^. ^p^ \^ ^ IMAGE EVALUATION TEST TARGET (MT-3) 7] ^ 7i •?, '/ /A 1.0 11.25 L£|2B 125 US Ui2 1 2.2 t M^ 12.0 1.8 1.4 - 6" PhotDgrapok: Sciences Corporation ^^^^ 23 WEST MAIN STREET WEBSTER, N.Y. MSSO (716)872-4503 V CIHM/ICMH Microfiche Series. CIHM/ICIVIH Collection de microfiches. Canadian Institute for Historical Microreproductions / institut Canadian de microreproductions historiques Technical and Bibliographic Notes/Notes techniques et bibliographiques Tl to The Institute has attempted to obtain the best original copy available for filming. Features of this copy which may be bibliographically unique, which may alter any of the images in the reproduction, or which may significantly change the usual method of filming, are checkef' below. 13 D D D D Coloured covers/ Couverture de couleur I I Covers damaged/ Couverture endommagAe Covers restored and/or laminated/ Couverture restaurAe et/ou pellicul4e I I Cover title missing/ Le titre de couverture manque Coloured maps/ Cartas g6ographiques en couleur Coloured ink (i.e. other than blue or black)/ Encre de couleur (i.e. autre que bleue ou noire) I I Coloured plates and/or illustrations/ D Planches et/ou illustrations en couleur Bound with other material/ Reli6 avec d'autres docum^.. its Tight binding may cause shadows or distortion along interior margin/ La reliure serrie peut causer de I'ombre ou de la distortion le long de la marge intirieure Blank leaves added during restoration may appear within the text. Whenever possible, these have been omitted from filming/ II se peut que certaines pages blanches ajouties lors d'une restauration apparaissent dans le texte. mais, lorsque cela 6tait possible, ces pages n'ont pas At6 filmies. Additional comments:/ Commentaires supplAmenteires: L'Institut a microfilm* le meilleur exemplaire qu'il lui a 6tA possible de se procurer. Les details de cet exemplaire qui sont peut-Atre uniques du point de vue bibliographique, qui peuvent modifier une image reproduite. ou qui peuvent exiger une modification dans la methods normale de filmage sont indiquAs ci-dessous. I I Coloured pages/ D Pages de couleur Pages damaged/ Pages endommagies Pages restored and/oi Pages restauries et/ou pelliculAes Pages discoloured, stained or foxei Pages dAcolorAes. tacheties ou piquAes Pages detached/ Pages ddtachies Showthroughy Transparence Quality of prir Qualiti inigaie de I'impression Includes supplementary materii Comprend du materiel supplAmentaire Only edition available/ Seule Mition disponible I I Pages damaged/ |~~1 Pages restored and/or laminated/ r~^ Pages discoloured, stained or foxed/ I I Pages detached/ I I Showthrough/ I I Quality of print varies/ I I Includes supplementary material/ I — I Only edition available/ Pages wholly or partially obscured by errata slips, tissues, etc., have been refilmed to ensure the best possible image/ Les pages totalement ou partiellement obscurcies par un feuillet d'errata, une pelure, etc., ont M filmtes A nouveau de fafon A obtenir la meilleure image possible. Tl P< of fil Oi be th sic ot fir sic or Th sh Til wl Mj dif en be rig rec mc This item is filmed at the reduction ratio checked below/ Ce document est filmA au taux de reduction indiquA ci-dessous. 10X 14X 18X 22X 26X 30X 7 12X 16X 20X 24X 28X 32X re «tail8 IS du nodifier ir une ilmage IS The copy filmed here has been reproduced thanks to the generosity of: Leglilative Library of British Columbia The images appearing here are thn best quality possible considering the condition and legibility of the original copy and in Iteeping with the filming contract specifications. Original copies in printed paper covers are filmed beginning with the front cover and ending on the last page with a printed or illustrated impres- sion, or the back cover when appropriate. All other original copies kre filmed beginning on the first page with a printed or illustrated impres- sion, and ending on the last page with a printed or illustrated Impression. The last recorded frame on each microfiche shall contain the symbol -^ (meaning "CON- TINUED"), or the symbol V (meaning "END"), whichever applies. L'exemplaire film* fut reproduit grAce A la gAn6)osltA de: Legislative Library of British Columbia Les images suivantes ont 6t6 repboduites avec le plus grand soln. compte tenu de la condition et de la nettetd de Texemplalre 1\\m6. et en conformity avec les conditions du contrat de filmage. Les exemplaires originaux dont la couverture en papier est imprimie sont film6s en commandant par le premier olat et en terminant soit par la dernidre page qui comporte une empreinte d'impression ou d'illustration, soit. par le second plat, salon le cas. Tous les autres exemplaires originaux sont film6s en commen9ant par la premidre page qui comporte une empreinte d'impression ou d'illustration et en terminant par ia dernidre page qui comporte une telle empreinte. Un des symboles suivants apparaitra sur la dernidre image de cheque microfiche, selon le cas: le symbol? — »- signifie "A SUIVRE ". le symbols V signifie "FIN". Maps, plates, charts, etc.. may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent dtre film6s A des taux de reduction diff^rents. Lorsque le document est trop grand pour dtre reproduit en un seul clich6. 11 est film6 d partir de Tangle sup6rieur gauche, de gauche d droite. et de haut en bas. en prenant le nombre d'images n6cessaire. Les diagrammes suivants illustrent la mdthode. errata to pelure. )n A n 32X 1 2 3 1 2 3 4 5 6 kI^Ao;^*. OEK£RAL AOEN'^ CHICAaO, ROOK ISLAND AN1> PACIFIC BAlLW:«tT. TO OMAMMS WELL IS A SCItillCa. -m HUJfTER, ROSE ft Co., M WELLINGTON STHBKl J884. h w^mi^^^m99(mmmmm99mm^ 'WSi- &ASi 3l iJ^ ^ ^1 "«■ (EFERENC ^'\ ■ ^ii SECOND KDITION, REVISED. RAILWAY PASSENGER TRAFFIC, BY J. FEANCIS LEE, GKNEIUL AG EXT CHICAGO, ROCK ISLAND AND PACIFIC RAILWAY. TO OHUASr/.E K ,:LL is a SCIKSCtJ. >3!; V n 1 : HUNTER, ROSK & Co., 25 WELLINGTON STKKKT WEST. 1884. VXTORIA, D. a c \ a-. ■P •«t! 2 N I." E U I 1 I O N , cm PAS8ENGEE TEAFFIC. iVith Oraduated Table of Mileages and Contract Hates for Constant and Tran' sient Traffic, atul Jiulea am Reyxdations for operation of the same. SOCIAL CONDITIONS WHICH INFLUENCE THE PASSENGER TRAFFIC. DEVELOPMENT I OF LOCAL An investigation into the characteristics of local passenger traffic with the object of defining its component and diiitinctive features will elucidate at an early stage of the operation the existence of one ^rominent feature, repre- senting a large percentage of passenger earnings, and worthy of studious thought and careful consideration. This feature in local passenger traffic is its social phase and the influence exerted thereby for increasing the revenue of our railways. It involves the satisfactory solution of many obstacles found to exist at the present time in the conduct of railway passenger traffic. Further, it partakes of a large amount of originality in its discussion, and in its technical bearing and application to practical business necessities. Concurrent with its own development is that also of a large section of society living within the influence exerted by railways. Perhaps to a great extent it foretells the gradual adaptation of the railways to the performance of services to the public in a way similar to those rendered by the postal and telegraph systems ; and, as civilization progresses and population increases, it is natural to find that a subjea of this kind is open to much original investigation of a special character and r'-^sely connected with the welfare of society. All tjuestions of passenger traffic have peculiarly a social aspect ; this should be the primary one. The running of a passenger train irrespective of public convenience and other social considerations would no doubt be an easy task for the time-table compiler, but would hardly pay the company employing him. The soc'al aspect must come first. Equally so in regard to the con- ditions of passage by passenger trains ; the mere formulation of a series of iron-clad conditions irrespective of public feeling, public comfort, or public necessity, would inevitably result in a well-earned unpopularity and form good ground for the development of a craving for some competition as a re- lief to the sufferers. The traffic on any line will certainly become most lucra- tive where the public are primarily considered and the conservatism of office is tempered with judicious liberality. Public comfort should be the primary object, and the aspect of the question given due prominence, not made su- bordinate to any other. Now to develope passenger traffic the study of this social feature is a fundamental necessity, and the more it is studied without official prejudice the more evident will it become that it is pre-eminently necessary to introduce some practical system whereby all the wants c' society may be met freely and fully. A completely comprehensive, equitably pro- 107338 RAILWAY PASSKNOKR TRAFFIC. portioned, non-discriminative system, is rec|uire'.!. Its value to the public- will be at once indicated by the wide and jjrowinj; demand for provision* which it alone is calculated to supply, and which are choked off at present for want of such. A code of regulations and a proportionate scale of charges suitable to the various contracts to be made .vith a company for a larj,'e or small nimiber of miles on its line, for lon;,'er or shorter periods, are provided in this pamphlet,, together with the mode of preparing contract tables. The principle at the root of this method of developing traffic is the simple one of supplying a de- mand both natural and continuous but which has not hitherto been either acknowledged or met in any organized niann .r by the railways. A mileage charge, irrespective of the customer's making one hundred, one thousand, or ten thousand miles, or the absence of a proportionate, mathematically accu- rate scale, capable of proof as e(|uitable on commercial principles, is a most effectual stop to the progress and development of local interests, both for the community and the company so situated. Freight and passenger traffic iiotb suffer materially thereby. As regards the sensation produced upon commer- cial men by such a condition of affairs, it is only equalled by that which would result from their inabdity to obtain better terms from a manufacturer or wholesale house for an order covering thousands of dollars and one limited to hundreds. In other words any system of this kind, to be socially success- ful, must al' be commercially sound. The c. ■ / local fare tariff is not suited {or constant travel, and there is- really bu. .ue way of meeting the actual requirements of the public in all their vai cial forms of application, and that is by means of a carefully ad- justed Sv-aie of proportionate charges varying on a basis in which the two- main fundamental elements are one, the number of miles or number of journeys to be made ; the other, the period to be occupied in making them. A hundred and one various wants and possible recpiirements must exist and increase in complexity and number as labour becomes more divided and the avocations of mankind more diverse. It is quite in place to observe here the admirable facility with which the postal system is operated and which has had so much to do with its wonder- ful growth and utility. The sensation of being able to make a constntit use of it, not merely an occasional one, the equitable charges proportionate to- weight and character of enclosures, and the progressive improvements which have been feasible from time to time in its provisions, one and all of which combine to make it a highly satisfactory exhibition of a system socially based and perfected. Is there any social progress for railways in a similar way ? It would certainly appear so if we may ji"^'ge by the remarkable changes whicli have taken place in the course of lime between the early state of freight trans- portation and the present state of that branch of tratific. On the ground alone that the tendency is toward the reduction in the actual cost of haulage and that time will effect much in that direction, there is sufficient to warrant the prediction that the future of passenger transportation is equally hopeful. Taking things, however, as they now are, if the amount of business to be transacted has any influence at all in reducing the price of production or cost of operation, as has been found in the freight business, then there should exist a wide margin in the field of local passenger travel for accpmplishing equally marked results. Experiment would hardly be necessary to prove the almost natural bent of mankind to move constantly over the face of mother earth and intermingle socially, commercially, and otherwise ; to conduct intercommunications in person in preference to any other method. Experi- ment would also undoubtedly prove that the natural result of such action would be to promote a greatly increased employment of the most economical! and the most time-saving means of transportation. Society, like Oliver Twist^ RAII WAY I'ASSKNOKR TUAKFIC lis constantly crying for more, and the cry is a good healthy one for the rail- ways. There is a conservative timidity, however, in the action of railways to- ward any bold experimental research, partaking very much of the formality of the action of governments as contrasted with that under individual enter- prise. As an example of this conservatism which is so strongly marked in the history of railway management, we have no better one than that fur- nished by another most important feature in the development of local pas- senger traffic. The case of local excursion travel is referred to. With what ■reluctance was it that the great English lines were compelled to admit the entirely distinct character of this business and its independence of the ordi- nary local travel. Surprise of no ordinary character was displayed when it was discovered that something more than sheer necessity induced the public to take advantage of any means of rapid intercommunication ; and now it has grown up to vast proportions in Kngland and is doing the same in America until it affords one of the best and richest sources of revenue. It was an ignorance of the social aspect of the question that delayed the experimental ■effort necessary to test the pr.ictical value of the principle — ^just as it is now in other kindred cases elsewhere. It would not be too much to assert that there are roada th. ' have been so far ignorant of what their social capabilities are as to have conducted traffic for years regardless of the adoption of any thorough system of local excursion traffic, and there are, it is well known, existing to this day staunch old conservative traffic men who cannot gauge ithe wants and capacities of society for social travel and its peculiarities. In Chicago, even today, there is a hold-back stay-behind policy in respect to the excursion, commutation, and suburban business.* Experiment alone will satisfy them, and too often, like all apologetic prophets, they will exclaim when once a clear and decisive proof has been forced upon them, and con- viction is inevitable, that they thought so too, and rapidly draw conclusions as simple common-sense deductions from a self-evident fact which they assume as an ordinary event. History is very valuable in this way where it can be made into a practical compass to steer us on our way to progress and give us a chart whereby to avoid the repetition of old errors. The develop- ment of passenger traffic, then, to large and constantly-growing proportions requires that we should, above all things, get our mental vision cleared from any ancient errors and make up our minds to become social observers and experimentalists, working inductively rather than deductively. We must strive to arrive at the goal of an absolutely-comprehensive system, whereby the wants of the community may be provided for and stimulated. We must not wait to have progress forced upon us but go toward it, even if we stumble occasionally on the way. Let us acknowledge the rights, examine the pro- clivities, test the capacity of society for all we have to put up to its bid in the world's auction market of necessary commodities. Arbitrary tariff legislation has a great deal to account for to society in the production of this conservative j-eluctance on the part of railways to extend a wider measure of liberal and productive facilities. The practice of instititing an arbitrary rate of two cents a mile, or any other figure, frightens the roads from making very low rates in case the ignorance of legislate "n such ques- tions should reduce the ordinary local rates arbitrarily to rates o.ily intended for constant travel. Opposition engenders opposition. An arbitrary tariff system results in an unaccommodating one where the le«verage of self-interest and public opinion would otherwise produce much better results unaided. Experience has proved in railway history that greater facilities have been presented where govern- mental interference has stopped short and left results to work out har- moniously. ^Iii the Railway Age of November 13th, 1884, a very encouraging and interesting editorial should ilie read as proof that one Company haa .proved, very recently, an exception to the general rule. 6 RAILWAY l-ASSKNOKIl TRAFFIC. The spur of public opinion and social necessity may often need to he ap- plied, and strong organizations, commissioners, etc. , may be required to apply it ; but beyond this, evil will result if control is attempted by any form of authority not in a position to see into, outside of, and all around a traffic tiuestion. The scientific and practical conduct of railroad business requires a lifc- lonj; study ; it is a profession of itself, and sad havoc w'l! be made by any who, ignorant of its principles, attempt to direct its operations. Allowing for the importance of the social features of the ([uestion, is there any way in which all the merits of the case c;hi be accommodated profitably .■■ There is, of course, a point below which it cannot pay to go, and the more done below that point the worse. The object is to find and adjust continually the profit point in traffic. The point to adjust in this matter involves the answ- :alled for by the following inquiry :— Will it pay to offer the public resident on a line a proportionate scale of charges graduated on a conimert iai basis, and suited to a great variety of demands which will be found to exist when such inducements become known ? The inducements exist, the object is to take advantage of them in a man- ner profitable to the roads and not prohibitive of development to the business itself. Provided extra train service is not reciuired and ordinary local travel can be protected, will it not, if such is feasible, increase the percentage of net earnings and warrant the adoption of such a system as has been suggested ? There is no necessity with an average train service for any extra expenditure on that account, and the protection of ordinary traffic is essentially one de- pendent upon the mode of handling the business, and is under control and voluntary to a great extent. It may always be assumed and is capable of experimental proof that where two distinct classes of travel exist, one is re- auired to supply one form of social requirements distinct from and indepen- ent of the other. It is in fact only an entire misapprehension of the char- acteristics of the two that would lead to any confusion or loss from want of a well-defined line of demarkation between them. The characteristics ot what we understand by ordinary travel are repre- sented by a merely occasional demand ; those of resident traffic by constiutt demands. What is required is a system to develope this constant and not merely occasional travel by residents on a line into a class— a profit-earning class of traffic. It will be no answer to say that such demands are not found to exist on this or that line ; they will not be found unless solicited, and are not exceptional in their character from those of any other desirable class of traffic. The non-existence of provisions required for the individual wants of the public is quite sufficient to render them absolutely dormant. The ex- istence of a properly constituted system will very soon draw them out. Ex- periment will prove this. It has been shown why, on jtf«Vz/ grounds, it is desirable to develope local traffic. It is also on commercial grounds a sound policy to do so ; that is, it is in accordance with sound commercial principles to fix the price of commo- dities with a view to obtain the largest possible market and the largest possi- ble profit, putting the price at that figure which will command the largest possible custom compatible with a maximum of profit. Unless a mileage system, if such is in vogue, is such as to call forth all the possible trafKc which can be obtained by the inducements it represents and can apply with- out risk of undue discrimination to each and all of the demands which a com- pletely comprehensi/e system will elicit, then a very large proportion of those who would seek to avail themsel-es of its provisions will withdraw from any attempts in that direction. i^ KArr.WAY PASSKNdKIl TRAFFIC. The shipper, produce merchant, commission merchant, general dealer, etc., will liewail the want of travelling facilities, and, as a rule, the passenj;er de- partment will be sacriliced to the freight by the issue of a free pass ; or, if not, and a pass is issued (on other grounds of ^jeneral interest), the road will lie running; on a. bad policy, r.nd a weak one in every way, so far as that is concerned. 'I'eachers and scholars, preachers and numbers of residents alonjj a line will have no chance of developing; their usefulness and increasinj,' their earn- inj^s with their sphere of action, unless facilities are at their disposal. The traffic point must in each case be found, at which '<* will pay both parties to contract for travel, that is, that point at which the .l,. 'al wants and capabilities of the community can be best led to become prohi; .lo for traffic. The thousand or more mileajje ticket, ^,'ood for a fixed prrii d or i,'ood till used, with its usual unsystematic and unconditional teims, is like all loose commercial transactiona, bad for all concerned. It is too mnited in its application, and not protective enou>;h. Also the suburban comiiii tmion or season tirV'i , for city people are, as far as they go, but partial in their appli- cation. \Vliat is warned is a complete system, proportic nale throujjhout, nnd e(|uitably compiled with reference to the social capacities of the people, and elastic enouj^h to comprehend them all. This leads us to the second part of our subject, namely, the " Princmi'I.ks L/I'ON WHKH A COMPLKTK TARIIK OK tllAKilKS MAY liK COMI'II.KD KOR CONSTANI OR OCCASIONAI, LOCAI, TRhKKIC, WITH RULES, CONDI IIONS, AND It.r.USTRAriONS." The object to be gained by a proportionate scale of prices for small or large amounts of travel within given periods has been clearly stated in the foregoing remarks upon the social aspect of the development of local passen- ger traffic by means of a thoroughly comprehensive system. The principles for the compilation of such a scale must next be as clearly delineated as pos- sible, so as to be within the ^"""asp of those who are new to the subject as well as of adepts connected with traffic operations upon the more populous sec- tions of the various lines. The constant and the occasional traveller must both be provided for. Consequently there is a proportion to be maintained which is a joint one, varying on a joint basis. It varies jointly with the mileage and the time within which the mileage is travelled. A large number of cases recjuiring satisfactory solution will consist of those who travel between two given points a given number of times each way, or so many miles within periods ranging from say one up to twelve months. In one case it may be for twice a week in 13 weeks or three months ; in another, twice or thrice a week in 26 weeks or six months, and so on — both the mileage and the time varying jointly. Again, a considerable numl)er of cases will come up where persons will require to use a section of the line, so as to visit certain points on that section periodically, and to travel east and west of a certain point where they reside perhaps so many miles in a given period east and so many west. What is required is a clear, simple table, which will be readily referred to, and strictly proportionate in all its parts. To form such a table certain /ixeti points must be marked off, and they are as follows : — 1. The least number of miles or the smallest number of rides to qualify for a contract ticket. 2. The shortest period to be allowed for the performance of the minimum number of miles which can be granted. 3. The maximum charge per mile to co: respond to the minimum mileage allowed. 8 RAILWAY PASSENGER TRAFFIC. 4. The minimum charge per mile to correspond to the maximum mileage allowed. When these fixed points are marked off, then a method of graduating inter- mediates must be defined, and it must be capable of proof as a just and equi- table one, because in true proportion. Fixed Point No. i . — What are the social considerations which affect this point ? We must draw the line somewhere between the constant and occasional customer. Where shall we draw it ? Looking at the question from general daily observations, the majority of the community who really require to use the line of a road in a systematic, constant manner, will, as a rule, do so at least weekly. The average ability of most people is just about what would be required if a weekly use of the line was at their disposal. To go and return once a week would probably be a very fair and desirable minimum to allow as a qualification for commuted fares. Two single-journey rides a week or their equivalent in miles will answer the demands then of Point No. i. Fixed Point No. 2. — How many weeks will be allowed on a minimum pur- chase, or what is the shortest period to be allowed at the rate of two rides a week ? Less than for one month would hardly answer. That is, no commutation to be granted for less than a one month's ticket representing in trips or miles two single journeys per week. This, however, may be left open to decision according to any particular set of circumstances. Fixed Point No. 3. — The charge per mile to be made for this one month's ticket, or the maximum rate per mile to be used for compilation of a tariff. What other mileage charges are there which control this charge .'' It is clear there will be no commercial advantage if the purchaser of a one month'* ticket for a given mileage or number of trips has to pay more than the ordinary rate per mile. Now, this will either be the single fare — that is, the ordinary local rate per mile — or, where return tickets are issued, it will depend upon the latter. In no case can it be higher than either. It must, a rule, take up its rank in the third place on a company's tariff, with the single-fare mileage rate first, the return fare mileage rate second, and its own mileage charge third. Fourth Fixed Point. — Having located in rank the maxiinttm rate for a scale of proportionate charges, what shall we put the minimum rate at .'' This depends, of course, upon the profit point at which traffic can be said to become stationary— that is, neither a loss nor a gain. It, of course, varies on almost every line, being subject to the general char- acter of all the traffic carried. At the same time, it need not necessarily terrify us to a very great extent if we go rather low down where very constant travel is concerned if, as is usual, no extra train service is required, and we cannot incur any direct outlay as a debit against it. A very fair way, how- ever, of settling the question and giving it its due social importance is to base it relatively to the mileage rates given on the season-ticket travel. We shall require a figure per mile for a season-ticket holder who travels daily to and from business, from January to December, and if we allow that such a per- son makes an average, allowing for holidays, etc., often rides a week, then this might be put as the minimum figure in our table against the various distances required. Graduixting Intermediates. — Between one month's travel and twelve months', there will be a proportionate scale required. We shall have our maximum rate and our minimum rate, and some recognized and reliable method of graduating the scale must be adopted. An arithmetical progres- sion meets this, and if the simple algebraic formula for such is adjusted, by substituting the necessary figures, the whole table will be worked out thor- LEE'S MILEAGE CONTRACT TRAFFTO TABLE. SnOWINO BASIS FOH UATKS I'KU MILK K.Ht ((.NTItACTS OP r. MILES A WKEK FOR ONE MONTH TO M MILES A WKKK Folt ONE YEAU. ( <_VlltS JUT II , "■( No nt mil '(* t lViit!> |Kr I i No. of inik'M. . J Cniti) |)i'r utile "( No. rentM |)er mile. . . . I Nn. of tllik'H t Cents per mile "( Nt». of milert * Cfiits per mile. . . . I No. i.f miJt-H t I'chl.- pt r mile, . . . ( No. of mik'- ' rent* per mil-'. . . . I No. of II \\(t) .. .. } Ci riM pt r n ile ( N". of mili'fl * Cents per iiiilo ( No. of niiles. . I Ci'iit-- 1>( r mile '( N.'. I.f imk« t C. iiH pir mile i No. of miles » Cunts per mile f No. of mik-8 .1 Cents pir mile... . ( Nn. Iff iiik-s I I Ceoi8 p( r mile. . . . I ( No. nf miles * rents per mile ) No. of mIKH t Cents pvr mile. .. 1 No. of milcfi } I'entH per mile — t No. of miles t Cents per mile.. , . ) Vo. of milfiH J Cents per niile. . . . \ No. of mile.i ( Cents ptr mile \ No. of mile^ } CtiuU per mile i No, t,f mlliH ... I Cents per niilo "(No. of miles ( Cents ptT mile. .. "( No. nf Milen t Cents per i lilt! ( No. of milcH .... 1 C< Ills per mile. . . . ) So. of milj^ } Cftils per mile.. . ( No. cil mik'8 1 Cent" per mile. . , f No. of mik'i i Cents per mllo.. .. ( No. of mtkM t Cents per mile. . . . \ No. of inileH i C-Jiits per mile, . . . ( No. of n-iloi I Cents per mile. . . , '( No. of miles ( t.'cntu jH-T milo ( No. of mik'H 1 Cunts per mile.. . . i So. of miles t Centu per mile '( So. of milefl t Cents per milo. . , . '( No. of miluri j Cent!* [HT mile. . . . ( No. of milon } <\uts per mile ( No. i>f mik-*< t Cents per mile ,. . ( No. of miles. ( Cents per mile ( No. it miles I Cents |M?r mile (No. of inllcf* \ CentH i>er mile. . . . \ No. of miles 2.0.11 2.03i 2.(0 Sl«.70 23t.70i CflO.oO l.BO 1.83| 1.>.7 2fi0.04 26(..02 312.00 1.77 ',.76 1.74 SO.I.SS i.7;t HK.T2 831.(19 ..72 381.:i« M4.00 41fl.0tl 1.117' I.IKI 1.05 300.0«, 420.03 468.00 l.«'i 1.01 1.(10 4X1.40 47(1.70 620.00 1.67 1.6B 1..15 4711.74; 624.37 672.00 I.W 1.51 1..'.0 52ii.Osi .172.04 624.00 l.M 1.50 1.49 S03.42 010.71 670.00 l.tO 1.4.'. 1.44 0C0.70 6117.38 72'<.00 _'.46 Wte.ini 1.44 71.1.05 1.43 780.(0 1.41! 1.40 1.30 6rci.44; 76-?. 72 832.CO 1.40! 1.30 l.;-8 73«.78 810,30 8S4.(HI 1.;18 l.:i7 l.:«i 7S0.12 K.IS.CO O;i0.00 i.a.'i 1,35 1.31 823.4(1' oai,73 08'i.on 1.34 1,33 1.32 boii.iio 053.40 l,040.i'O l.;f3 1,32 1.31 010.14 1,001,0; l,C»2.f0 l.:tl 1,30 l.i:tt 9.-|3.4)l 1,048.74 1,144,(1I 1.2« 1.27 DWI.S"'.! 1,000.41 1,1110.00 l.J-l 1.27 1.-25 l,04Mtl 1,144.1.8 1,248.00 l.'.'.'^. 1.24 1,23 1,083. fill I.-24 1,191.75 1.23 1,300.00 1.22 1,12U.S4 l,2.'in.42 1,3.12.00 1.23 1.22 1.21 1,170.1S 1,2s;. 01 1,404,00 1.32 1.21 1.20 1,213, f>2 1,334.7( 1 I.46«.0O l.'l 1.20 1,382,43 J. 10 1, 2.1(1. v(l 1,508.00 1.2(1 1.10 1.18 1.3(».20 1,430,U I l,6f0.00 l.l'.i 1,U 1,17 l,343.fi4 1,477.77 1,012,00 I. IS 1.17 1,10 1,3SH.8S l,,12.1.t4 1.11 1,. 173. 11 ] 1 0(M.OO 1,130,2a 1 1,716,00 1.1(1 1.1: i 1,14 1,473. .5(1 l,f2li.7a ! 1 768.00 l.l.'-) l.U 1 1,13 l,6:(l.l)0 1,608.45 l,82i<,00 1.14 1.1; i 1,12 1,6110,24 1,71(UL ! 1,872.00 l.is 1.1'. l.U l,Ull3.r.S 1,7113,71 ' 1,024,00 1.12 1.1 i 1.10 1,01(1.1)2 1,811. 4( 1,97(1.00 1.11 1,1( 1 1 00 l,flll0.2( l,e.l'.i,l: ' 2,028.00 l.U 1,01 1.08 l,73:i..o I,on(i.8( 2,0SO.OO l.di 1,01 1,07 l,77n.B( 1,9.14.4- 2,132,00 \M I.O 1,06 1,820,2s 2,002,1 2.184,00 1.07 1.0< 1.05 1.8(13.62 2,040.8 , 2,230,00 1.0( 1.0. ! 1,04 l.OOf.W 2,097.4; 2,288,00 1.06 1.0. 1.03 l,».')0,3n 2.145,1,' 2,340.00 1.04 1.0; i 1.02 l,!)93.lH 2,192.8- 2,302.00 1.02 1.0' 1,01 2,0-'(l.0S 2,210.4( 2,444.00 1.02 1.0 1.00 2,080.32 , 2,288.1 ; 2,498.00 1.01 1.0 .09 2,123.(11 i 2,336,8.' I 2,648.00 l.n( ,9 i ,08 2,107.00 2,383,5( j 2,600,00 Note.— The mileage rateii i^ven In thi.s tabic nro not arbltrary.hut serve tho pur|)ow of tlluRtrfttlnfc the ba^h* of the systnm of constrnetion to ho fillowed. A (lifTercnce rif one-twontiuth of n cent between an equal number of miles travelled ill .»no month aiu) where two monilis are nll'tweii is not abi-o'ntely n rpiircd, nml if one-fiftieth or any other proportional dif- ference wan adoptoil, the rates throuirhout tiie table would be proportionately hiuhe"* with(mt disturbing its utility as reifarda the principle Involved, namely, its a'lllity to meet without diacrimination each particular demand which constant or occasional travel may create. On pajfo 1-2 w ill be found detnili* n? to mixlc of ('om}>iHiig a contract mileage toble. LEE'S MILEAGE CONTRACT TKAFFIC TABLE. SHOWING ri.\sis foh hates pkk .mili-: KOII (ONTlt ACTS OP .') .MILES A WEEK VOR ONE .MONTH TO M) .MILES .\ WEEK fvU ONE YEAK. lUsis. S a O t' CM 1.. od v7 o a . 5s n .C C e s IT Si > 1- s X u eight ni.mth.s, .67 weeks. 1 S o S in u s « it 1 o . e act fl St- C o a li •J. . p fe is ^71 2.25 1^ 1^ 1^ Ui t 1. "jj r^ ( Cents per mile.. . . i.!M 2.4.^ 240 2.35 2.3 2.20 2.15 2.10 2.03 2.08 2.0(1 ( No of mill's 21.70 43 M 05.00 SO 70 lO^.ii.- 1.30 157.70 173.35 1.95 210.70 238.70 200.110 c 1 Cents per mile •J. 4s 2.40 2.34 2.30 '.'. 2. 2.15 2.1<' 2.0'1 1.95 1.00 1.88 1.87 ( No. i)f niile.'i ■2U 04 ri2 02 7S 1 104 04 130.0: 1..50 1S2.04 208. 02 2.34 200.04 266.02 312.00 - 1 Ciiits per mile •2.l(i 2.:i.s -i 2S 2.10 2.1( 2.02 1.U5 J. 85 1.80 1.77 1.75 1.74 ' "( No. (if miles 3o.;)s CO. 09 01.00 121.3* 151.0: 1.82 210.38 2J2.C.9 2.73 303.38 333.60 304.00 , ( Cents iier niile ( No. t'f niilis •J. 44 2.33 .) .)._> 2.11 2.(.li 1.85 l.Hl 1.70 1.74 1.73 1.72 1.71 34.72 0!).3i; 104.00 13(i.72 173.3' 2.08 242.72 277.30 3.12 346.72 381.36 410.00 Q 1 Cents |ier mile "( No. (if miles •2. 4 -J 2.211 2.15 2.03 1.9( '.76 1.73 1.70 1.08 1.67 1.60 1.05 3i».0(l 7b. 03 117.(0 15ti.0O 19.1.0; 2.34 273.00 312.03 3.51 390.06 429.03 468.00 ,f) 1 C(.nts pir mile ^ "( No. of nrks 2.«0 2.2.'> 2.10 ].'.I5 1.7: '.7' 1.05 1.04 1.03 1.62 1.61 1.00 4;i.J0 SO. 70 130.tO 173 30 210.7f 2.00 303. 4( 340.70 3.90 433.40 470.70 520.00 ,, 1 Cent^i per mile ",'i .Vo. of miles 2.3> 2.iO 2.04 1.90 1.7i 1.05 1.00 1.59 1.58 1..57 1.B6 l..')5 47.74 9B.37 143.00 190 74 23?. 3^ 2.86 333.74 :tel.37 4.2« 47<'i.7l 524.37 572.00 J.,' 1 '.ents per mile No. ol miles 2. .SO 2.17 I.IKS 1.75 1.05 1..57 1..5.' 1..54 1..53 1..52 1.51 1..50 4S.U> 104.04 l.iO.liO 208.0,v| 200.04 3.12 3(;4.0f 410.04 4.(18 520. 0« 572.04 624.00 ,, ' Cents per mile "i "i No. of miles 2.3» 2.13 l.'.i2 l.liS l.i;o l.f.5 1..M 1.53 1.52 1..51 1.50 1.49 .'■H.42 112.71 ICiO.OU 22.1.42 2S1.7I 3.38 394.42 450.71 5.07 503.42 619.71 670.00 j^ 1 Cents per mile 1 ( .No. of miles 2.32 2.00 l.»5 1.04 l.!-5 l.fO 1.4!' 1.48 1.47 l.lfi 1.45 1.44 (i0.7(l 121. 35 182.00 242.76 303. 3b 3.64 424.7(i 485.. '(8 5.46 606.76 607.38 72".00 1 - t ("ent.s |ur mile t No. of miles 2.30 2 0.'. 1.80 l.Oil l..-,2 1.40 1.4.- 1.47 1.40 WO.IO 1.44 1.43 O.-i 10 130. Of) 105.00 200.10 ?25.ii5 3.91' 4,i5.iO 520.05 5.85 715.05 780.1 J.; ,' Cent- per mili 2 2S 2.01 1.75 lEO ].!>. 1.45 1.44 1.43 1.42 1.41 1.40 1.39 1 ( No. of n.iks .... (;9.4< 138.72 20.'S 00 277.44 340.77 4.16 485.44 554.7 6.24 693.44 76'?.72 832.00 [- J Cms pir n ile 2.20 1.07 1.70 1.62 i.45 1.44 1.43 1.42 1.41 1.40 1.39 i.;-8 ( No. of mileg 73.7'' 147 3'.i 221.01) 294.7,* 3C'<.::9 4.42 .515.7^- 689.39 6.03 736.78 810.30 884.00 IS t Cents per mile.. . . 2.24 1.03 1.05 147 1.43 1.42 1.41 1.40 1.39 1.38 1.37 i.;'.o ( No. cf miles 7S.12 150 ()0 234.0) 312.12 390.0' 4.«o 540.12 024.00 7.02 780.12 8.58.06 930.00 ,,. t Cents per mile 2.22 1 HO 1.00 1.45 1.41 1.40 1.39 1.38 1.37 1.35 1.35 1.34 ( No, (if miles si! 40 104.73 242.1 329.40 411.73 4.94 570.40 058.73 7.41 S23.40 905.73 98'I.OO Of) • <'• nts per mile 2.20 1.8.5 1..'5 1.43 1.39 1.3S 1.37 1.30 l.,35 1.34 1.33 1.32 -" ( No. of miles Sfi.so 173.40 200.00 346 i-0 43;:.40 6.20 00«.8o 603.40 7.8'J 866.80 953.40 1,040.(JO oi ' Cents (ler mile. . . . 2. 11 1 s'1 l..'.o 1.41 1.3S 1.37 1..3«i 1.35 1.34 1.33 1.32 1.31 ' i ( No. of miles ;io. M , .,.a.ju* 1>J 07 27^.1 :;oi.u 4. '.5. 07 , _4-ii 5.40 037.14 > i aj 728.07 L. . 1 aa 8.10 I 1 'J') 910.14 1 al 1,001.07 1,C92.10 RAILWAY PASSENGER TRAFFIC. 9 s Efa .03 ?.C(i <.70 SflO.dO .8S l.b7 i.02 31 -J. 00 .75 1.74 i.OO 3(i4.00 .7!? 1.71 .:i6 410.0B .(Ml l.(i5 ».o;! 468.00 .01 1.00 1.7 J 520.00 .5« 1..'j5 1.37 572.00 .51 l.,SO 2.01 624.00 .50 1.40 ).7I 670.1)0 .45 1.44 .38 720. 00 .44 1.43 ').05 7Si).< .40 1.3il ?.72 SSi'.OO ;.3() 1.:h iMn 884.0(1 .•■!7 l.:w i.Ot! 930.00 .;{■> 1.34 i.7:l OS'i.oo .Hit 1.32 i.4( 1 040.0(1 i.:i2 1.31 1.07 1 1,0!»2.(0 oughly and proportionately. This operation is illustrated in the table accom- panying, which is intended to serve as a sample from which others perhaps more suitable may be compiled if necessary. REMARKS ON THE TAHI.E OR SCALE OF MILEAOE RATES. The scnle in the table used to exemplify the p.'inciples of compilation ranges from 2^ cents a mile down to about a cent, as will be seen. The 2'/i cent rate will operate under ti.\ed point No. 3, as the following remark? will explain : It has been, for example's sake, assumed that the ordinary single fare averaged three cents per mile, and that the ordinary return fare was made up of one-sixth off the two single fares, which would be three cents a mile less "i, which would be equal to zYz cents a mile, which is the maxi- mum figure selected and given in the table. The cent-a-mile rate, or the minimum figure in the scale given in the table, is the rate per mile taken from a season-ticket tariff which has been adopted in illustration, and the in- termediate figures are fixed as nearly in accordance and as near a regular proportion as the equivalent mileage rates given in said season-ticket tariff would admit of. These data are, of course, assumed for the purpose of il- lustration, and will in no way affect the utility of the table for general appli- cation where the data are different. There is one precaution to be observed in compiling a tariff of the kind. Similar contracts for travel may be called for requiring equivalent charges which will require the scale to be in proportion throughout. Thus a person desirous of a quotation for two trips a week between two given points four miles apart, and one desirous of a quotation for four trips a week between two given points two miles apart, and for three months in either case. These are equivalent applications, and it would be out of pro- portion and discri.ninative to quote different rates in each cast, - ) that the table must be proved throughout to see that multiples check off correctly. The scale is worked up to meet any application for a distance of 50 miles a week, for four up to fifty-two weeks, which is more than will probably be re- quired, and ample for illustration. Extending Time on Unused Miles. — There are instances where, through sickness or some unforeseen cause, a ticket has only been partly used. It would be a piece of extraordinary illiberality if no provision could be made to provide for this on business grounds. Condition No. 8 meets the case. To make the extension rule thoroughly applicable, however, it will be advis- able to keep an officially indexed register, opening an account current with each purchaser, and thus be in a position, at any time, to grant an e. inuntliH 2.25 centH per mile and u •• >< II •{ <" <2 JO n •' " Difference, 0.16 which is 5 for each month from 3 to 6 , cts. p. mile. Therefore, 130 miles in fi months (2(! week») at 2.25 ^-- .S2.92.i0 Ami, " " " 3 " (13 " ) " 2.10 = 2.7300 If Other equivalent- distances are taken, the same rule will work out very approximately and could be made to do so exactly if necessary. EXAMPLES TO ILLUSTRATE lAHLE. 9 No. I. If in application were made for a rate for a contract ticket to entitle holder to travel twice a week (single journey rides) between A and 15, 10 miles apart, for a period of 6 months, t' calculation would be as follows : Two single rides a week of 10 miles each equals 20 miles a week ; And 20 miles a week for 6 months (26 weeks) equals 20 x 26 = 520^ miles. The rate per mile will be easily found at the sixteenth figure of the sixth column, namely, 1.38 cents per mile. Then 520 x 1.38 .?7.17C0. Or in even money -■ S7.15. This rate of 1.38 cents is, with the general standard of the table, easily capable of being placed higher if required, and as would probably be desired. 14 RAII.WAY PASSENGER TRAFFIC. That would be readily adjusted by the compiler if, instead of using s as a common difference, all through the table, he made this difference to vary from I to 5, using intermediate figures and graduating accordingly. In the example just given in illustration, suppose the holder of the ticket which entitled him to two single journey rides a week, as stated above, from some cause or other did not complete the mileage in the period required and •contracted for, and desired to have his ticket made good by extension for a longer period ; then if two single rides a week had been fixed upon, as sug- gested m the previous remarks on the fixed points, as the minimum allowed, his request would have to be refused ; but if the ticket he had in the first in- stance contracted for had entitled him to more than the minimum, the exten- sion could be, if thought tit, allowed by charging the difference between the rates given in the table for the long and shorter periods respectively. A register should be kept of all such transactions. No. 2. Some applications may call for a calculation of the following na- ture : Given A, B, C, three stations : DiHtancb A t<> U, 10 inilea U to C, 5 mileH A to C, 15 miles, and required a ticket for two single rides a week in either direction, good to stop off going or returning at A, H, and C respectively. Then : Price for A to ]{, lo miles (two rides a week), will be 20 miles a week for 26 weeks, at 1.38 cts per mile - $7.15. And price for H to C, 5 miles (two rides a week), will be 10 miles a week for 26 weeks, at 1.70 cts. per mile = $4.42. Total charge = $7. 15 -f- $442 = $11.57. Suppose, however, the application had been for a ticket between A and C only, not good to stop elsewhere : Then price for A to C, 15 miles (two rides a week), will be 30 miles a week for 26 weeks, at 1.24 cts. per mile = $9.65. And the difference between $11.57 and $7.65 will illustrate the charge made for stop-over privilege. It must be borne in mind that the table is given to illustrate the prin- ciples, and to afford a basis upon which, subject to data of a variable nature and circumstances found to exist elsewhere, suitable tables may be compiled. By experimenting with a view to improve the relative proportions of the table, for which room has been left in its compilation, a better idea will be formed of ilj^ character and capabilities for the practical application to the suggestions contained in these pages for the development of local travel. GENERAL REMARKS. Before concluding these remarks, the writer would like to imp -ess upon his fellow professional readers and others the desirability of taking rather an ac- tive than a passive view of the subject. Its social importance has been discussed, a practical methoci of applying the principles it involves has been presented and illustrated fully, and it now remains to impress its importance and aims upon those calculated to appre- ciate them. It is surprising how much the development of local passenger traffic as a very important matter has been neglected in comparison with the efforts in behalf of another class. Large sums have been, deservedly no doubt, expended on competitive trafific, involving rapid locomotion, which is RAILWAY PASSENOKR TRAFFIC. 15 very expensive indeed, and extensive advertising, which is also, with its at- tendant duties, a considerable item in operating expenses. These must be maintained actively where found profitable. Hut at the same time active thought should be bestowed upon this subject also for the very important reason that it involves no outlay to speak of, and means, if it can be safely developed, a higher proportion of net earnings out of a continuous expendi- ture for train service which varies but little from year to year. It must be honestly determined at the outset whether the community on any line travel as much as they would and could were larger facilities ex- tended, and having an eye to the careful protection of one class of travel as distinct from the other, whether it is possible without loss or injury between them, to offer facilities to any travel dormant at present for want of them. The conservative official will, no doubt, .it once commence by dreading the possibility of any such system as that advocated here becoming the means of taking the local travel at low mileage rates all round. He will demand, and rightly, that any system is dangerous which cuts his present mileage rate for ordinary travel down to low figures without positive certainty of such an increase in his total receipts as to make up the deficiency, and would, un- less he looked more carefully into the proposal, come to direct conclusions against it. It was on this ground that the social aspect of the question was made one of primary importance. The wants of society are not all where local travel is concerned the same as those of the ordinary local traveler. Society is not confined in its wants and capacity for travel to just that one class. Its necessities are varied, growing, capable of development in a direc- tion profitable to railways, if properly allowed for and understood by them. An unlimited cheap mileage system is by no means advocated here ; on the other hand, it is held that it is this very point on most lines at the present time which is so reprehensible. There is no reason, however, for adopting extremes. The actual working of the ordinary mileage system in its present narrow shape is one which it would be hard to defend on any grounds of cus- tom or otherwise. If any general system is adopted which maintains by its provisions and principles the careful distinction between occasional local busi- ness and constant travel, there is a nearer approach to perfection obtained than would otherwise exist. Where an arbitrary charge has to be fixed in place of a graduated scale, and nothing short of just one class of ticket for a fixed number of miles and at an invariable rate per mile can be permitted, it involves a confession of inability to meet the full demands of the question. Provision cannot be made for a number of cases which represent a large amount of dormant travel, and this involves, consequently, a loss of receipts. When the postal-card system was introduced and grafted upon the penny postal system, it was to provide for and draw out a distinct demand found by social observation to exist in the general conduct of business correspon- dence. It was not merely to divide up an already developed business. Its effects experimentally proved the wisdom of its facilities as a source of re- venue. Equally so will this be found true in the case of local passenger travel ; but certamly success will, in a great measure, depend upon the comprehen- sive scope of the provisions which are afforded. The penny post, the book and pattern post, the post-office order and sav- ings bank, and other provisions, are similar to those required by the public from a railroad ; but until it can be shown that the various degrees of travel, from the occasional to the weekly, daily, and con.-? ant, are met by proportion- ate provisions, there will be little prospect of similar development. Another very important social feature, the successful treatment of which means a rapid and healthy development of Passenger Traffic is discussed in the following thesis. REC'ONf) K.I) IT I ON. EXCURSION TRAFFIC. IlY J. FRANCIS I^EE. ■■'{■( .1 ,!M Reprinted ivith lievisiom from the " liaUnxiil I'nr.dte" New York, August, 1879. . , If the subject of Riiilroad I'assenger Traffic be dissected up into its compo- nent parts, and tliese submitted to the microscope of intelh^ent research, it will certainly be found that ^reat latent capacities exist for the increase of this traffic and the revenue to be derived therefrom. Comparatively stationary and dormant at present from the want of that thorough investigation and experimental test, which such a process would involve, yet there is every reason to beliv ■. that very rapidly upon the applica- tion of such a trial, a healthy progress would result. Each phase of the busi- ness, both in its present and prospective aspect, requires for itself a thorough analysis, for it is an incontrovertible fact, to use the words of a late editoria in the Gazette* columns, that "if there is any one thing in the history of American railroads more astonishing than the enormous development of their freight traffic, it is the stationary character of their passenger traffic." In case there should be those who deny the statements made in this article as to the stationary character of Passenger traffic, the following table will be documentary evidence which they must perforce admit. A'ew York Railroad Gazette, KXt'l'USION TIlAFllC. If CO Q < z 3 I Z o o < a; 12; CQ CO o CO 05 O O I I* 3 2 is I I ^- ^. I 1; ^ I ^ 5 I ^ t FY j? "g i 8 -" m ,i S ■i i 3 f i 2 1 b- rrrr ^:6 z ?. f> r> ^- .i v! ■£ ■£ ^ •~' <" fi pm ' i^ "* „ ''^ 2 ^- s 3 2 i i n i I,' i I -. I « i i' i 3 f: \i I 3 *^ i3 S 5 5 -5" 3 5? ;? S ?f ■ • "■ ^^ »-• (-t I i^l . % I :\ % ii I I $ 'fl *« S § § rt 'i n ■:g I .-' i t *i i a rf S i S S ? 2 t : »; *1 s-. -1 a s y, 5- t « ; 5 2 7J !;?' ^f -^f 5" o m » § ? ?i 3 ;:• 1; -o . 'i ^. ''" ■'■ '-: '•» s H I 2 '^ 5' ^' -' i s ?? i ^- S • I- 1- i? : ?; ?? 5 £ a. I >^' '■» « « •2" 0' if 1" f^ u-t 2 : 5 I' I 1 <2 £ ^ 5- E •a c o o X! 1 s .2 c 18 EXCURSION TKAFFIC. Now, an examination of the nature in question will demonstrate that this subject does not receive and has not received that kind of attention and study, on this continent at any rate, which, on comparative grounds, and with re- ference to its great possibilities, it can deservedly lay claim to. The writer took great pains to draw the attention of the profession to the position of another branch of passenger business by an analysis of its character and re- ciuirements, namely, that of local passenger traffic. The result of that en- deavour led to conclusions far from satisfactory as regards the causes for the stationary character of that traffic, and involved a confession amply testified to since, that the ordinary methods of operating the business fell very far short of the social requirements of the time, and in proportion as they did so the revenue from that particular source could not possibly be progressive from the very lack of social adaptation to the necessities of the case. The investigation has since been extended to ths subject of excursion traffic, a more important branch than is generally supposed. In order, however, to connect the line of research, the closing remarks from the previous investigation will be in place. " From a close observation of the causes which produce the large passen- ger traffic returns on the English railways, and which drew out so large a proportion of third-class traffic there, the writer is inclined with reason to believe that the principal cause is the very extensive cheap excursion travel which is so actively pushed in England, and for which the tariff is so far below the ordinary scale of fares. In this respect England is almost an ex- ceptional country, and has built up a system which is most profitable and worthy of a careful analysis by us on this side, to see how far it can be fol- lowed up in America." The writer had a firm impression at the time that a closer enquiry into the details of English passenger traffic would fully sustain the opinion then ex- pressed. The method of analyzing passenger receipts in England is some- what misleading in one respect, and that is the aggregating a large amount of undefined traffic under the head of third-class business. This class is credited with an enormous and most disproportionate increase as compared with the other two classes, and it has been difficult to find a reliable and full explanation and analysis of this traffic to account for its growth. The follow- ing, however, will be final, conclusive, and to the point ; — Sir Henry Tyler, in the year 187 1, in his capacity then of Inspector to the Board of Trade, drew up one of the ablest and most concise reports yet met with. After remarking that •' the total receips from passenger trains in- creased from £11,697,904 in 185810 £i9,3o-,9ii in 1879, he sums up the whole question of passenger receipts as follows : — '' The most important feature as regards the receipts from passenger trains is the increase of receipts from third-class passengers. While the receipts from first-class passengers have increased from £3,002,838 to £3,948,812, anc' while those from second-class passengers have increased from £3,527,377 to £4,935,542, those from third-class passengers have increased from £3,616, 192, to £7.473,727, or have,in fact, more than doubled. " The figures showing the number of passenger journeys by passengers of ditterent classes, point to results of an equally important character. While the number of first-class passengers journeys increased from 18,302,384 to 3'i839,o9i, and those of second-class from 41,693,280 to 74,153,113, those of third-class increased from 79,145,464 in 1858 to 224,012,194 in 1870 or were nearly trebled. The elasticity of third-class traffic has thus proved itself to be so great, and the results from it have acquired so much importance from their amount, as above shown, in proportion to the other classes, that it becomes an interesting question to consider whether, by what means and in ...hnf proportions the receipts from this description of traffic may be still what EXCURSION TRAFFIC. 19 ngers of While ,384 to those of or were tself to ice from that it and in be still further augmented." * * * << The excursion system indicates to i oine extent what may be done as ret^ards both pro/its to the companies and acilities to third-class passengers. There are many objections to that system as at present carried on, too frequently with extra or acting servants, inferior rolling stock, and inefficient arrangements. "*♦♦*** " By extending or introducing greater regularity into that system, and by cheapening and improving the third-class communication throughout the country, an impetus might be given to third-class passenger traffic, which would, by its results, throw the above figures, astonishing as they are, com- pletely into the shade." From this statement to the government of Great Britain at a critical period when the two rival questions of amalgamation and state purchase were upper- most, and under special discussion by the country, it is readily seen just what the great bulk of this so-called third-class traffic consisted of, and to what is really due the development of English passenger traffic. Traffic in Great Britain, whieh would otherwise have been comparatively stationary (for Sir Henry gives the increase in season-ticket and other special sections of the business), was thus marvellously progressive, and the particu- lar class of the traffic, or the social explanation of this increase, is that repre- sented by the name of "excursion travel." This is fully supported by un- professional testimony of an equally important and reliable character given just a few years prior to the year 1858, the year selected by Sir Henry Tyler. In Dickens' Household Words, in the year 1851 (nearly 30 years ago, be it remembered) when England was experimenting in the excursion field, prepa- ratory to the immense progress made in that quarter of the globe, with the remarkable results which have contributed to make the passenger traffic on the large English lines even mofe lucrative (in the gross — far more so in the net) than that derived from what wc call freight, and is there styled merchan- dise or goods traffic, the following occurs : — " For several years the Southwestern Railway Company were solicited to run cheap excursion trains, but for some reason or other refused to do so. At length a reluctant consent was obtained, though with many qualms as to its result. The (irst train started one fine Sunday last year with upwards of 1,500 passengers, which, in the short space of two months, gradually increased to 2,000, and ha 3 been steadily on the mcrease. It was considered that these trains would only answer on Sundays. The results of a Monday experi- ment were, however, that three excursion trains were running on this line at one time, consisting of netirly one hundred carriages, yielding a large amount of profit to the Ccmpany. It was thought, however, that although trains from London to Southampton might pay, the latter town would never be able to furnish a sufficient number to fill a remunerative train to the metropolis. In consequence, only a few ezoursion trains -vere started from Southampton to Lomlon, and those at fares double those charged in the opposite direction. The consequence was, total failure for want of patronage. At last the experi- ment was iried of an excursion train at the same fares as those charged from London to Southampton. The result was extraordinary. " On the morning of departure the neighborhood of Southampton was like a fair ; upward cf 1,500 persons took advantage of it to «i8it the metropolis. The receipts were £203 (over §1,000), and the expeuse of working by three engines did not exceed £40 (say §200). So complete was the success of these excursions, and so profitable were they +0 the company, that measures were immediately taken to provide extra accommodations. These trains, in fact, came to be regarded as regular and not an occasional source of revenue, it bevig fouiui thuf fhe>i aid not interfete tvith the ordinary tnilfic. ' ' On the Great Western line the results were beyond all expectation. The profit netted by the company was very considerable. Nearly 6,000 20 EXCURSION TRAFFIC, persons were conveyed ou the first cheap trip to Bath and Bristol. But, however gratifyinsj all these facts may be (and they are rendered still more so by the preparations at present made and making by several railway companies to accommodate the public with excursion trains at considerably reduced fares), still we can only accept them as instalments of what must eventuiiUy be done. It has been prognosticated by those thoroughly con- versant with railways,and e(iually so with rvrithmstic, that a railway Kowland Hill (the inventor of the penny postal system), will yet arise and organize periodical excursion trains to run similar distauc-s in the mileage between London and Brighton (say fur simplicity, GO miles) for the small sum of sixpence. "If omnibuses ' can rattle over the stones' for two hours for sixpence each passenger, and, after deducting the expenses of coachman, conductor, horses, and the wear and tear of the vehicle itself, still yield a good profit to the proprietor, a railway train only occupying the same time in the journey, stufl'edfuU of sixpenny passengers, would yield a handsome profit."' Thus, all lost thirty years ago, when population was not in Great Britain at all ecpial to that at present, this question of an excursion system was tested experimentally and practically. It grew up, not in a mere haphazard way, but as a well defined system, carefully considered on its social merits, liberally conducted on its prosjjective results, and progressively handled with reference to the social capacities and demands of the times. The very objections raised now in America were raised and settled then by experiment and observation, and the result was the existence, accepted and proved, of a distinct class uf traffic, apart from any other. This left the elements of passenger business divided into "individual" and "collective," and from these an interu)ediate .iss or phase grew up which may be fitly styled "individual constant tuivel" as distinguished from "individual occasional travel.' The possibility of cheap and regular ex- cursion business interfering with ordinary was settled conclusively in England, and under far more adverse circumstances, by reason of the extent of the country and nature of the traffic, than in .\merica. It is sur- prising to find this argument socununonly raised at the present time, and it is only an instance of the want of recognition and due appreciation of the habits, demands, and characteristics of passenger business in relation to social surroundings. A more complete solution for the mysterious want of progress in Ameri- can passenger business it is hard to realize than that rendered by an in- vestigation into the philosophy of excursion travel. It is to all intents and purposes a very thorough solution of the (juestion, and just what might be looked for. It further sets on one side the supposition that any classifi- cation by physical methods into such classes as are required in England can actually develop traffic in America. No traffic will be developed in that way. The bulk of British traffic is all of one class, as regards progress, and no matter whether one class of cai were used or another, there would still re- main apparent the fact so clearly proved by experience, that classification has not producedthe results in (piestion, and that in more recent years the tendency has been, in England, in just the opposite! direi^tion. For really laige results one class must be looked to— the agricultural and industrial class— the social third class of Great Britain corresponding to the workiu!,' class on this continent, and with this exception, that there is a far richer field in America than in (ireat Britain for t\v'^ business. The following lieadings involve the really salient features of the subject from our point of view, and it will facilitate the investigation to subdivide it accordingly. First— Population and its influence on an excursion system. EXCURSION' TRAFFIC. 21 Second — Tlie fares and earnings from excursion traffic. Third — Accommo(lation. Fourth — General remarks. extent ia sur- and it of the 1 to social tural and ,ng to the :e is a far 1. INFLUENCE OF POPULATION. The influence of population under various circumstances is a question svhicb, when advanced as an objection and obstacle to an extensive traffic of accunii'lated numbers of the public at special seasons dictated by social .Itmands, may be readily decided by a consideration of the manner in which an excursion system should adjust itself to suit the varying conditions of society which exist. An agricultural community affords one form, an industrial another distinct from it. There are peculiar social proclivities attaching to each, and any one arbitrary system for drawing out the mass in either case will prove to be a failure. The strongest lever, no doubt for working upon the agricultural clas-s is that of co-operation with the various social organizations on the basis (if a division of the profits for the mutual benefit of such societies and of the railways working with them. Individually, separated by distances, the bulk of an agricultural community has very little inducement on the mere holding out of cheap fares to make excursions systematically and frequently, and except on public national holidays, it will be found almost impossible to draw them out in numbers without the aid of some such influence as can be fxerted by the more prominent social organizations with which they are con- nected. In agricultural communities the co-operative system will be the best to start with at any rate, and as a system it will live and progress. It has one great feature especially in its favor, and that is that by means of it the ci immunity make known their wants in this respect, are in a position to give a t,'narantce to cover the actual cost of train service, and can be depended upon for an ascertained number turning out. It removes the risk of actual liiss, dictates the capacity of the people in respect to the price or fare, and assumes the position of a temporary active agency for the railway in localities otherwise impossible to reach. To suppose that an ordinary travelling pgent in such a country as we are considering could cover the ground in any such way as this is absurd. He might take a tour or two and do good work there in assisting the societies, but to fill their places he would be entirely useless. Sii much for agricultural communities, where population is thin. In more piipulous regions and industrial centres the co-operative method combined with the independent will fully succeed ; but to throw over even then the co-operative principle s'^ogether, is entirely wrong— and ie just such an instance as the writer has in mind when he speaks of a lack of social obser- vation and capacity to meet social wants. A society with a membership of .say 5,00() active persons coming to a company with a guarantee for 1,000 at a rate of so much a head is a distinct feature in the business, and the correct line of reasoning would be, not that the company can draw a crowd indepen- ii( ntly at a chi-ap fare itself, and therefore prefers to do its own business, h>it that this is a distinct social purpose ofa special natur(> influencing a very large section of the community, and that this influence has a force and value, and if used in another direction will neceesarily draw very largely and much more so than a cheap fare put out regardless of any social influence or attractions. As a society, the circumstances are entirely distinct from anj othirs. and as regards the most profitable way for a railway to do the businesa there is no comparison to be made- the results are always greatly in favor tly of societies or foreign co-operaticn, * without throwing over those which an instance of tlie iiiiul referred to above will afford, ana they are or should be just such opportunities as the influence of attractions of an artitioial or natural character can give, and which it requires no organization to produce traffic from. However, as an all-round system the social or>;aniz:vtii)u <. i-operatiug with the railway is par excellenoi the revenue-earning system, and .-annnt be too highly recommended. Satur- day round trips and season tickL•t^ >-ill do the rest, if properly arranged for, but nothing can take the place of thv- social intliience exerted by an organ- ized body. 2. TllK FAKES IMU EAUNINCJS. Given any particular excursion undertaking, tlie question of its success will very much dejiend upon wh-ithor the cost of the service will admit of a price being ])!it upon it within tlie reach of the majority. To feel the public pulse and decide the most protita'ilo price to .sell at recjuires much observa- tion and experiment ; but unless any item of an excursion policy will b-.-ar the operation it involves at a jidpular price, it will be better to drop it out and concentrate energy and material on such items as will stand the test. A common misconception prevails that there is very little profit in passen- ger business, because the gross earnings therefrmi are so much smaller than ,'• for the freight. The truth of the matter is that the contribution to net earn- ings on the roads in the best populated sections of the east is much larger from the passenger branch than from the freight, and this too is the case without any special eftbrt to create or develope traffic. The cost per mile, is in these days high at 75 cents a mile for passenger train service, and if the cost of running a passenger train be compared with the possible profits at very low rates per head, the result is very surprising. The cost is relatively small, and the earnings can be made at half a cent per mile per passenger, under ordinary excursion circumstances, an immensely good investment. The most useful excursion tariff is one constructed with the rates for vari- ous mileages for various given number of passengers. Thus, for a distance of ten miles, taking the cost per train mile at a liberal estimate, to tariff the cost per head for say 50 passengers up to the maximum number which could be accommodated on one train. .Allowing for the sake of illustration, one dollar per mile, and the number of cars (capacity per car 60) at 10 to a train, then for a distance of 10 miles each way (20 miles) the tariff would run as follows : Train mileage. $20 ; cost per head for 50 pas- sengers, 40 cents ; for 100, 20 cents ; for 150. 13.3 cents per head ; for 200, 10 cents per head ; for 300, 6.6 cents per head ; for 600, 3.3 cents per head. In any case a guarantee of $20 covers the entire cost, and the last column should give the fare per head to be charged to make the operation profitable. The tariff must be made subject to all the influences of cost of transporta- tion which decrease as a rule as time goes on, and must be as close to the . actual position in respect thereto as it possibly can. The question involved in regard to fares and earnings is rather what the public can afford to pay than what the railways may prefer to charge, and it must be regulated accordingly. To-day a very common impression maintains that the moment a railway goes into the excursion business at popular prices, away goes its hold upon ordinary business. This is erroneous and narrow ; nothing could be more so. Ordinar:,- business has nothing whatever in common with legitimate excursion business, and, what is more, an excursion train of 1,000 people— a not uncommon thing— does not cimsist of ordin&y papsengers nor of passengers who would otherwise have gone away at orl^ary fares. There is great inconsistency in this common objection, and the very best proof EXCURSION TRAFFFC. 23 of its ntter weakness on social or profitable grounds is to bring it to the test of experience. Great centres of industry are within easy distance of great natural and scenic attractions. The busy hum of the manufacturing cities is not far iway from that of the templing sea-shore in many parts of the Continent, but to suppose for a moment, after years of solid experience, that such a suggestion as the injury of one class of business by the other would in tiicse days have any weight, is an approach to primitive misconceptions of .social capacities. The particular circumstances of each community will dictate its capacities, and where the mass is reachpd by a popular excursion the very idea of ordi- nary business from a few i.idividual travellers being affected thereby is not worth a moment's thought. The point is to choose the more profitable of two undertakings, and not to refuse to make^oOO for a railway by a popular excursion because it might have been jus: possible to have made $100 without it. (Ordinary business on such occasion, if less profitable than the other, must in common sense give way. The argument is so unommercial in its rharacter that it ought never to have been found necessary to meet it among tliose whose profession should find them especially able in sifting out the iiHTits of such peculiarities in the conduct of this traffic. All the tariff- miikiiig, rate-manipulating in the world will not create new, fresh travel ; it will merely either demoralize or contract traffic already existing ; new ideas, broader views, with deeper study and closer observation of the tendency of humar. nature and society from Mnie to time, must constitute the passenger su])erintendent of the future. Every available chance to amalgamate the interests of a railway with the prevalent aud varying demands of society must lie carefully seized upon and profitably controlled. The opportiini'y will always, as history has proved again and again, be there ; but, if the power to appreciate it and adopt it is wanting, dormant as !i consequence, must be the results. That society requires recreation and travel combined is an established social That society is not a combined commercial travellers' association is also a social fact — travel ing merely bjcatiso (7 has to. That, in addition to ordinary individual travel, there is a large amount of collective travel is a fact which experience in any and all communities has anii)ly proved. That short excursion travel, cheap and rapid, founded on the great desi- deratum for industrial communities, constant and frequent chmuje of scene, is a social item, is proved by the mf)8t ordinary observation. Finally, that society is composed of numerous and varying elements, re- i| uring education, study, and tiste to appreciate and utilize them, is the ^iimvuim iotnm of the whole stibject in this direction. Considering the profitable character of this u.i.^inesa, it is surprising to any one who has", like the writer, been closely connected with its practical opera- tion, and originating over a large section of the continent an excursion system, that action has been so slov. There has been for many years past a largo unearnei payenger revenue, and the responsibility for this is not small. Cheap travel for the many is rapidly becoming a necessity in America if railway revenue is to progress, and a verypromising one it is. In what way, It becomes a question, are we to provide for an.l encourage it ? Many who read this article will avoid their responsibility by the excuse that what has, after years of success, been accepted in England, affords no inference as to a similar result in America. Thit such a conclusion is proven wrong by the test of actual experiment in CanacJa, and doubly so by any one who has studied their profession in the l^iiropean as well as the American schools, is sufficient answer to this. 24 EXCURSION' TRAFFIC. The fact of the matter is that the Excursion tieid in the more thickly popu- lated sections of the United States is one of the least developed, the least understood, and yet the richest possessed by any railways in the world. No wonder American Passenger Traffic is dormant and stationary. There is eveiy reason why it should be, so lonj,' as the social surroundings are steadily ignored, and the science of traffic organisation so weak. Is there any sound reason why the eastern and western trunk lines tappmg such manufacturing centres as New York, lioston, .Springfield, Albany, Rochester, Buffalo, Detroit, Cincinatti, Cleveland, Chicago, St. Paul, Minne- apolis, and others too numerous to mention, should not, considering the thousands of well-to-do citizens in these centres and the absence of that pov- erty which prevails amongst the masses in i;ngland, achieve greater results from a well organized and adapted system of excursit)n traffic than in the old world. The thickly populated States east of the Missouri River, are virtu- ally undeveloped as far as the richest source of revenue for this branch of the Railway service is concerned, and Canada stands alone as an example of a thoroughly developed traffic territory, in respect to fulfilling the many privi- leges and duties of a railway system towards the public. If the great railways entering such centres as Chicago, Cleveland, etc., would realise that it is quite within the scope of their commercial and social progress, and duties, to organise pleasure centres, located at easy distances from the great cities, whereby traffic may be developed, a source of revenue 'would be thereby undoubtedly opened up, and society benefited thereby. People like to go away, they like to travel. If there is a Crystal Palace near London, they will go there by thousands notwithstanding the magnifi- cent parks and other attractions of the greatest metropolis of the world, and did our trunk lines in this country go ahead and organise similar pleasure centres, the best kind of results would follow. The country must be brought into the city, and the city into the country, and the cheaper and easier that is made the larger and more rapid will be the growth of traffic and revenue. Let the railway manager study society and its needs and learn to organize. 3. ACCOMMODATION AND OPERATION. Probably one of the greatest drawbacks to an otherwise almost perfect sys- tem of car service is occasioned by the unwieldy and expensive character of the rolling stock in proportion to the actual wants of the passenger business. If the average capacity of passenger trains be compared with the average accommodation occup'ed in them, and the dead and paying weights com- pared, the result is far from gratifying or complimentary to railway intelli- gence. If a railway were a benevolent institution, purely charitable, noth- ing could be more conducive to excite pity and sympathy for its condition than such results as these. If any one will take the trouble to liunt up the last report of the Massachusetts Commission, he will find the facts such as they are, that is the average load per car is only about 50 per cent of the total accommodation. It simply amounts to this : That an utter want of economy predominates and what there is to counterbalance it, it is hard to see. As far as comfort is concerned for ordinary or regular traffic, let any one ride through a whole night in a well-filled, ordinary first-class car, with no support much above the centre of his spinal column, and he will fail to see just where the advantage is, either to himself, the public or the corporations. Again and again, it must happen that a car to accommodate 50 or more, and proportionately heavy, is added to accommodate half or less than that number ; and the re- sult of a year's actual working will simply be the rendering inoperative of a large amount of expensive car construction, the hauling of a large amount of LOCAL AND PLEASURE EXCURSION TRAFFIC. 2;') dead weight, and the loss of a large amount of money from lack of rolling- stock to accommodate all the excursion business offering or capable of bein" operated. " The rolling stock should be adapted to earn, not lose, money. 4- flENEKAl. REMARKS. The question may be asked, how would you start inlo test this question of I'.xcursion Traffic on an untried road. Well, there are school, church, masonic, social or some special organiza- tions m every quarter where the Anglo-Saxon race exists. These organiza- tions will meet you half way, and will rapidly help to build up what will in time become a permanent form of traffic. To the Masonic organizations an excursion in which the profits are divided and the whole energy and force of the order is acting as an agency for the railway, the proposition to run an excursion will be acceptable. The co-operative plan is the secret of success. Gradually one and all the social organizations will desire excursions, and the difficulty will be to supply sufficient cars for the business. A careful record should be kept of the origin and history of each excursion, of its expenses, entering each in suitable columns, and of its gross and net results. On a large road an excursion bureau or department is desirable whose special duty it shall be to work up the business socially through the com- pany's agents and otherwise. Keep a clear distinction at any rate between foreign excursions and local excursions, between excursions taking people away from home for a tour and excursions for the many for short distances, at low rates. The two are dis- tinct and arise from distinct social demands, and are not to be confounded at all. Do not, let your lack of social analysis be the means of turning all your regular business into cheap long trip and long date excursion business. Long trip excursions are all right, once or twice a year, for holiday tmirs for tourists, but are an entirely distinct class of social travel from the excursions of the working classes. EXCURSIONS IN CANADA. Probably no more stringent test of the capacity of such a system of excur sion traffic as that advocated in the foregoing remarks could be found thin that presented under the social conditions which maintain in the Dominion of Canada. Most people would say there was very little if any scope, espe- cially in the Eastern section, for successful experiments in that direction. From the writer's personal experience, however, while engaged in the orsjan- ization of a permanent system, the results have justified very different con- clusions being drawn. Daring the comparatively short period since the first inception in Canada of a defined policy — some five years only — the most con- vincing experiments have decided beyond a doubt the great capacity in the country referred to for the development of passenger traffic. These experiments were sufficiently decisive to lay the foundation of what has since become a distinct and growing class of railway business, from one end of the Domini(m to the other. The greatest success, both in point of numbers and revenue, was achieved under the cooperative principle, which the writer has described already ; and it may be fairly said that it was due to this policy that such a rapid growth was achieved. In the spring of the year 1875, the first experiment was made with the distinct object of setting a fjuestion at issue at the time as to the capacity of what was held by most t(i be an entirely non-producing excursion section for this new line of busi- ViCTORlA. D. C. 26 LOCAL AND PLEASURE EXCURSION TRAFFIC. iiess. Under the anapices of the Methodist Churches, with a guarantee to cover the actual cost of train mileage for special service, and a scale of faros averaging a cent a mile over a territory of some 150 miles, an arrangement was made for a co-operativo excursion on a percentage division for the benefit of the various church funds concerned. From 80() to 1,000 persons took part, and the financial results were exceedingly successful and surpsising. During the course of the year 1875 a limited number of very well paying ex- cursions were run from various quarters until the capacity for the develop- ment of business was made matter of fact. The following years, especially in respect to the co-operative class of excursions, showed great success. And it will be found that during a series of years of great financial depression both in Canada and the United States, while the local passenger receipts fell off to a startling extent, yet in Canada the aggregate receipts were very evenly maintained by this particular means, leaving a far more favorable showing in proportion than elsewhere. It WIS difficult often at the time in which the first experiments were made to convince those who were not in a position to view the traffic field all around, that the falling ott'in passenger receipts was not due to the running of cheap excursions ; but as time wen*^ on, and each section had an oppor- tunity to thoroughly sift the question on its actual merits, it was found that where ordinary traftlc would not continue from the stagnation of business, and people would not travel for business purposes where business did not demand it, they might be found to travel for pleasure on the cheap excursion policy. Moreover, it was, after a time, decided by the general opinion of the most experienced men that the one class of traffic was distinct from the other, and was comparatively independent of it. The large numbers who participated again and again more clearly defined the distinction. For it was in the year 1877, June 2Gth, that as many as 1,172 persons took advantage of the first cheap excursion run from Eastern Canada to visit the Falls of Niagara. The gross receipts amounted to some 80,000 on this occasion. This was tried with equal and greater success on several occasions, and might be so to-day. The policy spread in fact from that time to the Western section and has since grown there to very large dimensions. Schools, societies and church bodies, one and all, to-day have adopted the custom of an annual holiday excursion, and nothing more is ever heard of the old complaint that ordinary business was injuriously affected. Making the guarantee of a number or an amount a sine ; TRAFFIC. If it be argued, as it has a${ain and a^ain, that it is nnadvisable to farm out the revenues of a railway in the way which a co-operative system induces, let it be clearly appreciated that where there is a sutHciont and an e(|uitablo quid pro quo there certainly cannot be any farming out of the tratHc. That there is s\ich a