, in 
the place provided, should be written all references and 
notations which may be necessary to a thorough expla- 

* When the " Paster " and " Extension " system of tickets is 
Tised," the return should provide separate columns for reporting 
the paster and extension forms. If " Complete " tickets are also 
used, the sales thereof may be entered ixi the column providea 
for extension forms. 



GEXERAL IXsriil'CTIOXS TO AOEXTS. IGi) 

nation of the transaction. The notations required are, 
chietiy, the following: 

Authorities for spoe-ial individual rates, thus: Charity, G. P. A. 
order No. 76; or, Euiploj-e, (i. 1*. \. order No. 77. 

Occasions for special excursion rates, thus; National Educa- 
tional .\8s'n, per eertiHeates. 

Routes and juuctit)ii points of special and skeleton tickets, 
thus: F. M. & W. to ("liieaj>ro; transfer; Penn. Co. to Mansfield; 
N. Y. L. E. A W. to Burtalo; N. Y. C. it H. K. to Troy. 

Numbers of void or spoiled tickets, thus: Void, Nos. 22 
and 25. 

Number of void coupons (when only part of a ticket is used) , 
thus: 1 coupon, St. Paul to Portland, void; or, 3 coupons void 
(if the ticket in question is of skeleton form) . 

Description of tiekets, orders and requests accepted in ex- 
change for tickets issued, thus: 

Exchanged for Gov. Requests, Nos. 11720-21-22. 
Exchanged for Davton Prepaid Order 0-12, No. 1239. 
Exchanged for B. A- O. Form E 275, No. 80. 

If a ticket is indorsed to bo exchanged at some point, the 
fact should be likewise noted. 

GENERAL INSTRUCTIONS TO AGENTS. 

Unauthorized persons should not be allowed access to 
the ticket othce. 

Local tickets should be reported in the local returns. 
Interline tickets should be reported in the interline 
returns. 

Tickets will bo audited at their face value. 

Many forms of tickets have special contracts or 
conditions governing their use. It is the duty of agents 
and others to see that these are duly executed. 

In order that mistakes may not be made in filling 
up blank forms and tickets, care should be taken to note 
all changes in names of stations. 

In invoicing tickets and receipting therefor, the highest 
and lowest numbers should be given, the numbers 
embraced being the intermediate tickets, including the 
highest and lowest numbers. 

In returns and records tlio commencing number will 
bu understood to Ije the lowest luimber on hand at the 
commencement of the month, or when the account is 
opened. The closing number will be the lowest number 



170 rASSEXGER, BAGGAGE, MAIL SERVICE. 

on hand at the time of closing the account. The differ- 
ence between the commencing and closing numbers is 
the number sold. The closmg number of one return is 
the commencing number of the next return. 

In the event tickets are sold in broken numbers (that 
is to say, when the numbers for two or more lots do not 
follow each other consecutively), the commencing and 
closing numbers of each lot should be entered separately 
upon the register and in the return. Only the total 
number sold need be specified in the sales column, how- 
ever, with but one rate and extension. 

All tickets issued in exchange for those of other lines, 
exchange orders, special orders, government requests, 
etc., will be so reported, omitting the entry of rate and 
amount, and noting specifically what the exchange was 
made for, giving the names of the issuing roads or 
officers, and the numbers of the tickets, orders or 
requests. 

TMien interline tickets are indorsed to be exchanged 
at some point for tickets reading beyond, or returning 
from such point via another route, whatever notation is 
made on the tickets must be made on the stub, and 
likewise on the monthly return, where the tickets are 
accounted for. 

When interline tickets are sold at rates not quoted in 
published tariffs or rate sheets, but made independently 
by the agent, or under special instructions from the gen- 
eral ticket agent, the agent should make his computa- 
tion or a copy thereof on the back of the stub, showing 
briefly the figures used. This will give the ticket auditor 
a ready clue to the manner in which the through rate is 
constructed, so that it may be more readily verified, and 
obviate the necessity of telegraphing agents for such 
information. 

All spoiled or void tickets, tickets and orders taken in 
exchange for tickets issued, government requests, spe- 
cial orders,* also letters, telegrams and other papers, 
authorizing a departure from established rates or rules, 



* See Form No. 9, appendix. 



GENERAL IXSTRrcTlUXS TO AaEXTS. \-j\ 

should bo preserved and sent to headquiirters with the 
monthly return they affect.* 

Convention certilicates,f honored in exehan^e for 
tickets issued, should be so assorted as to l)rinf^ those 
reading between the same points together in station 
order. 

The counterparts of all tickets sold, having blank or 
variable destinations, must be returned. Those belong- 
ing to each book or form should be arranged separately 
in numerical order, and secured against disarrangement 
by means of a string or rubber band. 

The stubs of interline tickets sold should also be 
inclosed with the monthly interline ticket return. The 
various forms should be arranged in numerical order, 
and the package secured against disarrangement by a 
string or rubber band. 

Spoiled tickets should be effectually canceled to pre- 
vent their use if lost in transit. To insure this, they 
should have the word "Void " written or stamped con- 
spicuously across the face of every distinct and detach- 
able portion of the tickets. 

In the event agents are not specifically authorized, 
they should not redeem unused tickets or portions 
thereof, presented to them for redemption. They may, 
however, give their receipt therefor, and forward the 
tickets to the proper officer for advice and direction in 
the matter, t 

* To assist in the verification of exchanges, agents should 
attach to each paper taken in exchange an "Exchange Memoran- 
dum," giving a description of the ticket exchanged therefor. 
See Form No. 10, appendix. 

t See Form No. 8, appendix. 

X Upon many lines no one is allowed to redeem tickets except 
the general ticket agent; npon othtT lines he exercises this pre- 
rogative through agents, or in connection with tliem, except 
perhaps, in the case of mileage and other special forms of tickets. 
It is the duty of the traffic department to issue specific instruc- 
tions in regard to the conditions under which tickets will he 
redeemed and exchanged. One road has tht; following rule: 
*' In the event a passenger does not use a ticket or any part of 
it, and presents the same in an unused condition during the 
month iu which it was sold, such ticket may be redeemed by 



172 PASSENGER, BAGGAGE, MAIL SERVICE. 

Communications received by agents from other com- 
panies relating to commissions, ticket sales, rates, and 
kindred subjects, should be referred to the proper official 
at headquarters. 

GENERAL INSTRUCTIONS TO AGENTS AND CONDUCTORS. 

Upon some roads agents are required to keep 
their receipts from passenger and freight business 
sej)arate and to make separate remittances and 
separate balance sheets. Indeed, carriers were at 
one time accustomed to keep the proceeds of pas- 
senger and freight business almost as distinct as 
if conducted by separate companies. This practice 
has gradually given place to one of greater con- 
centration. 

The receipts that arise from passenger and 
freight business respectively, and the expenses 
they severally occasion, are novv^ determined 
through the accounts rather than by attempting 
to keep the receipts and expenditures separate. 
Hov^ever, whatever the results may be of the pas- 
senger business of agents and conductors, they 
should be embraced in the balance sheets made 
by these employes. The amounts thus reported 
should, of course, agree with the various returns 
made. 

Passenger statements, returns and records should be 
kept and accounts rendered in accordance with instruc- 
tions. 

A particular form is provided for each kind of return. 
If there is nothing to report, a blank form will be filled 

the selling agent, and he will treat it as if it had been spoiled. 
No ticket containing the cut of a baggage punch may be re^ 
deemed until it is ascertained that tlie baggage was not car- 
ried." 



GENERAL IXSTRUCTIOXS TO AdENTS. 173 

up, signed aiul sent forward, in the absence of instruc- 
tions to the contrary. 

A copy or record should he retained of every kind of 
statement or return rendered. Care should he taken 
not to blur or obliterate documents forwarded to head- 
quarters. 

No figures should he made in red ink in making a 
return, unless otherwise especially directed, as correc- 
tions and additions made at headquaiiiers are noted in 
red ink. 

Returns should he signed by the person responsible 
therefor. No one should sign for another unless duly 
authorized. 

lieturns will not be accepted unless made on the 
proper forms. 

The time for rendering returns is generally indicated 
on the blanks. 

Employes should keep themselves supplied with the 
forms necessary to do business, and should familiarize 
themselves with their uses and the instructions regard- 
ing them. 

All papers appertaining to a correspondence in refer- 
ence to accounts should be kept together intact, so as to 
ufiford a complete history of each transaction. 

No one should be allowed access to the books or ac- 
L'<)unts of the company except those especially author- 
ized, nor may any information in regard to rates, 
tickets sold, fares collected or other details of business 
be di%'ulged. 

The books and blank forms of a company should not 
be used for any purpose except that for which they are 
designed. 

Books should not be abandoned until wholly used up. 

When a book or record is full, the liling thereon 
should be completed, so that it may be referred to con- 
veniently and quickly. It should then be filed away in 
a dry and secure place for preservation and use when 
needed. 

The spaces provided in blanks, books and records, 
for inserting places, dates, signattires and other details, 



174 PASSE^YiER, BAGGAGE, MAIL SERVICE. 

should be filled up according to their intent and pur- 
pose, by the person who writes up the form. 

Numerals should never be used to indicate mouths, 
unless so instructed. 

No remittance of money, tickets or valuable papers, 
such as requests, orders or exchange tickets, should be 
sent by train mail. They should, in every case, be sent 
by express, properly sealed and addressed.* 

In the absence of instructions to the contrary, the 
total amount of cash collected by agents and conduct- 
ors will be remitted daily. 

When a conductor makes more than one round trip 
per day, he will only make one remittance for the whole, 
unless it is more convenient or safer to remit after each 
trip. 

Agents and conductors are responsible for their sub- 
ordinates ; the principal is amenable for the acts of his 
assistant. 

All orders, circulars and directions should be pre- 
served ; they should be carefully studied and under- 
stood by those to whom they are addressed ; if not 
understood, enlightenment should be sought in the 
proper quarter. 

In enforcing the rules and regulations that attach to 
the conduct of business, the purpose of an observance 
— the thing sought to be accomplished by a practice — 
should always be remembered and provided for in en- 
forcing it. 

Agents and conductors are held responsible for tick- 
ets sold or fares collected at unauthorized rates ; also 
for tickets improperly reduced from a higher to a lower 
class. 

If, in the discharge of their duties, agents or conduct- 
ors discover that tickets, permits or passes are being 
improperly used, it is their duty to take them up. In 

* Tliis rule is not universal; on some roads the folloAving 
practice prevails: "All letters and packages containing money, 
tickets or other valuable iuclosures, when forwarded by train 
mail, should be numbered, and the receipt of the baggage agent 
or the train baggagemaster taken therefor." 



GEXERAL IXSTRUCTWXs TO AGEXTS. 17-) 

the event they are not fully assured of this, they should 
notify the proper ofticer of their suspicions in the 
matter, jJiivinfj a detailed deseri])tion of the ticket or 
document and the name and address of the person 
using it. 

It is especially the duty of agents to keep conductors 
advised of any attempt that may come to their knowl- 
edge to use a ticket or other evidence of transportation 
improperly. 

In connection with the agreements and contracts 
attached to excursion and other tickets, it is the com- 
mon custom to permit the head of a household to sign 
for any immediate member of his family accompanying 
him. 

It is a general rule that special rates be confined to 
the specific things they cover ; in the event other than 
regular rates are used, the authority therefor should be 
inclosed in the return. It should also be noted on the 
face of the return. 

Tickets are good only in the direction in which they 
read. 

The actual names of passengers should always be 
stated upon individual forms. 

Coupons can only be detached by an authorized per- 
son in the service of the company; no coupon is good 
apart from the ticket to which it belongs. 

In giving information to passengers as to stop-over 
and other privileges on other lines, where the same are 
not specifically mentioned on the ticket, it should be 
given as information merely, and not guaranteed as 
correct or final. 

In communications referring to ticket accounts, only 
one subject should be considered in a communication ; 
as many communications should be sent as there are 
subjects. In replying to telegrams, the subject referred 
to should be specified in every case. To answer "Yes" 
or "No" is unsatisfactory and may occasion grave 
mistakes. All communications should be signed in full. 

Each return should be inclosed in a separate envel- 
ope and the name of the return noted thereon. 



176 PASSENGER, BAGGAGE, MAIL SERVICE. 

Agents and conductors should keep on hand the sup- 
plies necessary to the expeditious and effective discharge 
of their duties.* 

Agents and conductors are required to familiarize 
themselves with the rules and regulations governing 
each respectively ; also with the instructions to baggage- 
men, that they may co-operate actively and heartily 
with each other in the discharge of business, and be 
able to answer intelligently the questions of passengers 
in regard to such matters. 

No employe of the company is allowed to traffic per- 
sonally in the purchase, sale or conversion of tickets or 
ticket orders, nor act as an intermediary between buyer 
and seller, in any case in which the company is not a 
principal. 

Upon discovery of errors in the returns of agents or 
conductors, notice thereof will be sent directing the 
manner in which they should be adjusted. Upon 
receipt of such notice, correction should be made by 
the agent or conductor on his books and accounts, also 
in his next return, and the notice attached thereto. 

GENERAL INSTRUCTIONS TO CONDUCTORS. 

Tickets collected by conductors may be sent to head- 
quarters by baggageman or by any authorized mes- 
senger of the company. 

Passenger conductors are required to be on hand at 
least thii-ty minutes before the leaving time of their 
trains to attend to the wants of passengers and perform 
such other duties as may be necessary ; they are also 
required to remain with their trains at the terminal sta- 
tion until passengers have alighted and all other matters 
have been properly attended to. 

Conductors will see that the cars on their trains are 
properly ventilated, lamps lighted, temperature main- 
tained and the comfort of passengers looked after ; they 
will see that each passenger receives proper accom- 
modations; that sleeping cars are kept as quiet as 

* For a partial list of these supplies, see appendix, No. 24. 



IXSTnrcTIoXS TO COXTtrCTORS. 177 

possible (luring the night ; that patrons do not stand on 
the platforms of cars, and that the rules of the company 
governing the handling of passengers are faithfully 
observed by trainmen generally. 

When passengers are destined to points on branch or 
connecting lines, conductors should l)e careful, when 
examining their tickets, to inform them at what station 
they will change cars, and where and when they will 
tiud theii" train. 

Conductors should keep themselves supplied with 
cards showing the stations on their runs and the dis- 
tances in connection therewith for the convenience of 
passengers. 

A passenger is entitled only to one seat, to that wliich 
he pays for, and should not be allowed to occupy more, 
to the inconvenience of others. 

When cars are chai-tered for excursions, conductors 
will not allow a greater number of persons to occupy 
the same than can be comfortably seated. 

It is the duty of conductors to see that the water 
coolers are kept full ; when cars are not supplied with 
water coolers, they should see that the train boy goes 
through such cars at stated times to supply passengers 
with drinking water. 

It is the duty of conductors to see that passengers 
are protected from harm when on their trains, and that 
they are guarded from danger while getting on or off 
the train. 

Accidents to their trains or to passengers should be 
reported forthwith to the proper officer. In the case of 
accidents to passengers or ditticulty arising with them, 
the names and addresses of witnesses should also be 
supplied. 

The ejectment of passengers from trains requires the 
exercise of the utmost tact and care upon the part of 
conductors. If wrongfully done it entails serious conse- 
quences. This recourse should, therefore, be had only 
in extreme cases. Refusal to pay fare, use of threat- 
ening, vulgar, obscene or profane language, or violent 
and abusive behavior to other passengers, justifies the 

12 Vol. 5 



178 PASSENGER, BAGGAGE, MAIL SERVICE. 

removal of a passenger, m the absence of regulations 
to the contrary. But before doing so the conductor 
should explain, in a kindly and conciliatory manner, 
his duties in the premises, to the offending passenger. 
Train men should never under any circumstances allow 
themselves to exhibit anger or passion ; they should 
preserve their temper, be scrupulously careful as to 
what they say and not be discourteous in their language, 
no matter what the provocation may be. 

No unnecessary force should be used in ejecting pas- 
sengers. It should only be done when the train is at a 
standstill, and the conductor will be careful to secure 
the names and addresses of four or five passengers, 
witnesses to the transaction from its inception. These 
names, with a full statement of the facts, should be 
furnished the proper officer at the time. Conductors 
should also secure the names of three or four passengers 
in all cases where suit is likely to be brought against 
the company for some act performed by its employes in 
the discharge of their duty, or where accident occurs on 
the train or at crossings, no matter through whose neg- 
ligence the accident occurs. The disposition in all such 
cases is to exaggerate the responsibility of the company, 
and it is of the utmost importance that the carrier should 
be able to prove by reliable persons the extent of his 
responsibility in the premises. It is important also in 
cases of this kind that the identical ticket surrendered 
by a passenger who has been put off the train, or whose 
ticket has been forcibly taken from him for any cause, 
be sent to the ticket auditor by the conductor whenever 
possible (in an envelope marked personal), with full 
explanation of the circumstances, giving date, train, 
passenger's name, witnesses, etc., for preservation and 
use in the event suit is commenced. 

The popularity of a line depends greatly upon the 
character, experience, tact and talent of the conductors 
and their assistants. They should never lose sight of 
this fact. To promote the interests of their employer 
they should be kindly, patient and discreet. They 
should, however, be firm in the discharge of duty. 



I 



rXSTRUPTIOXS TO COXDUCTORS. 179 

They should endeavor to answer every requisition made 
upon them, not improper in itself. It is in this way 
that the reputation of a lino is most quickly built up 
and the good-will of the public secured and retained. 



CHAPTER VIII. 

FISCAL AFFAIRS OF CONDUCTORS. 

The rules and regulations governing conductors 
in the management of trains are prescribed by 
the operating department and do not find a place 
in this book.* All matters, however, that refer 
to the handling of passengers, including the 
receipt, custody and transmission of money or 
tickets, come properly within the scope of this 
work. What follows refers to such matters. 

The duties of conductors are most arduous 
and perplexing; most exacting and responsible. 
Those that refer to accounts are exceedingly 
minute. 

While the facilities conductors possess are of 
the most meager nature, they are expected to 
accurately and promptly cancel each ticket col- 
lected, to give a receipt for each fare received, to 
preserve a record thereof, to report the same and 
transmit the money in due order to the treasury. 
That they sometimes fail in this and that their 
accounts are frequently lacking in clearness and 
continuity because of lack of time and facilities, 
is undoubtedly true. The subject is one about 

* They will in the nicain be found in the book "Train Service." 

(180) 



FISCAL AFFAIRS OF COXDUrTORS. 181 

which everyljody professes to have some knowl- 
edge, about which everyone has a theory, but 
about which, in reality, very little is known 
practically. 

The safeguards that are necessary in connec- 
tion with the business have long occupied the 
attention of railway officials, especially those 
connected with the traffic department. 

In regard to the collection of cash fares many 
suggestions have been made, many devices intro- 
duced, Init they each and all involve machinery 
so difficult of operation, effectively, that their 
general introduction or enforcement has been 
greatly retarded. To be effective, their ex- 
ecution re<|uires sagacity, experience and pro- 
tracted labor. Upon many roads, gatekeepers, 
train auditors, assistant conductors, ticket col- 
lectors and others are employed; careful sur- 
veillance is evoked, hosts of men suspended or 
discharged, all without securing a satisfactory 
system or eliciting the truth as to the extent of 
the evil sought to be remedied. What is the 
extent of the evil? It is not the same upon any 
two roads. But whether great or small, it is a 
defect in administration that everyone is intent 
upon correcting. The great desideratum has 
always been some simple yet efficacious device 
that would make every passenger an auditor; 
some system that did not depend for its efficiency 
upon the party around wiiom it was sought to 
throw the safeguard. The most effective checks 
have been those devised by conductors. Their 



182 passe.Vger, baggage, mail service. 

suggestions have been at once unique and prac- 
tical.* 

The difficulty of enforcing an adequate check 
upon the sale of tickets and collection of fares 
was very graphically described in a work on rail- 
vv^ays, published many years ago.f It says: 

" There has not been found any means of check- 
ing the conductor for the collection he makes in 
the coaches, except so far as it has and may be 
done by espionage. In consequence of this diffi- 
culty, most railway companies offer inducements 



* A person signing himself " Conductor," in a communication 
in reference to sucli matters, some time ago, addressed to a 
newspaper, enumerates the foUowing as the more pronounced 
•ways of evading the rules of carriers concerning fares: "1. By- 
appropriating the cash fares collected on trains. 2. By issuing 
receipts for small amounts when larger sums have been col- 
lected. 3. By collusion with the passenger, the latter inclosing, 
say, a dollar or less inside a mileage book which the collector 
extracts and appropriates, abstaining, of course, from cancelling 
the ticket or detaching sufficient coupons to cover the pas- 
senger's transportation. 4. By detaching a lesser amount than 
he should from mileage tickets. 5. By accepting a short dis- 
tance ticket from a passenger and allowing him to ride beyond 
the destination paid for. 6. By making a pretense at cancelling 
tickets, but neglecting to do so, afterward selling them to 
'scalpers' and others. 7. By returning tickets to agents to be 
sold again. 8. By passing friends on individual checks." If 
the practice of requiring a receipt to be given with each cash 
fare collected could be enforced, and if in connection therewith 
the passenger would retain the receipt given him, the check 
upon the cash collections on trains would be practically perfect. 
The difflcultj' is, that conductors are, in many cases, so pressed 
for time that they are not able to give a receipt, and the receipts 
they do give are, oftentimes, contemptuously rejected by the 
persons to whom they are offered. Thus a complete check is 
prevented. 

f By John B. Jervis. 



FISCAL AFFAIRS OF CONDUCTORS. 183 

to passengers to procure tickets at the offices liy 
allowing a discount. This induces a largely in- 
creased i)urchase of the ticket agents, but there 
is a considerable amount still collected in the 
coaches l)y the conductor which is dependent on 
the integrity of his return. I know of no means 
to wholly remove the difficulty arising from this 
want of check on the conductors. 

"On English railways most of the stations are 
inclosed, and the passengers on leaving and usually 
on entering the station must in the former case 
give up, and in the latter show, their tickets; but 
there is nothing to prevent the ticket collector 
from taking the fare, and if the passenger has no 
ticket, the integrity of the collector must be re- 
lied on to account for the money. In large towns 
a different course is pursued; about one mile from 
the station a ticket collector gets on the train 
and collects the tickets, the train being delayed 
long enough for this purpose. Here the collector 
occasionally hnds a passenger without a ticket, 
and I have seen a collector in such case collect 
the fare for the distance given by the passenger 
without remark, and have concluded it not to be 
a i-are occuiTence. Of course the return of such 
a collector can have no more check than that of 
a conductor. 

"The English are very watchful of the entry 
of passengers into the coaches, but in the large 
towns I have seen no great difficulty in a passen- 
ger getting into the coach of a making up train, 
the [tussage from the ticket office to the coach 
shed being open and often without a doorkeeper, 
affording no impediment to his entering the 
coach, and if asked when in the coach if he had 
a ticket was seldom required to show it, the 



184 PASSENGER, BAGGAGE, MAIL SERVICE. 

man engaged in seating the passengers usually 
being content with the word of the passenger. 
I have known instances in which passengers had 
no tickets, but paid fare to the collector at large 
town stations. 

"Though the English system does not appear to 
be complete, I think a much greater proportion of 
fare is paid at the offices than on our railways. If 
the English system required, in the case of a pas- 
senger not having a ticket, that he should go to 
the ticket office and obtain one before he could 
pass the gate either out or in, and not allow either 
gatekeeper or collector to take fare in any case, 
it would seem to render the check complete. This 
would require the same practice at the terminal 
and other large stations as at the smaller ones. 
I have supposed the practice of sending a col- 
lector before entering the large towns was intro- 
duced to avoid delay to the passengers, who take 
carriages in the station yard, and so long as it 
prevails the system of checks must be imperfect. 

" If the English system was carried out as above 
suggested, it would not allow a fare paid except 
to a ticket agent, and the collector would be 
merely a collector of tickets. Some effort has 
been made in this country to pass the entering 
passengers through a gate or door, and there 
requiring them to show their tickets before they 
pass into the station, and I have often gone on a 
train directly fi'om such a station, and seen the 
conductor quite busy in receiving fare from those 
who had no tickets. The fact is, it often hap- 
pens that a crowd is collected around a door- 
keeper, and passengers have some delay in 
finding their tickets, and with sundry items of 
hand baggage, and sometimes (often) infants and 



FISCAL AFFMIiS OF COXDTrCTORS. Ifif, 

children but little more advanced, causes delay 
and impatience, offering inducements and ojjpor- 
tunity for others to crowd the passage, and more 
or less pass without showing and without even 
having tickets to show. 

" I see no effective mode of forming a check on 
the passenger receipts, without complete in- 
closures so arranged that no person can go into 
the car shed or yard of the station ground with- 
out passing a door or gate arranged with one or 
more oj^enings, and a tender at each, so that no 
greater number need pass any tender than he 
could examine and see that they had tickets; for 
most stations one passage would be sufficient, 
and the arrangement would require to be ex- 
tended to all stations where passengers were 
received. There will still be one source of 
evasion, namely, a passenger may procure a ticket 
for the next station, and continue on to a more 
distant station. The conductor would, of course, 
detect him; but how is the fare to be collected 
beyond the station ticketed? If the conductor 
collect, as is the present custom, then the check 
on his fare is lost. To carry out the system, the 
passenger should be treated as one that refused 
to pay his fare, when he extended his passage 
beyond the station ticketed, and be put oft' the 
train, unless he could satisfactorily explain to the 
conductor the fact of not possessing a ticket, and 
would agree to procure a ticket at the next 
station. But who is to control the conductor in 
such a case, if he choose to take the fare and allow 
the pavssen^er to proceed on the train? As the 
conductor is the only man of authority on the 
train, from the beginning to the end of his route, 
no direct check can be had on his proceedings 



186 PASSEXGER, BAGGAGE, MAIL SERVICE. 

with a passenger on the way, although there 
would be an indirect check in the fact becoming 
generally known that the conductor was not in 
any case allowed to receive fare. The fact of 
receiving it would thus be likely to attract the 
notice of passengers, and hazard a report that 
would bring the conductor to an account. This 
might not, in all cases, be a protection, but it 
would be a salutary check. If, upon any plan, 
the exit gate be used, as in England, to insure 
the full collection of fare, the tender should not 
be allowed to take fare fi'om any delinquent pas- 
senger; his business should be confined to the 
collection of checks on tickets, and, if that is 
wanting, the passenger should be required to 
procure it at the ticket office. 

' The exit gate is objectionable at large sta- 
tions, and hence the English railways only adopt 
it at the secondary stations, and depend on a col- 
lector at the large stations, as before explained; 
and on the collector there is no check, any more 
than on a conductor. It must be conceded that 
the crowd and huny that occur at important sta- 
tions, in making up trains, and more especially 
at the breaking up of the train at terminal sta- 
tions, involve a difficultv in anv svstem that can 
be relied on as a perfect check. 

'' The entrance gate is the most easily guarded, 
and if this part were well an-anged, there would 
be but a small exposure to loss. It involves the 
necessity of receiving the baggage at or near the 
ticket office, in order to save the passengers from 
delay and confusion, in attending to both ticket 
and baggage checks. It is often the practice to 
allow friends to pass the gate with passengers, 
with a view to see them seated in the coaches, 



FISCAL AFFMliS Oh' COXIH'iTUJiS. 187 

this is obviously an error, and should not be 
aUowed, on account of its liability to abuse. 

" With proper arrangements of inclosnro iind 
gat<^s, very nearly all the fare will be collected at 
the ticket oilices; and if the conductor and all 
collectors of tickets were prohibited, in all cases, 
from taking fare, making it the duty of the 
former to retjuire any delinquent passenger to go 
to the oflice of the next station and procure his 
ticket, or, failing to satisfy him that he had a fair 
excuse for his delinquency, to put him off tlie 
train, as is now done if payment is refused, would 
leave but a small deficiency in checking the pas- 
senger receipts. 

"No system can be safe from collusion; but 
this is a far more difficult practice under a plan 
like this proposed, and, with proper care in the 
selection of agents, no great or material delin- 
quency will be likely to occur. In all business 
involving trusts, the importance of a system of 
complete checks on reports and accounts is very 
obvious; to both parties it is beneficial, securing 
to the principal full accounts of his dues, and 
to the honest agent the means of showing the 
fidelity of his proceedings. By the existing 
practice, the faithful conductor has no power to 
pi'ove his fidelity, nor the railway managers any 
exact means to prove the truth of any suspicions 
they may entertain, except by espipnage, which 
is not desirable if it can be avoided — a state of 
things often very embarrassing to both parties; 
and action, when taken, is usually based on con- 
jecture, and in many cases no certainty can be 
aiTived at. 

" The re])orts of conductors may appear fair, 
but as there can be no proper check to verify 



188 PASSEXGER, BAGGAGE, MAIL SERVICE. 

their accuracy, they afford no conclusive evidence 
in the case either way, and the unfaithfulness that 
may be supposed to exist generally rests in sus- 
picion, arising fi'om general indications, as habits 
of dissipation and expenditure, or the reputation 
of acquiring property faster than is compatible 
with the salaiy received; and these facts may or 
may not be known, according to the prudence of 
the*^ agents in keeping them out of the sight of 
those who are interested to know them. 

" It must be the desire of all honest conductors 
that their business be placed on a system of the 
most perfect checks; and the railway companies, 
in order to protect themselves against such as 
may be unfaithful, and be able to know those that 
are trusty, should adopt the most efficient system 
practicable for secuiing the fidelity of their pas- 
senger as well as their freight receipts. _ There 
is, no doubt, a difficulty in attaining this end, 
and it will involve considerable, though not 
serious, expense to prepare the stations properly, 
so as to meet the requirements of any efficient 
svstem. 

" " With faithful men for conductors, no great 
evil will arise from a partial collection in the 
coaches, but, as before observed, it is a difficult, 
if not an impracticable, thing to discriminate 
between those that are and those that are not 
faithful; and, therefore, the temptation, as much 
as possible, should be removed." 

The difficulties Mr. Jervis pointed out still 
remain. One of the most serious obstacles to the 
enforcement of proper and necessary safeguards, 
is the inconvenience and irritation they occasion 
passengers. Except for this it would be much 

simpler. 



FH^CAL affairs of COXDUCTORS. 189 

A necessary thing in connection with the hand- 
ling of tickets is the introduction of some pro- 
cedure or method of business that will compel 
immediate and thorough cancellation of the 
tickets delivered up b}^ passengers and the prompt 
transmission of such tickets to the accounting 
officer. There is probably not a company that 
has not suffered, more or less, because of neglect 
in this respect. Until canceled, a ticket is, in 
some respects, like a bank bill. The general 
demand for it makes it as merchantable as any 
other necessity of life. There is, consequently, 
a temptation always besetting weak and unstable 
men to take advantage of this circumstance, and 
through collusion resell or replace tickets on the 
market that should be canceled and destroyed. 
Of course schemes of this kind can only be prose- 
cuted within very narrow limits, and the risk is 
in every case disproportionate to the gain. This, 
however, does not deter them. Each imagines 
his case to be an exception to the rule that crime 
is unsafe and unprofitable; that it is always 
detected and frustrated, no matter how skillfully 
executed; that it is always ill-timed and unwise; 
that there is only one safe w^ay— the right way, 
the honest way. Men, as they grow in experience 
and in years, realize this. I have often thought 
that only the young and unthinking succumb to 
temptation, except in those rare cases where the 
disposition to steal is inherited. Mankind trans- 
mits this weakness just as it does freckles or a 
peculiarly shaped head. An inherited defect of 



190 PASSENGER, BAGGAGE, MAIL SERVICE. 

this nature, it is, of course, impossible to over- 
come, but we can mitigate its effects by salutary 
safeguards. 

One of the purposes of corporate accounts is to 
protect the interests of the proprietor from the 
weak and unstable. In every case where money, 
property, or values is concerned, the rules and 
regulations of corporate bodies require to be spe- 
cific, and, so far as possible, such as to prevent 
wrongdoing. The collection, proper handling 
and transmission of cash by conductors form no 
exception to the rule. It applies, however, as 
much to the treasurer or comptroller of a com- 
pany as to the humblest employe. All alike 
should be amenable to the general requirement, 
that they should not only be honest, but that 
there shall be concurrent evidence of the fact, 
and that the rules and regulations under which 
they work shall be such as to enforce faithful- 
ness. 

There are so many ways of doing business, of 
accomplishing a specific thing in accounts, that 
it seems almost like a work of supererogation to 
attempt to define any particular one. However, 
while no particular method is perhaps especially 
meritorious above others, it is not on that account 
less worthy of notice. In matters of business we 
adopt that which seems to be the best or most 
expedient, and we are thankful to anyone who 
favors us with his views, so that we may have 
more than one plan to select from. Herein lies 
the value of books; they open to us a broader 



FISCAL .IF/«M/A*.s- OF COXnUCTORS. \[)\ 

field, because they describe many tllin^^s that, 
^^hile simple enuii^'h. perhaps would not other- 
wise occur to us. 

I am especially impressed with this in connec- 
tion with the methods observed by railroads in 
reference to handling cash. They can learn 
much from each other in this respect; there is 
great room for improvement. Thus, upon many 
roads conductors are not required to give a re- 
ceipt for cash collected by them; this was at one 
time the universal custom, not only in reference 
to cash fares, but with all other collections. 
Receipts were the exception. 

There are railroad companies operating at the 
present time who will not permit a receipt to be 
given for money collected for freight or other 
purposes. They think it would invite too much 
inquiry; would tend to breed dissatisfaction. It 
is probable that this is true to a greater or less 
extent. Railroads that give receipts, however, 
believe the contrary view to be fallacious. 

The giving of a receipt is absolutely essential 
to the protection of all parties concerned, the 
agent, the carrier and the public. Indeed, the 
ability to mulct both the carrier and the pub- 
lic, where no receipt is given, may be said to be 
practically without limit, because of the diffi- 
culty of proving wrongdoing. 

Whenever an officer or emi)loye of a railway 
company collects money he should give a re- 
ceipt therefor. Moreover, the receipt should l)e 
so perspicuous that it will serve as a check npon 



192 PASSEXGER, BAGGAGE, MAIL SERVICE. 

the person who gives it. No experienced person 
who handles cash and has regard for his em- 
ployer will, under any circumstances, accept 
money without giving a receipt. It is also nec- 
essary to the protection of the person who re- 
ceives the money. Unless he gives such a receipt 
he is forever subject to suspicion, and there is no 
way in the world in which he can prove its in- 
justice. 

Every railroad, according to its experience and 
the thought that has been given the matter, 
adopts more or less stringent devices to enforce 
correct accounting. Upon many railroads con- 
ductors are required to collect a certain sum 
over and above tariff rates from passengers who 
get on their trains without buying tickets. It 
w^as supposed that this fine would induce people 
to buy tickets, would prevent passengers enter- 
ing the cars without them. The results, however, 
are still unsatisfactory. 

While the rules and regulations of railways 
frequently require that an extra charge shall be 
made in those cases where passengers fail to pro- 
cure tickets before entering the cars, no hard and 
fast rule can be enforced in this respect. Rules 
and regulations must provide for the exigencies 
of business as they actually occur, not as we may 
suppose they ought to occur. In some cases the 
fare is so small as to make the collection of the 
additional amount impossible; or the ticket office 
may not have been opened, so that the passenger 
could get his ticket. Cases will continually arise 



FISCAL AFJ'WIIiS OF CONDUCTORS. 193 

where the couductur cannot collect more than 
ticket rates. 

Where an excess is collected, the method of 
•treating it is not uniform on railroads. Upon 
some lines the company retains the amount; 
ui3on others the conductor gives the passenger a 
receipt for the amount paid and the excess is 
refunded by the company's agents. The object 
of this, of course, is obvious. The receipt is re- 
turned by the agent to the accounting officer, 
who uses it to verify the returns of the conductor. 
Upon other roads no portion of the sum collected 
by conductors is refunded by the carrier. I can- 
not say which I think the better plan; however, 
the rebate system is generally favored by experts, 
because it enlists the passenger, for a monetary 
consideration, on the side of the carrier. In the 
accompanying rules and regulations both meth- 
ods are referred to. 

Not only do the practices of railroads differ in 
regard to the handling of cash fare collections, 
but they differ also in regard to the form of re- 
ceipt. In some cases a pencil acknowledgment 
is all that is given; in other cases, notably those 
where excess fare is refunded, care is taken to 
give the passenger a receipt that is specific in its 
nature and not easily counterfeited. Some roads 
use a duplex form, the amount and other partic- 
ulai*s being indicated by the use of a conductor's 
punch. Travelers generally are familiar with 
this form. It is much used by sleei)iug and 

\3 Vol. 5 



194 PASSEXGER, BAG GAGE, MAIL SERVICE. 

parlor car companies, and is a most admirable 
and efficacious document. 

Such are, briefly, some of the conditions attend- 
ing the collection of fares by conductors. The* 
specific rules and regulations governing the same, 
including matters germane thereto, will be found 
elsewhere herein. 

COLLECTION OF CASH FARES BY CONDUCTORS. 

[Note. — The following instructions refer especially to tlie 
collection and disposition of the cash and tickets handled by 
conductors. To those not practically versed in such matters, 
they may seem unduly precise, unduly minute. Experience, 
however, has proven the contrary. The difficulty is that they 
cannot be made sufficiently precise, sufficiently minute.] 

So far as practicable, passengers should be required 
to exhibit a ticket before entering the cars ; no person 
should knowingly be allowed to enter a train at a station 
where tickets are sold unless provided with a ticket or 
other evidence of transportation. 

When a fare, or fraction of a fare, is collected on a 
train, the person making the collection should give 
the passenger a receipt or acknowledgment for the 
amount.* 

If two or more fares are paid by the same person, a 
receipt should be given for each. 

In the same way separate receipts should be issued 
for half fares paid. In such case the fact that it is a 
half fare should be noted on the face of the receipt and 
attendant records. 

When a written receipt is given, the record attached 
thereto should first be filled up.f This record should 
specify the date, number of train, stations from and to, 

*See Form No. 17, appendix. There are several forms of 
receipts. I give only one, and that more by way of illustration 
than otherwise. 

f These records are detached by the conductor and sent to 
the ticket auditor for use by him afterward in verifying the 
returns. 



COLLECTIOS OF CASH FARRS. 195 

and amount. The date and train number may be 
inserted afterward wben tbe conductor has leisure. It 
is provided, in connection with both the foregoing forms, 
in order to save time, that station numbers may be used 
instead of writing the names. 

Attached to each receipt is a printed memorandum or 
stub to be retained by the conductor. It embodies the 
same information as the record sent the ticket auditor.* 

Receipts given to passengers should not afterward be 
taken up; if dropped in the cars they should be left 
undisturbed. 

A receipt is an evidence of the payment of a fare for 
the particular day and train for which issued. It is not 
good upon any other train, and in the event its use is 
thus attempted it should be formally canceled.! 

Conductors, when requested, will give passengers who 
pay their fares on the train a special receipt in addi- 
tion to the usual memorandum or receipt given in such 

cases, t 

The receipts? used by conductors should be consecu- 
tively numbered by the printer. 

Each receipt should bear the conductor's signature. 
This signature may be inserted in advance in order to 
save time.§ 

• The cash fare record, as will be seen, is printed in three 
parts, namely, the conductor's memorandum, the ticket audi- 
tor's record and the receipt. Perforations make the forms easily- 
detachable. They are bound in books containing one hundred 
forms of each kind. The records that the conductor retains are 
necessary to enable him to write up his accounts properly after- 
ward. 

t Any attempt of this kind may be easily detected from the 
date and number of the receipt. 

J See Form No. 3, appendix. Blanks for use in giving these 
special receipts should be kept in stock. 

jJTho form of receipt varies upon different lines. It should, 
however, l)e very simple and easily filled up, and perforated so 
that it may be readily detached. The conductor has neither 
time nor facilities for any great amount of writing. The most 
he can do is to luako a hun-ied memorandum of the transaction 
and an equally huiTied receipt to be given to the pa-sseuger. 
Considerable ingenuity is diHi)layed by carriers in getting up 
the receipt. Thus upon one road each receii^t has stumped upon 



196 PASSEXGER, BAGGAGE, MAIL SERVICE. 

In the event a receipt is spoiled in issuing, it should 
be properly canceled without separating the receipt and 
the ticket auditor's check. A notation should be made 
on it and the retui'n of cash fares collected that such 
and such a receipt has been canceled because of being 
spoiled in issuing, and it should be inclosed with the 
return in proof thereof. 

If a passenger enters a train at a station where tick- 
ets are sold without a ticket or other evidence of trans- 
portation, the sum prescribed, over and above ticket 
rates, should be collected of him.* An exception will be 
made to this nile when the passenger, thi'ough no fault 
of his own, is unable to procure a ticket. In such case 
ticket rates will be accepted. However, the reason for 
accepting the lesser sum should be explained by the 
conductor in his return.! 

It is never a valid reason for failure to procure a 
ticket that the agent could not make change. Pas- 
sengers are required to offer the exact amount in legal 
tender. 

The blanks used by conductors in connection with 
the collection of cash fares vdll be supplied upon 



its face, in large, conspicuous figures, a particular number, tlie 
numbers following each other consecutively throughout the 
book. Different reasons are given for printing these large num- 
bers upon the face of the receipt. Its real object is to make 
the number discernable at a distance so as to be easily seen and 
remembered. 

* One state (Missouri) prohibits the collection of any excess 
over the regular ticket rate, that being the maximum allo-wed by 
law. The Interstate Commerce Commission has decided, how- 
ever, that railways may make such a charge on interstate traffic 
in cases Avhere passengers fail to buy tickets when opportunity 
his l^een afforded them for so doing. 

f In tliose cases where a company provides for refunding the 
passenger a certain amount of the fare collected by conductors, 
the latter will collect the full amount in every case without 
reference to whether the passenger could or could not have 
procured a ticket. In the event excess fares are not refunded 
by all the agents of the company, on presentation of the receipt, 
the names of the offices where such fares will be refunded should 
be indicated on the receipt. 



COLLECTIOX OF CASH FARES. 197 

requisition by the official who has charge of such 
matters.* 

Every person who is a regular conductor, or -who may 
be called upon at any time to perform, either tem- 
porarily or permanently, the duties of conductor, should 
supply himself with the forms required. Requisition 
for such forms should be made in advance of their need, 
so that conductors will never, in any event, be without 
them. 

Attached to each book of cash fare receipts is an 
acknowledgment which the conductor is required to till 
out and sign upon receipt of the book. The acknowl- 
edgment should be sent to the person from whom the 
book is received. It should afterward be forwarded to 
the ticket auditor without delay for his information, so 
that he may open an account with the conductor, 
charging him with the specific blank receipts that he 
has, crediting him afterward with those that he uses. 

When passengers claim to have lost their tickets or do 
not use limited tickets within the specified time, con- 
ductors will collect fare as in other cases, giving a 
receipt therefor if requested to do so. If redress is 
sought, the passenger should be referred to the proper 
official. 

If a passenger desires to ride to a station beyond the 
one to which he is ticketed, conductors will collect full 
fare from the station to which the ticket reads to the 
passenger's destination, or require him to purchase an 
additional ticket. Full train rates will be charged, 
unless the passenger satisfies the conductor that he is 
not in fault. In the latter event the deficiency in fare can 
be collected at ticket rates to the first station at which 
the train stops and full train rates from the first station 
beyond, unless the passenger purchases a ticket thereat. 

• T'pon iimny roiuls the custody of those blanks is iiitrust(Hl 
to division superintendents, iis tliey are at all times advised of 
the names of conductors and the changes tliat oftentimes occur 
among them, and they can, therefore, more readily than any- 
one else, enforce compliance with the rules and regulations gov- 
erning the collection of fares and issuance of receipts by con- 
ductors. 



198 PASSENGER, BAGGAGE, MAIL SERVICE. 

On the receipts and collateral records issued in connec- 
tion therewith the circumstances of the case should be 
fully noted. 

COLLECTION AND CANCELLATION OF TICKETS. 

The prompt, systematic and thorough cancella- 
tion of tickets collected by conductors is of the 
utmost importance. Until their cancellation, 
these tickets have a current value. 

Their prompt cancellation is at all times an 
assurance of honest practice upon the part of 
the collector and prevents the tickets being used 
again, should they, through any mishap, be lost 
or stolen. 

The ingenuity exercised by passengers to keep 
possession of their tickets uncanceled, would, if 
described, fill a volume. Many persons enter 
the cars without having tickets, and when asked 
for their fare refuse it. The duty of the con- 
ductor in such cases is well understood, and, as 
a rule, well performed. No one who has traveled 
but has at some time or other in his life had occa- 
sion to remark the coolness and courage of the 
conductor and his assistants in cases of this kind. 
They are without fear. 

In the cancellation of tickets, passes and other 
evidences of transportation, conductors are sup- 
plied with a ticket punch. This is their trade 
mark, their sign manual. No two conductors 
upon the same line have the same kind of punch, 
so that it is only necessary to see the cancellation 
made by a punch in order to identify its owner. 



CANCELLATIOX OF TICKETS. I99 

Mncli ingenuity has been displayed in the manu- 
facture of these instruments. 

The form of punch used sometimes tells a 
strange story. For instance, upon many lines it 
is noticed that the punch has a cup attached 
that collects and holds all the little bits of paper 
punched out of the tickets. This is to prevent 
these little bits of paper from being picked from 
the floor by passengers and pasted into the 
ticket again. Such is the ingenuity of those 
who travel. 

Conductors require to be men of the utmost 
decision of character and suavity of manner; to 
be, withal, good judges of human nature. They 
must be experts in their business; must be famil- 
iar with all kinds of tickets; must be able to 
determine, at a glance, the genuineness and lim- 
itations of every form presented; must know 
over which route it is good; how it may be 
canceled effectually without obliterating neces- 
sary information; how often it must be can- 
celed as the passenger progresses on his route; 
must know when exceptions are to be made 
to established rules in order not to defniud 
or injure innocent holders or outrage public 
feeling. 

Conductors, while bound down by arbitrary 
requirements, are expected to exercise a sound 
discretion; tact; to know that every rule has its 
exceptions which can neither be provided for nor 
hinted at in a manual. It is in discovering and 
applying these exceptions in emergencies that 



200 PASSEKGEB, BAGGAGE, MAIL SERVICE. 

the conductor exhibits his talent, interest and 
superior fitness. 

The accompanying rules and regulations are 
such as have been found to be useful and neces- 
sary in the practical discharge of business. They 
are far from complete. 

Upon most roads a great variety of tickets, as 
has already been stated, are in use. They have 
to be considered separately by the conductor. 
Around them different conditions attach. In 
many cases the method of cancellation is not the 
same. Only the salient features connected with 
the duty of collecting and canceling tickets can 
be noticed in a manual. To attempt to specify 
every duty would be to complicate rather than 
enlighten. Sometliing must be left to the sense, 
experience and ingenuity of the conductor. I 
have not attempted to do more herein than 
specify those things about which experience has 
shown there is likely to be a diversity of opin- 
ion — things necessary to expedite business and 
prevent confusion and loss. With this explana- 
tion I proceed to take up specifically the rules 
that govern the collection and cancellation of 
tickets. 

Tickets should be canceled when first presented to the 
conductor. 

Unless otherwise directed, tickets will be taken up 
when presented, and the check of the conductor given 
in lieu thereof.* These checks will be furnished upon 
application to the proper official. 

*As improper use is frequently made of these checks by pas- 
sengers, they are not allowed on many roads. In lieu of them 



CANCELLATIOX OF TICKETS. 201 

Each line will be divided into sections by tbe general 
ticket agent or other olhcer. Each ticket should be can- 
celed once on each section over which the traveler passes. 

Tickets reading to intermediate stations require the 
same number of cancellations as in the case of tickets 
reading to some point on a succeeding section. 

Tickets reading to points on branch lines should be 
punched to represent cancellation to the junction where 
the line diverges. 

Tickets should be so plainly canceled as to destroy 
their validity. 

Care should be exercised in canceling tickets retained 
by passengers, such as commutation and mileage tick- 
ets, not to unnecessarily disfigure them. 

When a particular place is designated upon a ticket 
for cancellation, such place should be used ; in other 
cases the cancellation should be in the center of the 
ticket. 

Care should be taken in canceling tickets not to 
obliterate the consecutive or form numbers. 

Round-trip and excursion tickets outward bound will 
be punched and returned to the passenger. On the 
return trip they will be canceled and taken up. In the 
event, however, such tickets have coupons attached, 
these will be taken up and canceled in due course. 

No one should use a punch except the conductor to 
whom it is assigned. Its use by anyone else may 
occasion both inconvenience and embarrassment, as a 
record of it is kept at headquarters and reference made 
to such record at all times, in order to identify those who 

various colored slips of pasteboard are supplied oouductors, 
which they use, varying the color from day today. Couductors 
adopt personal devices or hieroglyphics in connection with 
these cards, known only to themselves, in order to identify tliose 
issued for each train. However, w hen the destination of a ticket 
presented is not witliin the run of the conductor it is not 
cusUmiary for him to take it up, but merely cancel it for his 
section; he then returns it to the passenger. " Grave abuses 
sometimes gi-ow out of the practice of giving tickets back to 
passengers, and devices have been sought to be adopted to pre^ 
vent them. In this connection see appendix, No. 25. 



202 PASSENGER, BAGGAGE, MAIL SERVICE. 

cancel tickets. For this reason conductors should not buy 
or use any punch not authorized by the company, lest 
misunderstanding and confusion be occasioned thereby. 

When a conductor leaves the service he should deliver 
his punch to the person who has charge of such matters.* 

In order that the applicant's right to the possession of 
a punch may be properly authenticated, all applications 
for punches should come through the division superin- 
tendent or official immediately in charge of conductors.! 

In the event a punch is broken or becomes unfit for 
use, it should be forwarded to the custodian of such 
property. If a punch is lost, a satisfactory explanation 
therefor should be given. I 

The conditions attending the use of tickets are de- 
scribed in their proper place. § 

No unauthorized alteration of a ticket can be recog- 
nized. || 

Ink should, as a rule, be used in filling up tickets 
requiring such details. An indelible pencil, however, 
will answer as well if more convenient. 

* In the event lie fails to do this it is a customary rule with 
railroads to deduct the value of the punch from the amount of 
•wages due him. 

t Upon many lines each superintendent is furnished with a 
supply of punches. It is better, however, that the supply 
should be kept at some central point so that no two conductors, 
upon the same division at least, may have the same die, and in 
order that an accurate record may be kept of the punches sup- 
plied. 

:):When this is not forthcoming, the rules and regulations of 
railways provide that the conductor shall be charged with the 
value of the punch. 

§ Thus, tickets are good only within the time for which 
issued; are good only between the points named; for the class 
for which issued; for the train indicated; round-trip or excur- 
sion tickets are not to be accepted for two fares in one direc- 
tion, and so on. In this last connection, however, it is to be 
noted that tickets reading between particular points, as, say, 
between New York and Albany, are good in either direction. 

II In reference to instructions in regard to the use and can- 
cellation of tickets, it will be understood that passes and other 
evidences of transportation are intended to be covered as well. 
There is the same reason that a pass should be canceled, that 
it should not be altered or its limitation extended, that there is 
in regard to a first class ticket. 



nO^'ORIXG TICKETS. 203 

No ticket should be accepted the destination or limita- 
tion of which ha.s been altered after its sale. Nor can 
it be accepted after its limitation has expired, except as 
specified. Nor can a ticket be accepted that has been 
raised from a lower to a higher grade.* 

While half fare tickets cannot be accepted when 
oflfered by those whose age exceeds the limitation pro- 
vided in such cases, they will be accepted for their face 
value in pai-t payment. 

Tickets that have a portion of the corner cut or torn 
away will be accepted only as half tickets.! 

As a rule tickets are good only by the shortest and 
most direct route. If it is desired to make an excep- 
tion, the fact should be duly stated on the face of the 
ticket by an authorized person.! 

The conditions that attach to tickets should be scru- 
pulously enforced by conductors. § 

Tickets are generally transferable. There are, how- 
ever, many exceptions to this rule. In the latter case 
care should be exercised to see that their use is confined 
to proper persons ; in the event they are not, they should 
be taken up and forwarded to the proper ofhcial with an 
explanation of the facts in the case, full fare being col- 
lected. 

The rules and regulations governing the transporta- 
tion of those in charge of live stock, including the return 
journey, are to be observed. 



* Tickets may bo reduced from a higher to a lower grade; but 
the reverse of tliis cauiiot be done. 

f It is the custom upon many roads whei'e lialf fare tickets 
ar(* not provided to cut or tear off tlie corner of a reguhir ticket 
in order to make it a half fare ticket. 

X In some cases, where a point is reached by two or more 
routes by the same company's lines, passengers are allowed to 
select the route they prefer. In cases of this kind, special 
instructions are, of course, unnecessary. 

55 The conditions tliat attach to tlie use of lower gi-ade 
tickets, commutation, excursion, mileage, round-trip, interline, 
half fare, permit and other forms, are exceedingly varied and 
require accurate knowledge upon the part of the conductor 
or ticket collector iu order to prevent the company being over- 
reached. 



204 PASSENGER, BAGGAGE, MAIL SERVICE. 

It is the general practice of carriers to issue a con- 
tract for live stock transported. These contracts specify 
"svbo, if anyone, is entitled to transportation in connec- 
tion therewith. These contracts are generally taken up 
at the destination, and, after being properly viseed at 
the stock yards or by the agent, a drover's return ticket 
is issued in place thereof. This ticket specifies the 
name of the passenger, and a place is provided for his 
signature when he uses it. This latter should corre- 
spond with that on the face of the ticket. In case it 
does not, the ticket should be taken up and returned to 
the proper official with an explanation of the facts, and 
full fare collected. 

Many forms of tickets are sold bearing the signature 
of the person authorized to use them, the signature 
being attached for purposes of identification. Con- 
ductors will require holders of such tickets to identify 
themselves (by signing their names) as often as neces- 
sary to prevent tickets being improperly used. In the 
event tickets should be found in the possession of unau- 
thorized persons, they will be taken up and forwarded 
to headquarters with an explanation, fare being collected 
as in other cases. 

Limited tickets expire at 12 o'clock, midnight, on the 
date specified. However, as a rule, tickets are honored 
on a particular line for continuous passage, either coming 
.or going, where the passenger is en route on such line 
before the expiration of the ticket, i. e., in those cases 
where the passenger starts on the line before the ticket 
expires. When there are two or more conductors on a 
line, it is not always possible to tell exactly when the 
passenger commenced his journey; it is customary, 
therefore, to give the latter the benefit of every reason- 
able doubt. Passengers, however, cannot begin a jour- 
ney on a ticket that has already expired. 

When tickets are limited to a specified number of 
days, the date of the sale of the ticket will not be 
counted unless the conditions attached to the ticket 
provide therefor. 

Conductors will not accept tickets or coupons reading 



Hoxonixa tickets. 205 

orer other lines unless directed to do so. As the tickets 
and coupons used by different companies are in the 
main alike, it is necessary that conductors should care- 
fully scrutinize such tokens when presented, lest they 
honor those of other lines. 

Detached coupons will not be honored unless express 
provision is made to that effect. The rules and regu- 
lations that govern the use of coupon tickets require 
that the coupon shall only be detached by the conductor 
or ticket collector.* 

When passengers hold exchange orders (or tickets) 
good to a point on a succeeding line, and fail to ex- 
change the same or procure local transportation before 
entering the cars, the conductor will seek instructions 
from the proper official, telegraphing him the name of 
the company or person issuing the order, and its desti- 
nation. In the event instructions do not reach the 
conductor in time he will cancel the order but will allow 
the passenger to retain it. In such cases he will furnish 
the ticket auditor with the name of the company or 
person issuing the order, its form and consecutive num- 
bers, points from and to, class, place of issue and sale. 

When a company operates an omnibus or transfer 
line in connection with its property, or co-operates with 
such a line, and tickets therefor are sold when occasion 
arises, the rules and regulations governing in such cases 
must be observed.! 

* There are, however, common sense exceptions to this rule, 
as there are to others, say, when coupons become detached inad- 
vertently. In such oases the ticket itself, as well as the coupons, 
is in the possession of the passenger, and may be exhibited as 
evidence that the detachment was accidental. 

t The following rules and regulations have been found useful 
in connection witli the operation of an omnibus transfer in a 
large city between different roads, where the company selling 
the ticket agrees to transfer passengers through the city, i. e., 
agrees to pay the omnibus company therefor : Conductors will 
furnish omnibus tickets to meet necessary transfers. These 
tickets will be issued only to such passengers as hold interline 
tickets to points on other lines that have no transfer coupon 
attached. The ticket should be given to the passenger, not to 
the driver or collector of the omnibus or transfer line. Con- 
ductors should keep a supply of these tickets on hand and not 



206 PASSEXGER, BAGGAGE, MAIL SERVICE. 

The rules and regulations governing the issuance and 
treatment of pledge tickets are given elsewhere herein.* 

Only passengers entitled to hrst class passage are 
allowed to ride in sleeping or parlor cars. 

In the event passengers not provided with such trans- 
portation are found in these cars and desire to continue 
therein, the difference between first class rates and the 
gi'ade of transportation they possess will be collected. 
Should the passenger refuse to pay this difference, 
his sleeping or parlor car fare will be refunded to him 
by the conductor of such car, after which he will be 
ejected therefrom. 

The passage tickets of sleeping car passengers will be 
taken up by the train conductor as in other cases, except 
when he leaves the train during the night and is suc- 
ceeded by another conductor, in which case they will be 
taken up by the sleeping car conductor. In the latter 
case tickets will be kept apart, a separate envelope being 
used for each ticket. The envelope should show on its 
face the kind of transportation inclosed, the section 
number, berth, number of passengers, etc. These envel- 
opes will be delivered to each conductor in turn. Each 
conductor will take up and cancel the tickets coming 
mthin his run and return the tickets for points beyond 
to the sleeping car conductor to be turned over to the 
conductor to whom they belong. As conductors who 
leave the train during the night are not able to verify 
the tickets submitted to them by the sleeping car con- 
ductor, this duty should be performed in the morning 
after the passengers have arisen, by the conductor then 
in charge.! 

borrow from each other. Tickets should be issued in numerical 
order, commencing with the lowest number on hand. When 
transfer tickets are issued on excursion or half fare tickets, the 
fact should be indicated. Upon the back of all transfer tickets 
issued by conductors, the form and number of the passage 
ticket upon which issued should be noted ; also the name of 
the road issuing the ijassage ticket. 

* For form of pledge ticket, see Form No. 5, appendix. 

f After passengers have retired at night they cannot be dis- 
turbed by the conductor. The conductor should, therefore, 
depend on the employes of the sleeping car. If they tell him 



I 



HO Xn lux a .V ILK AGE TICKETS. 207 

The various kinds of mileage tickets should he can- 
celed according to their particular re(iuirements. The 
most ancient of the mileage tickets in use is an ordinary 
pasteboard card, with numhers printed around the mar- 
gin, the aggregate of these numhers equaling the denom- 
ination of the ticket ; say, five hundred miles. When 
this ticket is presented, the conductor will cancel 
amounts printed in the margin equal to the distance the 
passenger travels. 

Several kinds of mileage tickets are bound in book 
form. One form is like an ordinary book, except that 
each leaf is cut up into, say, twenty coupons, each 
representing one mile. When this ticket is presented, 
the conductor will detach coupons equal in amount to 
the distance the passenger travels. 

Another form of mileage ticket* consists of a long strip 
or ribbon of paper, folded between two covers, the covers 
being held together by rubber bands. This strip is 
divided up into sections between horizontal lines, each 
section representing one mile ; the sections are num- 
bered progressively from one to one thousand or more, 
as the case may be. When this ticket is presented, the 
conductor will pull out the ribbon until the mileage 
equals the distance the passenger travels ; this he will 
tear off.f 



that there is but one person in a berth, he must believe it under 
ordinary circumstances. However, it is the duty of the con- 
ductor, so far as he can, at every opportunity to verify the 
statements of the sleeping car people, even to the extent of 
examining the berth after the occupants have retired, if he has 
reason to Ijelieve that an attempt is being made to deceive him. 
By a little exertion conductors may satisfy themselves in 
regard to all passengers occupying sleepers "who leave the cars 
during their run. If each conductor will do this, and the con- 
ductor in charge in the morning performs his duty, the reports 
of sleeping car employes will be thoroughly and fully checked. 

• The Thrall ticket. 

f This particular ticket has brass or celluloid strips along the 
edges of the covers to facilitate detaching the coupons. " A 
convenient Avay to handle the form is for conductors to hold the 
ticket in the left hand, open the front cover towards themselves, 
draw out nearly enough of the strip to cover the trip, then close 
the cover on the portion drawn out, adjust the straight edge (on 



208 PASSENGER, BAGGAGE, MAIL SERVICE. 

The method of using mileage tickets" is very simple. 
But in order to prevent improper practices, such use 
should be carefully systematized. 

Conductors should detach from mileage tickets coupons 
equal in number or amount to the miles the passenger 
travels, plus such arbitraries as may be authorized to 
cover bridge and ferry tolls, etc., a table of which should 
be furnisfeed by the proper officer. 

The number of the ticket, as printed on the strip or 
coupon, should be compared with the number printed 
on the cover of the book, to see that it agrees therewith. 

Careful scrutiny should also be made to see that the 
unused portion of the ticket is intact.* 

Passengers presenting mileage tickets are required to 
sign their names in pencil in the presence of the con- 
ductor on the back of the detached coupons (close to 
the top) before the same are torn off.t The signature, 
should be identical with that on the cover of the ticket. 

top of the front cover) between the lines evenly, exactly at the 
place where the detachment is to be made, compress the covers 
when adjusted, and at the same time draw the strip toward 
themselves against the straight edge. The strij) can then be 
torn off easily and smoothly." 

* This should be done because attempts are sometimes made 
by unscrupulous persons to defraud the carrier by tearing off 
a portion of the strip and leaving in the cover an incomplete 
part thereof. When this latter has been used and the cover 
returned, they will insert that which has been held back in a 
new cover; the object of this is to lessen the deposit usually 
required of those who purchase these tickets, to enable the 
seller more easily to dispose of his ticket. These fraudulent 
attempts can be readily detected, if conductors will scrutinize 
all mileage tickets offered, and see that the closing number of 
mileage coupons is intact. Thus a two thousand mile ticket 
that only showed the number of miles to run from one to five 
hundred, or from two hundred to twelve hundred, Avould be 
invalid, and the fact that a number of miles was missing would 
be evidence of an attempted misuse of the ticket. 

f It is a custom, more or less jjrevalent, to sell mileage 
tickets (books) at a certain figure (say, $25), and afterward a 
stated refund is made to the purchaser, upon return of the 
covers of the book, if it appears that he has personally used the 
ticket. One of the means of determining whether he has done 
this is the enforcement of the rule that upon each lot of coupons 



I 



IlOX()IiIX(; MILKACK TICKKTS. 209 

In the event of fraudulent practice or attempt to 
deceive in the use of mileage tickets, or if the holder 
declines to indorse coupons as provided, or if the sig- 
nature proves him not to bo the rightful owner of the 
ticket, it should be taken up and sent to the proper 
officer, with a statement of the facts, fare being col- 
lected. 

After the coupons are detached, the names of the star 
tions from and to which the passenger travels should be 
entered thereon by the conductor; also the date. The 
coupons should then be canceled. 

As similar forms of mileage tickets are in use on 
many different roads, they should be carefully scruti- 
nized by conductors to see that those of other roads not 
authorized are not honored. 

Mileage coupons are to be detached by the conductor. 
He should only detach numbers sufficient to cover the 
distance he runs. The coupons detached should repre- 
sent the exact distance traveled, fractions of a mile 
being regarded as one mile, except that when a pas- 
senger's journey is for less than five miles, coupons 
representing that distance are detached. 

In the event a mileage ticket is presented, the con- 
tract for Avhich is not signed in ink or indelible pencil, 
as required, conductors will decline to accept it. The 
passenger should, however, be allowed to retain the 
ticket, but the matter should be reported forthwith to 
the proper officer, giving the number of the ticket, by 
whom issued, date, etc. 

In the event a passenger tenders mileage coupons 
insufficient to cover his journey, they will be accepted 
and applied as far as they go, fare being paid for the 
balance of the journey, or a ticket purchased to cover 
the same at the point where the coupons cease. 

If a passenger presents two mileage tickets to cover 
his journey (one of which has not a sufficient number of 

detached the holder shull write his name. This indorsement, 
if correct, -will, of course, corrcspcMid with the purchuser's 
siginiture on the cover of the ticketu 
14 Vol. 5 



210 PASSENGER, BAGGAGE. MAIL SERVICE. 

coupons remaining in it for the purpose) the partly 
used ticket should first he exhausted, the coupons neces- 
sary to cover the remainder of the journey heing taken 
from the other. In such cases the detachments taken 
from the books respectively will be pinned together and 
the proper notation made thereon. 

Passengers holding refund tickets (i. e., tickets upon 
which a certain portion of the price paid is to be 
refunded by the carrier) should be allowed to retain the 
covers thereof, when the coupons are exhausted, as the 
carrier requires this evidence before paying the rebate. 
In all other cases covers should be taken up with the 
last inclosures or detachment of coupons. 

The rubber bands on the covers of mileage tickets 
should not be detached when removing the coupons. 
Conductors should keep a supply of these bands on 
hand to replace those that have become detached from 
tickets in the hands of passengers. 

In accepting mileage coupons between points reached 
by competing lines, it is frequently the custom for the 
longer line to detach coupons only to the extent of the 
distance via the shorter line, when the passenger makes 
continuous trips between such points. A table or list of 
the places, if any, between which such practice is 
observed (embracing also a statement of short line dis- 
tances) will be furnished conductors. When the 
competitive point is beyond the run of the first con- 
ductor, he will detach coupons for the whole distance 
and issue in lieu thereof a mileage exchange check for 
the information of subsequent conductors. The detached 
coupons will be affixed to the record of the exchange 
check that is sent to the ticket auditor.* 

If a passenger who is entitled to constructive mileage 
as provided in the foregoing rule, gets on a train at an 
intermediate point not named in the mileage table 
referred to, the distance from the next succeeding 

* For description of this exchange ticket, see Form No. 21, 
appendix. • 



M1LEA<;K KXCHAXdF CHECKS. 211 

station will he taken, adding the difference hetvveen the 
two stations to the distance given ; provided the total 
mileage thus ohtaincd does not exceed the distance in 
the mileage tahle from the station preceding the one 
where the passenger takes the train.* 

Conductors must he careful to indicate plainly on mile- 
age exchange checks the destination of passenger and 
date of issue. Such checks (for obvious reasons) are 
good only for continuous trips ;t this should be explained 
to the passenger. Succeeding conductors should be 
careful to scrutinize mileage exchange checks to see that 
they are thus used. 

In the event a mileage exchange check is presented 
under circumstances that indicate that it is being im- 
properly used, fare will be collected. If an expired 
mileage check is tendered and refused, the fact should 
be noted on the receipt for fare, given by the conductor, 
the number of the exchange check being given. The 
passenger should be allowed to retain the exchange 
check, and should be referred to the proper officer for 
redress, if any is sought. 

Mileage exchange checks should be signed by the con- 
ductor issuing them, the date and year being written in 
ink or indelible pencil.! 



* It will be iinclerstoocl in this connection that the distances 
given in the mileage table referred to are made to correspond 
with those of the competitive route. 

t I. e., only on the first train or trains that connect and that 
run to destination. 

^In some cases the mileage exchange checks provide for the 
date being indicated by a punch instead of being written in. " In 
issuing exchange checks conductors must be ijarticular to cancel 
the correct destination (station numbers or station names) and 
the date of issue, as it is intended that only suflieient time will 
be given for a continuous trip without interruption from the 
starting point of the check to destination; hence conductors 
of connecting trains, honoring checks, should have correct 
information indicated thereon to guide them in determining 
whether the checks have been used for a continuous i^assagu 
according to train connections." 



212 PASSENGER, BAGGAGE, MAIL SERVICE. 

The following rules and regulations will gov- 
ern in the case of sleeping cars:* 

Sleeping car tickets and fares will be collected by the 
conductor of such car, when there is one ; in other cases, 
by the conductor of the train. 

The methods prescribed for collecting and canceling 
passage tickets will govern those for sleeping cars. 

Special tickets are sold to cover the use of sleeping 
cars. When passengers are not provided with such 
tickets, cash will be collected in accordance with the 
rules and regulations governing. 

A receipt should be given to each sleeping car pas- 
senger, without reference to whether he delivers a ticket 
or pays cash. These receipts will be taken up by the 
porter of the car, and transmitted by him directly to 
headquarters. The tickets and cash taken up by the 
conductor will be directly transmitted by him. f Eeceipts 
should specify the names of the stations between which 
they are good, date and amount. Conductors should 
explain to passengers that receipts should not be 
destroyed or thrown away, as they are required by the 
porter, and are necessary to secure passage. ;|: 

When cash is collected, botli for passage and sleeping 
car accommodations, a separate receipt should be given 
for each. Separate receipts should also be given when 
a payment covers more than one person or fare. 

The diagram of the sleeping car, required to be for- 
warded to headquarters by the porter, should show the 



* lu this counection, sleeping cars will be understood to 
cover drawing room cars, parlor cars and others for which spe- 
cial charge is made. 

f Upon some roads the conductor merely cancels the tickets 
held by passengers, leaving them to be taken up by the porter. 
W^hen a more perfect check is sought to be obtained, howeverj 
the conductor takes up the tickets and issues his own in lieu 
thereof, which latter pass into the hands of the porter. 

X Upon some roads these receipts are written; upon others 
they are of a duplex natui'e, a punch being used in lieu of 
pen. 



ISSUING STOP-OVER CHECKS. 213 

seats or berths occupied ; it Kliould correspond with his 
returns, also with the returns of the conductor.* 

When practice permits the use of stop-over tickets, 
the rules and regulations governing should be rigidly 
observed. + 

Tickets taken up in exchange for stop-over checks 
issued should be canceled and transmitted, as in other 
cases. 

Stop-over checks, after being issued, will be regarded 
the same as passage tickets, and the rules and regula- 



• It will uot be out of place to call the attention of conduc- 
tors, porters and others in this place to the necessity for exer- 
cising at all times care to see that the tickets, checks and 
receipts in the hands of passengers are not used by them 
beyond their proper destiiuition. The disposition to do so is 
one of the oldest tricks carriers have to contend with. 
From the first, passengers have bought tickets for a less dis- 
tance than they desired to go, hoping to smuggle themselves 
through the balance of the Avay without paying. 

t See Form No. 22, appendix. In writing on this subject, in 
1879, the ■wTiter hereof said: ♦' The service upon our railways 
has long awaited the introduction of a form of stop-over ticket, 
or check, to be issued by conductors to passengers who desire 
to stop en route. The gi*eat desideratum has been a form of 
stop-over ticket so simple in its construction, yet so comprehen- 
sive in its character, as to meet the wants of the most extended 
line — a ticket (it would, perhaps, be more proper to call it a 
check) that could be used in ccminion, and without any change 
whatever up(m the ditfercnt divisions, branches or lines of a 
railway; a check that did not necessitate any wTiting upon the 
part of the conductor, or occupy his time unnecessarily in 
issuing; a check so arranged that the department office could 
keep itself advised of the number and character of such stop- 
over checks outstanding, and, as far as possible, the basis upon 
which they were issued." In reference to these checks a writer 
says: <« It has been decided by the Supreme Court that railway 
companies are under no legal obligation to furnish stop-over 
checks to passengers desiring to stop short of the destination 
named in their tickets. The Court held that a passage ticket 
is a contract entire in its character, and neither party has the 
right to insist upon its performance in fragments; hence, when 
railway companies see fit to accord stop-over privileges to pas- 
sengers, the terms under which stop-over checks are issued and 
accepted must be complied with by both parties." The issuing 
of stop-over tickets has been practically discontinued on many, 
perhaps a majority of the railroads of America. 



214 PASSEXGER, BAGGAGE, MAIL SERVICE. 

tions governing the cancellation of the latter will be 
obserred. 

Stop-over checks are only issued to holders of regular 
first class, unlimited, one-way tickets, and such other 
forms as may be expressly provided. 

Passengers traveling on passes are not to be given 
stop-over checks. If they wish to alight at an interme- 
diate station, the conductor will cancel the pass to the 
next cancellation point beyond the station at which they 
stop,* noting on the back of the pass with ink or indel- 
ible pencil that it is good from the place where they 
leave the train, and sign the same as conductor. 

Stop-over checks can only be used from the particular 
point for which issued. Should a passenger desire to 
stop off again, the original check should be taken up 
and a new one issued. 

Stop-over checks issueci upon interline tickets can be 
issued only by the conductor who takes up the coupon, 
and should read to the terminal junction point. 

Care should be taken in issuing stop-over checks to 
see that they read to the destination of the ticket or 
coupon taken up. In the event a passenger should 
afterward claim that his check was not in accordance 
with his ticket in this respect, conductors will telegraph 
the proper officer for instructions, giving the number of 
the check held by the passenger. If such instructioHS 
are not forthcoming in time to allow the conductor to 
act thereon, he will honor the check as it reads and 
refer the passenger to the proper official for adjust- 
ment. 

Stop-over checks are limited as to time,t and the at- 
tention of passengers should be called to this fact when 
they are issued. When taken up, they should be scru- 
tinized to see that this limit has not expired. In com- 
puting the time the date of issue vnl\ not be counted. 

* In explanation of the phrase "cancellation point," the reader 
is reminded of the following rule: " Each line will be divided 
into sections by the general ticket agent or other officer; each 
ticket should be canceled once on each section over which it 
passes." 

f Usually fifteen days. 



ISSUING STOP-OVER CHECKS. 215 

Stop-over checks should he sipned l)y conductors in 
ink or indelihlo pencil, and should ho issued in numer- 
ical order, heginning with the lowest number. 

If through error a conductor issues a stop-over cheek 
out of its order, he will change the lowest number on 
hand to read the same as the one issued and put it in 
place thereof, and notify the proper officer of the change, 
specifying the number improperly issued, also the num- 
ber of the check changed. 

It will sometimes occur that a passenger will Avish a 
stop-over check after his ticket has been taken up and 
the conductor is unable to identify it. In such cases 
the conductor should satisfy himself that the passenger 
is entitled to the privilege and is not seeking, in this 
manner, to travel beyond his proper destination. When 
so satisfied, he will issue a stop-over check, using for the 
purpose any ticket to the proper destination.* 

If a passenger after obtaining a stop-over check should 
not wish to use it, the issuing conductor will, if the 
whole journey is within his run, take it up and cancel it. 
If only a part of the journey is within his run, he will 
cancel it for such run only, the passenger retaining it 
meanwhile for presentation to the succeeding conduc- 
tors. 

When passengers who are on a train that does not 
reach a cancellation point present tickets to a station 
beyond such point, the tickets should be taken up and 
canceled and stop-over checks issued, reading from 
the station where the train stops to the destination spec- 
ified on the ticket. 

In the event a train does not stop at the destination 
named on the ticket, conductors will issue a stop-over 
check, reading from a preceding station at which the 
train stops, to the station to which the passenger is 
ticketed. Conductors should, however, explain to pas- 
sengers taking trains that do not stop at stations to 

* III »'X])liiiiati()ii it will be uiuU'rKtood, in this comit'i'tion, 
that II coutluctor, when lit- issims a Ktojj-over I'liei-k, makes at 
the samo tiiiu! a report thereof, which latter be sends to the 
ticket auditor with the ticket for which the check was issued. 



216 PASSEXGER, BAGGAGE, MAIL SERVICE. 

which they are ticketed that they should leave the train 
at a place short of their destination or at a place beyond, 
in which latter case they ^\ill be required to pay fare 
both ways for the increased distance traveled. 

Passengers alighting at a cancellation point will not 
be given stop-over checks. In such cases tickets will be 
duly canceled to such point and returned to the passen- 
gers. 

Stop-over checks are good on freight trains that carry 
passengers. 

With each supply of stop-over checks furnished a 
record thereof is sent ; this record is intended for the 
use of the conductor and should be kept in accordance 
"with instructions. 

Conductors should be furnished by the proper official 
with a list showing the number of each station, to be 
used in issuing stop-over checks and for other purposes. 

, RETUEXS OF CONDUCTORS. 

It is not probable that the returns rendered by 
conductors on different lines harmonize exactly 
in any particular instance. They are, however, 
substantially the same. Different methods of 
business suggest different ways of treating the 
same. Thus, if a railway company employs ticket 
collectors, the returns rendered do not harmonize 
with those of a company whose conductors col- 
lect the tickets; in the same way, the returns of 
a company that requires its conductors to give 
receipts for fares collected will differ materially 
from those of a company that does not pursue 
this method. 

The tendency in railway practice, in all matters 
of accounts, is in the direction of greater exact- 



RETURNS OF COXDUCTORS. 217 

ness, gi'eater responsibilit}'. This inulti])lie.s re- 
turns, and ini'idontally increases work, llow far 
this is justified must be left to those in charj^e of 
particular properties. It is quite apparent that 
it can be overdone. 

The duties of conductors in connection with 
the accounts require that they should be sys- 
tematically educated therein; that they should 
be instructed in reference to the tickets in use, 
and the proper cancellation of the same; also, in 
reference to the returns required, and how and 
when they are to be made. These things cannot 
be picked up haphazard. 

The difficulties that attend the w^ork of the 
conductor are embaiTassing. The hurry and con- 
fusion tend to breed carelessness of method. It 
is impossible to prevent errors and omissions, 
because of the informal manner in which the 
work is done. But it is not impossible to have it 
earned on intelligently and faithfully within pre- 
scribed limits. 

The returns of conductors grow in number and 
importance the more fully the question of hand- 
ling passenger accounts is studied and under- 
stood. At one time no returns whatever were 
required. Conductors simply sent the money 
they collected, marking the amount on the back 
of the envelope, with their names. The tickets 
they took up they l)urned or otherwise destroyed. 
Aftenvard, as railways grew in experience, con- 
ductors were required to send the tickets to head- 
quarters. The detailed return that they are now 



218 PASSENGER, BAGGAGE, MAIL SERVICE. 

required to make for cash fares collected was an 
afterthought. From being a mere memorandum, 
it has been altered and amended until it has be- 
come a carefully drawn statement of each fare 
collected, giving such particulars thereof as cir- 
cumstances permit, or as may most clearly 
identify it. A coiTect understanding of this 
return can be had only by a careful study of the 
blank itself.* It affords the following informa- 
tion: Signature of conductor; his cancellation 
punch; stations between which the train ran; 
number of the train in each direction; date; 
amounts collected in each direction, and total; 
commencing and closing numbers of receipts 
issued for fares collected; points between which 
the fares were collected; number of fares col- 
lected betw^een the different stations, and 
amount thereof. It also provides for explana- 
tory notes. 



The following rules and regulations are ob- 
served by conductors in rendering the return of 
cash fares collected: 

It should be made immediately upon the completion 
of each round trip. 

It should embrace an itemized statement of cash fares 
collected. 

A return is required for every train carrying passen- 
gers. 

In the event no fares have been collected on a trip, 
the conductors will note the fact on the return. 



* See Form No. 18, appendix. 



CASH FARE RETUIiXS. 211) 

The commencinfT jukI clcisin*? numl)ers of receipts for 
cash fares should In- givi'ii in all ciises.* 

The return slu)ulil be forwarded to the ticket auditor 
by first train in the envelope provided for the purpose. 

The difference between the commencing and closing 
numbers of cash fare receipts, as reported, should agree 
with the number accounted for. 

The counterparts or records of receipts issued, sent 
to the ticket auditor, should correspond with the fares 
collected as stated in the return. 

In reporting the number of faros collected ])etween 
paiiicular stations they will be bulked, in each direction, 
80 that the fares collected between any two points will 
be embraced in one item. 

In cases where both the ordinary and the rel)ate forms 
of receipts are given+ the latter should be distinguished 
on the return by prefixing the letter "R" to the number 
of the receipt given in the return.! 

The extension on the return of the number of fares 
collected between the various stations and the rates 
charged should be the product of the number of fares 
collected, multiplied by the rates charged, as shown on 
the record of receipts issued. 

When collections are made at less than train rates, 
explanations should be given. 

When an outward trip is in one month and the 
return trip in the succeeding month, the return for the 
round trip should be embraced in the new month's ac- 
count. 

When a conductor has an assistant who collects fares 



* Receipts are sometimes issued in cases where no money is 
collected; these require special explanation in the return, for 
the information and guidance of all concerned. 

1 1, e., where passengers are allowed a rebate on the amount 
paid by presenting their receipts to the company or its agents. 

X I'pon some roads both practices are observed, i. e., the issu- 
ance of rebate receipts and receipts upon whicli rebates are not 
allowed. Where the practice is uniform the notation referred to 
above may, of course, be omitted. 



220 PASSEXGER, BAGGAGE, MAIL SERVICE. 

or tickets, the transactions of the latter will be embodied 
in the returns of the former.* 

Connected w'ith each blank receipt for fares collected 
is a counterpart or stub to be returned to the ticket 
auditor. These should be arranged in station order, 
those referring to receipts issued between the same points 
being kept together. They should be forwarded imme- 
diately upon completion of the trip. 

Conductors should keep the cash of the company 
separate from their personal funds. This is a general 
and invariable i-ule, applpng equally to officers and 
employes. Its observance "will help conductors to 
verify the accuracy of returns. Upon completion of a 
trip, they will, by keeping the cash collections apart, be 
able to ascertain, by counting the money, how much 
they have collected. This amount should be the sum 
covered by the return. 

In addition to the stereotyped returns required of 
conductors, they are called upon to make special returns 
from time to time, as exigencies arise, just as others in 
the service of a company are. Thus they will be asked 
to make special returns of tickets honored from or to 
particular places or via particular points ; returns of 
tickets canceled, but not taken up,+ and so on. In 
each case the blank or instnictions clearly indicate 
what is required. 

In addition to the foregoing, returns are required 
from conductors of the fares that they coUect for 



* This rule does not contemplate the making of any state- 
ment to the conclnctor by his assistant. In the event any such 
statement is made it should be attached to the conductor's 
return ; the latter, however, will report all its facts. In many 
cases assistant conductors do not make the whole trip, but 
merely act in emergencies, such as the departure from a large 
city. In such cases the assistant does not make any return at 
all, but hands over the tickets and fares to the conductor, who 
incorporates them in his return. There is no reason, however, 
why assistant conductors should not make returns the same as 
conductors, if desired. The merging of their returns with the 
conductor's is a practice merely, and perhaps not a good one. 

f See Form No. 20, appendix. 



« 



COXDUrTORS' TICKET liETURXS. 221 

sleeping, parlor, drawing room and other cars for which 
a separate c'har<:fi' is collrctod. These returns are in 
many respects substantially like those exacted in the 
case of cash passenger fares, the point being in every 
case to particularize each item.* 

Many other returns are required of conductors, such 
as: A return of stop-over checks issued ;+ a return of 
exchange checks issued for mileage coupons ; a return 
of pledge tickets or receipts issued ; returns from con- 
ductors of freight trains. I 

A balance sheet or account current. § 



The following rules and regulations governing 
the tickets collected by conductors should be 
observed by tliem : 

Tickets should be canceled when taken up by the 
conductor. Afterward they should be sent to the ticket 

* Whenever bleeping curs are referred to throughout this 
volume, parlor, chair, drawing room and other ears of a like 
nature are also referred to. Sleeping cars, as a rule, are not 
operated by railway companies, and the latter rarely, if ever, 
act in the collection of fares for such cars. Tlie sleeping car 
has its own conductor and porter, and the returns they make 
are such as the circumstances of the case require. They are 
not materially different from those passenger conductors make. 
If the conductor of a railroad company acts as conductor of the 
sleeping car, he makes special returns to the sleeping car com- 
pany. However, such matters are iiurely local, and governed 
by local arrangement. No attempt is made herein to give speci- 
fically either the blanks or the rules and regulations of sleeping 
cars. They are not uniform, any more than those of railroad 
companies, but are such as the ingenuity and experience of the 
company in interest suggest. 

f To be inclosed in Form No. 23, appendix. 

X See Forms Nos. 18 and 19, appendix. 

^ See Form No. 4, appendix. The balance sheet should b« 
sent to headtjuarters by the first train after the close of the 
numth. It shows the balances brought forward, the collections 
for each trip, the amount of each remittance, and such other 
details as are necessary to a full and clear understanding of the 
conductor's account. Provisiim is made, in connection with 
this return, for notifying conductors of ciTors aud omisbii>ns 
dibcovered in auditing their accouuts. 



222 PASSEXGER, BAGGAGE, MAIL SERVICE. 

auditor by the j&rst train after the close of the round 
trip. 

This duty should be looked after personally by con- 
ductors. 

Each kind of ticket should be arranged in a separate 
package and be fastened together by a rubber band. 
The tickets will be classified as follows: 1. Card 
tickets and the stubs detached from commutation 
tickets. 2. Book and blank forms of local tickets. 
3. Coupon tickets, local and interline being assorted 
separately. 4. Passes and stock contracts. 5. Mileage 
coupons and mileage exchange checks and records. 
These last should be inclosed in an envelope provided 
for the purpose, giving a description of the train, date 
and name of conductor. 6. Stop-over checks and re- 
turns for stop-over checks ; also tickets upon which stop- 
over checks have been issued. These last are to be 
inclosed in an envelope provided for that purpose. 

Tickets should not be folded if it can be avoided. 
They should be arranged face up, those reading in the 
same direction being placed together. 

Local tickets should be arranged in station order. 

The tickets taken up on a trip should be inclosed 
with the return of cash fares collected for such trip in 
the envelope provided ; the envelope should specify the 
train, date and conductor's name. 

Cash collections should be remitted by express by first 
train after each round trip. The amount of the remit- 
tance should agree with the sum collected after allowing 
for the correction of errors and omissions in previous 
returns.* 



* The rules of railroads in regard to remittances are not uni- 
form. It is not by any means the universal practice of carriers 
to require their agents and conductors to remit each day the 
exact amount of their collections. 



CHAPTER IX. 

PASSENGER SERVICE IN AUSTRIA AND GERMANY- 
EUROPEAN METHODS OB^ HEATING PASSENGER 
TRAINS. 

The regulations of different countries vary- 
according to the methods of carriers, the habits 
of the people, and the peculiar nature of the con- 
veyances. They agree, however, in the main. 

AUSTRIA. 

The Austrian roads have some interesting 
peculiarities; they have passed through many 
vicissitudes. They have tried government own- 
ership, autocratic management under political 
ownership and other devices. Some of their 
rules and regulations governing the passenger 
service are worthy of note.* 

Austrian regulations require that railroad employes 
must treat the public in a polite, modest and business- 
like manner, and must be obliging as far as the service 
will allow. They must render all the services required 
of them gratuitously; it is prohibited them to accept 
any compensation from the public ; employes are not 
allowed to smoke when they are on duty. The public 
must conform to the wishes of employes, who are to 

• Laws governing the management of railroads in the king- 
dom and provinces represented in tlie Council of tlie Empire, 
and by-laws given the 25th of July, 1877. Translated by M. 

lilanque. 

(223) 



I 



224 PASSEXGER, BAGGAGE, MAIL SERVICE. 

be recognized by a uniform. Differences between the 
public and employes are to be decided by the station 
manager, or, on the road, by the conductor. Com- 
plaints must be made to the officers, either verbally or 
in writing, or must be entered in a book w^hich can be 
found for this purpose at each station. The managers 
must give an answer at an early date to all complaints, 
to which must be added the names and residences of 
complainants. Complaints in reference to an employe 
must specify the name, number or uniform of the latter. 
The public are to have admittance only to such parts of 
the depot and railway grounds as are always kept open, 
or are open temporarily for the convenience of the public. 
Walking on the tracks or roadway is not allowed, except 
to those who possess the right in accordance with the 
regulations of the railway police. Forwarding of pas- 
sengers, quadrupeds, etc., can be refused, if uncontroll- 
able, or circumstances should arise, or superior power 
interfere, or if the regular means for forwarding should 
be insufficient. Payments must be made in current 
gold and silver coin, excepting fractional currency, in 
accordance with the rates published by the railroad 
management. The forwarding of passengers is regu- 
lated by the time table hanging on the wall at all sta- 
tions. The time table also states w'hat classes of cars 
the respective trains haul. The running of special trains 
is left to the consideration of the management. The 
station clock regulates the time for starting trains. 
The prices of tickets are given in a tariff posted up in a 
conspicuous place at each station. 

Tickets secure seats in the respective classes as far as 
there are such seats. If a passenger cannot obtain such 
a seat as the ticket issued to him entitles him to occupy, 
and if there is no vacant room in a higher class, he is at 
liberty to exchange his ticket for one in a car of a lower 
class, the difference in price being refunded to him, or 
he has the right to ask for the return of his money, thus 
renouncing the obligation of bemg forwarded. Those 
passengers who are in possession of through tickets 
must be disposed of first. Each ticket sold must show 



PASSEXGER SERVICE IX AUSTRIA. 225 

the names of the stations between which it is good, also 
the price of the class which the passenger intends to 
travel in;* finally, the time or the train for which the 
ticket is good. The time or train for which a ticket 
has been issued must be stamped upon it, so that the 
purchaser can see at a glance whether it answers the 
purpose or not. The passenger has the right to stop at 
an intermediate station and take another train of corre- 
sponding grade on the same or following day; but in 
such case, after alighting from the train he must pre- 
sent the ticket to the station manager to have its validity 
extended. The time granted on trip or return tickets can- 
not be extended.! Prices are reduced and tickets issued 
for children under ten years, and should there be any 
doubt about their age, the decision of the revising officer 
is final. No fare will be paid for small cliildren carried 
in arms, or who occupy no extra room. The exchange 
of tickets of a lower for a higher class will not be allowed 
witliin ten minutes of the starting time of trains, and 
will not be allowed in any event unless there are unoccu- 
pied seats in class desired. When tickets are exchanged 
the difference in price must be paid. At intermediate 

* " Private servantH (male aud female) accompanying gentle- 
men's carriages by ordinary trains, are allowed to travel in or 
upon such caiTiages with second class tickets; if by the third 
class train, with third class tickets; but this privilege does not 
extend to any other than servants. Servants when accompany- 
ing their masters traveling by express trains, are charged sec- 
ond class express fares; but this can only be the case if such 
servants are properly identified by their masters or mistresses 
who may be traveling with them." — Great Northern Raihcai/ of 
EngUind. 

f "A return ticket is granted solely for the purpose of en- 
abling the person for whom the same is issued to travel there- 
with to and from the stations marked thereon, and is not 
transferable. Any person who sells or attempts to sell, or parts 
or attempts to part, with the possession of the return half of any 
return ticket in order to enable any other person to travel tliere- 
with, is hereby subjected to a penalty not exceeding forty shil- 
lings, and any person purchasing such half of a return ticket, or 
traveling or attempting to travel therewith, shall be liable to 
pay the fare which he would have been liable to i»iy for the 
siiigl(» journey, and sljull, in ad<lition thereto, be subjected to a 
penalty not exceeding forty shillings." — Engliah Standard. 
15 Vol. 5 



226 PASSENGER, BAGGAGE, MAIL SERVICE. 

stations such exchange will not be allowed except when 
an additional ticket is purchased to the place of desti- 
nation, the value of which added to the value of the 
ticket first purchased equals the price of the higher 
classed seat desired. Particular seats cannot be sold 
or reserved in advance. Employes have the right, and 
on demand of passengers are obliged, to point out seats 
to the latter. Ladies traveling alone must be seated in 
separate ladies' coupe when they desire it. A separate 
ladies' coupe must be provided in all trains for passen- 
gers of the second and third class. This distinction will 
be modified as necessity requires when cars are con- 
structed after the American system. At all stations the 
waiting room must be opened at least one hour before 
the train leaves. On entering the waiting room, the 
passenger, if desired, must exhibit his ticket, also on 
entering a car. During the journey passengers must 
retain their tickets until the same are collected. Any 
passenger who shall not be in possession of a valid 
ticket must pay a fine double the amount of the fare for 
the distance traveled, and any passenger who, when 
going on board of a train, tells the conductor thereof 
that he (the passenger) was too late to buy a ticket, and 
is allowed to stay on board of such train, must pay, in 
addition to the fare, fifty kreutzer.* If the passenger 
refuses to pay such fine he can be put off the train. The 
sign to enter the cars is given by two strokes of the bell. 
No one is allowed to get on board the train after the 
sign to start has been given by the whistle of the loco- 
motive, and any effort to do so is punishable. 

A passenger who misses the train in the manner 
described has no claim for the refunding' of his fare or 

* "The guard must not allow any passenger or parcel to be 
conveyed by the train unless properly booked; and if he has 
reason to suppose that any passenger is without a ticket, or is 
not in the proper carriage, he must request the passenger to 
show his ticket, reporting to the stationmaster or person in 
charge any irregularity he may detect. When a passenger is 
desirous of changing from an inferior to a superior class of car- 
riage, the guard must have this arranged by the stationmaster 
or person in charge." — Ejigliah Standard, 



PASSENGER SERVICE IX AT^STRIA. 227 

for iiidemnification of any kind. But he has the ri^ht 
to use the ticket in his possession on the next day upon 
a train of the same chiss, hut the ticket must he ex- 
tended hy the stationkeeper. The extension cannot be 
applied on return or round -trip tickets. On arrival at 
a station, the name of same and the length of sojourn, 
and any changing of cars must be called. After the 
train has stopped, the doors of the cars which have this 
station as the point of destination will l)e opened. The 
doors of other cars will only be opened if desired. 
Anyone leaving his seat without lirst securing its reten- 
tion, must secure another one in the event it is occupied 
during his absence. If a train is stopped outside of a 
station on account of some obstacle, no one will be 
allowed to leave the cars without the conductor's con- 
sent. Passengers must not stand upon the track, and 
must resume their seats upon the first signal of the 
whistle. The signal to start is three blasts of the 
whistle ; anyone not on board when the signal to start is 
given will be excluded. While the train is moving, no 
one is allowed to look out of the cars, lean against the 
doors, or step on the seats. If objection is made by one 
passenger only, the windows on the windward side can 
be closed. Only employes have the right to open the 
doors for entering or leaving the cars ; no stepping off 
the cars is permitted until the train has come to a full 
stop. Every passenger must keep at a distance from the 
rails and machines, and must leave the depot in the 
direction prescribed. Any damage done to the cars by 
the passengers must be paid for according to the 
indemnification tariff, and employes are empowered to 
make collections at the time in accordance with such 
tariff.* Claims cannot be made on account of delayed 

*"Aiiy person ■who willfully cuts or tears any lining, or 
window strap, or curtain, removes or defaces any number plates, 
or V)ri'aks or scratches any window of a carriajj^e used on the 
railway, or who otherwise, except by unavoidable accident, 
damages, defaces or injures any caiTiage, or any station or other 
property of the company, is hereby subjected to a penalty not 
exceeding five pounds, in addition to the amount of any dam- 
age f<ir which he may be liable." — (Ircut Wcntern Railway, 
Enylantl. 



228 PASSENGER, BAGGAGE, MAIL SERVICE. 

trains. The abandonment or interruption of a train 
during a voyage only justifies a claim for the amount of 
the fare for the distance not traveled by the passenger. 
If connection with another train should have been 
missed and superior power has not been the cause, 
the passenger, if he takes the next return train to his 
starting point, is entitled to have the amount of both 
fares refunded to him on proof of his claim. Such pas- 
senger, however, to secure his claim is obliged, on arrival 
of the belated train, to report to the stationkeeper and 
present his ticket. The latter must confirm the delay 
and the stationkeeper of the starting point has also to 
certify to the time of the passenger's return. In case 
interruption to a voyage is occasioned by the elements, 
or obstacles have damaged the railway, arrangements 
must be made to forward passengers in the best manner 
possible. Irregularities must be made known to the 
public by visible placards posted at the different stations. 
Dogs and other quadrupeds are not allowed in the cars ; 
lap dogs are excepted from this rule in those cases where 
no objections are made by passengers. Smoking is 
allowed in all classes of cars, but in the event there is 
no smoking coupe of the first class in the train, smoking 
will not be allowed in coupes of the first class when pas- 
sengers object. Every passenger train must contain 
second class and, if possible, third class coupes in which 
smoking is prohibited. Tobacco pipes must be suffi- 
ciently covered. Baggage containing combustible arti- 
cles, liquids and other articles which might do injury, 
especially charged guns, gun powder, easily inflammable 
preparations and things of such nature, are not allowed in 
the passenger cars. Employes are empowered to exam- 
ine such articles closely. Anyone disregarding this rule 
is responsible for any injury caused, and is also subject to 
a fine according to the regulations of the railway police. 
Huntsmen must have a special permit. Transgressions 
of the rules prescribed, action in opposition to employes' 
wishes, indecent behavior or drunkenness will lead to 
the exclusion of the person or persons in fault from the 
cars, and in such cases fare will not be refunded. 



PASSEXGER SERVICE IX GERM AX V. 229 

Drunken persons will not be allowed admitt.ince to the 
waiting rooms or cars, and must be ejected when they 
gain access thereto.* If ejected during the voyage, as 
provided by this rule, or after having surrendered bag- 
gage to the company for forwarding, the person or per- 
sons ejected are not entitled to have their baggage 
delivered at the station to which it was originally 
directed. 

GERMANY.f 

Children under four years of age travel free, but they 
must not occupy any seat. From four up to ten years 
of age children pay reduced fares. Should doubts arise 
as to the age of children, the opinion of the highest 
ranked railway official present decides as to the validity 
of the claim for the time being. 

Tickets must indicate the name of the line for which 
they are delivered ; also class and fare. Five minutes 
before the departure of a train the railways are not 
bound to deliver any more tickets for that train. The 
officials may decide that no change will be given at the 
booking office, and in consequence request passengers 
to hand in no sum greater than the amount of the fares. 
Whole compai-tments, or a part of them, must be 
secured at least half an hour before the arrival of the 
train by paying a sum equal to as many times the fare 
as there are seats to be engaged. There must, however, 
be in the coming train a sufficient number of seats or 
compartments disengaged. (This applies especially to 
sleeping and saloon cars.) If a passenger cannot get a 
seat in any carriage of the class for which he booked, 
and no seat can be given to him temporarily in a higher 

•"Any person found in a carriage, or elsewhere upon the 
companj-'s premises, in a state of intoxication, or using obscene 
or abusive language, or writing obscene or offensive words on 
any part of the company's stations or carriages, or committing 
any nuisance or otherwise willfully interfering with the comfort 
of other passengers, is hereby subject to a penalty not exceeding 
forty shillings, and shall immediately, or, if a passenger, at the 
first opportunity, be reuuned from the comi)auy'8 premises." — 
Great WeMtcrn Rdilinii/, Eiif/ldnd. 

f These regulutiouB came iu force on the Ist of January, 1893. 



230 PASSEXGEK, BAGGAGE, MAIL SERVICE. 

class, he can exchange his ticket for one of a lower class 
and claim the difference in fare ; or he may give up the 
journey and claim the reimbursement of the fare. 

If a passenger arrives at a junction station, where he 
has to change trains to travel on another line, he is 
entitled to the use of the waiting room of the latter until 
his train arrives. With regard to the night hours com- 
prised between 11 p. m. and 6 a. m., he shall only be 
entitled to stop in the waiting room if it has to be kept 
open. Passengers are reminded that it is time to get 
into their train by the ringing of a bell, or are requested 
to do so by porters calling out in the waiting room the 
names of the places at which the train stops. 

A special compartment must be reserved in each 
train for ladies. Smoking is not allowed in any first 
class compartment, unless all the passengers traveling 
agi'ee to it. The railway may, however, set apart first 
class compartments for smokers and non-smokers. 
Smoking is allowed in all compartments of second, 
third and fourth class carriages. It is, however, rec- 
ommended to set apart second clo.ss compartments for 
non-smokers. This may also be done in third class 
carriages, if the arrangement of the carriage permits of 
it. It is interdicted to smoke in ladies' and non- 
smokers' compartments, even if the other occupants 
Bhould consent to it. Pipes must be provided with lids, 
to avoid the flying of sparks. 

The traveler who misses his train is not entitled to 
any compensation. But if the ticket was valid only for 
one special train, he can, after having obtained the vise 
of the stationmaster on his ticket, travel the same day 
by any train, or the next day by a similar train bound 
for the same station as that indicated on the ticket. 
Should the fare by any one of the subsequent trains he 
travels by be higher than that indicatecl on the ticket, 
the passenger m^st pay the difference. If, on the con- 
trary, the fare be lower, the railway has to refund the 
difference. 

Drunken people must not be admitted into the wait- 
ing rooms or the trains. People ejected from the station 



PASSFXGER SERVICE IX GEIiMAXY. 231 

will be refunded their fare and receive their lugpiage. 
If the ejection occurs at a station during the journey, 
the passenger is refunded a sum equivalent to the fare 
of the uncompleted portion of the journey ; but the lug- 
gage which they might have had registered can only be 
returned at the end station. The same rule applies to 
people who behave indecently and those who are in- 
flicted with visible and repulsive infirmities, unless they 
travel in compartments specially set apart. 

People discovered traveling without a ticket must pay 
double fare for the distance which they have traveled. If 
the name of the station at which the trespasser got into 
the train cannot be ascertained, he shall pay double the 
fare for the whole distance the train is running. This 
amount must not be less than $1.50. Passengers who, 
without being compelled to do it, inform the guard or 
conductor that they were too late to get tickets, will 
only be required to pay the amount of the fare and a 
tax of 25 cents. The amount must in no case exceed 
the double fare. He wlio refuses to pay may at once 
be given in charge of the police. 

The windows on both sides of a carriage compartment 
cannot be opened at the same time without the consent 
of all the passengers. Anybody damaging or soiling a 
carriage is liable to a fine or the payment of an indem- 
nity, which may be demanded on the spot. The offi- 
cials are bound to produce a tariff of the fines, etc., to 
be paid. 

Should, for some cause or other, a train be stopped 
some length of time on the open track, passengers can- 
not leave the carriages without the express consent of 
the head guard. Passengers who have alighted must 
keep away from the track, and resume their seats as 
Boon as tlie usual signal is given. Those who, on the 
departure signal being given, have not resumed their 
seats, shall be left behind. 

Passengers holding signal tickets may break their 
jouraey once at any intermediate station. Those who 
hold return tickets may break it twice, that is, once in 
each direction. If the train by which the journey is 



232 PASSEXGER, BAGGAGE, MAIL SERVICE. 

completed consists only of carriages of a higher class, or 
the fares are higher, the difference must be paid. These 
breaks in the journey do not prolong the time for which 
the ticket is available. A break of journey must be 
notified to the station master, who will stamp the ticket 
accordingly. 

When a train arrives so late at a junction station that 
passengers have missed a train by which they had to 
continue their journey, they may, if they are provided 
with thi'ough tickets, return to the departure station by 
the next train, and claim the amount of the return fare 
for the accomplished up and down journey. This claim 
must, however, be made at once to the stationmaster on 
the arrival of the delayed train. When a journey can- 
not take place, or cannot be continued, the passengers 
may claim the reimbursement of the fare for the remain- 
ing distance ; or they may demand to be conveyed free 
of cost to their destination by another line. This sup- 
poses that there is no need for the passengers to leave 
the train, and that the distance by the other route is not 
greater than the original route by one-fourth. 

If the weather or other natural cause interrupt the 
traffic on a portion of the line, the railway is bound to 
supply, free of cost, all suitable means of transport 
required to convey passengers to the point where the 
line is again in working order. 

Delays in the arrival of trains and disturbances of 
traffic are to be made known at once to the public by 
notices posted in the station in conspicuous places. 

Dogs, other than lap dogs and hounds, are not allowed 
in passenger trains. 

Passengers traveling fourth class may take with them 
their tools, baskets, sacks, and other light baggage. 

METHOD OF HEATING PASSENGER TRAINS IN 

EUROPE.* 

The question of heating passenger trains has 
received much attention from the managers of 

* Compiled from the " Journal des Mines."— 1893. 



I 



HEATING TRAIN Fi IN EUROPE. 233 

railroads in Europe, and the following brief review 
of the methods in use shows the surprising variety 
of practice that prevails. The methods adopted 
may be summarized as follows: Boxes in which 
artificial fuel in the form of bricks {Briquettes) is 
burned; ordinary stoves in which charcoal, wood, 
coke or coal is used; stoves or heaters in which 
gas is burned; steam taken from the locomotive 
or from separate boilers; hot water; hot air, and 
portable hot water boxes (foot warmers). 

Briquettes. — In the use of artificial fuels, or 
briquettes, in Germany, the apparatus employed con- 
sists essentially of a box placed underneath the car 
seats and containing either a drawer in which the fuel 
is carried or an iron wii'e basket. The air supply nec- 
essary for combustion in this apparatus is secured in a 
variety of ways on the different lines on which the 
apparatus is used, but, in the main, the principle is the 
same. The briquettes are ignited before being put in 
the boxes, and are made up generally of a mixture of 
poAvdered charcoal, niter and some suitable binding 
material — dextrine for example. A mixture long used 
on the Berlin-Potsdam-Magdeburg line is composed of 
eighty-two parts of charcoal, six of ashes, seven of 
water, two of binding matter and three of nitrate of pot- 
ash. This mixture, compressed and dried, yields a 
briquette which burns slowly and with a comparatively 
small air supply. The briquettes measure about nine 
by six centimeters (3^ x 2i inches) in section, and burn 
at the rate of about eighty grams an hour. The price 
of the l)riquettes ranges from 3'20 to 350 francs ($64 
to $70) a ton. As to the heating power of these 
briquettes, it is stated that one of them will heat about 
two cubic meters (about 35 1 cubic feet) of space from 
degrees to 15 degrees Centigrade (32 to 59 degrees 
Fahrenheit). In practice, the number of briquettes 
supplied to a car compartment varies with the outsi»?-c 



234 PASSEXGER, BAGGAGE, MAIL SERVICE. 

temperature; thus, with an outside temperature of 41 
degrees Fahrenheit one briquette is used; at 32 degrees 
two briquettes ; at 22 degrees thi'ee briquettes ; and at 
14 degrees four briquettes. The cost, as found on five 
German lines, amounts to from about 2 to 3.2 cents 
per hour per compai-tment. 

In Norway somewhat similar briquettes are used, 
weighing about two pounds each and lasting for about 
six hours. They cost about $76 a ton. In Belgium, 
Holland and England the briquette system has been 
abandoned, but in Austro- Hungary it is used much after 
the manner followed in Germany. 

Stotes. — In Germany stoves burning charcoal, wood 
and coal are also used. Each car has one stove, so 
arranged that it can be supplied with fuel and receive 
all necessary attendance from the outside of the car. 
In Austro-Hungary coal stoves are employed. In Eus- 
sia the stoves, which are of cast iron, have a sheet iron 
jacket and are, in some cases, charged from the roof of 
the cars, as on the South Constantin line. The number 
of stoves per car varies with the style and size of car. 
Wood or charcoal is used as fuel. In Switzerland the 
stoves, where used, burn coke or wood. 

Steam Heating. — The steam heating system, as used 
in Germany, provides for a main distributing steam 
pipe running underneath the cars. Each main pipe 
section is provided with blow-off valves, and the pipe on 
the last car of a train terminates in a suitable escape 
valve for the water of condensation from the whole 
system. From the pipes underneath the cars, branches 
are led off to supply the heating pipes proper, which are 
arranged under the car seats. The temperature in the 
cars is under the control of the passengers by means of 
shut-off valves. Steam is taken either dii'ect from the 
locomotive or from a special boiler placed in a car 
directly at the front end of the train. The latter 
arrangement is in use on the Bavarian state railroads. 
Where steam for the heating system is taken fi'om the 
locomotive, a reducing valve is employed. 

In Austro-Hungary, on the Vienna- Warsaw line, steam 



I 



HEATIXa TRAIXS IX EUROPE. 235 

for lieatinp;is supplied from the locomotive. In Galicia 
peparate heating toilers are used. In liussia, also, sepa- 
rate heating boilers of the vertical tubular type are used. 
On short trains this boiler is placed at the back end of a 
train ; on long trains it is placed about midway between 
the two ends. 

In Sweden separate heating boilers are used on mixed 
trains, but on express trains the steam is taken from the 
locomotive. 

Hot Air Heating. — In Austro-Hungary a hot air sys- 
tem is used in which a furnace is placed under- 
neath the car, the air for heating being taken partly 
from without and partly from within the car. A cer- 
tain amount of fresh, w\arm air is thus constantly in- 
troduced into the car, serving a good ventilating 
purpose. A mixture of coke and charcoal is used as 
fuel. Some German roads use a similar arrangement. 
In Switzerland, Belgium and Holland also, a modifica- 
tion of this system is in operation, and is apparently 
displacing the ordinary car stove, although, like this, it 
has the disadvantage of over-heating the cars unless 
carefully attended to. 

Hot Water Heating. — In Germany, heating by hot 
water circulation has been used experimentally on 
several lines, but the most widely adopted method is 
that of the portable hot water foot warmer. The latter 
is in use also in Austro-Hungary, Norway and Belgium, 
and particularly in England, where its use is almost 
universal. 

Heating by Gas.— :Gas heating has been tried prin- 
cipally in Belgium. Gas derived from the distillation of 
wood and oil is used, and is compressed to about eight 
atmospheres pressure in suitable reservoirs. From 
these it passes through pressure reducers to burners in 
small heaters, the products of combustion being led otf 
through small chimneys. The small heaters are kept at 
about the same temperature as the portable hot water 
foot warmers mentioned. 

Referring specially to the methods of car heating prac- 
ticed in France, the "Journal" says that while the large 



236 PASSENGER, BAGGAGE, MAIL SERVICE. 

French railroad companies, in the main, adhere to the 
portable hot water foot warmer method, extended experi- 
ments have been made with a hot air system, in which 
fresh air from the outside atmosphere is made to pass 
over furnace heating surfaces, and is discharged into 
the cars at the floor level. Thence it passes upward and 
iinally escapes through the roof ventilators. The fur- 
nace is placed in a convenient corner of the car. One 
company used for several years a system of hot water 
bottles fixed to the floors at the feet of the passengers 
and heated up, when cold, by injecting steam into them. 
This system, however, was abandoned for some reason, 
although good results are said to have been obtained 
with it. 

Practically all the prevailing methods of car heating, 
according to the "Journal," have been experimented 
with more or less by the several French companies, and 
the result has been the conclusion to continue the 
present extended use of portable hot water footw^armers. 
These, under the conditions of the French climate, are 
held to give all the comfort in railroad cars that can 
reasonably be asked for. But it is evident that no 
American system of steam heating from the locomotive 
has yet been introduced into France ; not only are foot 
warmers remarkably ineflicient, but on a long journey 
they requu-e such frequent renewal that the labor of 
removing and replacing them must be, even with the 
low wages paid in France, a very formidable item of 
expense. Systems of continuous steam heating are 
being tried in Great Britain and are understood to give 
satisfaction. 



CHAPTER X. 

FISCAL AFFAIRS AND ACCOUNTS OF ENGLISH 

RAILWAYS. 

In the United Kingdom it is customaiy to 
convey by passenger trains, not only passengers 
and parcels, mail and milk, but carriages, horses 
and hounds, cattle, sheep and swine. Accord- 
ingly, whatever is carried by passenger trains is 
classified l)y the English companies as " Coaching 
Traffic." 'J'he term, thus applied, has a wide sig- 
nificance. In addition to the above mentioned 
traffic, it embraces the transactions of the postal 
telegraph and parcel post, including porterage 
and delivery; and includes cloak room receipts, 
cab stand rents, time table sales, extras, etc. 

A brief outline will first be given of the forms 
and devices, records and returns by means of 
which the passenger traffic of English railways 
is handled, recorded and accounted for. Other 
subdivisions of the " Coaching Traffic " will like- 
wise be described, in the order of their impor- 
tance; and, finally, the English method of auditing 
the various returns. 

PASSENGER TRAFFIC. 
TICKETS. 

Passengers are required to procure tickets before com- 
mencing their journey. The tickets are retained to 



238 PASSENGER, BAGGAGE, MAIL SERVICE. 

destination, where, upon alighting, they are examined 
and taken up by one of the station staff called the col- 
lector. 

Passengers arriving at any station without tickets are 
liable to be charged from the place at which the train 
started. If the tickets read to a station short of the 
alighting station, or if their value in respect of class, 
route, available date, distance or otherwise, be not 
equivalent to the service rendered, the difference is col- 
lected in cash. Money thus collected from passengers 
is accounted for as "excess fares." 

Tickets are also inspected prior to the departure of 
trains from terminal and principal stations. A number 
or distinctive mark is impressed, with a punch, upon 
interline, or through, tickets at junction points. The 
number is different for each junction station and indi- 
cates the route taken by the passenger. It also consti- 
tutes a check against tickets being used twice. 

Eailway companies are required to specify the amount 
of the fare upon all tickets sold. The principal kinds 
of tickets used are the following : 

Okdinary Tickets. — These are card tickets ; sold for 
ordinary trains and at ordinary fares. They are used 
for local, and where, fares have been arranged by the 
companies concerned, for interline, traffic, except where 
but few tickets are sold. They have printed destina- 
tions. 

Blank Card Tickets. — These are used for traffic of 
a light character, between local stations only. The 
destination and route are written upon the ticket at the 
time of sale, a corresponding entry being made in a 
record called a " Blank Card Ticket Issue Book." 

Blank Paper Tickets. — These are used for interline 
traffic of light character. They are supplied in books 
with record stubs or counterfoils. 

Periodical or Season Tickets. — These are issued 
for various periods, and cover any number of rides dur- 
ing the time and between the stations specified. They 
are individual. The names, and in some cases the sig- 
natures, of the persons entitled to use them are printed 



I 



PASSENUER TIIAFFK: JX KXaLAXl). -JH'.) 

or written thereon.* A deposit is usually cliarfjjed by 
metropolitan lines and others, as a guaranty for their 
surrender at the expiration of the prescribed period. 

Tourist Tickets are issued at reduced return rates 
during the tourist season. 

Tourists' Extension of Time Tickets are issued to 
holders of tourist tickets who are unable to return within 
the specilied limit, upon surrender thereof and payment 
of extra fare. 

Excursion Tickets are printed specially for each 
excursion and sold at specially reduced rates. They 
are generally honored only on excursion trains. 

Pleasure Parties' Tickets are kept in stock at sta- 
tions where there is a large demand for them. They are 
issued to small pai-ties by special authority obtained 
from the traffic superintendent. They are available by 
ordinary trains. 

Other Forms of Pieduced Rate Tickets are Mem- 
ber of Family Tickets, issued to members of a family 
having not less than two tourist tickets ; Market and 
Fishing Tickets, Officers', Soldiers', etc., tickets. The 
latter are issued under special arrangements with the 
government on production of orders signed by the proper 
authorities. These orders are accepted as cash. 

Coupon Orders. — These are used in ticketing pas- 
sengers to points on the Continent. They are issued in 
connection with ordinary tickets to London, where they 
are exchanged by the company addressed for through 
coupon tickets, without further payment. 

All tickets are type numbered consecutively ; ordinary, 
tourists', and blank card tickets, at both ends. 

Single and double journey tickets are reduced to half, 
for the use of children between the ages of five and 
twelve, by cutting olf one corner. If the ticket be 
numbered in duplicate, one of the numbers will be thus 
cut off; otherwise, the clerk is required to mark the num- 
ber of the ticket upon the triangular piece, as a means 
of identification. 

* On f'ontineutal raihvuyH the photogi'upli of the paHsciif^er 
is sometimes secured to tlie ticket, as a meaus of icleiititicatiou. 



240 PASSENGER, BAGGAGE, MAIL SERVICE. 

The date is stamped or punched on all tickets as they 
are issued. 

TICKET CASES. 

Each ticket office is provided with ticket eases con- 
taining rows of tubes, in which the card tickets are 
arranged to facilitate the ticketing of passengers. 
Tourist tickets are kept in separate cases. 

The name of the destination station and the fare are 
written above each ticket tube, and the commencing 
number of train sales on a slate fixed below the tube. 

The tickets are placed in the tubes with the highest 
numbers at the top, and in selling are drawn from the 
bottom. After the departure of a train, a comparison 
of the number shown on the slate with the number of 
the ticket to be next issued, will disclose how many have 
been sold for such train. 

TICKET SUPPLIES — BY WHOM FURNISHED — THE ACCOUNTANT 

A PRINTER. 

The accountant of the company is the only officer 
through whom passenger tickets may be obtained by the 
stations, excepting season and member of family tick- 
ets, which are supplied by the general manager. 

Tickets are printed in the company's ticket printing 
establishment, which is under the supervision of the 
accountant, who keeps a constant check on the supplies. 

TICKET SUPPLIES — HOW OBTAINED — REQUISITIONS FOR 
. TICKETS — " DEMAND NOTES." 

When a fresh stock of tickets is required at a station, 
the particulars are entered in a " Ticket Demand Book." 
The consecutively numbered leaves of this book are 
called " Demand Notes." Each has a perforated coun- 
terpaii; or stub. The entries are made on both. The 
demand note is then signed by the " Clerk in Charge " 
and sent to the accountant's office, where it is checked 



I 



PASSEXOER TRA FFIC IX EXOLA XD. 24 1 

and compared with the "Ticket Stock Registers," made 
up from previous demands and supplies. If the last 
progressive number of tickets previously supplied, as 
recorded in the stock register, agrees with the requisition, 
the audit clerk inserts in the latter the quantity to be 
printed, and enters the particulars in the register. 

The quantity ordered is determined by the time 
taken to exhaust the previous supply. 

The demand notes, or requisitions, are then num- 
bered, recorded in a separate book in consecutive order, 
and sent to the company's ticket printing establishment, 
wliere the tickets are printed. 

The quantities supplied are noted by the foreman, 
printed on the requisitions, and copied into a "Delivery 
Book," the tickets being sent direct to the station and 
the requisitions to the accountant, by whom they are 
examined and forwarded to the station to be compared 
with the tickets received. If correct, the clerk in charge 
is required to sign and return the requisition to the ac- 
countant, by whom he is thereafter held responsible. 

A few of the instructions governing this matter are as 
follows : 

Demands for tickets must be sent to the accountant 
on Fridays. 

At least a two weeks' stock must be kept on hand ; 
increased demands must be anticipated. 

All tickets received must be examined and checked, 
both as respects the correctness of the progressive num- 
bers and the quantity of tickets ; and the accountant 
must be immediately advised of any errors in them, 
either of wrong numbers, duplicates, or omitted num- 
bers. 

Within four days of receiving the supplies, if correct, 
the receipt for the tickets must be signed and returned 
to the accountant ; and afterward the clerk in charge 
will be held accountable for the production of each 
progressive number in due order, or for their value as 
issued tickets, if at any time found to be missing. 

The boxes in which tickets are sent must be returned 
to the ticket printer within three days of their receipt. 

16 Vol. 5 



242 PASSENGER, BAGGAGE, MAIL SERVICE. 

STATION RECORDS. 

Train Book. — An account of tickets sold is made up 
immediately after the departure of each train in a rec- 
ord called a "Train Book." The commencing number, 
copied from the slate on the ticket case, and the closing 
number, from the next ticket to issue, are entered for 
each destination and class sold, together with the rate 
and amount. The cash taken for each train is bal- 
anced with the total of the train book entries ; it being 
required that all errors shall be discovered and rectified 
at that time. The train book record being thus com- 
pleted, the numbers on the slates are altered for the 
next train. 

Excess Fares Book. — An "Excess Fares Book" is 
kept at each station, in which are entered the particu- 
lars of excess fares collected. The cash collected daily 
is handed to the "Booking Clerk," who adds it to the 
total of the train book. 

Daily Classification Book. — At large stations a 
"Daily Classification Book" is kept. In this the names 
of all stations to which tickets are issued, and the fares 
and daily closing numbers, are inserted. The daily 
sales are worked out and the total balanced with the 
day's total of the train book. Columns for thirty-one 
days are provided, and at the end of the month the 
entries for each station are added and balanced with 
the monthly classification entries. 

STATION RETURNS. 

Daily. — The tickets taken up by the "Collectors" are 
sent to the accountant daily. They are sorted into 
local and interline, single and double journey tickets 
being kept separate, and arranged according to classes 
and numbers. Local tickets are tied up in official sta- 
tion order, and interline alphabetically. 

A "Daily Advice of Excess Fares Collected" is sent to 
the accountant. The tickets on which excess has been 
collected are folded inside the return. 



PASSENGER TRAFFIC IX EXdLAXD. 243 

Monthly. — The monthly returns of passenj^er traffic 
are required to reach the accountant's office -within four 
days from the close of the month for which they are 
rendered. 

The Monthly Classification of Passenger Traffic. 
— This return is made up from the commencing and 
closing numhers of the tickets. The commencing num- 
bers of all tickets in stock, excepting tourist, season and 
member of family tickets, are entered — the closing 
numbers being shown only where sales have been made. 

Reference to the accompanying table will show better 
than any verbal description the character of this 
return. 

The entries are usually made in the following order : 

1. Sales to local stations, in official station order. 

2. Pleasure parties. 

3. Interline traffic over two companies' lines ; each 
terminal company's traffic kept separate, and the sta- 
tions entered, by each route, in alphabetical order. 

4. Interline traffic, over tlu'ee or more companies' 
lines ; ontered in like manner. 

5. Interline traffic, the receipts from which are 
divided by special arrangement between the companies 
interested. 

6. Traffic by special train, and special traffic by 
ordinary trains. 

7. Continental traffic, entered from the counterfoils 
of coupon orders. 

The total amount or excess fares is separately specified 
on this return, as are also soldiers' and others' tickets, 
as shown by the counterfoils of the tickets issued. 

The numbers of all tickets reduced to half, by clipping 
the corners, are entered in the column headed " Chil- 
dren." Credit is allowed therefor, providing the tri- 
angular corners are inclosed and received with the 
return. 

Season and Member of Family Ticket Classifica- 
tion. — This return exhil)its the particulars of all season 
and member of family tickets received from the general 
manager for sale. 



214 PASSENGER, BAGGAGE, MAIL SERVICE. 



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POSTAL TELEGRAMS L\ ENGLAND. 24:) 

Tourist Classification.— -This contains a specifica- 
tion of tourist tickets issued. 

Tourist Extension of Time Ticket Return. — This 
contains the particuhirs of extension of time tickets 
issued. The surrendered tickets taken in exchange 
therefor are sent to the accountant with the return. 

Foreign Companies' Proportions. — This is an addi- 
tional statement of interline traffic, required to facilitate 
the work of the audit office. The foreign companies' 
proportions of through traffic are inserted herein l)y the 
stations in all cases where the hascs of divisions have 
been supplied. But all interline ticket sales, except 
tourists', which are accounted for on a different form, 
are entered in this return whether rate proportions have 
been supplied or not. The "foreign proportion" is 
afterward dealt with by the accountant or the Railway 
Clearing House in those cases where rates have not been 
furnished. 

Sepaiate statements are made for two, and thi-ee or 
more companies' traffic. 

An account of interline tourist tickets issued is en- 
tered on a similar form for the purpose of calculating 
the foreign companies' proportions of the receipts. This 
return is sent to the accountant with the tourist classifi- 
cation each month during the tourist season. 

Ticket Stock Returns. — When a change of staff takes 
place at a station, or whenever the accountant desires to 
check the stock of tickets thereat, a blank form, called 
a "Ticket Stock Return," is sent out to be filled up and 
returned by the clerk in charge. 

This return is a statement of tickets on hand at the 
commencement of the current month, the commencing 
and closing numbers and quantity being specified. All 
missing numbers and other irregularities must be duly 
reported when the return is sent in. 

postal telegrams. 

Telegraphic messages are sent, for the accommoda- 
tion of the public, on behalf of the post office. Agents 
are supplied by the general manager with a stock of 



246 PASSENGER, BAGGAGE, MAIL SERVICE. 

postage stamps, procured from the receiver and account' 
ant general of the post ojfice, for use in this connection. 

The charges for messages forwarded and received, 
and for porterage, are denoted by stamps af&xed to the 
forms. 

Money received for stamps sold is sent to the bank 
daily with other cash, and is shown separately in the 
station's "Coaching Revenue Book." 

A monthly return is rendered to the accountant show- 
tng the value of stamps used. The amount is debited 
in the summary of the monthly passenger classification. 

A monthly statement is also sent to the accountant 
showing the total value of stamps on hand ; and a sep- 
arate return of porterage paid out is furnished the 
accountant to enable him to debit the post office. 

All messages are numbered consecutively, docketed 
and sent to the postmaster general. 

The general manager keeps an account of stamps 
received from the post office and supplied to stations. 
He also furnishes the accountant with a monthly list of 
station debits for stamp supplies. 



PARCEL AND MISCELLANEOUS TRAFFIC — LIGHT AND 
HEAVY TRAFFIC — EXCESS LUGGAGE — PARCEL 
POST, ETC. 



PARCEL TRAFFIC. 



All traffic, other than passengers, conveyed by pas- 
senger trains, is classified as "Parcels" and "Miscel- 
laneous." Parcel traffic, or "Parcel Post," as it is also 
called, embraces all articles of light weight, i. e., less 
than two hundred weight (2'24 pounds), forwarded at 
parcel rates, or carried as excess luggage. Larger 
quantities of excess luggage are dealt with as miscel- 
laneous traffic. 



PARCEL TRAFFIC IX EXOLAXD. 247 

PARCELS WAY BILLS. 

Every article of the parcel post must be accompanied 
by a Parcels way bill, or bill of charges for carriage. 

A label with the name of the forwarding agent printed 
upon it and stating whether the charges are paid or 
unpaid, is gummed upon each parcel. 

NEWSPAPER PARCELS WAY BILLS. 

Traffic carried at newspaper rates is entered on a 
special "Newspaper" way bill. Adhesive stamps of 
the value of one half penny and upward, or frank labels, 
are attached by senders to newspaper parcels, and are 
defaced before delivery to consignees. 

MISCELLANEOUS TRAFFIC. 

Miscellaneous traffic embraces the heavier descrip- 
tions of parcels charged by weight in quantities of two 
hundred weight and upward; also, all descriptions of 
coaching traffic conveyed in horse boxes or carriage 
trucks at per head or carriage rates. 

MISCELLANEOUS WAY BILLS. 

All miscellaneous coaching traffic (except excess lug- 
gage, and dogs, horses, etc., charged at per head or 
carriage rates) must be accompanied by a ''Miscel- 
laneous " way bill. 

The miscellaneous and parcels way bills are identical 
in form. The only distinction made between them is in 
their use. The former, as before explained, is for heavy 
or miscellaneous — the latter for light or parcel traffic. 
Both contain the usual spaces for entry of way bill 
particulars. 

Way bills are supplied in tablet form. In executing 
them a lead pencil is used, and a fac-simile produced by 
the use of carl)on paper. The original is filed in the 
parcel office, and the fac-simile is forwarded with the 
parcel to the destination station. 



, 



248 PASSENGER, BAGGAGE, MAIL SERVICE. 

The greater proportion of parcel and miscellaneous 
traffic is carried at mileage rates, but perishable articles, 
such as fish, game, milk, vegetables, etc., are carried at 
special " station to station " rates, and under special 
conditions. Other descriptions of miscellaneous traffic 
for^Yarded in large quantities are carried at "carriage " 
rates : while " per head " rates usually govern the con- 
veyance of live stock by passenger trains. 

Charges may be paid either by the consignor or the 
consignee, at the option of the sender. 

guard's way bill. 

For horses, carriages, etc., conveyed in horse boxes 
or carriage trucks at horse or carriage rates, also for 
dogs, excess luggage, etc., special paper tickets, called 
" Guard's " way bills, are issued. These serve the same 
purpose and are accounted for in the same manner as 
parcel and miscellaneous way bills. They are prepared 
with counterfoils, and are type numbered in duplicate. 

Horses and other live stock conveyed in Cattle trucks 
by passenger trains are not entered on these tickets, but 
are accounted for through the Merchandise department. 

KECEIVED OR " INWARD " PARCELS. 

Parcels received from other stations are compared 
with way bills ; prepaid and unpaid charges are checked ; 
overcharges and undercharges, if any, are noted on the 
bill ; unpaid charges are collected, and the sending sta- 
tion advised. Undercharges are rectified by supple- 
mentary way bills, no alteration or erasure of figures 
being allowed. 

PARCELS DELRTERY BOOK. 

The particulars of parcels received for delivery are 
entered from the way bills in a " Parcels Delivery Book." 
Extra charges for delivery are entered in a column pro- 
Y'ided for that purpose ; the amounts are collected, and 
signatures of consignees are obtained, on delivery. 



PARCEL TRAFFIC IX EXCtLAXD. 249 



PARCEL WAREHOUSE ROOK. 

"Parcels addressed "To l)e left until called for" are 
entered in a separate book like the last mentioned one, 
termed a "Parcel Warehouse Book." If not claimed 
before the expiration of the day following that of receipt, 
they are chargeable with warehouse rent, or storage. 

EXTRAS BOOK. 

An account of all items collected in excess of the way 
bill debit is entered in an " Extras Book." These 
embrace extra charges for porterage, cartage, delivery, 
warehouse fees, proceeds of sales of refused or unclaimed 
articles, etc. The entries are numbered consecutively. 

INSURANCE. 

Horses, parcels, etc., are insured against loss and 
damage, upon declaration of value and prepayment of 
premium by the sender. The charge for insurance is 
usually ore and one-fourth per cent, of the declared 
value, and is shown separately from the charges for car- 
riages on the way bill. When parcels are insured, "Spe- 
cial Insurance Consignment Notes" are used. These 
notes have four parts, namely, the note, or ofiice record ; 
a receipt, to he given the sender ; an " Insured Par- 
cel" ticket, to be gummed on the parcel, and an advice 
note, to be sent to the destination station. Each note 
shows the usual particulars of the consignment ; the 
amount of insurance, premium paid, sender's signature 
and address, train, date, etc. 

The signature of every person is taken, to whom such 
parcels are delivered en route. 

In the case of horses, etc., the declaration of value is 
made by the sender, on the counterpart of the guard's 
way bill issued. 

CLOAK ROOMS. 

Luggage and cloak rooms are provided, for the accom- 
modation of the pu])li(', wherein articles may be left for 
safe keeping upon the payment of a small fee. 



250 PASSEXGER, BAGGAGE, MAIL SERVICE. 

Every parcel deposited is registered in the " Cloals 
Eoom Ticket Book." The leaves of this book have tlu-ee 
parts, numbered in triplicate. One of these, the ticket, 
is detached and given to the depositor. It specifies 
the articles deposited and the amount paid. A dupli- 
cate number attached to this is torn oft" and fastened 
to the luggage to identify it. The remaining portion 
of the page is left in the book as a record of the trans- 
action. 

If luggage is not removed within the specified time, a 
further charge is incurred. This is dealt with by enter- 
ing the amount thereof on a second ticket, which is 
attached to the original ticket when surrendered by the 
depositor, on removal of the luggage and payment of 
the extra charge. 

DAILY RETURN. 

A return of cloakroom receipts is sent to the account- 
ant daily. This shows the progressive number and 
amount of each ticket issued and a total for the day. 
Collected tickets are sent to the accountant with the 
return. 

PARCEL, ETC., CASH BOOK. 

In this book is kept an account of all cash received 
for the handling of parcels, etc., whether for carriage or 
extras. The columns are headed respectively : Date, 
name, station, on account of outstandings, extras, 
inward (received), outward (forwarded), total and sig- 
nature. 

In the case of inward, or received parcels, the 
amounts are not entered in detail. When all_ the items 
are collected on delivery, the total of the delivery book 
is entered in the cash book, reference being given on 
each to the other. 

Receipts for horses, carriages, dogs, excess luggage, 
cloak rooms, storage (entered in the warehouse books), 
are entered separately, and a daily total is made. 



PARCEL TRAFFIC IX EXdLAXD. 251 

STATION DAILY COACHING REVENUE BOOK. 

This is made up from the Train Book and Parcel 
Cash Book, and contains the following particulars : 

Amounts received for — 

Onlinury I'asseugerH, - - - $ 

Special TasHeugers, - - - 

Season Tickets, - - - - 

Excess Fares, - - - - - 

Postal Messages, - - - - 

Total Passengers, - - - $ 

Parcels, etc., $ 

Horses, Carriages, etc., - - - 

Cloak Koom, 

Total Receipts, - - - - $ 

Less: 

buntlry Amoiuits (Parcels) , - - $ 

Do. Horses, Carriages, etc., - - 

Net Receipts, - - - - $ 

By Cash to Bank, - - - - $ 

Underpaid to Bank, - - - $ 

Overpaid to Bank, - - - - 

Money columns are provided at the right of this sum- 
mary for the thirty-one days of the month. At the 
close of the month the amounts are added together 
horizontally, and the totals should agree with the 
monthly classification debit. 

REMITTANCE OF CASH. 

For convenience, the railway is divided into districts, 
a banking account is opened and a cashier appointed to 
receive and pay cash to the bank for each district. 

At the close of each day, the stations' cash receipts 
are balanced and the bank parcel is forwarded by train 
the following morning in a locked cash box to the cash- 
ier of the district. 

A "Remittance Note" or advice is sent to the district 
cashier, showing tht amount remitted respectively for 



252 PASSEXGER, BAGGAGE, MAIL SERVICE. 

"coaching" and "goods" traffic, and for "sundries." A 
fac-simile of this is inclosed in the cash box. 

The cash parcels are delivered by the cashier to the 
company's bankers unopened, together ^Yith a summary 
or "bank sheet" made up from the remittance notes, 
showing the amount of each station's remittance. 

After the bank sheet has been compared with the 
cash and signed by the bankers, it is returned to the 
cashier with over and under remittances noted, the 
total amount being credited to the company's current 
account. 

Soldiers' and other warrants and checks which re- 
quire mdorsing, remitted as cash, are deducted from the 
total of the summary and returned to the cashier. 

The bank sheets, with the corresponding remittance 
notes, are then sent to the secretary, who issues receipts 
to the stations, full credit being given for warrants and 
checks returned to the cashier. 

MONTHLY COACHING RETURNS. 
PARCEL AND MISCELLANEOUS TEAFFIC ABSTRACTS. 

These must reach the accountant's office the fourth 
day of the month following that for which they are 
dated. They are made up from the outward and inward 
(forwarded and received) parcel, miscellaneous and 
newspaper way bills, and horse, carriage, etc., tickets. 
Separate forms are used for abstracting the local for- 
warded and received traffic ; also, the interline for- 
warded and received traffic. Forwarded forms are 
printed in black ink, received forms in red. The 
ruling of the forms pro%'ides for showing parcel traffic 
(including newspapers) and misceUaneous traffic sepa- 
rately. 

Separate local abstracts are made for each station to 
or from which local traffic has been forwarded or re- 
ceived. The entries on each are made in the order of 
date, and upon their completion the outward and 
inward abstracts are respectively fastened together in 
station order. 



PARCEL TRAFFIC IN EXGLAXD. 253 

Interline waybills are first separated into "light" 
and "heavy" trallic. Heavy traffic is that on which the 
total charges exceed five shillings (:;;;1.'25) per month, 
forwarded or received l)etween two stations by the same 
route. All other traffic is called "light." 

Separate interline abstracts are made for each station 
to or from which "heavy" interline traffic has been for- 
warded or received. Each route is kept distinct. En- 
tries are made in date order. Traffic with each termi- 
nal company is separated ; the outward and inward 
abstracts of each, respectively, are arranged alphabet- 
ically by stations, and all are finally fastened together 
in the official order of companies. 

For "light" interline traffic, the accountant is fur- 
nished with merely a summary of the totals to or from 
each company. The forms on which the details are 
entered are in this case retained by the stations. A 
separate summary is made for the traffic with each 
company. Stations are entered in alphabetical order. 
Different routes are separately specified. A summary 
of the total of each company is made on this form, and 
the grand total thereof is carried to the "heavy" interline 
summary. 

In the event all the waybills are not received before 
the date on which the returns are due, the latter are 
dispatched immediately, and supplementary returns are 
sent daily, as the missing waybills come to hand. 

If a station wrongly waybills parcel traffic as miscel- 
laneous, or vice versa, it is correctly abstracted, and 
the forwarding station promptly advised. 

PARCEL, ETC., SUMMARIES. 

These are made up from the abstracts after the latter 
have been completed for the month. Local and inter- 
line traffic is summarized on separate forms. The Local 
Summary is a recapitulation, in station order, of the 
totals of each local abstract. The Interline Summary 
contains the totals of the interline abstracts. Each 
company's traffic is kept separate, and the stations are 
entered in alphabetical order. The amount ol the 



254 PASSEXGER, BAGGAGE, MAIL SERVICE. 

"light" summary is inserted at the foot, and the total is 
then added to that of the "Local," to show on the latter 
a grand total for the month. 

On the back of the Local Summary a detailed account 
is given of each outward horse, carriage, etc., ticket 
issued during the month, and the local and interline 
charges are both stated. 

Other returns, of a miscellaneous character, are the 
following : 

Cloak Eoom Eeceipts. — Summarized from the daily 
returns ; the totals, daily and for the month, only, 
being specified. 

Cab Eents. — A statement of the rents paid by cab 
owners for the use of the company's stands. The fol- 
lowing particulars are shown : Name of proprietor, 
amount of deposit, number of cabs, rate per cab per 
week, and total for month. 

Time Table Sales. — A statement of the number of 
time tables sold and the revenue derived therefrom ; 
together with a specification of the number of books 
retained for station use, or out of date, unsold and 
returned with statement to the accountant. 

Extras Summary. — A copy of the items entered in the 
extras book, with a footing for the month. 

Eefl'sed Parcels Account. — A list of the charges 
upon parcels refused by addressees. This is prepared 
by the station to which such parcels have been sent and 
recharged from all parts of the system. The total 
being entered as a credit item in the "Summary of 
Totals," and certified by the traffic superintendent, the 
debits are thereby cleared, and the parcels are disposed 
of in accordance with the traffic superintendent's instruc- 
tions. 

Overcharge Su:\rMART. — A statement of overcharges 
on local traffic ; the total of which being entered as a 
credit item in the " Summary of Totals," clears the 
various debit entries of like nature. 

Delr-ery Bill. — This is required only at places where 
messengers are employed to deliver parcels, and an 
allowance per parcel is made therefor. 



PARCEL TRAFFIC IX KXdLAXD. 



255 



The iium])er of parcels delivered ejicli day is ascer- 
tained from the delivery book and the amount is paid by 
the ck-rk in cliarge at the end of the month out of his 
coaching receipts. The messenger's receipt is taken on 
the l)clivery Bill, and credit is obtained by entry on the 
Summary of Totals. 

A Summary of Totals is provided for on the back of 
the Local Parcel Summary. In this are entered those 
amounts for the collection of which the agent is held 
responsible, after deductions have been made, under 
the head of credits, for "paidons," " throughs," and 
other allowances. The particulars of this summary are 
as follows : 



PARCELS. 


MISCELLANEOUS. 


Total. 


Outward Paid, - - $ 

Do. Excess Lug 

Inward To Pay, - - 

Extras, - - - 


Outward Paid. - - $ 

Do. Excess Lug 

Inward To Pay, - - 

Extrns, - - • - 

Cloak Room. - - 

Cab Rents, 

Time Tables, - - 




Debit, - 


Debit, • 


« 


Outward Paid On, - -f 

Inward Through, - 

Overcharges, - - - 


Outward Paid On, -$ 

Inward Through, - 

Overcharges, - • - 

Delivery Bill, - - 

Refused Parcels Ac. • 




Credit, - 

Net Parcel Debit, 


Credit, - 

Net Miscel's Debit, - 


$ 

8 







The total debit and credit entries are carried forward 
to the " Summary of Traffic." 

The totals of the various returns are balanced by 
comparison with the corresponding entries in the cash, 
delivery and warehouse books. This done, the returns 
are copied in a tissue book and dispatched to the 
accountant. The w'ay bills are then tied np in bundles, 
docketed, and put away at the station for future ref- 
erence. 



256 PASSEXGER, BAGGAGE, 2IAIL SERVICE. 

Summary of Traffic. — This is provided for at the 
foot of the last page of the " Ordinary Passenger Classi- 
fication," and exhibits the gross amount with which the 
station is debited for all coaching traiSc from and to 
the station during the month. The entries in the sum- 
mary are as follows : 

The amount received from passengers — being the 
debit brought forward from the Summary of Classifica- 
tion Totals. 

Parcels. — Being the debit shown by the Parcel Sum- 
mary of Totals. 

Telegrams. — The amount received from the telegraph 
clerk during the month, as shown by the returns relating 
thereto. 

The total of the three items last mentioned, from 
which is deducted the credits for " paid ons," etc., 
entered in the Parcel Summary of Totals. 

The Net Amount. — Being the remainder after the 
deduction last mentioned, and the amount for which the 
stationmaster is accountable. This should agree with 
the remittances of cash, plus any items not collected on 
parcels, season tickets, etc., shown in detail in the 
Coaching Outstandings Book. 

COACHING OUTSTANDINGS BOOK. 

This book shows the state of the station's coaching 
balance at the end of the month. It contains a state- 
ment of : 

The previous month's balance brought forward, and 
the current month's classification debit. 

The amount of cash remittances in current month, 
and particulars of the balance. 

This balance may consist partly of charges on par- 
cels, etc., not received in time to be delivered within the 
month for which the way bills are dated; partly of 
charges on articles left until called for; partly of 
charges on parcels refused by consignees, and partly 
of items taken to debit in the classification for season 
tickets received from the general manager but not 



AUDITIXa COACHING RETURNS. 257 

delivered to applieants M'itliin the month, A note of 
exphmation is requiicd to he made against each item 
not paid or cleared, giving reference to any correspond- 
ence relative thereto. 

Statement of Coaching Balance. — This is the sta- 
tioumaster's halance sheet for the accountant, and 
shows for all descriptions of coaching traffic at the 
station to which it relates — 
The Debits, including : 

Balance from last month's account. 
Gross classification-dehit for current month. 
Special dehits and 
Total dehit. 
The Credits, including : 

Cash paid to hank for current month's traffic. 
Cash paid to hank for previous month's halance. 
Credits for "paid ons," etc., as per parcel summary 

of totals. 
Special credits. Items are not entered in this 
column, however, without authority of the 
accountant. 
The Balance Outstanding, as per Coaching Out- 
standings Book. A statement showing how this 
is made up is given on the back of the return. 

AUDITING OF COACHING RETURNS. 

It is the duty of the audit office to examine and 
authenticate all returns of traffic received from agents, 
and to see that the company gets credit for its proper 
share of interline traffic settled through the railway 
clearing house; also to apportion to or charge other 
companies with their respective proportions of receipts 
from traffic not settled through the railway clearing 
house ; to show in monthly summaries for the use of 
the bookkeeper's office the gross amounts earned from 
traffic ; and to prepare such statements relative to the 
traffic earnings as may from time to time he required. 

With the accounts of cash collected the audit office 
has notliing to do. When the amount of the debit 

17 Vol. 5 



k 



258 PASSENGER, BAGGAGE, MAIL SERVICE. 

against each station has been correctly ascertained and 
notified to the " Station Ledger Office," their responsi- 
bility in this particular ends. 

The amounts of cash paid to bank, together with 
other credits or allowances, are deducted from the 
debits, and the balances uncollected as showTi by the 
station returns are verified in the station ledger office. 

COACHING AUDIT OFFICE. 

As the various coaching returns are received from the 
stations, the first business of the accountant is to send 
those relating to interline traffic to the Eailway Clearing 
House. 

The local returns are then arranged in station order ; 
the Parcel Summary totals are checked against the cor- 
responding entries in the Classification Summaries, the 
totals being also checked by adding the summaries 
across and upward ; and then, before any details are 
examined, the Classification totals are entered in the 

CoACHixG Traffic Abstract Book. — No distinction is 
made herein between local and interline traffic. The 
passengers and amounts by each class, the gross receipts 
from "parcels" and "miscellaneous" are entered as if 
they represented local traffic only. As soon, however, 
as the proportions due to or from other companies on 
interline traffic have been ascertained, they are added 
to or deducted from the figures arrived at by the fore- 
going operation ; thus showing in the net total the 
amount actually earned by the coaching department 
during the month. These results are then transferred 
to the 

Coaching EEA'ENrE Book, for the use of the Book- 
keeper's Office. The total revenue as entered in the 
station returns, and the additions thereto, for amounts 
due from the Eailway Clearing House and other com- 
panies, are entered on one page as credits, or receipts ; 
and the sums due to the Clearing House and other com- 
panies, also to special agents for commissions en sale of 
passenger tickets for special trains, etc., are entered on 



EXAMIXIXd AXD CHECKlXti liKTURXS. 2.10 

the other papie as debits, or dednetions. The net 
amount beiii},' shown by ai)propriato entry, agrees with 
that entered in the Coaching Traliie Abstract Book. 

EXAMINATION AND CHECKING OF RETURNS, 

Classification of Passenger Traffic (Ordinary and 
Tourist). — The commencing numbers of tickets are 
checked against the closing numbers entered in the 
previous month's return. It is observed that all inter- 
mediate numbers of blank card and paper tickets are 
accounted for. The rates are checked with the " regis- 
ters of passenger fares," after which the calculations, 
additions and summaries are checked. 

Daily Excess Fare Returns. — These are sent for 
examination to the superintendent, who communicates 
with the stationmasters respecting entries which appear 
to indicate neglect on the part of ticket examiners and 
others, such as allowing passengers to travel without 
tickets. When the returns are sent back to the audit 
office, the details are checked and the totals compared 
with the amounts debited in the classifications. 

Season Ticket Classification. — These are checked 
with the general manager's register, which is marked 
off as the items are debited. The manager's monthly 
return of season tickets issued direct to applicants by 
him is entered separately in the coacliing traffic abstract 
book. 

Excursion Ticket and Tourists' Extension of Time 
Ticket Returns. — These are examined and the totals 
compared with the amounts entered in the classifications. 

Officers', Soldiers', Etc., Tickets. — The station 
classilications are checked to see that soldiers' tickets, 
equal in amount to that represented by warrants re- 
mitted as cash, have been taken to debit. 

Inaccuracies. — When errors are found in passenger 
classifications, the particulars are entered on Inaccuracy 
Statements, wliich are registered and sent to the stations 
tor examination. Errors affecting the debit are cor- 
rected in u subsequent month's return. 



260 PASSENGER, BAGGAGE, MAIL SERVICE. 

Collected Passengers' Tickets. — The progressive 
numbers of the collected tickets are examined daily. 
Missing numbers are registered. The continuity of 
check is preserved by retaining the ticket in each 
denomination having the highest number, for compar- 
ison with the tickets received next day. The last 
tickets issued each month are retained and compared 
with the monthly classifications, to see that the correct 
closing numbers have been entered therein. If any 
tickets are not accounted for in the month of issue, an 
explanation is required. 

Statements of missing tickets are sent every month 
to the stations for explanation. If the number prove 
unusually large, the superintendent is communicated 
with, and an investigation follows. 

Blank card tickets are kept until they have been com- 
pared in every particular with classifications. Season 
and member of family tickets are sent to the general 
manager. With these exceptions, the examined local 
tickets are put into sacks at once and sold by the stores 
department to manufacturers as waste paper, steps 
being taken to see that they are rendered useless. 

Collected Tickets of Other Companies' Issue. — The 
closing numbers of collected tickets issued by other 
companies are sent to the Eailway Clearing House 
monthly, except those in which two companies only are 
interested. Two companies' traffic is not cheeked by 
the clearing house, except in the case of tickets issued 
and collected by the same company. These and all 
interline "blank" paper tickets collected are sent to the 
clearing house. 

Passenger Fares ; Tariffs. — The accountant is fur- 
nished with copies of all authorized rates, and ad- 
vised of any alterations therein. These are registered 
•and kept on file. Separate rate registers are kept of 
interline fares, showing the proportions accruing to eacb 
line. 

Ticket Stock Return. — The auditing of this return 
consists in comparing the commencing with the closing 
numbers of the previous month's return of ticket sales, 



INTERLIXE PASSEXCiER TRAFFIC. 261 

and the closing numbers with the Accountant's Stock 
Register, to see that they agree. 

INTERLINE PASSENGER TRAFFIC. 

Each company is required to funiish the Railway 
Clearing House with montlily statements of tickets sold 
from each of its stations to the stations of other com- 
panies ; giving the route, numbers of tickets issued, 
number of passengers, and the foreign proportion of 
the fares. 

With these returns and the collected tickets the clear- 
ing house institutes an independent check upon each 
company, and renders to each a summary of its pas- 
senger debits or fares received on account of others. It 
also ascertains how the sum for which a company is 
debtor is to be distributed. By analyzing all the com- 
panies' returns it furnishes each with a statement of the 
items for which it is creditor, and advises it of the balance 
it is to pay or receive in the monthly settlement. 

CLEARING HOUSE PASSENGER DEBIT STATEMENT. 

The returns of interline traflSc (or " foreign propor- 
tion " returns) received from the stations are checked in 
the audit office as to numbers of tickets issued, rates 
and calculations. "Where stations, for want of rates, 
have not inserted the foreign proportions, they are sup- 
plied ; likewise the proper entries in the miles, rate and 
clearing house proportion columns of the tourist ticket 
return. 

A memorandum of the totals is then made in the 
" Coaching Deductions Abstract Book " for the purpose 
of subsequently checking the clearing house debit state- 
ment ; after which the returns for the clearing house, 
together with unissued tickets for which credit has been 
taken, are despatched. 

On receipt at the clearing house, the foreign propor- 
tion returns are registered, and when three or more com- 
panies are entitled to participate, the numbers are 
checked by a comparison with the tickets collected. 



262 PASSEXGEB, BAGGAGE, MAIL SERVICE. 

Two companies' traffic is not checked except where 
blank paper tickets are used, the clearing house leaving 
this for the companies interested to do for themselves, 
as pre^'iously stated. The next step is to check the 
extensions, making due allowance for children's and non- 
issued tickets. Should omissions or inaccuracies be 
found, they are subjected to inquiry, and, if necessary, 
held for correction in a subsequent month. Alterations 
on account of omissions, wrong routes, etc., are made 
where possible before closing the account, and the audit 
office is duly advised. 

The Company's Debit Statement is thus prepared by 
the clearing house, and is practically a summary of the 
totals of the station returns ; all of which added together 
comprise the Gross Debit against the company in respect 
of passenger traffic to or over the lines of its neighbors. 
This, however, maybe subject to deductions for special 
items, as for instance, allowances for working joint lines, 
thus determining the " Net Debit for Passenger Traffic." 

CLEARING HOUSE PASSENGER CREDIT STATEMENT. 

This is an account of the passenger traffic forwarded 
by other or foreign companies to stations situated on or 
reached via a particular company's line. It shows from 
month to month the commencing and closing numbers 
of the tickets issued, the stations from and to wliich 
they were issued, the net quantity sold, the company's 
proportion of the tlirough fares, and the amounts due 
from each company. The traffic forwarded by each 
company is entered separately ; that in which two com- 
panies only are interested being first stated, and then 
the traffic in which two or more are interested. 

Separate statements are made of tourist and excur- 
sion traffic, the former sho\\dng, in addition to the above 
particulars, the through fares and gross amounts re- 
ceived for each class, and the mode of division. The 
excursion returns further show the deductions for com- 
missions allowed to the forwarding company, the net 
amount for division, the clearing house and local 



h 



CLEAitrxt; HOUSE statement. 263 

mileage and proportions for each class. The totals are 
carried to the Passenger Credit Statement. Other ad- 
ditions to this statement are — proportions of amounts 
collected hy other companies for excess fares, propor- 
tions due on account of passengers traveling by wrong 
routes, and special credits for working joint lines. A 
summary is made showing the amount due from each 
company, and the total is credited by the clearing 
house in its Monthly Cash Advice. 

This amount is entered in the Coaching Traffic Ab- 
stract Book as an addition, and the statement is veri- 
fied with respect to the agreement between the progres- 
sive numbers of two companies' traffic and the collected 
tickets, the routes, proportions, mileage division of 
tourist and excursion traffic, extensions and additions. 

The clearing house is advised of any errors or omis- 
sions discovered, and requested to make adjustments 
in the following month's account. 

Cash Advices are sent by the clearing house with its 
monthly statements, showing the balances on the re- 
spective traffic accounts due to or from the clearing 
house. These are compared with the returns, certified 
by the accountant, and handed to the bookkeeper to be 
entered and passed for payment. Credit balances are 
deducted from debit balances and a check is drawn for 
the net amount. Credit balances are entered in the 
Coacliing Traffic Abstract Book, and debit balances in 
the Coaching Deductions Abstract Book. The total of 
the latter is carried to the former and subtracted, as 
already explained. 

Private Settlements. — Accounts of traffic, invohdng 
charges and allowances under special arrangements 
with other companies, are prepared, cheeked and set- 
tled by the audit departments of the respective compa- 
nies without the intervention of the clearing house. 
The items are entered in the Traffic Abstract Book as 
additions to or deductions from revenues, as required. 

When the month's entries in the abstract book are 
complete, the particulars are transferred to the Coach- 
ing Eevenue Book, as before explained. 



264 PASSEXGER, BAGGAGE, MAIL SERVICE. 

Go^t:enmext Duty on Passenger Traffic. — This ac- 
count is prepared, certified and handed to the book- 
keeper to be entered and passed for payment, as soon 
as the Coaching Traffic Abstract Book has been made 
up each month. 

DrvasioN Lists are used in the arrangement, notifica- 
tion and registration of divisions of through rates. 

When it has been decided to issue additional through 
tickets, the accountant is advised as to the stations, 
route and fares agreed upon by the superintendent or 
general manager. Division lists are then prepared. 

If two companies only are interested, two lists are 
prepared and certified by the audit office of one of them, 
showing first, the mode of division employed ; next, the 
stations and route ; then the miles and proportions by 
classes for each company, respectively, and finally the 
date and signature. These are forwarded to the other 
company for approval and signature, where one of the 
lists is retained and the other returned, registered and 
filed for future reference. 

The local stations concerned are then advised of the 
proportions and then acknowledgment obtained. 

When thi'ee or more companies are interested in the 
proposed arrangement, the division lists are prepared 
and sent by the clearing house to the respective com- 
panies concerned. 

In the preparation of these lists several conditions 
have carefully to be borne in mind, e. g. — it not unfre- 
quently happens that the rate per mile of the through 
fare for a passenger does not coincide with the several 
companies' mileage rates, taken separately ; and as it 
is an understood thing that no company shall receive in 
division of a through fare more than its local fare be- 
tween the same points, certain companies' proportions 
have to be reduced to the locals, and a further division 
made among those companies whose proportions do not 
come up to their locals.* The mode of division, there- 



* "The Railway Clearing House; Its objects, work and 
results." 



PARCEL SUMMARIES ASD RETURNS. 26& 

fore, often .becomes the subject of negotiation and 
correspondence. 

LOCAL PARCEL, ETC. -^SUMMARIES AND RETURNS. 

These are arranged in tlio audit office in station 
order, and the amounts cheeked by comparing all the 
entries in each summary with the corresponding entries 
in all the other summaries. That is to say, the *' for- 
warded " items of one return aie checked against the 
"received " items of the other returns. 

When differences are discovered, a note is made in the 
summary and the details of the corresponding abstracts 
afterward examined. The dates on which the differ- 
ences occur being thus ascertained, the particulars are 
entered in the Local Inaccuracy Register, and a state- 
ment sent to the station for explanation, for original 
way bills, or for copies, as the case may require. Should 
it be found that a receiving station, for example, has 
abstracted certain tratKc short, as compared with the 
forwarding station's return, the original bills would be 
obtained from the receiving station and sent to the for- 
warding station, with a request for a copy of the way bill 
for the difference. The receiving station is then required 
to take the omitted amount to debit on the next month's 
parcel summary. When this is done the entry in the 
register is marked off, original bills are sent back to the 
station, and the papers filed. 

Outward Horse, Carrl\ge, Excess Luggage,^ Etc., 
Traffic is checked by examining the entries on the 
back of the local summaries, to see that all tickets 
are accounted for. The number of the next issue is 
registered for comparison with the following month's 
return. 

Collected Cloak Room Tickets are checked against 
the returns, the additions are examined, and the total 
compared with the amount taken to debit. If any 
tickets are missing, they are applied for. 

Cab Stand Rents. — The accountant is notified by the 
superintendent what cab stand rents each station is 



266 PASSEXGER, BAGGAGE, MAIL SERVICE. 

requii'ed to collect, a register whereof is kept and the 
abstracts are checked therewith. 

Extra Summaries are checked by examining the 
additions and comparing the amounts entered in the 
parcel, etc., summary" of totals. 

Time Tables. — The debits for time tables are checked 
Anth the statements of sales, and unsold books sent to 
the audit office are returned to the stores depaiiment. 

Overcharges. — The abstracts of overcharges are ex- 
amined to see that proper authority for each, entry is 
attached, and that credit is taken for the right amount. 

Parcel Delivery Bills are checked as to additions 
and calculations. 

Newspaper and Corn Sample Labels are type num- 
bered, and sold by the general manager's department 
only. A return is rendered each month, which is 
checked as to commencing and closing numbers, calcu- 
lations, etc. The manager is debited with the gross 
amount of the sales in the Coaching Traffic Abstract 
Book. 

Coaching Claims. — When claims are paid at the sta- 
tions for loss or damage to parcels, they are recharged 
("paid on, to pay"), on the authority of the superin- 
tendent, to the accountant. The authority, claimant's 
receipt, and all papers are attached to the way bill. 
These recharges are abstracted on "forwarded" ab- 
stracts to the Accountant's Office. A summary is 
made in a book by the Station Ledger Office and 
handed to the Coaching Audit Office for comparison 
with the abstracts of the foiivarding station. Although 
the amount of the debit, as shown by the Station 
Ledger Office summary, is included in the Coaching 
Traffic Abstract Book, the amount of coaching revenue 
is not affected, as the corresponding "paid ons" of the 
stations come in as a deduction. 

Coaching Eefunds. — Passenger fares and parcel 
charges refunded by authority of the superintendent or 
accountant are recharged in a similar manner, but are 
entered separately in the Coaching Traffic Abstract 
Book as "Accountant's Piefunds." 



FOREKiX PARCEL, ETC., TRAFFIC. 267 

FOREIGN rARCP:L, ETC., TRAFFIC. 

Interline Parcel, Etc., Abstracts and Summaries. — 
W'lien these are received from the stations, they are first 
examined to ascertain that items of "paid ons" stand- 
inf? ahjne, or such as are in excess of the "to pay" 
items forforeifzn overcharges, etc., are properly autlien- 
ticated by "paid on" vouchers issued by the superin- 
tendent, a monthly return of these being furnished by 
him to the audit othce for this purpose. 

" Paid ons" for covered carriage trucks are also com- 
pared with the amounts debited in the extras summaries. 

The totals of the foreign abstracts and "light" sum- 
rparies are compared with the "heavy" summaries, and 
the former are sent to the clearing house ; the latter are 
bound together and retained in the audit office. 

The clearing house, having first ascertained that all 
stations have sent in their returns, arranges them bo 
that the outward returns of the forwarding stations may 
be easily compared with the inward returns of the 
receiving stations. Discrepancies found amounting to 
one shilling (about twenty-live cents), or upward, are 
pointed out at once to both stations through an inac- 
curacy statement, on wiikh full details of the dis- 
crepancy are set forth, and a reply invited in the 
margin. The inaccuracy statements are sent by the 
clearing house to the audit departments of the com- 
panies concerned, by whom they are registered and 
forwarded to the stations to which they relate for 
explanation. The differences are cleared in the ac- 
counts of the following month in the same way, as local 
traffic, the clearing house being duly advised. 

CLEARING HOUSE STATION DEBIT RETURNS. 

HEA\"i' Traffic. — Owing to the light nature of parcel, 
etc., receipts, it is not deemed essential to make an 
absolute settlement thereof each month. For the sake 
of economy in the cost of clearing, therefore, the actual 
division of receipts is made half yearly. In the mean- 
time, however, a check is kept upon the multitude of 



268 PASSENGER, BAGGAGE, MAIL SERVICE. 

clerks, porters and others employed ; and, after the 
abstracts have been examined, station debit statements 
are prepared to enable the companies to check the 
accuracy of the accounts rendered and the cash remitted 
by their station clerks. 

The entries in the "Station Debit" returns are made 
from the abstracts, in the same order observed by the 
stations in making up their foreign summaries. This 
facilitates the checking of entries. Station totals are 
made and carried to a summary, to Avhich is added the 
debit for "light" traffic, thus exhibiting the company's 
"gross station debit" for foreign parcel and miscel- 
laneous traffic for the month. 

A company's debit is made up of the items for which 
it has collected cash, namely, its outward "paid," excess 
luggage "paid," and inward "to pay" amounts. Its 
credit consists of the items for which it has paid out 
money, namely, its outward "paid ons" and inward 
"through" amounts. 

Light Traffic. — A separate statement of station 
debits on light parcel, etc., traffic is furnished by the 
clearing house, showing the debit and credit of the sta- 
tions as abstracted, with alternations, the particulars of 
which are given, and the revised debit, as included in 
the clearing house accounts. 

The clearing house allows the companies six months 
from the date on which the accounts are rendered, for 
pointing "out errors. 

The entries in the debit returns are checked with the 
foreign summaries. The totals are first compared ; and 
should these not tally, the details are examined to dis- 
cover between which stations the difference exists, 
particulars being notified to the clearing house. The 
final operation in checking the debit return is to prove 
the summary. The station debit return does not show 
the amount actually due to or from the company on 
account of the traffic included therein. It simply 
enables the audit office to test the accuracy of the sta- 
tion summaries, and thus to see that the debits recorded 
against the company by the clearing house is equaled 



CLEARIXd HOUSE SETTLEMENT. 269 

by the sums of the dchits recorded by the company 
against its station afjonts. 

When the monthly station del)it Hsts are dispatched 
by the clearing; house, each company is advised of an 
interim l)alance due to or by it. In arriving at this, it is 
assumed that, especially disturbing elements excepted, 
acompany's earnings from every other railway or group of 
railways will be in the same proportion as in the corre- 
sponding month of the previous year. The bahinces 
arrived at on tliis basis are passed througli the clearing 
house ledgers, and are subject to an adjustment at the end 
of the half year. Interest is charged at a fixed rate for 
the money a company has held during that time, over 
that estimated to be due from it on the interim settle- 
ments. A similar allowance is made in converse cases. 

CLEARING HOUSE HALF-YEARLY PARCEL, ETC., 

SETTLEMENT. 

This statement is prepared by the clearing house, and 
embraces the details necessary for ascertaining the net 
balance due from or to the company at the close of the 
half year, on account of all traffic, other than passen- 
gers, carried by passenger trains. 

Terminal Expenses. — An allowance is ordinarily 
made to the terminal companies of one penny per par- 
cel to the forwarding company, and two pence per 
parcel to the receiving company, for terminal expenses. 
No allowance, however, is made on horses, carriages, 
dogs and other articles, which are usually removed on 
their arrival at the destination stations by the consignees 
or their agents. 

The number of parcels received and forwarded, and 
the weight of miscellaneous traffic conveyed during the 
six months, having been ascertained from the abstracts 
and entered by the clearing house in the settlement, the 
terminal expenses are readily calculated. These allow- 
ances are deducted from the amount of the station 
debits, and the remaiiHfer (subject in certain cases to a 
further deduction for tolls or trackage) is extended into 



270 PASSENGER, BAGGAGE, MAIL SERVICE. 

a column beaded "Amount for Division." Tolls are 
credited by tbe clearing bouse to tbe companies entitled 
tbereto, before tbe mileage apportionment of tbe receipts 
is made. 

EouTE. — Great care is taken by tbe clearing bouse to 
determine, witb certainty, tbe route taken by tbe par- 
cels ; particularly wben tbree or more companies are 
concerned in tbe same traffic. To assist in tbis, many 
companies adopt tbe plan of stamping tbeir way bills at 
tbe different junctions. Tbe abstracts can be readily 
and correctly routed wben tins is done ; but wbere it is 
omitted a large amount of correspondence and enquiiy 
devolve upon tbe clearing bouse. 

Tbe route baving been settled, bowever, the distances 
are ascertained and tbe mileage proportion of tbe 
receipts is calculated and inserted in tbe settlement. 

DIVISION OF THROUGH PARCELS, ETC., RECEIPTS. 

Non-competitive Traffic. — Wben tbe amount for 
division is determined, it is usually divided among tbe 
comj)anies interested, in sbares proportional to tbe mile- 
age of each used in earning tbe same. Tbis done, tbe 
terminals and otber arbitraries, to wbicb tbe companies 
are entitled, are respectively credited to eacli and a 
total made, under wbicb is entered tbe amount of tbe 
''station debit," representing tbe amount already re- 
ceived by tbe companies respectively. Tbe balance is 
tbe amount tbe companies are to pay tbe clearing bouse, 
or vice i-ersa. 

Tbe principle of division is tbe same, wbetber tbere 
are two or a dozen companies to participate in tbe 
receipts, altbougb wben a company exercises running 
powers over tbe lines of its neigbbors, and allowances 
are made for working expenses, or wben traffic passes 
over joint lines, and tlnee or more companies partici- 
pate in tbe receipts, tbe operation becomes more com- 
plicated. 

Competitive Traffic. — Witb a view to preventing 
excessive competition, and consequent irregularities of 



DIVISrnX OF THROUGH PARf'KLS, ETC. 271 

train service and rates, arranji^ements are sometimes 
made between companies interested in competitive 
traffic for a " I'ercentage Division of Receipts." The 
terms vary accordinjj to circumstances, but the method 
of division and settlement is what is generally under- 
stood as "poolinj^." A joint fund is made of the 
receipts of each company from traffic over its lines 
between the points pooled, less agreed allowances for 
terminals and working expenses. Each company then 
receives out of the joint fund its proportion, based on 
a lixed pcrc-entage conceded under agreement to each 
route. This percentage usually represents the propor- 
tion of the competitive traffic carried by each company 
at the time the agreement was made. Various other 
considerations may also enter into the calculations in 
tixing the proportions. 

To enable the clearing house to make the apportion- 
ment, it is furnished with special abstracts and certified 
returns of the traffic by the companies concerned. 

Intermediate Through Traffic. — When a company 
occupies the position of an intermediate line, its through 
traffic is not in any way entered in its station returns. 
Such traffic is inchuled in the monthly abstracts 
furnished by the terminal companies to the clearing 
house. 

The clearing house only furnishes the intermediate 
companies with half-yearly statements of such traffic, 
showing the particulars thereof and the company's mile- 
age proportion, which is included in the grand summary 
of the settlement. 

The interest of all companies participating in the 
clearing system are alike impartially guarded by the 
clearing house. 

The Checking of Statements, Settlements, Etc., 
relating to interline traffic and division of receipts, 
requires on the part of the audit clerk a knowledge of 
existing agreements as to the interchange of traffic ; of 
the numerous special allowances and deductions to be 
made; of the topography, not only of the line of the 
company he serves, but also of other lines. This special 



272 PASSENGER, BAGGAGE, MAIL SERVICE. 

knowledge and his arithmetical powers are all called 
into active requisition. 

FoKEiGN Claims. — Amounts paid as compensation for 
loss of, damage, or delay to parcels, are apportioned by 
the clearing house in any way agreed upon by the com- 
panies interested in the traffic. Usually, the division is 
made according to mileage. Disputed cases are referred 
to the railway clearing house "arbitration committee," 
wdiose decision is final. 

The results of the division are carried by the clearing 
house to the summary of the settlement ; the amount 
miled against each company being deducted from its 
share of the interline traffic receipts, and credited to 
the company by whom the claim was paid. 

The accountant is furnished with duplicates of the 
returns sent to the clearing house to enable him to 
check the settlement. 

Summary Balances. — The net half-yearly balance be- 
tween the company and the clearing house in the settle- 
ment of interline parcel and miscellaneous traffic, after 
allowing for the interim approximate balances, is 
figured and exhibited on the Summary Balances. 

On this, the company is del)ited with the amount of 
cash received, or the total of the station debit, and with 
its proportion of claims paid. It is credited with its 
mileage proportion of the gross receipts, its tolls, ter- 
minals, cash advanced in the settlement of claims, ap- 
proximated interim balances advised and paid by the 
clearing house during the six months, and with the bal- 
ance arising from the apportionment of the light traffic 
receipts. The balance of the whole is the amount due 
to or by the clearing house, errors and omissions left 
over for clearance in a subsequent account excepted. 

Parcel Post.— By agreement between the postmaster 
general and the railway companies, the latter receive 
fifty-five per cent, of the gross postal receipts from rail- 
way borne parcels. This amount is paid to the railway 
clearing house quarterly, and by it apportioned to the 
companies entitled to participate, in the same propor- 
tions as each company's gross receipts from parcel 



DIVISIOX OF THROUGH PARCELS, ETC. 273 

tmflBc bear to the gross parcels receipts of all the com- 
])anieR durinp: the same quarter or half year. Henee, 
the necessity for the separation in their accounts, by all 
the companies, of the heavy and light traffic, respec- 
tively denominated "Miscellaneous" and "Parcels," 
jjreviously explained. 

To enable the clearing house to apportion the amount 
received from the post office on the foregoing basis, it is 
furnished by the accountant of each company with a 
certified statement of its monthly station debits from 
parcel traffic both local and interline. Each company's 
proportion of interline traffic is added to the local by 
the clearing house to determine its total parcel earn- 
ings. The earnings of all companies entitled to partici- 
pate in the postal revenue are then added together, and 
the percentages calculated. Each company's share is 
credited in its half-yearly parcel settlement, showing 
how the amount is arrived at. As the post ofdce makes 
a quarterly payment, a quarterly approximate appor- 
tionment is also made by the clearing house, which is 
taken into account when striking the half-yearly bal- 
ance. The returns of local trafitic are checked at the 
companies' offices by members of the clearing house 
btatf. 



18 Vol. 5 



il 



BOOK II. 
BAGGAGE SERVICE. 



il 



CHAPTER I. 

WHAT CONSTITUTES BAGGAGE: DERIVATION OF THE 
term; COURT DECISIONS. 

The weak and irascible Capulet uses the word 
in upbraiding Juliet because of her disinclination 
to wed the hat^d Paris. He roars at her, not 
gently like a sucking dove, but loudly and 
coarsely. 

** Out, you baggage! you tallow face! " 

and afterward, as if not content, adds: 

'< Hang the young baggage! " 

The word implies something reprehensible, as 
affording fit characterization of a rebellious child. 
So Shakespeare used it. Goldsmith, on the other 
hand, applies it in an affectionate, playful way, 
associated with happier conditions. Thus, refer- 
ring to Olivia and Sophia, he says: 

" Tell them they are two arrant little baggages." 

The word is derived from the French hagage, a 
traveler's personal effects. This is the sense in 
which it is used in the United States. Its mean- 
ing has a place in the language of every people 
in every age. The Germans denominate baggage 

(277) 



278 PASSENGER, BAGGAGE, MAIL SERVICE. 

as plunder. Their word bah/ indicates a recep- 
tacle for baggage. The English speak of baggage 
as luggage — to lug. 

The paraphernalia of armies — things necessary 
to their health, comfort, convenience and prog- 
ress — is called baggage.* They say an army trav- 
els on its belly. It is estimated that a corps of 
fifty thousand men equipped for a campaign of 
thirty days requires a baggage train fifteen miles 
in length. In the Old English the word baggage 
is used only in a military sense. 

Local chroniclers tell us that Grant's personal 
baggage at Vicksburg consisted of two toilet ar- 
ticles, aside from what he wore. The baggage of 
Darius before the battle of Issus consisted of 
fifteen chariots filled with his family, servants, 
eunuchs and personal belongings. There were 
beside three hundred and sixty concubines, six 
hundred mules and three hundred camels loaded 
with treasures. These were personal effects of 
the king. Aside from them, there was the bag- 
gage of the army i^roper. Herodotus recounts 
that twenty thousand men attended the beasts 
of burden occupied in transporting the baggage 
of Xerxes in his invasion of Greece. The Per- 
sians, in their warlike incursions, more frequently 
than otherwise, were attended by their wives and 

*Tlius: <'. . . baggage horses . . ." — Macaulay : Hist. 
Eng.,ch.xiii. " A thousand baf/gfogre wagons . . . ." — Ibid., 
ch. XV. "And the men were let pass, bag and baggage, and the 
castle cast down to the ground." — Pitscottie : James II.,ji.34. 
" Dolabella designed, when his affairs grew desperate in Egypt, 
to pack up bag and baggage, and sail for Italy." — Arbuthnot. 



WHAT COXSTITUTES BAGGAGE. 279 

concubines. These occupied chariots drawn b}' 
horses, and greatly exceeded those necessary to 
transport the higher officers. The Persians were 
much given to pomp and indulgences of this kind. 
Their final overthrow was due to such causes. 

In the operations of armies the efforts of gen- 
erals are directed to minimizing the baggage 
train. Frederick the Great was, perhaps, of all 
generals, the most arl)itrary, the most exacting, 
in this respect. The highest ofticer and the most 
exalted noble were, during a campaign, compelled 
to eat out of pewter vessels and to restrict them- 
selves to the most simple and necessary articles 
of wearing apparel. The Latin word impedimenta 
(baggage) indicates the obstacle it offers to the 
movements of an army. 

In the feudal age public highways were few 
in number and much neglected. Wagons and 
stage coaches were, therefore, hardly known. The 
baggage of travelers was carried on pack animals. 
This is the case in all half-settled societies or 
very rough countries. Tn the early history of 
the United States travel was confined almost 
wholly to equestrians, their baggage being car- 
ried in leather packs fastened over the crupper 
of the horse or laid across the saddle, receptacles 
hanging pendant on either side for the goods, out 
of the way of the rider. 

The difference in the amount of baggage of 
travelers in ancient and modern times is very 
great. The laborer of to-day travels with a grip- 
sack or box ; his prototype of three hundred 



280 PASSENGER, BAGGAGE, MAIL SERVICE. 

years ago carried only a staff and bundle; the 
gentleman of our time has one or more large 
trunks; a slender wallet carried by a henchman 
was enough to hold the effects of a gentleman 
of feudal times. Richard Coeur de Lion had no 
other baggage. The pious Moslem journeying to 
Mecca carries only a staff. Joseph's flight into 
Egypt was equally barren of personal effects. 

What, in the parlance of railroads, is meant 
by the word baggage? No statutory enactments 
in the United States answer this question, and 
when w^e turn to the courts their decisions are 
not uniform. Nor could they well be, so long as 
it is left for juries to decide. 

These decisions, while they may not be ac- 
cepted as final, are none the less interesting. 
Their general effect is favorable to the passen- 
ger, but not more so, perhaps, than in other 
countries. According to their interpretation, 
baggage consists of the wearing apparel of pas- 
sengers, including also the articles of a personal 
character to which they are habituated.* It in- 
cludes the articles necessary to the daily comfort 
of their bodies and minds, the books they wish to 

*"Tlie quantity and character of baggage must depend much 
upon the condition in life of the traveler, his calling, habits, 
tastes, the length or shortness of the jonrney and -whether he 
travels alone or with a family." — Dibble v. Broum, 12 Ga.,226. 
See also Hutchings v. Western, etc., 25 Ga., 64. "Such apparel 
and other articles necessary for a person's comfort and conven- 
ience whilst away from home, with the necessary sum of money 
for his expenses. This usually constitutes baggage, and both 
parties so understand it when it is received by the company." — 
Cin., etc., v, Marcus, 38 III., 223, 



I 



WUA T coxa TITUTES BA U UA GE. 2 8 1 

read, the money necessary to pay their current 
exjienses,* and the jewelry generally worn by 
them, including the watches they carry. It also 
consists of the wearing apparel of children of 
passengers, although no fare is charged by the 
railway company for such children; this latter 
interpretation is singular, if not unjust. 

A cout't in a Western state has decided that a 
pistol is baggage, being necessary to the protec- 
tion of the traveler.-}- Another court has decided 
that two pistols could not be considered as bag- 
gage. J Decisions in these matters are governed 
by the environment of juries and the peculiari- 
ties of judges. Thus, one judge has decided that 
an assortment of carpenter's tools might be con- 
sidered as baggage, probably on the ground that 
as the passenger had no luggage he was entitled 
to carry something. A convention of railroad 
officials decided at St. Louis, in 1880, that strictly 
theatrical effects should be passed as baggage 
when accompanied l)y theatrical parties. The 
trunk or case in which the baggage of a passen- 
ger is inclosed is esteemed a part of such baggage. 
One judge has declared that a poor man is entitled 
to have his mattress, with accompanying bed- 

* "It must be fully unflorstood tliiit money cannot be oonsid- 
rred as baggage, except such as is boini ftih- taken lor traveling 
rxpenscs and personal use; and to such a reasonable amount 
only as a prudent person would deem necessary and proper for 
such a purpose." — JhiIhou r. Full li. It. R., 5 Cunh., M(imh., 74. 

f "A revolver is included as baggage." — Davis i\ N. S. &N. I., 
22 III., 278. 

\ CMcago, etc., R. R. Co. v. Collins, 56 111., 212, 



282 PASSENGER, BAGGAGE, MAIL SERVICE. 

quilts and pillows, franked/'' Why not his cooking 
stove? Another says the gun and fishing tackle 
of a hunter ought to be franked. f The principle 
would also seem to embrace the hunter's dog. 
Upon many lines, indeed, dog's are good naturedly 
passed without charge, but the right of passen- 
gers to have property of this description franked 
is nowhere admitted by carriers. In other coun- 
tries a uniform charge is made for transporting 
dogs.:}: There seems to be no more reason why a 
railroad company should carry them free than 
that it should carry saddle horses or donkeys free. 



*"A bed, pillo-ws, bolster and bedquilts belonging to a poor 
man •who is moving with his Avit'e and family may properly be 
called baggage." — Oitimif v. Hen>^hau-, 35 Yt., 62ii. 

t " I do not intend to say that tJie articles must be such as 
every man deems essential to his comfort; for some men may 
carry nothing, or very little, with them; others consult their 
convenience by carrying many things. Nor do I mean to say 
that the rule is confined to wearing apparel, brushes, razor, 
wTiting apparatus and the like, which most persons deem indis- 
pensable. If one has books for his instruction or amiisement, 
carries a gun or tishing tackle, they would undoubtedly fall 
within the term baggage, because they are usually carried as 
such. Samples of merchandise are not baggage within the 
common acceptation of the term." — Hawkins v. Hoffman, 6 Hill, 
N. v., 590. 

X " Dogs are not allowed to be taken into the company's car- 
riages, but will be tied up in the van. No dog is allowed to go 
except when secured by a chain or collar, or safely packed in a 
basket or crate. The charge for carriage of dogs, the property 
of passengers traveling by the same train, must, in all cases, be 
prepaid." — Regulations, Midland Raihcay of England, January, 
1878. " Dogs and other animals will not be suffered to accom- 
pany passengers in the carriages, but will be conveyed sepa- 
rately and charged for." — Regulations, London and North-West- 
ern Railway, England, December, 1876. " The company are not 



WHAT COXSTITl'TKS nAOCAaE. 283 

Questions as to what constitutes bagjjjage are 
governed by many sul)tleties, and in determining 
a case particulars must be known, such as place 
of residence, character, habit and social status 
of owner of the goods. Property that would 
come under the head of baggage when owned l)y 
one person w^ould not be so considered when 
owned by another. Thus, the pipe used by a 
smoker forms a part of his baggage, but in the 
possession of a person w'ho did not smoke, could 
not be so construed. 

The application and adaptability of a thing to 
the particular and personal use of the passenger 
is necessary to fix its status as properly baggage; 
nothing, it may be said, that does not form a part 
of his personality can be so considered. How- 
ever, the courts have decided that where the duly 
authorized agent of a railway company receives 
any personal property to be transported as bag- 
gage, the railroad company must account for 
such property as baggage, although it might not, 
strictly speaking, be considered to be so.* 



and will not be common carriers of dogs, nor "will they receive 
dogs for conveyance, except on the terms that they shall not be 
responsible for any greater amount of damat^es for loss therefor 
or injury thereto beyond the sum of $10, unless a higher value 
be declared at the time of delivery to the company, and a per- 
centage of 25 i)er cent, paid upon tlie excess of value beyond 
the $10 so declared."— //>i(/, 

* The articles that constitute baggage, according to the 
decisions of the courts, may be imperfectly summarized as 
follows: Clothing, cloth and materials intended for clothing; a 
rifle, a revolver, two gold chains, two gold rings and a silver 
pencil case; one pistol; guns for sijortiug x^i^'poses; bedding, 



284 PASSEXGER, BAGGAGE, MAIL SERVICE. 

The practices of railway companies relative to 
baggage are not uniform, and the rights of pas- 
sengers are variously construed. But, however 
liberal they may be, passengers will still encroach 
upon them whenever able to do so. Some time 
since my attention was called to a woman who 
carried the bones of her son as baggage in her 
trunk from New Orleans to her northern home. 
The son having died years before in the former 
place, she carefully collected his remains while 
on a visit, and had them placed in her trunk 
with her personal effects. Upon amving at 
her home the remains were brought forth and 
interred with due solemnity in the village church- 
yard. 

In some countries of Europe the definition of 
baggage is even more liberally construed by the 
authorities than in the United States. In Great 
Britain the definitions are practically the same as 

where the passenger is required to provide it; a dressing case; 
tools in reasonable quantity for a mechanic; opera glass or 
telescope; price book used by drummer; books and manu- 
scripts; eurgical instruments; "vvatches and jewelry; merchan- 
dise, if the fact is disclosed, or the articles are so packed that 
their nature is obvious; a carpet; money for expenses. The 
following articles have been held not to be included in the 
term baggage: Bullion, plate, watches, jewelry and the like, 
unless intended to be worn on the person; samples of traveling 
salesmen, unless the baggage master, knowing their character, 
accepts them as baggage; merchandise, if its character is not | 
disclosed; money, except in small amounts necessary for trav- 
eling expenses; presents; toys; engravings; artists' sketches; 
valuable papers; deeds; masonic regalia; property of other 
persons, except that members of the same family traveling 
together may carry each others' effects. 



II 



WHAT COXSTITCfTES TiAOOAQE. 285 

in America.* In France a passenger may take as 
baggage any kind of article or thing he choses, 
except inflammable or explosive matter, carriages, 
live stock, bonds, stocks, coin, valuable papers, 
etc., the charge for which is regulated by law. 

In Italy, as in the United States, baggage is 
construed to embrace the wearing apparel, jewels 
and kindred effects of travelers.! 

In Austria baggage comprises what a pas- 
senger needs for his private use, contained in 
trunks, valises, portmanteaus, satchels, hat boxes, 
small cases, etc.; all larger boxes and kegs (when 
done up in a mercantile, way) and all articles 
not serving the special use of the traveler, may 
be taken as baggage exceptionally, but pas- 
sengers are not allowed to carry as baggage, 
under any circumstances, articles excepted under 
established regulations, such as mail matter, 
documents, precious stones, pearls, jew^elry, gold, 
'^ilver, explosives, etc.ij: " The dogs of passengers 

* In connection with what constitutes baggage, a prominent 
railway manager in Ireland writes: "Passengers' luggage, accord- 
ing to our statutes and the decisions of our courts, consists of 
what passengers nuiy, according to their station in life, require 
to bring with them in the way of clothing, such as would bo 
necessary for their daily wants. This will also include jewelry 
to a certain amount, such as would be worn or can'ied by per- 
sons according to their social position." — George Edward Ilbery, 

f " We understand baggage to hv, clothes for i)ersonal use, 
• xcepting . . . the baggage of others, which latter is sub- 
ject to a higher tariff." — Roman Ruiliray. 

X " Any party shipping goods, under a false declaration, which 
are excluded from forwartling or only taken conditionally, must 
pay a line, beside the one stipulated by the police regulations 
or penal law, ^)f six florins for each kilogram of sucli freight 
shipped or delivered for shipment. This lino can bo collected 
< ither from the shipixjr or receiver." — Auatrian Service. 



286 PASSEXGER, BAGGAGE, MAIL SERVICE. 

must be forwarded in separate cars, and the 
charges must be paid in advance. After arrival at 
destination, the dogs must forthwith be taken 
care of by shipper, the company not being respon- 
sible for them after their arrival at destination."* 
Governmental regulations of the Spanish roads 
compel them to accept as baggage everything 
required for the convenience or comfort of the 
passenger. The list is unique, and is defined by 
the director of a prominent company in Spain as 
" articles such as wearing apparel, clothes for the 
use of the passenger, tools of his art or trade, 
objects used to protect passengers from inclement 
weather, camp or cot bedsteads, books used by 
passengers, articles of a proper character inclosed 
in trunks, cases, mattresses, arquillas, baskets, 
hats, carpetbags, sacks, pillows, handkerchiefs, 
and other objects used as a cover or wrapper."! 

* Eegulations Austrian Koads. 

f Compania de los Ferro Carriles de Madrid. A. Zoragoza 
Y. A. Alicante. 



CHAPTER II. 

QUANTITY OF BAGGAGE TRANSPORTED WITHOUT 
EXTRA charge: IN THE UNITED STATES," 
IN OTHER COUNTRIES. 

When it was decided, whether wisely or not, 
that a passenger should be allowed to cany bag- 
gage without special charge, it was discovered 
that property of this description presented for 
transportation in many cases exceeded just and 
reasonable limits. It became necessary, there- 
fore, to fix upon a nniximum quantity, which 
should not be exceeded without extra charge. In 
fixing this' limit, carriers attempted to strike a 
liappy medium. This explains why the quantity 
varies in different countries and in different 
sections of the same country. Everywhere the 
attempt is made to accord to passengers their 
natural rights, so far as this can be accomplished.* 

* In considering the amount of baggage that may be carried 
by passengers, it should not be forgotten, as already pointed 
out, that only a i^ortion of tlio jjoople who travel possess bag- 
gage. The effect of this is to lower the average amount railroad 
companies transport per passenger. Upon the Central Pacific 
Railroad the baggage of one thousand passengers was weighed 
by the officials and the average amount for each passenger 
found to be twenty-nine pounds. A similar test upon all rail- 
roads would «'licit the fact that tlie average varies according to 
the section and the character of the people i)atronizing the lino 
making it. 



288 PASSENGER, BAGGAGE, MAIL SERVICE. 

The maximum amount of baggage allowed by 
carriers in the United States is greater than in 
Europe. This difference is to be ascribed partly 
to the greater liberality of railroad managers in 
America, partly to the immense distances, partly 
to emigrant traffic, partly to the peculiarly com- 
mercial character of the people. 

In Germany fifty-five pounds of baggage is the 
limit that may be carried without extra charge. 

In France first class passengers are allowed 
sixty-six pounds and children from three to seven 
years old forty-four pounds. 

On the government roads of Belgium passengers 
are allowed fifty-six pounds of baggage; on roads 
owned by private corporations the amount varies 
from forty to one hundred and twenty pounds. 

In Russia the amount allowed each passenger 
is about fifty-six pounds. 

In Spain and Portugal what properly belongs 
to the baggage of first class passengers is carried 
free; nothing is carried free for second and third 
class passengers. 

In Italy forty-four pounds of baggage is carried 
free if taken into the coach occupied by the pas- 
senger. No distinction is made between differ- 
ent classes. The bulk of the package is restricted 
to eighteen by twenty-two inches; in practice, 
however, this limit is rarely observed, passengers 
being permitted to take with them hand trunks 
exceeding the prescribed limit, traveling bags, 
shawls and other small parcels. The packages 
thus taken are, as far as uossible, placed in the 



I 



AMOUNT UF BAGGAGE ALLOWED. 289 

racks over the heads of the occupants of the car. 
Passengers are compelled to pay for all baggage 
which they cannot or do not carry into the com- 
partments they occupy. 

It is the policy of European companies, seem- 
ingly, to discourage the transportation of bag- 
gage except so far as it may be carried into the 
coaches. Their arbitrary rules and cumbersome 
methods of weighing and billing have the effect 
to induce passengers to carry as little baggage as 
possible. The work occupies a great deal of time 
and necessitates travelers reaching the depot 
much earlier than they would otherwise. To avoid 
this, baggage is restricted, so far as possible, to 
packages that may be carried in the hand. 

In Austria all classes of passengers are allowed 
fifty-five pounds of luggage. Small parcels may 
be taken into the cars if no one is inconvenienced 
thereby, and the tax and duty regulations of the 
government admit. 

The Rotterdam and Antwerp Steamship Com- 
pany advertises that passengers going to principal 
points in Europe will be allowed fifty-six pounds 
of baggage without extra charge on the line of 
railroads over which tickets are sold. 

In the United Kingdom the amount of baggage 
is fixed at one hundred and twenty pounds for 
first class passengers, one hundred pounds for 
second class and sixty pounds for third class 
passengers.* 



* "Except wliere the act of the carrying compnuy requires 
un aUowance of a greater weight, . . . one hundred weiglit of 
19 Vol. 5 



290 PASSENGER, BAGGAGE, MAIL SERVICE. 

The railways of India, generally, allow first 
class passengers to carry one linudred and twenty 
pounds; second class, sixty pounds; intermediate 
class, forty pounds; third class, thirty pounds. 

In Australia passengers are allowed from fifty- 
six to one hundred and twelve pounds, according 
to the class of ticket. 

In New Zealand one hundred and twelve 
pounds is allowed for all classes. 

In Canada first and second class passengers 
are allowed one hundred pounds; emigrants, two 
hundred to three hundred pounds. 

In the United States the quantity has been 
changed from time to time. At an early period 
one hundred pounds was the average amount, 
but varied more or less in different sections.* 
At present, the average amount, including emi- 
grants and commercial travelers, is in the neigh- 
borhood of one hundred and fifty pounds. 

personal luggage is alloTvecl generally to all bona fide emigrants 
on their production of proof to the companies booking them 
that they are such." — Regulations, Clearing House, England, 1870. 
* "Passengers are entitled to have one hundred pounds of 
personal baggage; but it is expected that all ordinary personal 
baggage (not meaning merchandise) "will be received, "when 
accompanied by the owner, "without charge. On this point 
discretion must be used. In all cases "where extra baggage is 
carried they "will see that the freight is paid before delivery; 
and "when any such money is received they "will note the 
amount in a book kept for that purpose, and pay it over to the 
conductor every day, taking his receipt on their book." — Regu- 
lations of a Western Company, 1853. "Eighty pounds of personal 
baggage vill be allo"wed each passenger, and all articles other 
than personal baggage, and all excess of personal baggage, will 
be cliarged for at double the first class rates for freight on 
freight trains, and must be prepaid." — Eastern Company, 1863. 



AMOUNT OF BAaaAGE AT.LOWED. 291 

In some of the states of the Union hiws have 
))een passed allowing an even greater amount of 
baggage for local passengers. However, custom 
fixes one hundred and fifty pounds as the amount 
that shall be carried without extra charge by 
interstate passengers of all classes. The conces- 
sions made by American railroads whereby low 
classed tickets are allowed the same amount of 
baggage as high, or in some cases more, are 
based on good business grounds, though they 
may not always l)e apparent. If in any instance 
the contrary should be the case, it is unfortu- 
nate, and no time should be lost in correcting 
the evil. 

Generally speaking, the principle is recognized 
in business that a reduced rate involves reduc- 
tion in accommodation. This is so in places of 
amusement, indeed, it is recognized by car- 
riers in the kind of carriage they furnish passen- 
gers of different grades. Why, then, should it 
not be recognized in the amount of baggage dif- 
ferent classes may carry? The amount of low 
class traffic is still small in the United States, 
but precedents governing it become each year 
more and more firmly established. It therefore 
behooves carriers not to delay any action that 
may be proper to a readjustment of privileges 
based on the rate charged. First class passengers 
are fairly entitled to a greater amount of baggage 
than passengers who pay less. A readjustment 
on this basis should, therefore, be made wherever 
practicable. 



292 PASSEXGER, BAGGAGE, MAIL SERVICE. 

It was the general custom of railroads in the 
United States at one time to carry a greater 
quantity of baggage free for emigrants than for 
other passengers.* Business reasons suggested 
the practice. Similar conditions govern the car- 
riers of Canada. 

The purchase of commutation or low-priced 
tickets by suburban passengers is not generally 
understood to cover the right to transport bag- 
gage. Carriers, however, do not enforce the rule 
very rigidly, but permit the carriage of packages 
by such passengers when it can be done without 
special inconvenience. 

Prior to the passage of the interstate commerce 
law, it was the general custom to grant special 
privileges to commercial travelers. This practice 
has now been discontinued. 

Custom requires that travelers shall present 
their baggage for carriage by the train for which 
ticket is purchased. 

The rule of railroad companies fixing the limit 
of baggage passengers may carry without extra 
charge is not always understood by the com- 
munity. It is a very common occurrence to hear 
travelers make the statement that the expense 

* Passengers crossing the United States, going to or coming 
from China, Japan, or other trans-Pacific countries, were allowed 
two hundred and fifty pounds of baggage. This concession was 
made to meet the sharp competition of ocean routes via the 
Isthmus of Panama or the Suez Canal. Upon these routes the 
steamship companies allow passengers a specified number of 
cubic feet, capable of accommodating a greater quantity of lug- 
gage than the amount to which railway travelers are usually 
restricted. 



AMOUXT OF BAGdAGE ALLOWED. 293 

of transporting baggage weighing two liundred 
ponnds is no greater than the expense of trans- 
porting lialf that amount. This is a superficial 
view of the subject. Nothing connected with 
the operation of raih'oads is clearer than the 
fact that everj' pound added to the weight of a 
train increases cost. It adds to the consumption 
of fuel ; increases the quantity of lubricants ; 
adds to the wear and tear of machinery, roadbed 
and track, and increases other items, such as 
charges for labor and depot facilities. Consid- 
ered apart, the expense of moving a few pounds 
more or less does not add greatly to cost; but 
matters of this kind must be considered from 
the standpoint of their general relations, and not 
as separate occurrences. A common earner can- 
not in the operation of business exempt any por- 
tion of his traffic from the conditions governing 
the whole. A statement of his expenses would 
not, for instance, possess any value if a portion 
were omitted; the basis must be the whole busi- 
ness. Aside from this, however, if railroad 
companies permitted an increase of luggage in 
isolated cases, the practice would soon become 
general and the effect would be to increase ex- 
penses without adding to income. 

Social conditions fix the amount of baggage 
travelers require.* But it is important that the 

* But in changing, fi*om time to time, the quantity of bag- 
gage which passengers may caiTy, to meet varying wants, it 
Bhoulcl not be forgotten by those having the matter in charge 
that any increase in the amount should be accompanied by a 
corresponding increase in the price of the ticket ; otherwise 



294 PASSENGER, BAGGAGE, MAIL SERVICE. 

amount should be uniform on connecting lines, 
so far as possible. It is especially important, for 
obvious reasons, that this should be the case on 
through business. 

The convenience of the public requires that 
lines making up a through route should agree 
upon some equitable and uniform basis for traf- 
fic shared in common. This is the tendency in 
America. 

the rate will be lowered proportionately to the increase of the 
original quantity. The converse holds good where the quantity 
of baggage is reduced, provided the carriage of baggage was con- 
sidered in fixing the price of the ticket in the first place. 



CHAPTER ITT. 

BAGGAGE SERVICE INCIDENTAL TO PASSENGER SER- 
VICE! WISDOM OF JOINT RATE CONSIDERED; 
EQUAL CHARGE FOR AN UNEQUAL SERVICE NOT 
EQUITABLE. 

Wliat occurs in one brancTi of business is fulT 
of suggestions for others. Railways are no ex- 
ception to tliis rule. The thought occurs here in 
connection with the methods of railways for 
handling particular kinds of traffic. Thus, they 
have separate companies for operating the tele- 
graph, sleeping cars, fast freight lines, express 
business and other specialties. If these are 
desirable — as they have been found to be in many 
cases — why have separate companies not been 
organized to carry on the baggage traffic? The 
answer to this is that such a division is incom- 
pati])le with the system of making a joint rate 
for the passenger and his baggage. But the 
prevalence of this rule suggests inquiry as to its 
desirability. 

The duties of the baggage department are 
l)eculiar and the risk exceptional. The manner 
in which the business is conducted at present is 
exceedingly Inirdensome to the carrier. If, how- 
ever, the traffic could be earned on without 
regard to other departments of the service, the 

(295) 



296 PASSENGER, BAGGAGE, MAIL SERVICE. 

difficulties now atteudiug its operations would 
be greatly lessened, if not entirely obviated. 

In many of our cities, and at points of transfer 
between railroads, separate companies are in 
existence for the purpose of transporting bag- 
gage between the stations of the different com- 
panies or to and from the hotels. The benefits 
these organizations confer are many. The rail- 
ways are relieved of a mass of detail foreign to 
their occupation, and the service is performed at 
a less cost and with greater promptitude and 
certainty. The rates charged by local carriers 
are based upon the service performed, and pas- 
sengers who have no baggage are not made to 
bear the burdens of those who have. The equity 
of this suggests its adoption by railroads, where, 
at present, passengers traveling without luggage 
are charged the same rates as those who have bag- 
gage aggregating one hundred and fifty pounds. 

Many of the ideas regarding the handling of 
baggage have changed but little since the days of 
the stage coach and canal boat. Prominent 
among these is the belief that the carrier who 
transports a passenger must also transport his 
personal baggage at the same time and without 
extra charge. The carrier is also understood to 
be liable for its safety. This arrangement is 
especially convenient to the traveler. But when 
it acts, as it does, to the serious detriment of the 
carrier, as well as of a large number of people 
who patronize him, is the custom to be indefi- 
nitely prolonged? 



CARRIAGE OF BAGGAGE, INCIDENTAL. 207 

While it is the business of railroads to trans- 
port "whatever is offered, the description of train 
and the rate of speed at which proi)erty shall be 
moved must rest, within certain limits, with the 
carrier. This principle cannot be disregarded 
without hardship to the carrier and injustice to 
the community. 

It is the primary object of a passenger train to 
transport passengers; the carriage of property is 
only an incident, and when unduly pressed, clogs 
the service and retards the legitimate business of 
the department. It is not unusual for the bag- 
gage service to require the same number of cars 
in a train that are allotted to the carriage of 
passengers. This adds to the weight of trains, 
and impedes the facility with w^iich passengers 
should travel w'ho have no baggage. 

In view of these facts, it Avould appear as if a 
time must come when it will be necessary to the 
expeditious and proper discharge of business that 
accommodations shall be made for travelers who 
are without baggage, separate from those w^ ho have. 

The carriage of the passenger and his baggage 
belong to two different departments of railway 
service, and the customs that have grown up, 
founded upon a different theory, will always con- 
flict. The accommodation afforded by the car- 
riage of the passenger and his baggage upon the 
same train is very great, but does this warrant a 
railway company in retarding the progress of 
those who have no baggage? The minimum 
number of articles necessary to the comfort of 



298 PASSENGER, BAGGAGE, MAIL SERVICE. 

the passenger is very small, and ma}", in the 
majorit}^ of cases, be deposited under the seat, or 
in the rack overhead. Baggage thus restricted 
will occasion no one inconvenience or hardship. 
But to ask a railway company to carry upon its 
passenger trains more or less property, which the 
owner presents under the head of baggage, with- 
out reference to the convenience of the carrier or 
the accommodation of those who have no bag- 
gage, is not capable of justification. 

In studying the business, it is apparent that the 
baggage traffic could be conducted with much 
greater satisfaction to the carrier, and with many 
added benefits to the communitv, if carried on 
under a more direct and simple organization than 
at present. Responsibility would be more direct, 
and the friction less. The rules governing the 
business would then ])e such as were best calcu- 
lated to promote its efficiency, and the disposition, 
now so marked, to make the handling of baggage 
subservient to another branch of the service 
would cease. 

If the business of handling baggage were con- 
ducted apart, men educated in the peculiarities 
of the service and intent upon the creditable 
discharge of its duties, would then have undis- 
puted charge of its affairs. The business would be 
carried on w^ith a view to its possible revenue, and 
the sole convenience of those interested. Other 
advantages would follow. The nice distinction 
between baggage and parcels (containing mer- 
chandise) would then cease to excite the passions 



CHAXGES IX SERVICE UXIAKELY. 2'.)9 

of the rarricr, and disturl) the ])atient equanimity 
of the patron. TarilTs would ])e formulated upon 
the same principles of etiuity and practical sense 
which now dominate in other departments of the 
service, and rates "would adjust themselves upon 
purel}' business principles. The multitudinous 
disbursements of the l)aggage department, such 
as the cost of keei)ing up rooms, platforms, fur- 
niture, luggage vans, trucks and other imple- 
ments and utensils; also, wages and disburse- 
ments for losses, would be borne directly by those 
concerned, namely, the owners of baggage. Peo- 
ple who travel without property, or only such as 
they can carry in a hand-bag or the pocket of a 
garment, would not be compelled to bear bur- 
dens from which others derive the sole benefit. 

Such are some of the changes that a sep- 
aration of the baggage and passenger service 
would entail. That they would greatly bene- 
fit the railway companies and a large body, 
perhaps the majority, of the community, is 
probably true. That they would excite the 
hostility of those whom it operated against 
is also true. For this reason it will never be 
made, at least in America. In other localities, 
notably in England, it would not be a matter of 
so much consequence. Thus, in the country just 
named it is a common practice for passengers to 
ship their l)aggage as goods on freight trains; 
the railway companies collect the freiglit of 
patrons at their doors and deliver it with the 
greatest possible expedition at the place to 



300 PASSENGER, BAGGAGE, MAIL SERVICE. 

which addressed. They do this at a rate so low 
that the traveler can send his baggage cheaper in 
this way than by having it accompany him on 
his journey, he paying the cost of carriage to 
and from the railroad. The celerity with which 
freight is handled in Great Britain renders the 
practice feasible. It would not be practicable 
otherwise. 

The custom of embracing the charge for bag- 
gage in the price of the passage ticket is the 
most convenient that could be devised. Only 
when baggage exceeds a certain weight is an 
extra charge made. The aggregating under one 
head of two distinct forms of service is, however, 
an anomaly. But the effect is to expedite busi- 
ness. The time and expense of separate ac- 
counting that a division of the service would 
involve, and the labor of weighing each article 
of baggage and effecting a settlement therefor, 
is avoided. In countries where each package is 
weighed, a separate charge for baggage would 
not meet with particular objection. Other ob- 
jections, however, would intervene to make the 
practice obnoxious to the traveler. 

Considered apart, however, the practice of con- 
solidating the service is indefensible; it is wrong 
in theory and unjust in practice. It makes no 
distinction, as already stated, between the rate 
that is charged a person who has baggage and 
the rate that is charged a person who has none. 

In the operation of railroads it is well under- 
stood that an expense proportionate to the 



IMPOSITIOXS PRACTICED. 301 

weight and l)iilk of an article and the speed and 
distance it is carried attends ' its movement. 
Value is also a factor. This being the case, it 
clearly follows that those ^Yho travel without 
property, save such as they carry in their hands 
in bags or bundles, and for which the carrier is 
not responsii)le, are entitled to a less rate than 
those who travel with property which must be 
carried apart and insured. 

If baggage were carried in the ordinary course 
of business, by freight train as common mer- 
chandise, it w'ould be charged a high rate; being 
shipped by passenger train, the value of the 
service is greatly increased. Thus, the owner 
not only has his property carried free, but has it 
carried in the most expensive way known to the 
service. The effect of the custom, as before 
stated, is to make the non-baggage traveling 
public pay a share of the expenses of those who 
have baggage. The injustice is so manifest that 
where it has not become fixed in the customs of 
a people a more feasible plan should be adopted. 

Our methods of handling baggage also beget mis- 
understanding and are constantly the occasion of 
fraud. The absence of a special charge for baggage 
is an ever-present temptation to those,w^ho have no 
luggage, to smuggle property in lieu thereof; many 
look upon it as a right, holding that, if they have 
no baggage of their own they may carry the bag- 
gage of others, or, in lieu thereof, merchandise. 
As an instance of this, a passenger starting for San 
Francisco from New York arose iu his place before 



302 PASSENGER, BAGGAGE, MAIL SERVICE. 

the train left and announced that he had a 
through ticket to San Francisco but no baggage, 
and that if there was anyone on the train with 
more baggage than the rules of the company per- 
mitted him to carry without extra charge, he 
would be glad to pass it for him. It never 
occurred to him that he was doing anything 
wrong. He was merely exercising a prerogative. 
In this case the prerogative was a valuable one, 
as the rate for extra baggage from New York to 
San Francisco is very high. Any accommoda- 
tion, therefore, whereby a passenger can avoid 
this burden is highly esteemed. For this reason 
the act of the San Francisco passenger was 
heartily applauded. 

It is not, ho\^■ever, the accommodation travelers 
afford each other that occasions the carrier 
especial hardship, but the practice of imposing 
merchandise in lieu of baggage. This is the vex- 
atious feature of the business, and its abolition 
is impossible without abolishing at the same time 
the system that fosters it. 

That the railway companies would not be able 
to inspect the baggage of passengers was apparent 
at the start, and that travelers would, in conse- 
quence, impose upon them was confidently an- 
ticipated. The impotency of the carrier should 
therefore have operated to check the introduc- 
tion of the system in its infancy. However, the 
evil, it is probable, has assumed much greater 
proportions than was expected. That small 
amounts of property would be smuggled through 



MERCHANDISE AS BAG CAGE. ,S03 

without payment was expected, but that hirge 
quantities of nieirhandise would be can'ied every 
Jay and upon every passenger train under the 
guise of baggage couhl not have been anticipated. 
Yet such is the case. The only check on this 
illicit traffic is the inability of the owner of prop- 
erty so shipped to collect damages in the event it 
is lost or stolen while in the possession of the 
carrier. The freedom of the railroad company 
from responsibility deters shippers in many cases 
from attempting to forward property in this way, 
but the expedition and care exercised by railroad 
companies make the risk merely nominal. Thus 
the very excellence of the service is made to 
operate to the disadvantage of the carrier. 

In conclusion, it may be accepted as true that 
so long as passengers are permitted to carry bag- 
gage without extra charge, so long will the less 
scrupulous among tliem take advantage of the 
custom to defraud the carrier. 

In another chapter the legal status of baggage 
is explained — what it consists of, and the rights 
of passengers in connection therewith. That a 
traveler in purchasing a ticket has a right to a 
certain quantity of baggage is now everywhere 
recognized. In the United States the practice is 
fixed by law and common usage.* The custom 



*"When a person pays for his passage over the road, both 
parties understand that it includes payment for his baggage 
not exceeding a special ■weight." — Ciu. A- ('. R. R. Co. v. Marcun, 
■18 III., 21'.). "A reasonable amount of baggage, by custom, or 
the courtesy of the carrier, is considered as included in the 



304 PASSEXGER, BAGGAGE, MAIL SERVICE. 

was early introduced, and was acquiesced in 
without protest b}' the railroad companies. Just 
why they should have consented to a lapse of 
what might have been made an important source 
of revenue, we cannot now determine. Doubtless 
customs in vogue prior to the introduction of 
railroads had much to do with it. 

The express business (known in Europe as the 
parcel traffic) is trifling compared with the bag- 
gage handled. The revenue derived from express 
matter, although the business has been carried on 
under comparatively unfavorable circumstances, 
and at great expense relatively, has enriched its 
proprietors. Every cent has been garnered. 
Equal care in the handling of the baggage traffic 
would have made to many railroad companies 
the difference between a surplus and a deficit, 
because there can be no doubt that in many 
instances the cost of carrying baggage is scarcely 
considered at all in maki