* * * zºº * .*.***** * * * # * , , ; º | - º - - - - º - - - -º - - - - - - - - | º º º º - - . º - - | - - - º º - - - - - --- - ș , º ~ er, ~~. liansportatioh .t - - library TE bl () , H2 + A HAND-BOOK GUIDE - RAILWAY SITUATIONS: INCLUDING THE COMPLITE SYSTEM OF | RAILWAY ACCOUNTS AND RETURNS; TO WHICH ARE ADDITIO WALUABLE HINTS ON COMMERCIAL EMPLOYMENTS GENERALLY. CASSELL, PETTER, AND GAL PIN, LA BE L L E SAU W A G E Y ARD, LU D GATE HILL, E.C. UNIFORM WITH THE PRESENT WOLUME. Price One Shilling each ; free by post, 1s. Id. HAND-Book of EMERGENCIES AND ACCIDENTS; con- taining a great amount of Useful Information. HAND-BOOK ABOUT OUR PETS; with Hints as to their Proper Treatment, &c. HAND-BOOK OF DOMESTIC RECIPES, ; Cookery, Preserving, and other matters important to every Househol ELAND-BOOK OF ELOCUTION AND ORATORY ; being a systematic Compendium of the necessary Rules for obtaining proficiency in Reading and Speaking. HAND-BOOK OF NATURAL PHILOSOPHY; being a popular Guide to Physical and Experimental Philosophy, from the simpiest Ele- ments to the Phenomena of Electricity and Magnetism. HAND-BOOK OF AMUSING AND INSTRUCTIVE EXPERI- MENTS; containing an endless variety of Winter Evening Amusements, including a great variety interesting to Youth. HAND-BOOK OF INVESTMENTS: a Complete Account of the Public Securities, Railway Shares, Foreign Stocks, and other Investments, Explanatory and Statistical. HAND-BOOK OF CHESS AND DRAUGHTS: containing a clear Exposition of both Games; Laws of Chess; Technical Terms; Ad- vice to Young Players, &c.; with an Account of Polish Draughts. HAND-BOOK OF BOOK-KEEPING, by Single and Double Entry; including Examination Papers appointed by the Commissioners for the Civil Service, and a specimen sheet of the Treasury Journal. Ruled Account Books to Ditto, extra, ls. 6d. each set. HAND-BOOK OF BUSINESS: a Dictionary of the Terms and *::::::::: used in Commerce, and Tables of Foreign Moneys, Weights, &lºlº ºleºul reſº. HAND-BOOK OF ETIQUETTE; being a Complete Guide to the Usages of Polite Society. HAND-BOOK_OF THE CIVIL SERVICE; being a Complete Guide to the Examinations for the Appointments to the various Depart- ments in the Civil Service, the Method of Appointment, &c. HAND-BOOK TO THE LATIN GRAMMAR; being a pular ºniº, designed to remove the first difficulties from the i. pat - Cassell, PETTER, AND GALPm, London AND NEw Yomi. J.-- fºrÇ : : *\ *- PR E F A C E. --O-- IN the following pages much information is given which, it is not doubted, will prove highly valuable to Candidates for Railway Employment. The forms of Railway Accounts and Returns will make the reader acquainted, in a general manner, with the duties that must devolve upon him if suc- cessful in his endeavour to obtain an appointment; while to those in office these models will prove equally serviceable, by affording a general idea of Railway business, and of the duties proper to each department of the Service. As the details have been supplied by a railway official, the accuracy of the whole may be considered as fully guaranteed. The hints which follow on Commercial Employments gene- rally are necessarily of a less special character. It may be very fairly assumed, however, that any young man who has become master of all that this Hand-book contains, is much better qualified than he otherwise could have been to seek employment in the several directions here indicated. General hints are all that can possibly be given; but a certain vantage- ground is thus secured, which many, it is trusted, will be able to turn to good account. A 2. C O N T E N T S. - ©- PAGE INTRODUCTORY HINTs ABOUT RAILWAY SITUATIOxs .................. 7 The Porter............................................................--------------- II. The Policeman .................................................------------------- - 12 The Guard ........................................................................... 13 The Inspector ............. & ſº e º & s ſº º s ºr e s tº dº º ºs s & e º ºs º dº is a e s p ∈ is is ſº e s as º ºs º is a sº s ºr tº sº e º 'º tº º sº e º º ºs ºf I3 The Clerk "............ ~~~~ . I4 The Ticket Clerk ........ ſº tº tº e º ºs s is ſº e º ºs º is ſº e º 'º º sº e s is a tº º e º 'º ſº e s is a tº dº & © in gº tº dº º is is tº dº º is e º is tº e º 'º tº gº 14 The Train Book..................................................................... 16 Excess Fares ........................................................................ 17 Account of Excess Fares......................................................... I& The Daily Return.................................................................. I9 Daily Cash Account............................................................... 19. Summary Book................................................................... ... 20 The Abstract ........................................................................ 22 The Parcels Clerk................................................................. . 2; Parcels Way Bill ................................................................ ... 25 Parcels Abstract .................................................................. 20; The Goods Department ......................................................... 28 Consignment Note ............................................................ ... 30 Statement of Invoice, when Dispatched from the Outwards Station & Statement of Invoice, after being Checked by Porter and Clerk at the Inwards Station............................ 34 Register of Invoice Book 36 ‘Vl CONTENTs. Porters' Settlement Book ......... |PAGº Goods Cash Abstract .................. 7 Goods Detail Sheet .............................. 39 Cash Book *-, wº tº e º e & Cº. ºº & º ºs e º ºs e º e s as a e º a e e s = e º se 40 Signals.............................................. ſº ºn tº tº º e g º g º C. § e º gº º sº e g º ºs e e s & e º 'º º e s sº º 42 Table showing the rate per Cwt. at a given rate per Ton ............ 44 List of Railways; their Extent; the Names of Secretaries; and sº. the Chief Office of each BINTs on CommuencLAL, EMPLOYMENTS IN GENERAL............... ...... ** GUIDE TO RAILWAY SITUATIONS. IN proceeding to describe the various fields of employment thrown open to young men desirous of engaging themselves as clerks, or in any other subordinate capacity, the railway system of this country naturally suggests itself as one of the most important. An organisation which numbers more than thirty thousand salaried officers, and not less than one hundred and forty thousand servants, must present as many opportunities to suitable candidates for employment as the civil service of the nation at large. But this service possesses the farther advan- tage of being more approachable by the majority of persons seeking employment than the service of the State, since personal introductions are more easily obtained, and persons having the necessary influence are more closely associated with the middle classes and with trade. In these pages, therefore, we shall endeavour to give those who feel any inclination for railway life an insight into the duties connected with it, a clear idea of the system of railway accounts, and a sufficient knowledge of railway matters in general to enable them to take the necessary steps to obtain the occupation they seek. In employment of this kind there is much to amuse and instruct. It is an exciting, yet an agreeable occupation, and seems to impart an air of independence which is not attainable in many other vocations. Still, with all its charms, the railway officer has his unpleasant moments; many disagreeable incidents come under his notice, and many disagreeable passen- gers annoy him. Threats of a report to his directors, for simply discharging his duty, or of a “letter to the Times,” complaining of matters over which he has no control, are not of rare 8 GUIDE TO RAILWAY SITUATIONS. occurrence; but it is scarcely worth while to permit such triviali- ties to disturb the mind. Equanimity of temper, calmness, and decision are attributes which will prove of essential advantage to the railway officer. Promotion is an incentive to exer- tion, and perhaps there is no other source of employment in which it is more justly meted out. To be sure, favouritism and interest sometimes usurp the place of honest worth, but a comparison with the course pursued in other public offices will tend to render railway situations popular in that t. P. on the broad gauge, and on many of the narrow gauge lines, dismissal and promotion are vested in the directors only, so it is with appointments; hence the application of candidates should be addressed to the secretary of the line to which it has reference, with whom rests the issuing of instructions to the applicants for their attendance before the directors for exami- nation. If the influence of a director can be brought to bear, so much the better; but, whether it can or not, it is indispen- sable that two or three testimonials from respectable house- holders, merchants, bankers, or persons filling prominent posi- tions especially, accompany the application. A complete list of the several lines, with the proper name and address of the secretary, is given on page 46. The term “examination" is, to many, of formidable import, and has, doubtless, awed some to a relinquishment of their chance of success; but this is an erroneous notion. A candi- date's qualification would be supposed to be correctly given in his credentials; the form of examination, therefore, generally consists in his first writing his name and address, and, if he be a candidate for a clerkship, the solution of a simple arithmetical question might be propounded. He is then, perhaps, questioned as to his former employment, why he ceased to continue it, and the amount of salary he received. This is the substance of the exami- nation. If the result is considered satisfactory, his name is regis- tered on the list of approved candidates, and when a vacancy arises he receives orders to proceed to the station at which he is required to officiate. This is termed the appointment. Immediately he undertakes office his pay commences (Porters, Police, and Guards are supplied with clothing in addition to their pay); and now it rests with himself in a great measure as to the pro- gress he makes in his new capacity. Intelligence, steady habits, GUIDE TO RAILWAY SITUATIONs. - 9 obedience to orders, and attention to duty are invariably re- warded with advancement; but neglect, on the contrary, sub- jects an officer to suspension from duty, or (if a Porter, Police- man, or Guard) to fine or dismissal. We must bear in mind . that to prevent neglect of duty is to avert accident; and we cannot be surprised at the directors assuming a severity of temper in dealing with cases that would be likely to endanger the lives or property of the public. Each official is intrusted with great responsibility; and a breach of discipline might be attended with consequences of such a serious nature as would scarcely be contemplated. Still, as previously observed, en- couragement is held out to the deserving. Advancement is as certain to the ordinary well-conducted Porter as to those of more elevated rank. On many lines, a certificate of good conduct is given to the Porter for insuring increase of pay at the expiration of three months from hisjoining the service. Continued manifestation of diligence and integrity soon procures for him a distinct position —for instance, that of Office, Parcels, or Foreman Porter, at an advance of pay commensurate with the increased responsibilities. Still progressing, the post of Station Master of a minor station Inspector, or Goods Guard is selected for, and filled by him; an in like manner the Policeman moves from one grade to another. When qualified for the situation, that of Switchman is con- ferred upon him, at an increase of several shillings per week, with a bonus of five pounds per annum for good conduct, and a yearly increase of one shilling per week until his wages reach the maximum. He, too, may aspire to the above preferments. Passenger Guards are on some lines appointed as such, whilst on others theirs is a situation that is esteemed a promotion from those of Porter or Policeman. They are classed under three heads—First (or head), Second, and Third. The former has the train entirely under his charge, and the others, acting as assistants under him, have different duties assigned to them, but all are supposed to work in harmony with each other. For all the liveried servants a benefit society is connected with most of the companies, to which each man is compelled to contribute a small amount monthly, as a provision in case of old age, sick- ness, and death; and a fund for the assistance of the widows and orphans of members is associated with it. Clerks have also their steps of gradation; the elevation to Station Superin- 10 GUIDE TO RAILWAY SITUATIONS. tendent, District Superintendent, and Superintendent of the Line not being considered unattainable by them. Preferments, however, may not always keep pace with one's expectations, and we experience chagrin. This is the case in every vocation; but it must be admitted that merit and ability, independently of interest, have accorded to them a certain amount of consideration in railway employments which may not be conferred to the same extent in many other public situations. Promotion on the line is of frequent occurrence. Some of the officers move with rapid stride; and now and then we hear of one who once filled the lowest office exalted to the other extreme. Another good feature in the railway service is, that the tenure of office does not altogether depend upon the caprices of an individual. If a serious complaint is made against you, your case is fully investigated by the directors, before whom you may defend yourself, and their decision is generally based on the true merits of the case. The Porter, as well as the Superintendent, participates in this privilege (for privilege it certainly is). To be an efficient railway officer does not require an extraordinary amount of talent or of learning, even in the case of a superintendent; but penetration, coolness, ability to correspond, and application to business, are assuredly necessary. It has often happened that persons of superior attainments have, after many years' standing, scarcely soared above their original position, whilst the course of the less educated has been distinguished by rapid progress. But trace the cause to its source, and it will be discovered that, with the former, there is a want of attention to business, or else the more solid and useful branches of education have been sacrificed to the cultivation of more classical accomplishments. Some of the forms may appear complicated and difficult to comprehend; but perseverance, and a more familiar acquaintance . them, will dispel such notions, and their simplicity will excite our admiration. Previous to entering into a description of the duties assigned to the different classes of officials, it may be remarked that each servant has, on becoming such, a Book of Rules presented to him. In this book are instructions for signalling trains, the means of precaution to be observed, and other regulations for the efficient working of the line. Each man is therefore made cognisant of the duties which devolve on all, although he might not be competent to GUIDE TO RAILWAY SITUATIONS. 11 discharge those not included in the sphere assigned to him- self. So fully are cases which are likely to come under the notice of the Railway Officer treated of, that accident can scarcely ever be attributed to ignorance; but should ignorance be at any time advanced as a plea for pardon, the individual, rather than the Company, would be culpable. He is requested to make himself thoroughly acquainted with the signals and rules, and, if he neglects to do so, on him, of course, descends the blame. It cannot be too strongly impressed upon every one becoming associated with railway service to make himself conversant with the nature of his responsibilities. It would be wise in him (and he has abundant opportunities for doing so), not only to qualify himself for his own, but for a superior position in the service. On the broad gauge and some of the narrow gauge lines, the liveried servants of the Company must be of a stature varying from five feet six inches to five feet nine inches, and under thirty-two years of age; but on others they are appointed irrespective of height or age. THE PORTER. The members of this section of the service usually undertake office at fifteen or sixteen shillings per week. . After the lapse of a few months, if his superior officer finds that his conduct justifies his recommendation for an advance of pay, he acts accordingly; and if his original duties still devolve upon him, a shilling per week is added to his wages; but if he be raised to the rank of office or rcels porter, the pecuniary advantages are more considerable. iscipline and order are highly necessary in railway situations, and perhaps in no department of the service is it more publicly evidenced than in that of the porter. When a train arrives, no excitement. or confusion is traceable. Each porter has his allotted task, and, so perfectly is the system organised, the heaps of luggage which we erewhile observed on the platform are quickly transferred to the train, and the train is dispatched. Attention is now given to the equally large mass of luggage which has arrived by the train, and within a few minutes all is calm and quiet; bustle and excitement have subsided; there is scarcely anything there to denote the exist- ence of life or business; the trains arrive and start, and thus 12 ... GUIDE TO RAILWAY SITUATIONS. happily the time goes round. A burly traveller, a testy old gentle man, or a fretful old dame, may sometimes prove an ordeal to yout temper; but these incitements to anger are counterbalanced by more pleasing associations. We know it is advisable in all public officers to exercise a control over their feelings, and in none is it more necessary than in the railway service. It would be well for them always to have in remembrance the old proverb, “Slowness of speech turneth away wrath.” These remarks are called forth by the generally received opinion that railway officers are off-hand and discourteous in their manner. We know that, from the very nature of their occupation, their replies must be concise. Time will not admit of their being moulded into flowery or lengthened speech; still they need not partake so much of that harshness and bad grace which often characterise their delivery. The *: are distinguished according to the department in which they are engaged, as the parcels porters, the passenger porters, and the goods porters. Included in the two latter are generally one or two foremen, or head porters, to whose orders the others conform; the duties of each man having been previously regulated or confirmed by the superintendent. T H E POLICE M A. N. The duties of this department are not so multifarious as those of the porter. The collection of tickets from passengers arriving by trains, and the keeping watch over the company’s premises, are charges he is intrusted with ; and in some cases he has to attend to signals and points; but at the principal stations men are ap- pointed exclusively to the latter duties, and are termed pointsmen or switchmen. What we mean by points are movable rails, worked by switches, for the purpose of enabling the passage (or, in railway phrase, “shunting”) of a train or trucks from one line of rails to another. The switchman has then to attend to them. They must not be opened or closed but by him, nor must trains or trucks be “shunted” unless with his authority and in his presence. He has also the care of the signals; the admission of trains into the stations and the stoppage of them resting with him. There is not a more responsible office in the service than that of switchman—the lives of hundreds of individuals are, as it were, committed to his keeping. As so much depends upon him for the proper arriving of the trains GUIDE TO RAILWAY SITUATIONS. 13 in the station-yard especially, he cannot be too careful; and as an encouragement to the faithful performance of his duties, a premium of five pounds is given him yearly, if his conduct for the last twelve months has been satisfactory, and, in addition, an increase to his pay. T BI E G U. A. R. D. In ordinary cases, two guards only accompany a train, and they are denominated the head guard, and the second or junior guard. With passenger trains, the former has to attend to letters and first-class passengers and passengers' luggage, and to give the signal to the engine-driver to start the train; the second guard aas charge of the parcels, and second and third-class passengers. The head guard of a goods train has to arrange the trucks in regular order in his train, so that those for the respective stations are kept distinct from each other. On him also the duty devolves of ; of the several trucks in his train, in accordance with the instructions he receives at the stations at which they are attached to the train. The junior guard (who is called his “mate”) assists him besides, and delivers the small articles (termed “station truck goods”) at the stations to which they may be consigned. Pay, from twenty shillings to two pounds per week. * T H E IN SPECTOR #. as the inspector, the sub-inspector, and station inspector. here is but one chief inspector on each line, but he has several assistants known as sub-inspectors. Each of the latter has a dis- trict assigned to him, and through which he is supposed to ride or walk in the course of the day; the object being to discover impo- sition on the part of the public, and irregularities on the part of the officials. They derive their instructions from the inspector, who is also supposed to issue clothing to the porters and policemen, and to collect evidence in magisterial and other cases. To the station inspector is confided the starting of trains. He has also to act as superintendent during the temporary absence of the latter, and to see to the proper performance of the duties of the porters and policemen who may be serving under him. lſº GUIDE TO RAILWAY SITUATIONS. T H E C L E R. K. There are various prefixes to this office, as- The booking clerk, who is intrusted with the issue of tickets, and the accounts having reference to them. The parcels clerk. The designation of this official is expla– natory of his employment. The outwards goods clerk. The duty of this clerk is to invoice and charge all goods which are forwarded. The inwards goods clerk, whose duty it is to check and (if necessary) correct invoices of goods arriving, and to keep such accounts as are required relating to them. The transfer clerk, who superintends the transfer of goods from one railway company to another. The corresponding clerk writes on matters connected with the station, and usually at the dictation of the superintendent. At minor stations these several offices are combined. The superintendent has charge of the station, and entire control over the clerks. Besides the above are numerous clerks, having distinct duties in the secretary’s, the traffic manager's, the goods manager's, and chief or central audit offices. At the latter all accounts are ren- dered periodically by the superintendents of the different stations, and are checked and passed, or otherwise. On some few lines clerks join the service as apprentices for a certain term of years, whilst on others they are rated as clerks at a commencing salary varying from sixty pounds upwards. A code of rules and signals is given to each individual on re- ceiving his appointment. He is requested to make himself con- versant with the contents, and when he has done so, he subscribes his name to a document confirmatory of it. A month's notice must be given by officials of an intention to resign office. Having furnished an outline of the several departments, we will give some attention to the interior of the offices, commencing with that of the TICKET CLE R. K. When a ticket is received by a passenger, he observes it bears a certain number, but it is probable that, but few comprehend its signification. It serves as a check upon the clerk, inasmuch as by being numbered in consecutive order, it renders obvious how many have been issued ºf the particular class, and for the particular station to which it refers. GUIDE TO RAILWAY SITUATIONS. 15 A series of 10,000 tickets (the first numbered 00, and the last 9999) of each class is supposed to be printed for every station. The stations do not, of course, get supplied with so large a number at one time, but receive from the company’s stationery office as many of the different sorts for the several places to which bookings are made as it is presumed will suffice for the demand for a given eriod; and as the stock diminishes, a further request is made, the ast number on hand being stated, from which the subsequent supply will commence, and the intervening numbers between that and the last of the quantity furnished will appear in progressive order. For example, we obtain a hundred first-class tickets; the commencing number is 00, and the closing number 99; but a second supply of the same sort, and to the same station, would commence at 100 and end at 199. Thus requisition after requisi- tion is made, and tickets supplied, until the 10,000 are disposed of, and a second series commences at 00. Having procured the tickets, the next step is to arrange them in the case, which contains nume- rous small divisions, called tubes, which are distinctively labelled with the names of the stations to which the tickets relate, and the fares; this tier being assigned for first-class tickets, that for second, and the next for third; another for first returns, and so on; one kind of ticket, and for one station only, occurring in each tube. Hence one tube would contain third-class tickets to London; another would have in it third-class tickets to Birmingham; and so with the other classes, which are systematically arranged, the stations following each other in due order; thus facilitating the issue of the tickets, and the transfer of the numbers to the books. The lowest number is invariably placed undermost in the tube, and the others appear in succession above it. The tubes are so con- trived that, by slightly pressing upwards your finger against the lowest ticket, it will slide so as to project a little distance to enable you to lay hold of and withdraw it from the case; the end of the ticket opposite to that bearing the number is then passed through the dating press, and the ticket may go forth to the public. As a guide to the clerk, there is a small piece of slate affixed to the front of each tube, on which is written the lowest number on the tubes; this being subtracted from the lowest number, after the departure of the train, will show how many tickets have been sold out of such tube, for that particular train. Upon issuing a ticket, it is usual to half withdraw the next above it; the object being that it may appear to the clerk, when he is transferring the numbers to his book, to what station tickets have been issued. The next thing to be done is to carefully enter, in the train book, the stations for which tickets have been drawn, and the commencing and closing 16 GUIDE TO RAILWAY SITUATIONS. numbers. The commencing number is copied from the slate, and the closing number is that borne by the ticket which is next in succession for issue, and the difference between such number will, of course, appear as the number sold. On making up the accounts for the business of each day, the number of passengers will be arrived at by the same means. Tickets for soldiers, horses, carriages, and dogs are issued from books printed for the purpose. After the departure of each train, it is usual to enter in the “train book” the tickets issued for it, and to balance the cash in hand, with the view to ascertain if the correct amounts have been re- ceived for the tickets disposed of. The forms of accounts in use by the various railway companies may differ, still not so much so but that the knowledge of one system serves as an introduction to the other. Pro formás, therefore, of those more generally adopted will be submitted in this work. THE TRAIN B O O K. The heading of the first two columns renders further elucida- tion superfluous. The third column must contain the number printed on the first ticket issued to each station; the three suc- ceeding columns show the number of tickets issued and amounts received as bookings for one train, as would be the case with other columns bearing corresponding titles. The seventh column will be filled in at the close of the day's business, and will show the numbers of those tickets which are next in order to be issued—in fact, the next day's commencing numbers. The eighth column must agree with the united number of tickets issued by all the trains for the day; and, in like manner, the eleventh must cross add with the other amount columns. From the “train book” a statement known as the “daily return” is derived. It will be observed there are other columns than those already explained, as for instance, those for excess fares, soldiers, carriages, &c., the total numbers and amounts of which must also be transferred to the “daily return.” In the “remarks” column should be inserted the name of the station to which such tickets have been issued, and which should appear parallel with the amounts to which they immediately refer—thus: 1 soldier, 65., to Swansea; 3 dogs, 4s. 6d., to Bath; 1 horse, £1 5s., to Lydney. TRAIN BOOK. Newnham Station, Saturday, the 1st of June, 1861. | 3 & : xcess tº:#: d Trains. # ‘52 . §§ § § º: veyed dur-I, Horses, 2. * #3 §§ 5|%. 5 E. : duº the ſing the day. and Dogs. Class of stations to ## 1 50 A.M. | 6′15 A.M. 70 p.m. || 3 |#####| tº © šš y. Remarks. Ticket issued, which issued # 3 ź #: 3 5 ā; a £ 4 * | *; ; ; ; gº wº © sº #" |##| # |##| # F#| 5 || 5 |##### # | ##|##| || |#| 5 || # 8 rºd ºf 5 º: 5 * = - # ; : 3 ſº º © 5 v © E g = E ă ă ă ă ă ă ă ă | 3 |##"F# * | * |##| | |#| # #| 5 Q 3 F- 5 ~g G F Ž, ſº £ s.1d. £ s. d. £ s. d. d. 42's, d. £ * d. £ 8, 'd. 1st Ord. Sin. Cardiff 35 | 1 || 0 6| 0 || 2 || 012! O! 4 || 1 4 0, 42 7 2 : 0) 3: 6 | Carmarthen. Newport 09 1 || 0, 9' 0 Ol l 1st Cl. S 1 || 0 Ferryside. 8 |1st Cl. S. - º 1st Ord. Ret. Cardiff 516 10 : 410 526 10 1 || 0 6 0 Swansea. 10 1st º 4-9 R. 2nd Ord. Sin. Chepstow | 804 3 || 1 10; 0, 4 || 2: 0; 0 811 7 2nd Cl. S 7 In 10 3| 0 Dog Bath. 2nd Ord. 17 ! ind Ord. Ret, Newport 12 || 3: 0 (). 12 3| 0 || 0 6 110 () 47 30 30 2d Cl. O. 1| || 5, 04 IIorse Lydney [R. 3rd Class Marshfield 763 - 20 | 1, 0, 0, 40 2, 0, 0, 7 || 0 7 de 67 Bridgend 49 || 1 || 0 12 50 l | 68 (3rd Cl. 1st Exp. Sin. Chepstow 65 3 : 315 2 || 2:10 0 70 5 5 1st Ex. 8 1st Exp. Ret. 2nd Exp. Sin. 2nd Ex. Ret.) Lydney 29 || 1 || 0.17 - 30 I | | 1 ºndex.R ams sº º -* sºme sº-ºº: tº- * º tº gº gº- * | | Total { Amounts . . . 11|0 i 8, 1 0 10 | | 0 |0|_| 0 °." | * * d Numbers . . . . 41 | | | | 59 | | | | 29 | | | 129 T3 | | TT| || 4 | [To face page 16’) GUIDE TO RAILWAY SITUATIONS. 17 E X C E S S FA R. E. S are obtained from passengers travelling in a superior class of train or carriage (or who may signify to the clerk their intention of doing so) to that for which their fare was originally paid; also from those who may have ridden without a ticket, or beyond the distance indicated on the ticket. In arriving at the proper amounts of charges, the following rules have to be observed, viz.:- If a passenger alights from a 1st class carriage with a 2nd class ticket, the difference between the rate for a 1st and 2nd class ticket will be the excess fare; hence, if the 1st class fare be 3s. 6d., and the 2nd class fare 2s., the demand to be made upon the passenger would bels. 6d. In the event of a party travelling in a 2nd class carriage per express train, with a 2nd class ordinary return ticket, the claim would be for the difference between a 2nd class express single fare and a 2nd class ordinary single fare; which, assuming the former to be is. 3d. and the latter 9d., would be 6d It sometimes occurs (and, indeed, such is the proper course that passengers holding ordinary return tickets pay the “excess” to enable them to proceed % express train before commencing the return journey; and in such cases they deliver their ticket to the booking clerk, and receive in exchange for it an EXCESS FARE TICKET (which, after the counterfoil is filled in, is torn from the book and handed to the passenger):— No. 6, Carmarthen Station, June 9th, 1861. For cºnset d . :* d class or change from 2nd class ordi to 2nd class express. Carmarthen to Narberth. —, Clerk. Passengers travelling without a ticket have to pay as from the station at which tickets were last examined, or from the station from which the train started, unless they produce evidence of their having joined the train at a less remote distance. A passenger holding a ticket for a station short of the distance at which he alighted, may be considered as having travelled without one over that portion of the line, and must, therefore, pay the usual fare for such a distance, according to class. In either of the two latter cases, a Card ticket for the r ive distances must be drawn from the ticket case, and, after being cancelled, forwarded to the audit office, together with the excess fare return, which is rendered . " daily. IB ACCOUNT OF EXCESS FARES.–CARMARTHEN STATION. A Register of Excess Fares is kept at each of the stations on *. of the Railways. This book, as will be seen, is explanatory of itself. Y: 3 5 re, 3. # # F#|##.|# Date of Stations. #3 # #: ###3 ###### jº. Train. ###| Cº Explanation à |###|####|###### Ticket, From. To. * * * º ă 5 § 3 || #53 ######" såå à || 23 3 || 3: 3 ãº:#3; 2. E 1 Second Class Express Return tº 17 | 0 l Soldiers - g © 6 || 0 3 Excess Fares - e ge t 5 || 0 Carriages ge * º e e 1 || 5 || 0 l Horses * 4 || 6 3 Dogs Total, to be transferred to Daily Remittance Sheet . Text 2 6 This account is accompanied with a cash remittance sheet, known as the DAILY CASH ACCOUNT, in which is shown the amount due from the respective depart- ments, and the cash forwarded on account of the same. Daily Remittance Sheet, Newnham Station, Saturday, the 1st of June, 1861. DIt. CR. |Amoun *| * Total. :1:1"I'lcºnrmittawa. £ s. 1d. s. 1d. Passengers, &c., as agºn ré O per Daily Return. 31 2 dit Office & Goods and Cattle . | 6 || 0 Bank Notes 10 || 0 Parcels . . . . 4 || 0 Country Notes …, | 5 || 0 || 0 Sundries, viz. . . Gold, comprising 20 º O sovs. and 6 half sows 3. ;|; pper . gº * > |Check on Sundries, viz. dº † : tº Q_- -241 a s 1 2 3 newamºtº a cºmmºn-aviatº-º; side. B GUIDE To RAILway sITUATIONs. From the daily return the numbers issued and amounts re- SUMMARY a copy of which has to be rendered TICKET for Month ending First Single Second First Exp. lsº Exp. First Ordi- I Second Or- Express. Single Exp. Return. Return. nary. dinary. DATE. sº º sº º ** * e sº #| # |}| # 33| # li; ; ; ; ; ; ; ; E = º c; © º: : © º: ; à : # C # = É £ s. d. £ s.ld. £1 s.ld. £ s. £i s. d. £ s.ld. June 1 || 5 || 6 5| 0 2 || 0.17| 0 || 8 || 2:11 7| 3 ... 2 10 105 || 0 90 3 32 (2010 , 4 || 4 ||9| 0 0 86 47 0 ºp ;|18 || || 0 90 || 36 10 0 ... 7 4 || 511; 0. Tº 8 n 9 6 : 4|9|| 0 CO # 16 |27| 0 || 0 ... is 12 ||10| 0 || 0 ,, 18 || 10 1910; 0 100 || 56; 0. ,, 14 || 6 || 8 0, 0 ,, 16 67 80.19 ,, 16 | ,, 17 || 7 ||14} 0 0 ,, 18 , 19 6 || 0:18 ... 20 || 4 || 5 0} 0 , 21 99. 22 99 : 20 || 9 || 0 & 70 23:10 ... 25 10 ||14. 0 • 28 .., 27 ... 28 3 || 0 18 , 29 .., 80 3 || 4 0 0 ... 81 6 || 0 ||10 Total | 68 as 15 of 222161 10 0 10 1000 |2s 2515 ohss is soºoo...100 olo It should be noted that in this book are entered double the number of GUIDE TO RAILWAY SITUATIONS. £1 ceived for each description of ticket must be transferred tº the BOOK, to the Audit Office monthly. SUMMARY. Fº iUlrºl. 2# 0iRe return tickets actually issued, as each of them represents two journeys. 00 1310. 602 7 a 6'25 4 5 00 4 6'0 18 f 2:3 GUIDE TO RAILWAY SITUATIONS. On some Railways a weekly, and on others a monthly, return, THE ABSTRACT, is also rendered by each station to the chief audit or accountant's office. In this return should be furnished an account of the number of passengers, horses, carriages, and dogs conveyed during the week or month, as it may be, and the amounts derived there- from by the company. The terms “commencing and closing numbers” are significant— the former, of the impressed numbers on the tickets which were first in order to be issued to each station at the commencement of the period for which the returns are made; and the latter, of the numbers next above the last tickets disposed of for the respective stations, which complete the business comprehended in the same account. The numbers in each division, to i inclusive, of the Abstract headed “issued” should be added together, and their totals must appear parallel with those in the corresponding columin of division k; and in like manner the totals of amounts up to and including those in division j, must be inserted in the amount column of the following section (k). Perhaps it may be n to explain some of the technicalities employed in the heading of columns in the divisions relating to soldiers, iages, horses, and dogs. Tickets for these are, as previously observed, issued from printed books. These books contain each about five hundred tickets, which are numbered progressively, and the numbers indicated on such tickets and their counterparts are known as the consecutive numbers. The commencing numbers are the actual numbers of whatever they refer to, which were conveyed antecedent to the month of which the abstract more *...*. treats. The closing number includes those also which were conveyed during that period, and the difference between the commencing and closing numbers must, of course, be the number carried within that time. The division, t, is intended for the aggregate of amounts in section by and intermediate ones to and inclusive of s, and the passenger column of it, must represent equivalents to the united numbers of corresponding columns in divisions from k to p, both inclusive. Divisions w and v are not required to be used for the commenc- ing month in each half year; but in the second month the amount in the preceding division must be transferred to s, and that sum, added to the receipts for the second month, must be shown in total in division v, as amounts to be carried forward to Abstract for the Ensuing Month; and, in like manner, the amounts and numbers †, 7), l PA's S E N G E R A B st RAc T, Month ending June 30, 1861. Newnham Station, Stations. Lydney. Chepstow. Newport. Marshfield. Cardiff. Bridgend. Neath. Swansea. Ferryside. . “№i BAAIQI， pºļLIBQ ！ pôAȚ000， qumouy ſºļoſ, ‘sųquotų 9 Joy ºs <> 6 0 6 0 0. 6 {} 0 6 s. ! | | 1 1. | g 31|10. 3 4 5| 4. d : pôAț009， qunoury ſuſțOJ, *prexaroſ atq3norg ‘sųquotu g Joy 0 710. 7. 0 3241; 15. 6 513 12. 0 1696 0. 0 11 0 ($495 89} 0 5894; 19 Total Number of Pas- sengers, and Amount received in present Amount. month. 6 601 0 0 |3000; 0 0 500; 6 0 1500 6 0 6 0 6 6 4 8 9 109; 7 241; 15 13 195; 14 600 10 5894; 19 6495 ‘SJø8u38$2&I 209 647 216 332 2 3| 3 || 6 || 176|| 6 || 6 || 179 º 0 | Carmarthen. | | | 210 5720 Dogs, Amount. 6 1637 6 | 7.357 4 'sºo(I Jo Jºqtun.N. '8oN） 8uſottotuuſoo ºx{00£， jo "o N oAļņuoosuo.O 46 Horses. *supu, ſ puſº sºțºuſS Joj pôAȚ000 I 4utlouſy 5 150 153 $3$ IOH. Jo S.Iļ8&I go Jøquum N. '80 N. $uſso IO Pairs. 'so N 8uţouaultuoſo ºx{ooſ go ‘ON 9AȚgnoºsu00 '898.， oſſ aſſºuĮS Jo JºſquÚſti N. '80 N ºuļsoĻO 'so N $uſouotuuſoo Singles. 00 00 00 00 00 00 00 ºx{00%I go roN. ºA.pnoºsu.OO. 24 16 •¿•）， Carriages. ºsa ºgļrugo ſøøų AA •Z puſę ſaºl{AA-ţ’ xog pº Aļ000）, qumouuy 6 14 10 *sººuſ I 180 J0 Jºqtun.N - 4 80 10 2-Wheel. ºu ſouºtuvųoo 00 {}{} 00 00 00 ºx{00£I JO "ON øAȚIttºstroo 9 : 12 13 ‘sø384.1.190 go lºquun N. 2 'so N • ßuļsoĽO 10 'so N 8uſouovuutoO 4-Wheel. 12 *ſooſ go ‘o N 9.AņmoØst100 14 Soldiers' Tickets, ‘SJØoğO pub s.131pſos Joy pøÅļ03 -91 qunotuy ºs <> <ą <> 1 707 “sø.ī£I ºslººpg|O 30 Jºqtun.N. Officers. 1 7/6 “SON ºuţsoÍO 2 “SON $uſououuuuoO 00 1 00 45 28 29 65 17 ºx{oogſ go ‘ON 9Aļņnoºsuoſ) 10 *sºrt（）{ 5 10 12 'suoſp[oŞ go rºquin N 3 2 2 21 1200; 1221 ‘SON ºuſso(O 18 8 Soldiers. “SON ºuļouauiuio@ 4 00 “Yſooſ go ‘o N. øAļņmø9şuoO 14 15 19 16 12 500 | 16 18 14 Excursion Tickets, Amount. 0 17 180 182 5 i () 25 15 2 0. *ųogø øgeſ 7/6 3rd Class. ºpºnssį sąox{oſ I, 30 Mºtyllith N. 2 24 200 “SON $uſsoÍO ºsoN. ºu ſouºſtutuoſo 716 814 23 33 10 4/6 68 12 14 Amount. 0 0 || 0 || 97 170 *ųogº 9,8}[ *pºnssp sąºx{o!J, Jo 190ļuun N. 2nd Class. 100 200 1000 ºsoN. 5tųouottuu 100 89 189 100 4 20 Amount. 500 12 || 6 500; 12 *ųøtſø øybºſ 1st Class, 'ponssp sqøx{oſ I, go rºquin N 960 960 '80N $uſsoio “SON $uſottotuuttoo Ö0 09 3000 489 199 Third Class, Amount. 0 00 H2 30; 0 || 0 || 06 10; 1 || 0 || 04 {} 1000 0 || 0 1040 13 0 *ųogº oņeşI Single. 12 'pºnssį sąøyļoſ I, go loquitŁN 1. 2000 **** ׺ ∞ ºso N $uſsoſ.O 50 ºso N. 3uļotuotuutoſo *sºrej ssºo -xĢI puſº ‘ºues Joy sqđț000）. Jo shumouuº puſº ºs 193ųossbal Amount, 8. d. 17 | 0 || 46 5 || 0 | 87 0 0 900 1200' 300 2 8 || 0 |763 964; 201: 1 0 || 0 || 49 8 || 0 | 12 0 || 0 || 27 2 || 0 | 29 3 || 6 || 31 1 :{: 1 106 {} 1 5 $$e(O puz, put， qSI Jo ſºquunu 1830J, Pas- Sngrs. 205 242 #176 331 194 18 || 0 || 86 98 889 301 584 3389 () || 0 ºsse10 go 93ugųO Joj pļød squ'mouſe Joºsę ſeſſ ss00xĢI Amount. 6 () 6 1473 3790. 1 || 6 13 0. 13 0 12 12 Ordinary Return Tickets. Amount. 10 || 0 12 10 {} 12 *ųot;0 9}{3}I. 5 12 10 || 0 2nd Class. 'pønss, sqøyſoļJ, go ſºquin N 50 100 100 '80 N $uſsoÍO ºso N $uļouatuuIOO S7 17 67 07 508 196 207 Amount. 0 10 13 13 10 || 0 ºqobº ºqe?! 9 13 || || 0 || 0 | 12 1st Class. *ponssį sąºx{O}J, go ſºqutri N. 30 60 60 'so N 3uļsoțO 'soN. 3uļouauiuuo O 00 1000 99 516 546 06 99.99 08 01 01 Ordinary Single Tickets, Amount. Iſ 0, 0 || 0 3000; 0 } {} ºqobº ºqeſ *panssų sąøyſoĻI, go ląſquin N 2nd Class. 200 420 'so N žđuſou outuu00 804 1004:200 10 100; 0 || 0 || 00 04 29 74 Amount. 0 || 0 || 07 8 0 || 02 0 || 0 | 12 0 || 0 || 28 45 0 30 ºqobº 9şeşI 9 6 30 1st Class, 'pønssį snøyſoĻI, Jo Jºquun N. 263 203 'so N $uſso(O 'soN. 3uqouauiuuoo 08 Express Return Tickets, Amount. 0 8 || 0 || 35 |135 100 0 || 0 || S6 0 15 6 10 || 0 || 00 100 100 l 2 15 25 15 0 88 ºtſotſº 948}[ 26 28 40 2nd Class. ‘pønss! Sįox{ºſ I, go lºquun N. I 5. 1 I 5 60 13 26 76 'so N 8uſsoÍO ‘SON $uļououuuuoo 29 30 Ö0 64 65 73 74 00 184 189 120 Amount. 0 || 0 || 45 50 *ųogº ºgg;I 5 40 10 ‘patissį sąºx{9țJ, go 19quum N. 1st Class. I0 'so N 3uſso(O 5 '80 N. $uļouotuuuoſo Express Single Tickets. Amount. 0 || 0 || 00 0 || 0 || 06 10 : 0 1. 161 14 'qobo ºqwyI 2nd Class. 'pºnssy 849x{oſ）, Jo 19quun.N. 2 14 236 '80 N. 3uſsoſ.O ºso N. ȘuțouØuuuuoO 04 00 3400 3600:200 15 150 167] 168|| 1 || 20 Amount. ^S <> 0. · © <>ſº, < ģ ğ3 #§} ■ ºx{00}S 0AȚI *198.I ‘ųnog eunp ºuȚpuò qņuoun nog ‘Abaalſeſſ uueſsºaſ qwanp ou, uo suoņins uolų uolųwns ūō,8ůjčpwą （w pēAȚøbài xoons oaſi jo ſuoquunu pub 'spooÐ Jo sąųºſºAA ‘shumou V -(‘sqgvAANI) ‘x’hyw Wns SCIO00 "pºļ180 30N ºut0） Aualiveſ *spooÐ JOAA õī5 №. 8 0 ſ3 0 & 0 0 0 101,9 ſ) º_0 y 9f98|_|_|_|_|_{Lº_° ſºlº ſº º 919 º ſº ºſ |9 #10 0 91'0 '， 'g'||'0 o lo g | y98 : O | I |0 (0 9 #0 (0 |* |0() () I ()|| 0 | 0 ||g|| 0 || 8Įſ : ||9 Ģ. Ķ0 0 #&I Į įĢ ģ Ķ ķ || | | |89I O Iſ; 10g.||0.3%, 8. ||.|4,8}ſ_{3,19||9.||9, 8, 9.ſ, ºII0 0 0 1 0 0 ºg 9 0 0.|0! 8IOI Qunfº $%]% ſpºs ſºſpºr'?|' pĺžilºgļſplºſſg|ſplºs3;p … 3ſºb oſijºi ºb o ‘’, ‘q’, ‘blº ? d'-lº'º - º !� e)9 et-șg?? |#| ?#|$§§zſigueux! 'Pºſſ9 | ‘pouvo i on’04 v.CI § © ® 5 5ſ=Ē # ļģiſ;§|Ë į 3 №.40N Ë;$B}‘Abd OJ || ºpțbaſ3 ſuo piva; ; ）#|?|g|Ē ē Ģ ºſ # * | ? g}|º < |Tºyoous oxyri TI*spooÐ Jo qų3ļºAA‘90ļ0auſ * 1981 ‘ıņ08 0unfº ºu!ptio qquouq xo; ºuoņwng Iſaoox uolų uo!ºuippwa yw pº A1000 i 'sooloau.I jo sºunouV pilv‘ąoong 9AYI Jo suºquun.N ‘sqqºſº A ſºļoJ, 30 Iſºņ0Qſ (º SQRIVAANI) J.GROEI HIS "IIVJEÇIQI SQ100%) 450 GUIDE TO RAILWAY SITUATIONS. CASH BOOK. Folio 6. Dr. ## g|Inwards to pay. Outwards pai. £3%|-—H----|-H H = 3 C © sº wº o: Ǻ Date. On Account of. & ă ă 7; # | g : l ; # | 3: 3 1861. &#|##| #|# ##| # - º: E 9 2: © & £3. 3| <3 # <3 *: dº £ s. dº sidle *. (d. ca. Idle s. d. June 1. To P. S. Book I 4' 0, 0, | | || i , Williams, Newtown 12 1, 0: 0 •, 2} ,, Johnson 16 4 11 , Wood 3 2, 4 0 2. 4 0 ,, James, Bath 4 5, 01 0 ,, Jones, Salisbury 9 2, 4 Q •, 3] , Grenson, Neath 2 16, 2 0 , 7} , , P. S. Book 9 || 9 || 0 || 0 , Ward, Worcester 19 | 3| 0 0 , 10 , P. S. Book 35 || 2 || 6′ 8 2, lll ... Johnson 16 | ,, Graham 16 || 0 2. ,, Samuels 6|| 0 ,, 14. , Reed (Warehousebook) 313 8 2, 18. ,, P. S. Book 24 || 4 0} 0. , Wood (Warehouse Book) 1 5' 7 2, 30, , , P. S. Book 26 || 7 || 4 ,, Samuel, Cheltenham 8 11| 0 0 ,, Davies, Cardiff 14] 7 ,, Roge 7' 5 ,, P. S. Book 26 4, 6 ,, James, Chepstow 110| 0 ,, George (Warehouse Book) 3 O 9 ,, Demurrage O 9 O. ,, Wharfage () 6 O , Under charges 0 8 6. ,, Goods not to hand 0. 5 0 ,, Balance due from last Month 5 0 0 b1 9, 528.10 Tºlol 720. 9, §14, 8 & ^__ ~ * 2124 S 6 Railway Companies open “ledger” or “personal accounts” , composing them have to be rendered with the other monthly cash account of the Goods Abstract. It is the practice to enter goods are booked, against the outwards “actual” receipts and ledger accounts, the names of the parties to be debited with them GUIDE TO RAILWAY SITUATIONS. 4] |t CASH BOOK. Crs. º ‘g 3 # a ##| 3 Bate. Consign &c. Station. 2: § ă 2 3 1861. gnees, C = is 3 E. Ç º f; : : d = < Úº 2. O 9 £ -s. Id.lá; s. 1d. June li By Remittance to Au- | dit Office º 0 0 n 2 * G; 4 0 Jacks Salisbury Il 1 , 3| Williamson Peterstone 5 2 } . By Remittance to Au- dit Office O' O ! , , 7 Mortimer Gascombe By Remittance to Au- s dit Office 10 0 0 , 10 yº 2 16, 8 , 11] Clark Gloucester | , 14 Agent's Commission 3 13ſ 8 , 18 Swan Cheltenham Evstns Johnston By Remittance to Au- dit ºc 6| 7 , Agent's Commis- . º 0 4, 6 • 30 m Remittance to Au- i dit Office 13 , Agent's Commis- $1011 - 3| 1'10 , Inwards Delivery 0 1 0 O' , Overcharges 2, 4'10 , Ledger Accounts 9 O, O, , Warehouse Ac- Counts () 14! 0. * Goods not to hand 1. o. o , Balance carried | forward to next 4.19; 8 Month's account —— 0, 0.65i 8, 6. 8 6 with some of their freighters, and statements of the various items papers, and the amount of the same taken credit for through the the names of consignees, and those of the stations to which the disbursements; but in the case of amounts which are placed to must be introduced instead. 42 GUIDE TO RAILWAY SITUATIONS. SIGNALS. For the promotion of the safe and effectual working of the trains, there are certain Signals in use, which are under the immediate control of the switchmen, but with which all railway officials are expected to be conversant. The recognised colours are red, green, and white; red denoting “danger,” which renders impera- tive the stoppage of a train. Green denotes “caution,” or to proceed slowly. White denotes “all right,” by which is to be understood that the line is clear, and consequently that there is nothing to impede the free progress of the train. The switchmen, and guards are provided with “bull's-eye” hand-lamps, which are so constructed as to enable them to reverse the light, as circumstances may require, to either colour. These lamps are generally used in cases of shunting in the station yards. The respective stations have also their mast signals, near the summit of which are affixed large signal lamps, by which the engine drivers are guided in approaching a station as well as in the progress of their journey. These are night signals, and are in general use; but the day signals are not so, those of a certain kind being peculiar to the broad gauge, and others to the narrow gauge. On the broad gauge are used cross-bars, discs, and fan boards. The cross-bars are shown in figures 4, 5, and 6, on the opposite page; the disc in figure 2; the fan board in figure 1. The disc stands on the mast above the cross-bar, and is only observable when the cross-bar is turned off the line. Fan boards show a green colour on one side, and red on the obverse, and are used in conjunction with the mast signal. The semaphore signal (fig. 3) is almost universally adopted on the narrow gauge lines. It consists of a pole, near the top of which are two strips of wood, or movable “arms,” the positions of which are regulated by a * switch * or lever. The “all right” signal is indicated by both arms remaining within the case. “Caution” is given by the raising of one of the arms to an angle of 45 degrees; and “danger” by raising one or both arms to the horizontal position. Besides these, red and white flags are admitted signals. The violent waving of any kind of light is also regarded as a danger signal, and man himself, by assuming attitudes, becomes a signal. The full extension of both the arms above the head is significant GUIDE TO RAIEWAY SITUATION__ 4:3 of danger, whilst one only, held in that caution; and “all right” is shown by holdi horizontally. ition, is expressive of out one of the arms 44 GUID TO TRAILWAY SITUATIONS. TABLE SHOWING THE BATE PER, Per | Per | Per | Per | Per | Per | Per | Per | Per | Per | Per | Per | Per | Per | Per | Per { Tom Gwilton.|ówt.lton. Čwi.lton.|ówt.lton.|ów.lton.jówt. Ton.|ówt. fon. Cº. a d. * d's dils. d.s. als. d.s. als. d.s. d. O 50 03:53 92 º: 13 44;50 * 93 94 84 0 100 0}54 22 83.67 63 43.80 104 94 24 8] 1 so 0#54 72 8#67 113 4381 34 94 74 8: 1 sº I j6 02 9 ||68 43 5 (81 84 95 04: 9 2 : 1455 52 93.68 93 5482 l;4 95 54 93, 2 6 1855 102 9/69 23 5482 64 1. 95 104 9, 2 110 1#56 32 9:#69 73 53182 114 96 º 9: ; $ 40 2 56 8.2 10 70 013 6 83 44 96 84 10 3 90 2}57 i; 10370 53 6 9|4 97 14 10# 4 210 2.Éſ º lººp 1% º 2, 2il 9, d. 10; . 4 70 23:57 112 10#71 33 6.184 74 97 114 10; 5 0:0 1 83 7 04 98 44 11 G 50 9|2 11}-T2 1/3 54 98 94 11+ * 100 72 63 785 104 89 24 11, 6 3:0 7|2 11:72 11|3 34 99 74 11+ 6 80 43 8 86 84 00 05 0 7 10 93 8487 14 00 º 0+ 7 60 23 83;87 64 00 105 0} 7 11|0 7|3 8:87 114 01 35 0# 8 40 . . . . . . 8 9:0 5. 94 53102 15 14 9 250 1;75 103 24 53102 65 13. 9 70 1#76 33 74 f 11s 1: . 10 00 76 83 IO 90 04 03 45 2 10 310 77 13 10}90 54 03 95 2+ 10 100 77 63 103.90 104 04 25 2. Il 30 77 113 10:91 34 04 7.5 2+ 11 80 43 11 31 84 05 05 3 12 i. 9|3 11492 1/4 05 55 34 I2 6:0 23 113.92 64 7/105 105 3. 12 nº 7|3 11392 114 7#106 35 34 is is 9|4 0 93 44 8 106 85 4 GUIDE TO RAILWAY SITUATIONS. &= - CWT. AT A GIVEN RATE PER, TON. Per | Per | Per | Per | Per | Per | Per | Per | Per Per | Per Ton. Cwt. Tom. Cwt. Tom. Cwt. Ton. Cwt. Ton. Ton. Cwt. s. d.s. d.ſ. s. d.s. |: d.a. d. a. d.s. d. s. d. 107 15 44 120 56 03:133 9 7 1 9 4+ 107 6 5 4 120 106 03:134 147 6||7 6 9 4+ 107 115 4:121 a's 03:1134 7. 7 11| 9 4+ 10S 45 jº 86 ift: O 4|7 4| 9 & 108 95 122 16 13:135 5 97 9| 9 I09 25 27 .. 5} 109 75 7|7 7| 9 5: II0 05 07 O 9 6 110 ºff : 5 9 6+ 110 105 6 10#150 107 10| 9 6; 111 35 37 3| 9 6+ III 85 8.7 8| 9 7 112 1/5 117 1| 9 7+ 2G 11 #152 6,7 6| 9 74 º 11:152 117 8 11:1192 11, 9 7; | 7 4|| 9 8 7 9| 9 84 7 2; 9 84 7 7| 9 8; 7 O 9 9 ;7 5| 9 94 1||155 10|7 1#195 10 9 9. iſ: 156 37 1$196 3| 9 94. 58 87 10 170 2 196 8, 9 10 57 17 1 23.197 1 9 10+ 57 67 10}|170 108 2}197 6, 9 10} 157 117 104,171 38 24.197 11| 9 10; 47 RI 171 88 4, 9 II. 97 113172 118 9; 9 II 217 11º 172 68 2| 9 114 7|7 || 1s 172 II (8 7| 9 11t 08 0 || 173 418 8 186 89 0.10 0 GUIDE TO RAILWAY SITUATIONS. LIST OF RAILWAYS; THEIR EXTENT; THE NAMES OF SECRETARIES; AND THE CHIEF OFFICE OF EACH. H LRAILWAYS, : ſºCºTARIO S. § Mls. Aberdeen and Turriff ... ... 18 || R. Milne, Aberdeen. Abingdon ... tº g tº gº ºg ... || 2 || W. H. Davies, Abingdon. Alford Valley ... q ºn tº ... 16 |Robert Milne, Aberdeen. Ambergate and Eastern Junction 27 ||John Gough, Nottingham. Arbroath and Forfar ... ... | 15 ||John Macdonald, Arbroath. Athenry and Ennis ... ... 36 *p. 53, Lower Dominick-street, Ullſ) ille Ayr and Maybole... ... 6 || William Pollock, Ayr. malstown and Wexford ... 42 | W. W. Hughes, Dublin. Ballymena and Portrush ... 35 J. Thomson, Ballymoney. Ballymena, Ballymoney, and Coleraine ee e º ſe tº ... 65 |James Thomson, Ballymoney. Banbridge Junction ... ... 6 || William Mackay, Banbridge. *: ufi, and Turriff Junc- 18 Oº tº e e & Q º © ſº º * g º Banff, Macduff, and Turriff Ex- Robert Milne, Aberdeen. tension ... tº g sº tº eº ... I 11 Banff, Portsoy, and Strathisla... 20 |J. Forbes, Portsoy. Bedale and Leyburn ... ... | 12 John Teale, Leyburn. Belfast and Ballymena ... ... 37 Charles Stewart, York-street, Belfast. Belfast and County Down . . . 45 Thomas Ward, Belfast. Belfast and Northern Counties... 136 || C. Stewart, Belfast. Bideford Extension ce º 'º. ... 6 || T. B. Chanter, Bideford. Birkenhead © e º tºº ſº ... 33 || Walter Johnston, C. Mason, Birkenhead. Blackburn ... e tº tº * > * > * > ... 47 || A. J. Robinson, Blackburn. Blyth and Tyne ... * > * > ... 20 Geo. Armstrong, Newcastle-on-Tyne. Border Counties ... tº tº e ... 26 || C. U. Laws, Newcastle-on-Tyne, Hexham. Boston, Sleaford, and Midland Counties... tº º ºs tº tº ... 27 || Alfred Wragge, 19, Melton-st., Euston-sq.- Bourn and Essend dº ſº ºn ... | 6 || J. L. Bell, Bourn. t Pradford and Leeds ... ... 10 | H. S. Liddall, Bradford. Bridport ... ... ... ... 9 | E. G. Flight, Bridport. Bristol and Exeter ... ... 125 || W. Harwood, Temple Mead, Bristol Bristol and South Wales Union 14 Leonard Burton, Bristol. Buckinghamshire... tº ſº º ... } 53 | See London and North-Western Caledonian & eº © E tº ... [219 |Archibald Gibson, Glasgow. Caledonian and Dumbarto 125 | Geo. Hodge, Dumbarton. Cannock Mineral... & ecº ... 1}| F. Harley, 29, Gt. George-st., Westminster. Carlisle and Silloth Bay... ... 23 H. Jacob, Carlisle. Carmarthen and Cardigan ... 20 Owen Bowen, 4, Great George-st, West- Castle Douglas and Dumfrics ... minster. W. Halliday, Liddesdale. GUIDE TO RAILWAY SITUATIONS. 47 tº: I AILWAYS, ' É SECRETARIES, º Ms. Caterham ... ... ... ... I 5 |G. Mill, Hibernia Chambers, London Brdg- Chard e e e dº º is tº º ... C. Taddy, Shannon-court, Bristol. Chester and Holyhead ... ... 105 || R. S. Mansel, Chester. Cleveland e ſº º & ſº º & e tº Cockermouth and Workington... Colchester and Halstead * @ e Coleford, Usk, and Monmouth... Colne Valley and Halstead ... Coniston ... --- ... * * º Cork and Bandon... tº ſº tº tº ſº e Cork, Blackrock, and Passage ... Cork and Youghal º ºg tº * Cornwall ... tº ſº tº tº º is 4e ſº e Crieff Junction ... tº ſº tº º is tº Cromford and High Peak tº º ºr Darlington and Baruard Castle Dartmouth and Torbay ... ... Dearness Valley ... ſº º ſº ºs º is Deeside ... tº g tº tº ſº ºn tº º º Devon Valley ... it tº º tº ſº º Dorset Central ... e e ſº tº gº tº Dublin and Dungannon... tº ºn tº Dublin and Belfast Junction .. Dublin and Drogheda ... Dublin and Kingstown ... Dublin and Wicklow ... tº ºt Dumblane, Doune, & Callendar. Dundalk and Blackrock... * @ 9 Dundalk and Enniskillen tº e ſº Dundee and Arbroath ... tº ſº e. Dundee, Perth, and Aberdeen... Dursley and Midland Junction... East Anglian tº ſº º tº tº e e is ſº East of Fife tº º ſº. tº º º tº ſº tº East Grinstead ... tº ſº tº tº º ſº. East Kent... tº Q. C. ſe tº º tº ſº, e. East Lancashire ... †: º ge tº ge East Lºncolnshire e ſº º * † tº East Somerset ... is tº e ſº tº ſº East Suffolk Eastern Union ... tº e ºs & ſº º Eden Valley e & © tº tº º º, º º Edinburgh and Bathgate sº º Edinburgh and Glasgow +E tº its Edinburgh, Perth, and Dundee Ely Valley... e - © © tº º dº ſº tº Epsom and Leatherhead tº ºº Exeter and Crediton C. Salmon, West Hartlepool. J. Mayson, Cockermouth. F. B. Philbrick, Colchester. A. Waddington, Usk. A. E. Williams, Halstead. James Ramsden, Barrow in Furness. Jas. H. Connell, 45, Talbot-street, Dublin. H. B. Oliffe, Victoria-road, Cork. C. Banks, 176, Gresham House, Old Broad-st- W. H. Bond, Truro. William Veitch, Crieff. * > William Smith, Cromford. George Browne, Barnard Castle. A. E. Lllroyd, Dartmouth. John Crier, York. W. B. Ferguson, Aberdeen. Chrystal and Monteith, Kinross. R. A. Read, 16, Parliament-st., Westminster- F. Broughton, Great Victoria-st., Belfast. H. M. Bourne, Talbot-street, Dublin. J. P. Culverwell, Amiens-street, Dublin. J. B. Pim, 35, Westland-road, Dublin. Arthur Moore, 48, Westland-road, Dublin. Thomas Barty, Dumblane. Address to “The Secretary,” Dundalk. Thomas Edwards, 43, Lower Gardiner-st-, Dublin. David Welch, Dundee. R. Alison, jun., Dundee. See Midland. T. P. Bond, Bishopsgate Station, London. H. Lees, Perth. Pearless and Hastie, East Grinstead. G. F. Holroyd, 2, Moorgate-street, London. Myles Fenton, Bury. Leased to Great Northern. G. M. Mackay, Shepton Mallet. W. Day, 26, Parliament-street, London. J. B. Owen, Bishopsgate Station. Edmund Ayres, Ipswich. G. W. Brown, Barnard Castle. J. A. Jamieson, Edinburgh. John A. Jamieson, Glasgow H. Lees, Edinburgh. R. Bassett, Managing Director, Bonvil- stone, near Cardiff. G. W. Horne, 28, George-street, 8.W. 6 : G. H. Harris, 310, Old Broad-st, London. - www. fºr-- RAILWAY SITUATIONS. i GUIDE TO RAILWAYS, Exeter an Exmouth Fife and F inross ... tº gº º Fleetwood, Preston, and Riding ... ge tº e tº gº tº Forest of Dean Central... Forth and Clyde Junction Furness ... e e º ge tº ſº tº tº ſº cººl Terminus and Glasgow A f Glasgow and Paisley ... Glas ow and Helensburgh Glasgow and South-Western Gloucester and Dean Forest reat North of Scotland Great Northern ... tº gº º ſº tº Great Northern and Western & Cº º Q & º { } tº º tº e ſº Great Southern and Western Great Western ... * † tº tº $ tº Great Western and Brentford... Hampstead Junction ... Hamilton and Strathaven Herne Bay and Faversham ... Hereford, Ross, and Gloucester. Hertford and Wel Junction Hertford, Luton, and Dunstable Horncastle and Kirkstead Junc- tion e e Q tº º º e tº ſº. tº ſº º Hull and Holdern ſº tº º e e ſº Hull and Selby ... e º º in." and Aberdeen Junc- tiou e C & g & * ſº Inverness and Nairn ... Inverary and Old Meldrum Irish South-Eastern Jedburgh © tº gº tº ſº º * tº tº Inverness and Ross-shire . Keith and Dufftown ... Kendal and Windermere Killarney Junction Kinross-shire Knighton ... tº gº tº * tº ſº Lancashire and Yorkshire Lancaster and Carlisle ... Lancaster and Preston Junction Leeds and Halifax Junction Leominster and Kingston Leslie tºº e tº E → Lewes and Uckfield ... Limerick and Castle Connell Limerick and Ennis L34 SECRETALRI tºº, John Clench, High-street, Exeter. Lindsay and Paterson, Edinburgh. B. Walmsley, Longridge. W. H. Wilson, 6, Victoria-st., Westminster. Thomas Johnson, Stirling. J. Ramsden, Barrow, near Ulverston. D. Littleton, 111, St. Vincent-st., Glasgow A. Cowan, Glasgow. James Keyden, Glasgow. J. F. Smith, 14, Bridge-street, Glasgow. John Nash, Hereford. R. Milne, Aberdeen. H. Oakley, King's Cross Station. B. Room, 36, Parliament-street, West- minster. W. Taylor, Kingsbridge Station, Dublin. C. A. Saunders, Paddington. Charles Eley, jun., Great George-street. Westminster. F. Harley, Euston Station, Euston-square- See Caledonian. G. F. Holroyd, London Bridge Terminus. J. Nash, Hereford. John Marchant, jun., Hertford. John Marchant, Dunstable. E. Babington, Horncastle. W. F. Monkman, Hull. J. P. Tomlinson, Hull. Andrew Dougall, Inverness. Andrew Dougall, Inverness. J. H. Chalmers, Aberdeen. W. W. Hughes, Dublin. J. Stevenson, Jedburgh. P. Anderson, Inverness- J. Allan, Banff. M. Harrison, Kendal. W. Chaytor, Dublin. Watson and Dickson, Edinburgh. R. Green, Knighton. W. S. Lawn, Manchester. 8. E. Bolden, Lancaster. E. Shackleton, Lancaster. M. Cawood, Bradford. W. Daggs, Leominster. A. Morrison, Edinburgh. J. Smith, 17, High-street, Lewes. } E. w Maunsell, Limerick. GUIDE To RAILWAY SITUATIONs. RAILWAYS, Limerick and Foynes ... e gº tº Liverpool, Crosby, and South- rt tº Q º ...! 18 W. S. Lawn, Manchester. i Mls. 26}. W. Carroll, Lhmerick. Llanelly and Llandilo ... ... 46 || R. Glascodine, Llanelly. Llanidloes and Newtown ... 10 J. Hayward, Llanidloes. Llynvii Valley London and Blackwall ... ...! &#|J. F. Kennel, Fenchurch-street. London, Brighton, and South Coast London, Chatham, and Dover ... 56 G. F. Holroyd, London-brid London and Greenwich ... ... 3}| H. Adron, Gresham-house, London and North-Western ... 1004 C. E. Stewart, Euston Station. London and South-Western ... 394 | L. Crombie, Waterloo-bridge Station. London, Tilbury, and Southend 46 |J. F. Kennel, Blackwall Station. ... ... ... 18 G. F. Saunders, 21, Westbourne-place, Pad- dington ... ... .224 F. Slight, London-bridge. Londonderry and Coleraine ... 36 | Peter Roe, Londonderry. Iondonderry and Enniskillen ... 60 |J. K. Arthur, 4, Coleman-street Buildings, London. Lowestoft and Beccles ... tº e ſº W. Day, 43, Parliament-street, London. Luton and Welwyn Juzction ... T. E. Austin, Luton. L ington 4 chester and Midland J une. | tion e e ºs sº a g ... 45 jF. Wragge, Derby. Manchester and Aitrincham ... 9 J. Kirkman, Manchester. Maryport and Carlisle ... ... 28 J. Addison, Maryport. Maybole and Girvan ... tº Lº tº Manchester, Sheffield, and Lin- colnshire. tº e a tº ſº º ... 173 E. Ross, Manchester. 13|J. M'Limont, Girvan. Metropolitan tº ſº ºf ... 4 || J. Henchman, 14, Cornhill. Mid-Kent ... ... ... 5 G. Woolcott, 27, Great George-street, West- Mid-Kent and North Kent Junc- tion ... ... ... ... 4} E. Bellamy, Gresham House, Old Broad-st Mid-Wales tº & e tº ſº º R. S. France, Shrewsbury. e Mid-Sussex. ę ºn tº ... 17 | T. M. Walford, 11, Buckingham-st, Strandi Middlesborough ... e ... 12 || D. Dale, Darlington. Midland ... " ... ... ... 614 G. N. Browne, Derby. Midland Great Western... ... 192 Beausire, Broad-street, Dublin. Monkland ... tº g ſº tº e º ... 56 J. F. Sloane, Glasgow. . Monmouthshire ... ... 44 |G. Harrison, Newport, Monmouthshire. Morayshire... ... ... ... ; 12 || W. H. Mills, Elgin. Morpeth and Tynemouth tº ſº º G. Armstrong, Newcastle. Newcastle and Carlisle ... ... 78 H. Smiles, Newcastle-on-Tyne. Newmarket tº e & * - ſº ... 37 || Office, Shoreditch Station, Newry and Armagh ... ... I 19 | B. Fearnley, Edward-street, Newry. Newry and Rostrevor ... .# 84. R. C Liverpool. Newtown and Machynlleth ... ; 22 D. Howell, *. Norfolk ... iº e º ... 92 || J. Hutt, 69, Lom -street, Lendon. North British ... ... ... 199 || J. Nairne, . North Devon ... ... ... I 35 3. H. Harris, 24, Old Broad-street, City North Eastern ... ... ... [TS9 || J. Cleghorn, York. SECRETARII.g. 50 GUIDE TO HAILWAY SITUATIONS. ſº Ž. I ALLWAYS. : GECRETARI Sº. : Mls. North London ... etº ... l 9 North and South-Western Junc- H. Chubb, Euston Station, London. Orl tº tº G gº tº e º O ſº tº a s North Staffordshire tº ſº e tº º ſº. J. Samuda, Stoke-upon-Trent. North Union tº e * † ... 39 IT. H. Carr, Preston. North-Western © e e tº ºn tº tº p is 47 W. Whelon, Lancaster. North Yorkshire ... * † tº ... 29 || J. Birks, York. Northern Counties Union ... 127 | C. L. Webb, Lincoln's Inn. Northern and Eastern ... ... 144 |W. Bourne, Bishopsgate 8tation. Norwich and Spalding ... ... 25||G. S. Chevallier, 73, Chancery-lane. Oldham and Guide Bridge ... | 6 |E. Ross, Manchester. Oswestry and Newtown ... 29 || R. Stevens, Welshpool Peebles ... g & © tº dº ſº. ... 21 |J. Bathgate, Peebles. Penarth ... ... ... ... [ 54 B. Bacon, Cardiff. e Perth and Methven tº e ſe ... 6 || W. C. Henderson, Perth. Perth and Dunkeld ... ... 8; C. D. Cranstoun, Perth. Port Carlisle tº g tº * † tº ... 11 || J. Nanson, Carlisle. Portadown and Omagh... ... 13|| W. Mackay, Dungannon. Portsmouth tº G & ... ... I 32 |G. #: Horne, 28, Great George-street, Wes:- Ininster. Portpatrick gº º gº † G ... 62 || A. *ś Stranraer. Preston and Longridge ... ... flº J. T. Clarke, Preston. Rhymney .. & © tº ... ... 19%. J. B. Shand, Cardiff. Royston and Hitchin ... ... 12; W. Reed, 15, St. Helen's-place, Bishops- gate-street Within. St. Andrew's tº e e tº º º tº be 4! W. F. Ireland, St. Andrew's. St. Helen's... ... ... ... 52"| A. Sinclair, St. Helen's. Salisbury and Yeovil ... ... 40 | H. W. Notman, 2, Leadenhall-ste, London. Scottish Central ... * … e. ... 56 |L. A. Jamieson, Perth. Scottish North-Eastern ... ... 115 L. Kempt, Aberdeen. Selkirk and Galashiels ... e gº ºn D. C. Alexander, Selkirk. Sevenoaks (now London, Chat- ham, and Dover) ... ... 8 |G. F. Holroyd, 2, Moorgate-street, London. : . d st tº º tº ... 40 || C. E. Reed, 81, Parliament-street. hrewsbury an ... i. 29 Shrewsbury and Chester •e. 48 C. H. Saunders, Paddington Station. Shrewsbury and Hereford ... 51 |J. Toulman, Barlow, Shrewsbury. Shrewsbury and Welshpool ... 16 || R. S. France, Shrewsbury. Shropshire Union... * * * ... 29 A. Wragge, Chester. Sittingbourne and Sheerness ... 7 |S. J. Breese, 51, King William—st., London. Somerset Central... ... ... 20%|R. A. Read, Glastonbury. $outh Devon © tº gº e tº 40 ... 75 W. Carr, Plymouth. South Devon and Tavistock ... } 18 W. H. Evens, Plymouth. *outh- se º tº e º ... 306 |S. Smiles, London Bridge Terminus, $outh Staffordshire tº tº ſº ... 45 T. J. Buckton, Lichfield. $outh Wales ... ... ... 171 || F. G. Saunders, Paddington. South Wales Mineral ... ... 12 || R. Parsons, Neath. “outh Yorkshire and River Don 118 C. H. Thiel, Doncaster. South Durham and Lancashire Union ... ... ... 4. G. Browne, Barnard Castle. Staines and Reading ... . ... 22; H. J. Noyes, Bayswater. GUIDE TO RAILWAY SITUATIONS. 51 H RAILWAYº. § (SECRETARIEC. & Mls. Stamford and Essendine ... 34 F. C. Maguire, Stamford. Stirling and Dunfermline ... 24 A. J. Dickson, Edinburgh. Stockport and Staleybridge ... 10 || C. E. Stewart, 2, Leadenhall-st., London. Stockton and Darlington tº ſº º # Thomas MacNay, Darlington. Stockton and Carlisle Union ... 's Address, Newcastle. Stokes Bay © g tº jº o ... 1+| E. Bellamy, 24, Old Broad-street, City Stratford-on-Avon º tº tº ... 9 || J. C. Bull, Stratford-on-Avon. Swansea Vale ... tº ºn tº ... 9 || Geo. Leeds, Swansea. Tewkesbury and Malvern tº º ſº R. Stephens, Bridge-street, Westminster. Taff Vale ... tº e G. ... ... 54 || E. Kenway, Cardiff. e Tralee and Killarney ... ... 22 W. Chaytor, Kingsbridge, Dublin. r e tº ... ... ... 51 F. jºbſ. Victoria-st., Belfast- Ulverston and Lancaster ... 19 J. Ramsden, Ulverston. Vale of Clwyd ... tº tº: ... 12 || M. Smith, Denbigh. Vale of Neath ... * - † ... 35 J. Williams, Neath. Victoria Street and Pimlico ... 14 E. Bellamy, Great George-street, West- minster. Wansbeck ... ... ... ... 25 | B. Woodman, Morpeth. * Warrington and Stockpo ... 11 J. Kirkman, Warrington. Waterford and Kilkenny ... 31 W. S. Parker, 17, Gracechurch-st., London. Waterford and Limerick ... 77 | Thos. Ainsworth, Waterford. Waterford and Tramore ... || 7 || G. W. Wood, Molesworth-street, Dublin. Waveney Valley ... * = & ... 13 | E. Ayres, Ipswich. Wellington and Severn Junction | 6 || R. D. Newill, Wellington, Salop. Wells and Fakenham ... ... 10 || J. Hutt, 44, Moorgate-street, London. West Cornwall ... & ſº tº ... 27 || C. P. Charlton, Penzance. West-End and Crystal Palace... 10 E. Bellamy, Great George—st., Westminster. West of Fife Mineral ... ... 7 || J. M“Farlane, Dunfermline. West Hartlepool ... $º ſº gº ... 39 A. Basnett, West Hartlepool. West Midland ... tº gº e ... [162 W. T. Adcock, Worcester. West London ... ... ... 9} Wi...and 13, Old Jewry Chambers, & IR£10|l. West Somerset ... tº tº ſº ... I 14 | See Bristol and Exeter. West Somerset Mineral... ... 13 C. E. Rowcliffe, Stogumber. Whitehaven and Egremont ... 7 |J. Linton, 82, Church-street, Whitehaven. Whitehaven and Furness ... 35 | H. Cork, Whitehaven. Whitehaven Junction ... ... l 12 do. do. g Wimbledon and Croydon ... 5+|C. E. Reed, 31, Parliament-street, London Wimbledon and Dorking ... [ 55] G. W. Horne, Gt. George-st., Westminster. Wycombe ... tº e de ſº tº º ... | 10 | See Great Western. Yarmouth and Addiscoe... ... 8}l D. Day, 40, Parliament-street, London. I N DIA. Berar & Eastern Coast of India 400 J. W. Pillans, 31, Broad-street Buildings. Bombay, Baroda, and Central India ... ... ... ... 183 || C. H. Kennedy, 10, Liverpool-street, New Broad-street. . Calcutta and South-Eastern ... I 32 || G. P. Stoddard, 7, New Broad-street. Ceylon Upºº e & © ſº tº gº ºn G. E. Cooper, 9, Broad-street Buildings. - - D 2 52 GUIDE TO EAILWAY SITUATIONS. INDIA (Continued). I ºAILWAY (Sº. | SECRETARIES. ; East Indian (371 opened) « . . º.º. isso D. J. Noad, Alderman's-walk, New Broad- street. Eastern Bengal ... ... ... 108 || J. Fergusson, 24, Gresham-street. Great Indian Peninsula (850 of which are opened). ... ... [1103 T. R. Watt, 3, New Broad-street. Great Southern of India ... 300 || R. Notman, 2, Leadenhall-street. Madras ... © e e tº § { } ... 850 | N. B. Acworth, 33, New Broad-street. Northern Bengal... ... ... 300 H. Clarke. Punjaub ... ... ... ... 230 | T. Barnell, Greaham House, Old Broad- street, City. Scinde tº ºpe © ove & Cº. † tº º 110 As above. Costa Rica... tº º º tº gº ... 10 J. Hallows, Liverpool. Demerara ... ... ... ... 20} P. F. Garrett, Liverpool. Jamaica ... tº gº tº tº º ſº ... 16 || J. Farrer, Manchester. Matanzas and Sabanilla... ... 45 J. H. Schroeder, Lime-st.-square, London. Trinidad ... ... --- ... I 50 || A. Eborough, 80, Old Broad-street. BRITISH NO RTH AM ERICA. Ruffalo and Lake Huron ... [161 | T. Short, 8, Threadneedle-street. Debore and Milwaukie ... ... [185 | B. Baker, 126, Gresham House, Old Broad- street. European and North American ||114 Grand Trunk of Canada ... [970 || J. M. Grant, 21, Old Broad-street. Great Western of Canada ... 345 B. Baker, 126, Gresham House, Old Broad- street. New Brunswick and Canada ... 92 || Thos. Byrne, 5, Whitehall, Westminster. Northern of Canada ... ... 109 || George Beatty, 18, Gresham-street. Ontario, Simcoe, and Huron ... 94 || Office, 2, New Broad-street. Welland ... ... ... ... H. D. Stead, 5, Tokenhonse-yard, London. Railway Clearing House, 10¢, Upper Seymour-street, Euston-square. KENNETH Morison, Secretary. Irish Railway Clearing House, Kingsbridge Terminus, Dublin. J. W. Elwyn, Secretary. A U S T R A L A SIA. Geelong and Ballarat --- ... ****** Orn Melbourne and Hobson's Bay... Wm. Stuckey, 20, Cornhill. & Kilda and Brighton see •e. Bank of New South Wales. 37, Cannon-st. GUIDE TO RAIJAWAY SITUATIONS. §§ zº- -à- PAILWAYS. 3RC º TA RI is . ; Mls. A FR I C A. ‘Cape Town eGº ºne “ Office, 261, Gresham House, Old Broad- l": VARIOUS FOREIGN RAILWAYS. Algeria ... tº Gº tº º ſº ... I 57 || C. Pons, 38, Throgmorton-street, Londoſº. Royal Danish ... ... ... 69 || F. 1. Grach, 84, King William-street, IlúOil, Royal Swedish ... e tº e ... 96 || G. A. Hillier, 149, Gresham House, Old Broad-street, London. §:...”. ... :: *|} M. Chubb, si, Moorgate-street, London. Tournay and Jurbise ... ... 47 | T. Westwood, 67, Upper Thames-street, ndon. Victor Emmanuel tº º tº º Aº ‘º L. H. Hazlewood, Lothbury, London. Bahia and San Francisco ... 77 || W. Clay, 6, New Broad-street, London. Pernambuco ... ... ... 78 W. H. Bellamy, Gresham House, Old Broad-street, Łn. New Orleans ... º, º ſº ... (206 || J. 1:a Schroeder, 145, Leadenhall-street, Indon. “Ottoman ... * * * tº gº ... 70 | S. J. Cooke, 2, St. Michael's House, Corn- Norwegian Trunk * > . . ... 42 F. H. Webb, 11, Angel-court, Throgmorton- JRiga and Dunaburg ess ... 140 | Office, 18, Cannon-street. tº-º HINTS ON COMMERCIAL EMPLOYMENTS IN GENERAL. It is hardly necessary to state that clerkships and other occu- pations offered by commercial houses are of the most diversified character, and require such various qualifications in those em- ployed, that a complete guide—if, indeed, it were at all possible to compile one—would assume the dimensions of a large and expen- sive volume. Nevertheless, a few general hints may be jºi under this head, which, though far from serving as a definite guide, like the former part of this work, may yet prove of utility to those in search of employment. Young men who flock to London, and other large centres of commerce, with the vague idea of obtaining “some sort of a situation,” but without introductions —without even the faintest notion of what they seek, or what first step they can take in any direction to secure their object—will find in these pages some general information, that will, at least, be of service to them in their first attempt. - By some fortunate chance, a young man, situated as we have described, may call on a man of business and be kindly received; but he is much more likely to meet with a rebuff. This will rarely happen, on the contrary, to one who has the advantage of an introduction, and is furnished with testimonials to character. These documents of respectability may not avail him in the quarter to which they are first addressed, but they will always meet with reasonable attention, and will prove of the greatest use in appli- cations arising from advertisements. It is well, therefore, to deter- mine, in the first place, on seeking employment in some certain direction; and then, by energy and painstaking, introductions may possibly be obtained to directors, secretaries, or other officials of public companies; or to the principals, the managers, or those engaged in confidential and responsible departments of commercial and manufacturing establishments. There are few tradesmen in any country town who do not correspond occasionally with houses of business in London; and any introduction, however humble, would be preferable to none. The great point should be not to ; as a waif or stray of society, but to possess the means of identification, at the very least. A young man who cannot by any means obtain an introduction, HINTS ON COMMERCIAL EMPLOYMENTS IN GENERAL, 55 would be well advised to stay at home, and endeavour to accom- plish his purpose by replying to such advertisements as may appear most suitable. These are to be sought in the columns of the Times and other newspapers, which he should see every day. There are few towns or villages, it is presumed, in which facilities for consulting the daily papers do not exist. We will suppose, however, that a young man has determined on coming to London to “take his chance,” or that he is already living in the metropolis. The first consideration is that of cha- racter. In every house of business, integrity, punctuality, truth- fulness, ready obedience, temper, and orderly conduct are indispensable requisites. These are as necessary to one starting in life as his very legs and arms. Especially does the prosperity of every establishment depend on the perfect faithfulness of those employed in it; accordingly, the strictest investigation may be expected, in order to discover the antecedents, in this respect, of every applicant. $ t is hardly necessary to say, that in determining upon the particular class of situation to be sought, and in answering adver- tisements, the educational attainments of the applicant are, next to character, of the highest importance. For example, clerks of every grade are required to write a good clear hand, to spell correctly, and to be quick at accounts. Without these primary .# cations, it is only trifling with men of business to seek such employments. In some specific cases, a certain amount of geo- graphical knowledge, or skill in modern languages—chiefly French or German—is equally necessary. In addition to personal quali- fications, it must be remembered that, in some responsible situations, a money security is required, as a guarantee of honesty. A society exists in London by subscription to which this can be secured. Young men, or youths not yet experienced in business, will often succeed best if they are so situated as to agree for a certain term of service without salary. In this way a commencement may often be made in a good house of business, whose subsequent pay- ments are on a liberal scale. In some cases, a premium is required on entering. It is well that all this should be known to those who are in search of employment for the first time in their lives, as it will have the effect of arming them against disappointment, and of giving them a clearer foresight of the difficulties they may have to encounter. Having availed himself of these hints to review his position and his amount of available commercial knowledge, a young man who comes friendless to the metropolis will find the “London É. J) of infinite service in the further prosecution of his purpose. Few 58 Iº (INTS ON COMMERCIAL EMPLOYMENTS IN GENERAL. young men would think so, yet in those hard, uninteresting pages may possibly be found the clue which will lead him who chooses to follow it up perseveringly, with safety and honour, in his future path through life. We presume that the inquirer has carefully gauged his own value, and has ascertained, at least, the sort of employment for which he is best qualified. He will find, then, in the “London Directory " the following invaluable ºtion, amengst much else not so immediately interesting to him. The Official portion contains the names of persons engaged in the Government and in the various public offices. If the inquirer has a reasonable hope of procuring a situation in any public office of this kind, he may learn, from this list, the names of all who have . direct influence over the appointment he seeks. Full parti- culars of the qualifications for each office, the subjects of exami- nation, &c., may be obtained from the “Hand-book of the Civil Service,” published uniform with this volume. The Commercial List, containing, in alphabetical order, the names of all persons engaged in commerce or trade, with a short description of the business of each. The Trades' List, in which all the preceding names are classified. This arrangement is one that must prove of the greatest value to those in search of employment, as it enables them to ascertain in a few moments the names of all who are engaged in any particular branch of business. The Parliamentary List, containing the names and addresses of all Members of Parliament, and of the officials of each house. The Banker’s List, a complete catalogue of bankers in London and the country, alphabetically arranged. Steam and Navigation Companies, forming a portion of the trades’ list, and offering such a wide field of employment, that it may fairly be classed, in importance, with the railway interest. For this reason, we insert in this place a list of some of the princi- pal companies, with more complete information than will be found in the “Directory.” The General Steam Navigation Company; Offices, 71, Lombard Street, and 37, Regent Street, Piccadilly, London, is a joint stock company, conducted by a board of directors, secretary, &c., and, possessing a large number of vessels, have many commanders and officers in their employ. Properly qualified persons, to obtain situations, require the interest of directors, shareholders, and others immediately commected with the company. Their voyages for gers and goods are from London to Hamburg, Ostend and he Rhine, Rotterdam and the Rhine, Antwerp and the Rhine, HINTS ON COMMERCIAL EMPLOYMENTs IN GENERAL. 57 Boulogne, Calais, Havre, Edinburgh and Leith, Newcastle, Hull, Yarmouth, Margate, Ramsgate, and Herne Bay, &c. &c. The Peninsular and Oriental Steam Navigation Company. Offices, Leadenhall Street and Southampton. Under the manage- ment of directors, a secretary, and numerous clerks. This com- pany has also its agents abroad. Its organisation includes a share department, freight and passengers department, customs. and wharf department. It possesses a fine fleet of steamers, employed in conveying goods and passengers from Southampton to §. Alexandria overland to Suez; at this point they correspond with steamers to Bombay, Madras, Calcutta, Ceylon, Mauritius, Singa- pore, Hong Kong, Australia, &c. Royal West India Mail Company. Offices, Moorgate Street, London, and Southampton. Directors, secretary, and clerks. The steamers of this company convey goods and passengers from Southampton to St. Thomas's, and some of the West India Islands. They have also smaller vessels, termed inter-colonial, which convey goods and passengers from St. Thomas's to the Islands. Another line of steamers belonging to this company go to South America, # the ports of Bahia, Rio Janeiro, Buenos Ayres, and Monte ideo. The British and North American Royal Mail Steam (Cunard Line) º , from Liverpool, calling at Cork, to Halifax, Boston, and New York. Office, 52, Old Broad Street, London. G. and J. Burne, 9, Buchanan Street, Queenstown, Ireland; J. and C. McIver, 8, Water Street, Liverpool. African Steam Company, West Coast. Offices, Mincing Lane, London, principal at Liverpool; managed like the companies pre- viously named. Convey goods and passengers from Liverpool tº Ascension, Madeira, Teneriffe, Fernando Po, Sierra Leone, Capt Coast Castle, and other ports on the West Coast. The Union Steamship Company. Office, East India Chambers, Leadenhall Street, London. Conveyance from Southampton to Cape Town, Table Bay, Cape of Good Hope. East India and London Shipping Company. Office, 9, Mincing Lane, London. Auxiliary Steam Line. Trade between London and Madras, and London and Calcutta. Greek and Oriental Steam Navigation Company. Offices, 19, London Street, Fenchurch Street. Convey goods and passengers ſººn to Malta, Constantinople, Smyrna, Athens, Galats, brailar. Other companies, as well as individual owners, sail vessels to various parts of the world; the total number of steam vessels registered up to the 1st of January, 1861, including river passage 58 IHINTS ON COMMERCIAL, EMPLOYMENTS IN GENERAL. boats, being for the United Kingdom 1945. Many of the owners of sailing vessels are distinguished for the excellence of their fleets, consisting of vessels which are dispatched at stated periods. The names of Messrs. Green and Co., Messrs. Smith, Messrs. Wigram, Messrs. Dunbar, Lindsay, and others, may be mentioned, whose ships trade regularly to India, China, Australia, North and South America, the Mediterranean, the Pacific, the principal ports of Europe, and, in a word, to all parts of the world. An acquaintance with or an introduction to persons imme- diately connected with shipping, is necessary to obtain any occu- pation in this field of employment. These are ship-owners, directors, managers, and officials of various shipping companies, commanders, and other officers, ship-builders, merchants, com- mercial traders who supply ships, and all such parties as have direct communication and intercourse with principals who have employ- ment to bestow. Situations in docks, or in joint-stock companies, can be obtained only by communication with the directors or secretaries. A certain amount of special knowledge in arithmetic and accounts is necessary. We cannot repeat too often that the all-important thing for a young man in search of employment in London, is to make up his mind to some definite aim, and to see that his knowledge, however humble in degree, possesses a definite character. Vagueness of purpose argues a want of businéss ability; and they who are most ready with a vast amount of general knowledge, but are unprepared to say that they are really fitted for anything in particular, have the rest chance of all. Young men intending to become clerks in ndon, or youths waiting for appointments which they expect some kind friend may possibly bestow upon them, may do better than wait with supine hands, and only their schoolboy knowledge at command. 1. Let them acquire a special knowledge of the organisation of the vast trade of London, by a systematic study of the “London Directory.” This hint, simple as it may appear, is one that will tend to the removal of many difficulties, and facilitate action in many ways. The “Directory” is one of the chief instruments by which trade is carried on. It is a key which, skilfully applied, will n many doors, not only to those who are in search of employ- ment, but to those who may be already occupied. 2. Let them obtain, at the same time, as much accurate know- ledge as possible of places and offices with which a London clerk must necessarily become more or less familiar, according to the nature of the business in which he is engaged. This knowledge EIINTS ON COMMERCIAL EMPLOYMENTS IN Gº. ERAI. 59 will greatly increase the chances of a youth when he enters a mer- chant's office, as it will enable him to exhibit intelligence and promptness beyond others who have not occupied their leisure with the same studies. Let us imagine a scene:— Merchant (putting on his hat and speaking in haste): “Go #. and see what coal ships have arrived, and meet me at oy 's.” Unsophisticated Clerk (stopping his employer): “Where am I to go to, sir?” The merchant explains; goes out ruffled, and returns without seeing his clerk, who whiles away an hour or more under the portico of the Royal Exchange, with the melancholy impression that “Lloyd’s” was “somewhere about there!” Compare this in effect with the prompt intelligence of a youth who allows the merchant to go out without interruption, knows how to find a list of ships at the Coal Exchange, and arrives promptly at Lloyd's. Yet all this difference may exist between two clerks of equal natural ability, one of whom has acquired a certain amount of easily acquired knowledge, which the other has totally neglected as beneath his notice. Some of the places with which every clerk should be familiar are here enumerated, by way of illustrating more completely what We mean :- Lloyd's, Royal Exchange, Cornhill; for insurances and regis- tration of ships, &c., to all parts of the world. The Jerusalem Coffee House, Cowper's Court, Cornhill; connected more parti- cularly with ships trading to the East Indies, China, Cape of Good Hope, and all intermediate ports. Jamaica Coffee House, St. Mil- dred's Court, Cornhill; more particularly for Jamaica and all the other West India Islands. Baltic, Threadneedle Street; Russia and North of Europe. Coal Exchange, Lower Thames Street; where ships’ cargoes of coals are sold at public market, and regis- ters of ships in the coal trade are kept. Custom House, Principal Establishment, Lower Thames Street, connected with which are branches at the various docks. Office for Register of Shipping, Adelaide Place, London Bridge. The various docks in London where ships discharge homeward cargoes and load for foreign voyages, are—East and West India Docks, Victoria, London, Docks, Commercial Docks, St. Katharine's Docks. The Trinity House, Tower Hill; for business connected with lights, beacons, pilots, ballast, &c. The Admiralty and Somerset House; for transactions with the navy and transport service. Deptford and Woolwich Dockyards; Goldsmiths' Hall; Horse Guards, Charing Cross; Tower of London; Royal Mint; Bank of England; 60 HINTS ON COMMERCIAL EMPLOYMENTS IN GENERAL. Post Office; Royal Exchange; Stock Exchange; Board of Trade, Whitehall; Foreign Office, Downing Street; Colonial Office, Downing Street; Secretary of State, Home Department, White- hall; Poor Law Commissioners; India Board, Victoria Street, Westminster; Law Courts—Westminster, Lincoln's Inn, Guild- hall, Court of Queen's Bench, Common Pleas, Exchequer, Bank- ruptcy, &c. &c. 3. An acquaintance with a certain class of books used by com- mercial men, and with the booksellers where works of a particular -class may be procured, will be found a valuable part of that specific knowledge we are recommending. A clerk, for example, should know that he can at once obtain—Acts of Parliament, in Queen's Head Passage or Parliament Street. Specifications of Patents, at the Patent Office, in Chancery Lane. Law Books, in Bell Yard, Fleet Street. East India Works, in Leadenhall Street. Insolvent Court Forms, in Portugal Street. Maps and Diaries at the Royal . &c *: &c. &c. He should know the use of the “Court Guide” as well as the *Directory,” and of the “Army and Navy Lists” (the former pub- lished quarterly, the latter monthly). “The Gazetteer’ and the “Commercial Dictionary’” should be familiar to him. We profess only to give hints sufficient to guide the totally inexperienced to specific subjects of study, the better to prepare them for duties which it is but too common to enter upon in absolute ignorance of matters which every man of business should have at his fingers’ &nds, the knowledge of which is nevertheless easy of attainment when its importance is once felt. sºrrº AND GALPIN, BELLE sauvAGE PRINTING woxxs, LUDGATE HILL, Ral CASSELL, PETTER, AND GALPIN'S PUBLICATIONS. C A S S E L L' S . AT L A S E S A N D M A. P. S. CASSELL’S COMPLETE FOLIO ATLAS, containin 260 coloured Maps, engraved in the first style of art, an presenting one of the fullest and most perfect delineations of the Surface of the Globe ever published. Price, in paper boards, Two Guineas. Bound in half-roan, Fifty Shillings; in half-morocco, Three Guineas. 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