mmmmm. , . 
 
 ill 
 
 CHAS. 
 
LIBRARY 
 
 OF THE 
 
 UNIVERSITY OF CALIFORNIA. 
 
 Class 
 
FREIGHT 
 TRANSPORTATION 
 
 ON 
 
 TROLLEY LINES 
 
 BY 
 
 CHAS. S. PEASE 
 
 * I 
 
 Civil Engineer 
 
 NEW YORK 
 
 McGRAW-HILL BOOK COMPANY 
 1909 
 
X? 
 
 GENERAL 
 
 Copyright, 19()9 
 
 by the 
 
 McGRAW-HILL BOOK COMPANY 
 NEW YORK 
 

 CONTENTS. 
 
 PAGE. 
 
 GENERAL CONSIDERATIONS 1 
 
 THE CANVASS 7 
 
 MAPS AND STATISTICS 12 
 
 ROUTES AND TIME SCHEDULES 14 
 
 STATIONS AND DEPOTS 16 
 
 CARS 20 
 
 SIDE TRACKS 26 
 
 EMPLOYES 29 
 
 CLASSIFICATION AND RATES 31 
 
 INTERSTATE COMMERCE AND PUBLIC SERVICE 
 COMMISSIONS 36 
 
 ACCOUNTS AND STATIONERY. 38 
 
 INSTRUCTIONS TO EMPLOYES 51 
 
 CONNECTING LINES 56 
 
 THE PLATFORM PACKAGE SYSTEM 58 
 
 THE PUBLIC. 60 
 
 IN CONCLUSION. . . .62 
 
 202048 
 
FREIGHT TRANSPORTATION 
 
 CHAPTER I. 
 GENERAL CONSIDERATIONS. 
 
 Generally speaking the freight business of a 
 steam road is larger and more profitable than its 
 passenger service. While on electric traction 
 lines this relation will not obtain, the subject of 
 goods transportation is worth close study with the 
 intent of following so far as may be expedient 
 the practice of the great trunk lines. Our city 
 and suburban traction systems are largely evolu- 
 tions from horse car lines, when the service had 
 severe limitations as to weight, speed and distance. 
 Then the matter of freight or express transporta- 
 tion was rarely ever considered. When the 
 modern electric car appeared, capable of carrying 
 125 people at a higher rate of speed 25 miles out 
 into the country, the view of the management 
 seemed focussed on the great advance in matters 
 of passenger service, and there were few managers 
 who had eyes to the business for which the steam 
 roads principally stand. 
 
 Still, this general proposition has had the atten- 
 tion of some traction companies, and the results 
 of establishing a freight service have been more 
 or less satisfactory, depending upon the methods 
 
 1 
 
2 FREIGHT TRANSPORTATION. 
 
 employed. Where the business offered has just 
 been nibbled at, the profits, if any, have been in- 
 significant. Where the methods of the old line 
 express companies, developed to meet the re- 
 quirements of extensive interstate business, have 
 been imitated in a restricted territory, the cost 
 of wagon service has usually eaten up the 
 profits. Where the company has farmed out the 
 business to an outside corporation or individual, 
 the profits, if any, have been small. But where 
 an operating company has concluded to run 
 a transportation business substantially on the 
 methods of the freight department of a steam 
 road, it has made a wise decision. The pick-up and 
 delivery business refused would not only have 
 been unprofitable, but would have resulted in an 
 absolute loss in most instances. 
 
 An example of nibbling at business is afforded 
 by an eastern line that runs two or three trips 
 per day of a combination express and passenger 
 car, with a motorman, conductor and express 
 messenger. Superficially, this plan is not without 
 its attractive features, but, as the car is at the 
 town end only ten minutes two or three times a 
 day, shippers usually forward by steam road 
 freight or express companies, whose depots are 
 always open during business hours. The wayside 
 or even through business of this combination car 
 is insignificant, and is done at a loss. 
 
 Selling transportation privileges for a percentage 
 of gross business transacted is a not uncommon 
 
GENERAL CONSIDERATIONS. 3 
 
 manner of relieving the official mind of the bother 
 of conducting a transportation business. Express 
 companies pay the steam roads over which they 
 run, on a basis of fifty and sometimes fifty-five 
 per cent of gross business. The XYZ Express 
 Company routes packages from A to B for example, 
 over two different steam roads. Neither one of 
 these companies is in a position to administer a 
 transportation business over the line of the other. 
 The XYZ is a great money maker; so is the lessee 
 of transportation privileges on trolley lines. The 
 Traction Company, would do better to pay a 
 freight traffic manager a fair salary and own its 
 business, than fatten a lessee. Numerous instances 
 could be cited of traction companies that have 
 contracted with small corporations or with in- 
 dividuals to furnish depots, cars, motormen and 
 power for 33J to 40 per cent of the gross receipts 
 of the express or freight business, with the result 
 that the lessee takes virtually all the profits. The 
 lessee is not interested in keeping down the car 
 mileage nor the platform service. He can make a 
 profit when a ten ton car is run ten miles with a 
 ten pound package aboard. 
 
 It is not unnatural for an operating company 
 unfamiliar with freight and transportation, and 
 wishing to haul all business offered, to adopt 
 methods for years in use by the old line express 
 companies. In spite of the vast territory the 
 latter have to draw from, many of their wagon 
 routes are not self-supporting, but, by the law of 
 
4 FREIGHT TRANSPORTATION. 
 
 the company's being it must be prepared to take 
 anything anywhere. There is so much that is 
 profitable in their wagon routes, widely considered, 
 that the balance is on the right side of the ledger. 
 Let a traction company provide wagon service 
 and you may see a $200 wagon, a $14 a week man 
 and a $250 horse wearing a $30 harness, trying to 
 catch up with fixed charges with a pound of tea 
 under the seat. Would an old line express com- 
 pany deliver the tea? Of course, but that part of 
 their service with the pound of tea is infinitessimal 
 in comparison with the profitable wagon-miles 
 they run. The traction company has no such 
 supporting conditions. 
 
 If the freight business of a steam road is more 
 profitable than carrying passengers, a traction 
 road should not be afraid to give freight a trial. 
 Ignorance of the business, fear of public resent- 
 ment, doubts of the suitability of tracks and bridges 
 are some of the reasons why more traction com- 
 panies are not carrying freight. 
 
 A simple method of making a revenue is that of 
 switching freight cars from a steam road to fac- 
 tories at a distance. Profitable night work is 
 found in: 
 
 Carrying ice from outlying houses to city dis- 
 tributing depots. 
 
 Hauling ashes, brick, cement and building 
 materials. 
 
 Gathering butchers' refuse for rendering houses. 
 
 Handling offal for packing houses. 
 
GENERAL CONSIDERATIONS. 5 
 
 Bringing in milk from the country. 
 
 Transporting farm produce and returning emp- 
 ties. 
 
 vSome of the above industries require special 
 cars owned by the shipper. Perishable goods are 
 profitably handled at night and preferably so. 
 Some of the lines of trade to which trolley trans- 
 portation is particularly suited are as follows: 
 
 Bakers Hardware 
 
 Beer and Ale Ice Cream 
 
 Bread Laundries 
 
 Butter, Eggs and Cheese Liquors and Wines 
 
 Canned Goods Meats 
 
 Cement Milk 
 
 City Markets Mineral Waters 
 
 Cigars and Tobacco Plumbers 
 
 Confections Pork Products 
 
 Cracker Manufacturers Poultry 
 
 Department Stores Soft Drinks 
 
 Farm Products Wholesale Drugs 
 
 Fish and Oysters Wholesale Grocers 
 
 Fruits 
 
 although the traffic in the end will cover the entire 
 trade list. 
 
 In considering the question of goods transporta- 
 tion it should be certain that the charter gives 
 the right to carry any kind of freight that may be 
 offered. If not, it should be amended, for no 
 satisfactory business can be done under limitations 
 in this regard. Charters generally while framed 
 
6 FREIGHT TRANSPORTATION. 
 
 to provide for carrying the mails and small pack- 
 ages, leave the company to face the municipal 
 authorities in order to secure such extension as 
 may permit the handling of heavy and bulky 
 freight. 
 
 Presuming that it is decided to investigate con- 
 ditions with a view of inaugurating a freight busi- 
 ness, it is in order to proceed with a canvass of the 
 trade in all lines, not neglecting to look out for 
 new industries that are sure to be fostered by in- 
 creased and improved transportation facilities 
 afforded. 
 
CHAPTER II. 
 THE CANVASS. 
 
 An approximate estimate of the nature, volume 
 and destination of goods likely to be offered for 
 transportation is needed before much else is done. 
 It is suggested that a list of city and suburban 
 points, obviously requiring improved service be 
 printed and forwarded to leading shippers with a 
 circular letter something like the following, with 
 a stamped and addressed envelope enclosed for 
 reply: 
 
 " Plans to establish a freight service on the 
 lines of the L. M. N. Company, for all 'classes of 
 industries, in and about B are being considered, 
 and representatives will make a canvass to deter- 
 mine the attitude of shippers toward such a pro- 
 ject. The idea has been generally approved, and 
 substantial support promised. 
 
 ' The establishment of freight stations con- 
 veniently located in B and in suburbs, in charge of 
 trained attendants, and connected by a carefully 
 arranged and rapid car service, is under advise- 
 ment. Wagon service of any character whatso- 
 ever has no part in this plan, except as provided 
 by the shipper or the consignee. 
 
 " Classification and tariff sheets are in prepara- 
 tion. 
 
 " If you are interested in a quick service at low 
 
8 FREIGHT TRANSPORTATION. 
 
 cost, kindly advise us promptly as to the probable 
 volume of your merchandise, handled from or to B, 
 between points named on attached sheet." 
 
 It is not likely that more than 20 per cent of the 
 parties addressed will answer by letter, nor that 
 more than a tenth of those will give a satisfactory 
 reply. But the canvasser will find the shippers 
 interested in the matter of the circular when he 
 calls. When shippers are approached from an 
 unexpected quarter, they are inclined to assume a 
 defensive if not a combative attitude. The cir- 
 cular letter has probably been read if not answered, 
 and the subject, having been introduced before 
 the arrival of the canvasser, can then be discussed 
 in a business way, and, depending on the common 
 sense of the solicitor and the make-up of the 
 shipper, ideas of character, quantities, and destina- 
 tion of goods, can be acquired. Considerable 
 emphasis is laid on this matter of canvassing for 
 the reason that a canvass can be good or absolutely 
 useless. Many shippers in order to draw the 
 solicitor out will assume an air of indifference or of 
 opposition to the project. Others say, " Go ahead 
 and put your plan into operation and if convenient 
 and economical we will patronize you." This 
 attitude is not novel; it is observed in commercial 
 life hourly, and is a relic of the days when com- 
 mercial transactions consisted of barter. Can- 
 vassers and salesmen are born, not made, and the 
 representative for this work should be selected 
 from the class of men who have a record for bring- 
 
THE CANVASS. 9 
 
 ing home the goods. That sort of man knows 
 it is better to see six firms a day and see them right, 
 than to cover a lot of territory and come back 
 with misty or mistaken notions of the situation. 
 Cover the city territory carefully, form an idea of 
 requirements for outbound business, then turn to 
 the country round about and find what can be 
 had to be brought into town. The cars should 
 carry loads both ways. This solicitor should be a 
 man who knows country life. It is not likely 
 that the city canvasser, who can make headway 
 with department stores, wholesale grocers, the 
 butter and eggs men, the baker, the cigar maker 
 and the brewer, will get on the right side of the 
 farmer, the truck gardener, the dairy man and the 
 poultry raiser. These people want the service 
 whether they know -it or not, and perhaps it re- 
 quires more patience and tact to win their patron- 
 age than that of the city people. The best plan 
 is to get hold of some enterprising countryman who 
 can be educated to your way of thinking, and have 
 him take a horse and buggy and circulate about 
 among the people who raise potatoes, poultry, 
 and pigs and sell milk. This sort of man should 
 also canvass the city markets. It will be found 
 that the country shipper within say 12 miles, will 
 drive to market eight months of the year, and 
 ship by steam road, if it is accessible, the rest of 
 the time. The owner can do better in the city 
 market than his hired man. So he starts from 
 his home late in the evening, gets to market be- 
 
10 FREIGHT TRANSPORTATION. 
 
 tween one and two a.m., puts up overnight at a 
 hotel, boards out his team, and goes back with his 
 empties when through with his work. He has 
 been away from his farm a whole day or more, 
 tired out his horses and very likely bought things 
 on his own initiative or by request that could be 
 done without. When shipping by steam road, he 
 has the railroad rate to pay plus the city teamsters' 
 bill for hauling his stuff from the depot to the 
 market or to other customers. Here is the op- 
 portunity for the representative who comes along 
 with a proposition to open a depot, one, two, or 
 three miles, as the case may be, from the farm, 
 and rush the produce that is brought there to the 
 market side track and bring back the empties in 
 due time. 
 
 Canvassing for the milk trade is a specialty and 
 requires a knowledge of city and farm conditions 
 to make it successful. This commodity is brought 
 long distances by the steam roads and is distributed 
 by city dealers who have more or less extensive 
 establishments for bottling milk and cream, 
 washing and sterilizing bottles, etc. Some large 
 distributors are worth a side track and the others 
 may call at one of the city depots. Milk cars, 
 which are treated in Chapter VI, should not be 
 used for other freight, even though there may be 
 a vacant space in them. The canvassers should 
 make this clear to the buyers and shippers. 
 
 The country canvasser should have a sharp eye 
 to the prospective increase in business due to 
 
THE CANVASS. 11 
 
 facilities afforded. With a trolley freight service, 
 the farm on which wheat, corn and hay were 
 grown, may make a first class dairy farm, or a 
 profitable truck garden, under an enterprising 
 owner. 
 
 The company could dispense with a canvass 
 altogether, and start doing business with a flourish 
 of trumpets and half or twice the number of 
 cars needed. The former course discredits the 
 management and the other is expensive. The 
 initiation and maintenance of a canvass for 
 business has ample warrant, when one reflects 
 what an active and aggressive department of the 
 steam road equipment is the freight solicitor's 
 ofiice. 
 
CHAPTER III. 
 MAPS AND STATISTICS. 
 
 Two maps in duplicate should be provided, one 
 set for the canvasser and the other for the mana- 
 ger's office. One should be on a large scale, show- 
 ing the city or town, and the other on a smaller 
 scale, showing the city and surrounding country. 
 Indicate on these maps by an appropriate symbol 
 all company properties that may possibly be used 
 for stations, and later on such acquired lots as 
 may be needed for depots. Show also tracks, 
 double and single, cross-overs, switches, and 
 sidings. Distances from the commercial center of 
 the city should be marked at all proposed depots, 
 track ends and suburban town centers. Prominent 
 business houses, and markets, factories, breweries, 
 bakeries, packing houses, quarries, sand pits, dairies, 
 market gardens, large farms, etc., should be desig- 
 nated on the map by numbers, of which a classified 
 list should be made by card index. As an all- 
 round canvasser is rarely a desk man, the results 
 of his scouting should be systematically reviewed 
 and tabulated by someone in the general office, 
 who has the ability to compile a lot of miscellane- 
 ous matter that is brought in. Blank forms for 
 the use of the canvasser in his reports of in- 
 dividual shippers may seem a superfluity, but the 
 being human will come in occasionally without a 
 
 12 
 
MAPS AND STATISTICS. 13 
 
 shipper's right name or address. He will have 
 failed to note the time, day or night, when a par- 
 ticular shipper should be expected at the depot 
 with his goods, and so on, and so on. Provide 
 any convenient form in padded leaves that may 
 be pasted to the back of the index card. 
 
 A compilation of the data thus procured and 
 carefully sifted, as well as corrected by allowances 
 on the one hand for over-estimation and on the 
 other for business undiscovered, will give a fair 
 idea of what is to be provided for, not only in 
 tonnage but in bulk. 
 
CHAPTER IV. 
 ROUTES AND TIME SCHEDULES. 
 
 Outlying city districts beyond the reach of 
 economical wagon delivery, suburban centers, 
 villages, and settlements of all sorts reached by the 
 company's lines, are on record among your sta- 
 tistics as good for a certain tonnage in one or both 
 directions. On your general map paste small 
 labels, showing tonnage values at proper points. 
 It will be found that thriving towns ten or fifteen 
 miles out, will apparently warrant two round 
 trips per day, while for other centers, one trip per 
 day will suffice. Some distant or inactive points 
 require no more than a tri-weekly service. It 
 will be found that cars are cast to run one day or 
 another with little or no load. While this may be 
 unavoidable on some lines extending to consuming, 
 but non-producing centers, effort must be made 
 to bring cars in with some freight even if the re- 
 turn trip has to be made by a different route than 
 the outbound. It may be found profitable at 
 some times and seasons to make regular belt-line 
 trips. With certain classes of merchandise it is 
 not important that cars should be expected at 
 this or that depot at stated times, but in for- 
 warding perishable goods the shipper and consignee 
 expect and should be accommodated with a 
 running schedule scrupulously followed. It is 
 
 14 
 
ROUTES AND SCHEDULES. 15 
 
 often advisable to run a shuttle car service about 
 the city stations to pick up goods for the city 
 terminal. 
 
CHAPTER V. 
 STATIONS OR DEPOTS. 
 
 Failure will be read from the returns if, with 
 the best of everything else, the depots are im- 
 properly designed or located. Where some trac- 
 tion companies have entered the goods transporta- 
 tion field they have often done so with hesitation 
 and with no knowledge of the tonnage to be pro- 
 vided for. This or that old car barn or corner of 
 the power house has been thought good enough to 
 start with. " If the business demands larger or 
 different quarters, we will provide them," they say. 
 Car barns and power houses are not usually built 
 near the centre of the wholesale trade district anp 
 conclusions drawn from such experiments are 
 misleading of course. The heavy shippers the 
 wholesale grocers, butter and eggs men, brewers, 
 packers and department stores are not going to 
 drive their big trucks long distances to the 
 depots. It is not too much to say that the key to 
 success in this business is a freight terminal near 
 the centre of trade in the city. Your map of the 
 metropolis has been dotted with small black 
 squares indicating the location of good shippers. 
 Find the centre of gravity of these spots and look 
 around there for a city terminal, figure at locating 
 as near there as may be, but first have an eye to 
 requirements as follows, illustrated by this dia- 
 
 16 
 
STATIONS AND DEPOTS. 17 
 
 gram, which represents ideal conditions. The 
 platform has an office (B) at one end, track or 
 tracks (A) in the rear and yard room (C) for 
 wagons. Some fairly close approximation to this 
 design is essential. Twelve to fifteen feet is wide 
 enough for the platform, and as to the length pro- 
 vide liberally for the future. Cover it with a 
 galvanized iron roof on simple posts and trusses, 
 and enclose with rolling iron shutters. 
 
 With a terminal centrally located, well appointed 
 and in charge of competent men you have some- 
 thing attractive to shippers and being arranged as 
 
 indicated, freight may be disposed of with the 
 greatest efficiency. 
 
 Let a few common errors in city terminal ar- 
 rangements be specified: 
 
 When tracks and wagons are on the same side 
 of platform, cars and wagons seriously interfere 
 with one another. 
 
 When tracks are on one side of platform and a 
 wall on the other and wagons have access only to 
 the platform end, obviously not much business can 
 be done with one or two wagons loading or un- 
 loading freight at a time. 
 
 Narrow alley or street in which to swing teams. 
 
18 FREIGHT TRANSPORTATION. 
 
 No hood or awning beyond sides of platform. 
 
 Team side not paved with Belgian block. 
 
 Other city stations may be arranged on com- 
 pany property or leased land as the requirements 
 indicate. As the volume of business is less here 
 it will not be necessary to be so particular. The 
 same may be said about the country depots unless a 
 one-sided platform will not take care of the traffic 
 offered. A very good way of making a depot in a 
 car barn is to run a platform along the side of an 
 inner track and at required intervals cut one or 
 more six-foot wide doors in the adjacent wall for 
 receipt and delivery of freight. Suburban and 
 country stations should be on sidings or at track 
 end, if there is any chance of freight interfering 
 with the passenger service. Otherwise small 
 depots may be built, allowing ample clearance, 
 alongside the track, and freight handled over a 
 gangplank kept on the station platform. Country 
 stations fully equipped cost not more than $2.50 
 per square foot of plan, including office, partitions, 
 desk, stove and chimney. On some lines, as for 
 instance one running through farms or truck 
 gardening country where one agent takes care of 
 five stations, spending two stated hours daily at 
 each, the depots may be made of the simplest 
 possible form and placed near the main track. 
 Other station facilities, not altogether commend- 
 able, but permitted in many cases, are the news 
 room, drug-store or any other reputable place that 
 can be relied on to be open early and late. A 
 
STATIONS AND DEPOTS. 19 
 
 fair sort of depot can be made out of an old car 
 body. Accepting freight to be called for on route 
 is generally bad business, but seems to be un- 
 avoidable in the country. Perishable stuff should 
 be accepted only at owner's risk. If you are using 
 a station in common with a connecting line, ar- 
 range for a complete separation of your business 
 from that of the other line as a divided responsi- 
 bility for the custody and handling of freight in- 
 variably leads to complications. 
 
CHAPTER VI. 
 CARS. 
 
 For $500 or less an old single truck passenger car 
 having a maximum carrying capacity of say 6 tons 
 can be remodeled to make a freight car. If the 
 design of the longitudinal trussing will permit, 
 two opposite sliding doors, five feet wide, should be 
 provided in the middle on each side. The seats 
 and side glass should be taken out, the sides boarded 
 up within and the floor planked. The door glass 
 should be protected with heavy battens and one or 
 two electric heaters provided. If the lengthwise 
 trusses cannot be removed, access to the car 
 must be had through the end openings, which may 
 be widened as follows. That portion of the end 
 partitions against which the doors abut when 
 closed, should be removed as high as the car door, 
 and a hinged door substituted which will swing 
 inside flush with the car side, and will face with the 
 car front when a bolt is slipped into the floor. 
 With the swing and slide doors opened in either 
 end, sufficient width will be afforded to take in 
 anything to be carried on such a car. The plat- 
 forms should be built up level with the car floor. 
 An extremely simple method of treating single 
 truck passenger cars in which the doorway is very 
 narrow and when only light freight is to be carried, 
 is to substitute an outside sliding panel on each 
 
 20 
 
OF THE 
 
 UNIVERSITY 
 
 OF 
 
CARS. 21 
 
 side in the place of two or three windows. In all 
 cars the glass should be protected if retained. 
 
 Similar observations may be made in regard to 
 refitting double truck cars, which require an outlay 
 of about $750 each to make them serviceable for 
 freight business. They have a capacity of 8 to 10 
 tons. Operating companies usually have a lot of 
 old single truck cars in barns taking up valuable 
 space, but very little double truck equipment to 
 spare of any description. 
 
 As to the use of trailers it is to be said that they 
 may often be used to advantage when employed 
 on tracks having no sharp curves; otherwise the 
 motor car will tend to pull the trailers off the track 
 or buckle the train in pushing. Derailments are 
 obviously more likely to occur in this way if cars 
 have city wheels of narrow tread and little flange. 
 
 As the expense for motorman and messenger is 
 the same for all cars, and the other items of cost 
 of operation of a car of say 15 tons capacity is not 
 much greater than for any smaller car, it would 
 appear that the big car makes for economy, even 
 though it may not always run full. Assuming 
 the low rate of 10 cents per 100 pounds and a full 
 load, the large car earns $18 gross more in its run 
 than a 6-ton car. After taking out all charges 
 against the 15 ton car, it would appear economical 
 to use it. Small cars certainly have their uses 
 when acting as feeders to the terminal on short 
 runs, in postal service, or in handling light bulky 
 freight, such as bread, garden truck, paper boxes, 
 
22 FREIGHT TRANSPORTATION. 
 
 and so on, at good rates, but the backbone of the 
 freight system will be found in the big-car service. 
 It may be observed that the electric equipment of 
 a once side-tracked small car is not above reproach, 
 and that matters of sending out a wrecking crew 
 after dead cars, not to mention interference with 
 passenger service, are expensive. 
 
 As big a car as can be operated on city and 
 suburban lines provided with four 50 horse power 
 motors, having a capacity of 15 or 20 tons and 
 attractively painted to appear well in any com- 
 pany costs about $5500. It is not considered 
 necessary to present full specifications for such a 
 car, but some suggestions are in ofder. 
 
 Keep the car floor level low. One well known 
 builder of freight and work cars has so much gear 
 underneath that the car floor is 52 inches above 
 the rail. This is too much. In your own interest 
 the car floor and all station platforms should be on 
 the same level for facility in running hand trucks. 
 Handling heavy merchandise like barrels of flour, 
 beef, pork, oil, pickles, ale, etc., over a considerable 
 lift from a wagon, wastes time and breeds dis- 
 satisfaction. If drivers find unloading at the 
 terminal irksome, it is not strange if their shipping 
 clerks are moved to send the goods elsewhere for 
 transportation in order to get their trucks back 
 in a reasonable time. It is really very important 
 to stand well with the drivers, who want room in 
 which to handle their teams and do not enjoy lifting 
 a truck load of goods. 
 
OF THE 
 
 UNIVERSITY 
 
 OF 
 
CARS. 23 
 
 The car body inside should be as wide as condi- 
 tions permit, and about 35 feet long. The height 
 inside should be 6 to 7 feet. All necessary 
 equipment can be stowed beneath a car floor that 
 is 43 to 45 inches above the rail. 
 
 In the vestibule bulkhead a narrow opening 
 closed with slide giving access to interior should be 
 provided. This is convenient also in handling 
 pipe and shafting through the vestibule which 
 should have drop sash. 
 
 Sliding doors, close sheathed, should be 5 feet 
 6 inches wide at least and placed in the center of 
 each side. It is not likely that floors any too 
 substantial will be specified, nor that door jambs 
 and sills will be ironed too heavily. 
 
 Provide two electric heaters. 
 
 Provide box for messenger's papers. 
 
 Provide a few lights well protected. 
 
 Provide four small well protected windows. 
 
 Those cars that are most prominently before 
 the public should not be such as to arouse its re- 
 sentment by a resemblance to steam road freight 
 cars in a coat of mineral red. They should be 
 finished with standard colors of the line a little 
 gold leaf is also helpful. 
 
 Cars for crushed stone, sand, gravel and brick 
 are built in several designs: 
 
 (1) Open platform with electric equipment and 
 vestibules. 
 
 (2) Open center dump with electric equipment 
 and vestibules. 
 
24 FREIGHT TRANSPORTATION, 
 
 (3) Open side dump with electric equipment and 
 vestibules. 
 
 (4) Mine center dump. 
 
 (5) Mine side dump. 
 
 The first, third and fifth models are used in 
 delivery to street, road and building contractors, 
 while the second and fourth are for dumping into 
 pockets. 
 
 Weights per cubic yard follow: 
 
 Wet sand, 2160 Ibs. 
 Dry sand, 2700 Ibs. 
 Crushed trap, 2400 Ibs. 
 Common brick, per M. 
 
 The platform cars have no roof between vesti- 
 bules, but have sides high enough to protect full 
 load. The mine cars are used as trailers on lines 
 having no sharp curves. 
 
 Cars for live stock will be operated most ad- 
 vantageously at night and should be of the plat- 
 form type, having a roof and being provided with 
 stanchions, open boarded sides, and doors opening 
 outward. 
 
 Cars for transportation of ice from suburban 
 houses to town distributing stations are of simple 
 form. Hauling by vehicles drawn by four horses 
 distances from 2 to 6 miles or more, is expensive 
 not only in means of carriage, but in waste of ice 
 in warm weather. Cars should be of platform 
 type with drop sides not more than 24 inches high. 
 A sail cloth cover for the load is sufficient. When 
 
CARS. 25 
 
 not in the ice service these cars may be used for 
 sand, gravel, stone or brick, or similar purposes. 
 
 Box milk cars should be double decked by means 
 of a mid-height shelf on each side, supplemented 
 by cross boards. Doors should be placed in the 
 middle of each side. 
 
 A remunerative branch of the transportation 
 business is carrying the United States mails from 
 the Post Office to city and suburban points. Cars 
 may be of the small single truck type remodelled 
 and attractively painted at a total expense of about 
 $750 each. The Post Office Department furnishes 
 a messenger and the operating company a motor- 
 man and conductor to perform platform service. 
 A satisfactory type of car one of the many now in 
 active service is shown in one of the illustrations. 
 
 Electric locomotives are necessary when switch- 
 ing of steam road freight cars to factories or other 
 destination is to be done. This line of work will 
 be found to be very profitable when properly 
 worked up. Manufacturers who are handicapped 
 through inability to get a steam road siding and 
 are maintaining a cramped establishment on 
 highly valuable ground because they are forced to 
 employ vehicle service for raw material and 
 finished product will often welcome an opportunity 
 to retire to a place where they can expand on cheap 
 ground if assured of a good service. In many in- 
 stances electric road charters cover intermediate 
 space between steam road right of way and de- 
 sirable factory sites. Some suggestive illustrations 
 of electric locomotives are given. 
 
CHAPTER VII. 
 SIDE TRACKS. 
 
 All important stations as well as some out- 
 lying depots where the freight cars may interfere 
 with passenger traffic should have side tracks. 
 The cost for special work laid, including paving 
 items and overhead work, should not exceed one 
 thousand dollars, while $3.25 per foot for additional 
 track is ample. The sum of $1325 should therefore 
 pay for a siding for any suburban or minor city 
 station. A freight car on either a double or single 
 track main line is more or less in the way. If it 
 is necessary to build a station it is usually worth 
 while to build a side track to it. The moral effect 
 of a side track to a depot is worth notice. Given 
 a depot beside the main line without siding, con- 
 sider the number of occasions within a month in 
 which the freight car is in the way of the passenger 
 service there; and it is evident that due care will 
 not be observed when goods and accounts are 
 handled in haste. 
 
 Usually new industries requiring track service 
 are located with regard to steam road freight con- 
 nections, but often water, water power, cost of 
 land or labor considerations control to the exclu- 
 sion of steam road siding and resort must be had 
 to the electric tramway. The business from sources 
 of this character will be of two kinds: deliveries 
 
 26 
 
SIDE TRACKS. 27 
 
 to and from the railroads, and to and from local 
 city and suburban points. The steam road people 
 are antagonistic on principle when any question of 
 competition in carrying freights arises, but should 
 interpose no insurmountable obstacle if some of 
 their freight can be disposed of with care and 
 dispatch by the trolley lines. Negotiations with 
 the railroad people for transfer freight sidings, 
 platform space, etc., will not be discussed here as 
 varying local conditions govern each case. One 
 point however needs emphasis. It should be 
 understood that in taking freight from or to the 
 steam road depot the electric railway company is 
 not acting in connection with the steam road as a 
 carrier by receiving any part of a steam road rate 
 as a consideration for a haul of goods. It is 
 simply acting as a teamster operating a wagon 
 service. It should handle no bills of lading as be- 
 tween plant and the destination outside the state. 
 It should be expressly provided that the company 
 acts simply as a local transfer concern and shares 
 with none. All freight papers should read to or 
 from the freight depots reached. If the company 
 intends to do an interstate business it is another 
 matter. If not, the appearance or implication of 
 doing so should be avoided. (See Chapter X on 
 " Interstate Business.") 
 
 The cost of side tracks partly on shipper's 
 property should be pro rated as a rule. Instances 
 may be noted where the operating company has 
 installed long tracks on manufacturers' property in 
 the expectation of large business. Manufacturers 
 
28 FREIGHT TRANSPORTATION. 
 
 have gotten into trouble, the mills shut down, and 
 the courts would not permit the traction company 
 to take out what was really its own property. 
 
CHAPTER VIII. 
 EMPLOYES. 
 
 Presuming that a separate company or depart- 
 ment for the freight business will be organized, it is 
 advisable to have the executive officers in common 
 with the parent company, to employ a traffic 
 manager solely devoted to freight transportation, 
 and have a separate set of books kept by men 
 who are not otherwise employed. 
 
 The city terminal agent should be chosen with 
 great care as on him falls a burden of much detail 
 and many complications. He should be an adept 
 in handling men. He is in close touch with the 
 public and will solicit business from his post. It 
 is well to let him feel quite free to offer suggestions 
 as to ways and- means of improving and extending 
 the business. Cashier, clerks, messengers, fore- 
 men, checkers and laborers should have the in- 
 dispensable qualifications of sobriety and industry. 
 No matter how able one man may be in the dis- 
 charge of his duties, he should be dispensed with 
 if he turns out to be a trouble maker. 
 
 While the motorman of a freight car is properly 
 under the direction of a division superintendent 
 of the passenger department, he should also, except 
 as to discipline, conform to the requirements of 
 the traffic manager of the freight department and 
 the agents. When out on the line, calling at small 
 
 29 
 
30 FREIGHT TRANSPORTATION. 
 
 stations, motormen should assist the messenger 
 and agent in handling the freight. One dollar a 
 week above his regular pay is usually sufficient 
 to compensate him for such occasional additional 
 service. 
 
 The messenger must be wide-awake, good at 
 figures and reliable about money matters. The 
 motorman and messenger must make a " team." 
 
 While all hands at the terminal report to the 
 terminal agent, the cashier and clerks should also 
 be under the management and discipline of the 
 auditor. Messengers, foremen and laborers should 
 be under the immediate supervision of the terminal 
 agent. The station agent is entitled to much 
 consideration and forbearance in view of the fact 
 that he is receiving directions from numerous 
 people. 
 
CHAPTER IX. 
 CLASSIFICATION AND RATES. 
 
 The function of the classification is to officially 
 settle the transportation status of all commodities 
 that may be offered for shipment. 
 
 Articles are classified in such a manner that the 
 tariff will cover cost plus a profit. 
 
 The steam roads and some trolley roads use the 
 freight classification of the Official Classification 
 Committee (Mr. C. E. Gill, Chairman, 143 Liberty 
 street, New York City), and have printed tariff 
 sheets for every station where freight is received 
 and dispatched showing rates to all other stations 
 on the lines. 
 
 A distinguished writer on the subject says: 
 " A first-class rate may cover widely dissimilar 
 articles. Classification takes cognizance of the 
 exigencies of localities, industries and properties, 
 local environment, risk, competition of carriers 
 and markets, as well as statutory enactments." 
 Pig iron is sixth class in carloads and fourth class 
 in less than carload. Flag stones in quantities 
 less than carloads are fourth class, while grain 
 cradles, set up, in less than car loads are four times 
 first class. 
 
 The classification of goods and the establish- 
 ment of class rates should be supplemented by 
 commodity rates on packages 1 Ib. to 10 Ibs.; 
 
 31 
 
32 FREIGHT TRANSPORTATION. 
 
 10 Ibs. to 25 Ibs. ; 25 Ibs. to 50 Ibs. ; 50 Ibs. to 75 Ibs. ; 
 75 Ibs. to 100 Ibs. covering such as farm produce, 
 milk, laundry baskets, fruit crates, bread baskets, 
 etc. Sample class and commodity tariff sheets 
 follow. 
 
 Inasmuch as values rather than bulk determine 
 commercial profit, carriers cannot frame a tariff 
 that will distribute its burdens alike. America 
 bases her rates on the value of the service and the 
 ability of the traffic to pay. Rates are affected 
 by return loads. Rates are governed by local 
 conditions. Rates must stimulate. It is perhaps 
 expedient to make some rates just to cover cost. 
 There are innumerable adjustments, compromises 
 and conditions involved. Rates are also based on 
 what the traffic will bear." 
 
 Express rates in a western city on trolley lines 
 are midway between railroad and old line express 
 tariffs. The Pennsylvania Railroad Company's 
 package rates in Philadelphia are: one to 10 Ibs., 
 5 cents; 10 to 25 Ibs., 10 cents; 25 to 50 Ibs., 15 
 cents. Milk rates on trolley cars average four 
 tenths of a cent per quart, which includes return of 
 empty cans. 
 
 Some trolley companies profitably carry freight 
 at the same rates the steam roads charge. But 
 in view of the speed and convenience of a well 
 organized electric service, the traffic will bear 
 usually 25 per cent more in most locations. 
 
 The question of rates is such a broad one that 
 it is quite impossible to point to any definite rules 
 
CLASSIFICATION AND RATES. 
 
 
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CLASSIFICATION AND RATES, 35 
 
 of general application. It should be looked at 
 in this way: The project involves no wagon service 
 on the company's part ; therefore the charge can- 
 not be as much as that of the old line express com- 
 panies. Shippers and consumers can be served 
 more quickly and better than by the steam roads 
 within the radius of action ; therefore 'the electric 
 railway can charge more than the steam road. The 
 proper rates, therefore, may be said to be between 
 those of the express companies and the railroad. 
 
CHAPTER X. 
 
 THE INTERSTATE COMMERCE COMMISSION AND 
 THE PUBLIC SERVICE COMMISSIONS. 
 
 In an early report of the Interstate Commerce 
 Commission wonder is expressed that there are so 
 few " oppressive rates " imposed by the railroads, 
 and the Commission seems to find explanation in 
 the reflection that *' the operation of sound 
 economic and commercial principles is constantly 
 exerting a pressure that cannot be resisted." 
 
 An Act to regulate commerce and creating the 
 Interstate Commerce Commission went into effect 
 April 5, 1887. It requires that charges for trans- 
 portation of goods shall be just and reasonable, 
 and that schedules of the same be printed and 
 posted at all shipping points. Schedules must 
 show places between which goods are to be carried. 
 The Commission has authority to direct form of 
 the schedules and to change such forms. It pre- 
 scribes limitations as to changes in rates, ordering 
 that no charges shall be made more or less than 
 printed rates unless authorized. It exacts that 
 classifications shall be exhibited as well as rates. 
 Carriers must file schedules with the Commission 
 and give notice of changes under certain specific 
 provisions. 
 
 Contracts with other carriers involving traffic 
 within the provisions of the Act must be filed with 
 
 the Commission. 
 
 36 
 
PUBLIC SERVICE COMMISSIONS. 37 
 
 Although stringent, the rules of the Commission 
 under the Act are commonly regarded as rea- 
 sonable. 
 
 Public service commissions are state institu- 
 tions and are constituted to supply within the state 
 rules similar to those provided by the Interstate 
 Commerce Commission in federal regulation of 
 interstate traffic. New York state has a public 
 service commission and similar commissions are 
 proposed for other states. 
 
 Pamphlets giving full information may be had 
 without charge from the Secretary of the Inter- 
 state Commerce Commission at Washington, D. C., 
 and the Secretary of the Public Service Commission, 
 Albany, N. Y. Before publishing or quoting rates 
 it will be well to consult the Company's attorney 
 who should advise as to the application of all state 
 and federal acts. The requirements of these 
 Acts are not really complex, though exacting, 
 and much annoyance may be avoided by scrup- 
 ulously following all rules expressed in the regu- 
 lations. 
 
CHAPTER XL 
 ACCOUNTS AND STATIONERY. 
 
 The observations in this section are confined to 
 the subject of fiscal and allied reports from agents 
 to auditor. That officer is doubtless capable of 
 working out a system of accounts for his own 
 office. 
 
 The reason for the modern methods of account- 
 ing is found in the need for identification of receipt 
 and expense items for reference and to determine 
 the standing of employees. The question whether 
 to operate a goods transportation system as a de- 
 partment of the passenger railway, or to create a 
 separate organization is of importance. The work- 
 ings of each plan have been scrutinized and it 
 appears that the latter is preferable. Constant and 
 close scrutiny of revenue and expense items is 
 vital, and however good the intention of the 
 auditor and his helpers, if the freight accounts are 
 carried along in the same set of books with the 
 passenger business, there will inevitably be charges 
 made or omitted, misrepresenting the actual status. 
 
 Agents should make daily remittance of cash. 
 
 Agents should make daily report of earnings. 
 
 Agents should make daily report of way-bills re- 
 ceived. 
 
 Agents should make daily report of way-bills for- 
 warded. 
 
 38 
 
ACCOUNTS AND STATIONARY. 39 
 
 Agents should make daily report of overs and 
 shorts. 
 
 Agents should make daily reports of overcharges. 
 
 Agents should make daily reports of loss and 
 damage claims. 
 
 Auditors should make daily examination of 
 rates, extensions and footings, see that way-bill 
 numbers follow consecutively or find out why not, 
 and should write the books up daily and sum- 
 marize at end of month. 
 
 Examinations of agents' accounts should be 
 made at their offices at irregular periods for evi- 
 dent reasons. All employees should be bonded 
 in amounts determined by their responsibility to 
 the Company. A list, the application, and de- 
 scription of the blanks necessary to the conduct 
 of a freight business follows. Inasmuch as no 
 two transportation companies agree on the same 
 forms, it is thought best to indicate the essentials 
 and leave the matter of size, lettering, spacing and 
 arrangement of columns to the judgment of the 
 traffic manager. 
 
 Receipts to large shippers should be headed with 
 the name of your Company and followed by the 
 words " received the following articles in good 
 
 order except as noted, from " 
 
 and dated. Columns should be headed as follows: 
 Articles, Consignee, Destination, and Prepaid. 
 A space should be left for signature of the checker 
 after " for the Company " at the bottom. Bind 
 at the top only 100 sheets, 9 by 15 inches of al- 
 
40 FREIGHT TRANSPORTATION. 
 
 ternate cheap yellow and good white paper. Mark 
 yellow original and the white duplicate. Con- 
 signor's shipping clerk makes up his vehicle load 
 of goods destined to various points on the line in 
 duplicate by inserting a carbon between a yellow 
 and a white sheet. The driver on arrival at the 
 station passes up his book, the checker notes the 
 goods coming off the vehicle and if the list is cor- 
 rect signs the yellow sheet, detaches the white 
 sheet for his company's bill clerk after initialing 
 it and returns book to driver. 
 
 Small shippers' receipt books may be like the 
 above with a shorter page. 
 
 Occasional shippers' receipts may be of the 
 simplest form giving date, name of shipper, valua- 
 tion, destination, and " prepaid " or " collect 
 charges. 
 
 A blank form of receipt should be provided for 
 use at destination of goods, acknowledging pay- 
 ment of money by consignee to agent. This 
 form should be dated, show nature of goods, 
 
 from to.. ...., way-bill number, weight, 
 
 date shipped, shipped by, " our charges," ad- 
 vanced charges, amount of C.O.D. and total. 
 
 An attorney should be consulted regarding mat- 
 ter to be printed on back of blanks as a means of 
 protection to the company in the event of loss, 
 damage or delays. Good forms are found that 
 will be suggestive on the usual express receipt 
 and in the uniform bill of lading conditions printed 
 in the official classification already referred to. 
 
ACCOUNTS AND STATIONARY. 41 
 
 The Way-Bill. Transportation companies have 
 various forms of way-bills but this section will be 
 devoted to what is considered by many as being 
 an ideal blank. It should be headed with the 
 
 company's name, marked Way-Bill, from 
 
 to... ..., date ., time First mes- 
 senger , second messenger , 
 
 and arranged for serial numbers, and columns as 
 follow: Number of articles, Description of Arti- 
 cles, Weight, Class, Rate, C.O.D. or value, Con- 
 signor, Consignee, Advance charges, Freight charges 
 Total to collect, Freight collected, Prepaid, Paid 
 beyond. Way-bills should be made in triplicate 
 and on one should be printed: " Original For- 
 warding office;" on another, " Triplicate Audi- 
 tor;" and on the third, " Duplicate Receiving 
 office;" and on the last a space should be provided 
 for the consignee to receipt for the shipment in 
 good order. The three papers as above are to be 
 printed on one sheet of thin, tough, yellow paper. 
 For illustration take any sheet of paper, fold it 
 twice from bottom to top, making three equal 
 leaves. As folded the Original way-bill will be 
 the top page, the duplicate next and the triplicate 
 last. On the open sheet the triplicate appears at 
 the top, the duplicate at the bottom and the 
 original printed upside down in the middle of the 
 back. The extended sheets, with the triplicate 
 way-bill at the top should be made into pads of 
 100 pages each, fastened only at the top. The 
 pad is finished off with a double-faced carbon sheet, 
 
42 FREIGHT TRANSPORTATION. 
 
 full width but only two bills long, and five more 
 carbons of the same dimensions, are bound in, 
 spaced sixteen pages apart. The sheets are scored 
 or perforated to facilitate separation from each 
 other and from the short stub at the top. The 
 lines must register. In practice the sheet is 
 folded twice from bottom to top, and the original 
 is written upon with an indelible pencil. Then 
 the whole sheet of three bills, each bearing the 
 same serial number, is separated from the stub. 
 The duplicate and triplicate are passed to the 
 messenger, go with the goods, and reach the agent 
 at destination. The duplicate is there receipted 
 by the consignee and retained by the receiving 
 office, as evidence of delivery, and reported in 
 statement of way-bills received. The forwarding 
 agent retains the original and reports it in abstract 
 of way-bills forwarded. The triplicate, after 
 possible correction of both duplicate and triplicate 
 for any errors, is sent to the auditor for his ac- 
 counts. He keeps track of the serial numbers 
 from which he traces missing bills. Obviously 
 bills voided for any reason should be sent along 
 with the others to the auditor so that no num- 
 bers escape the records. 
 
 Reporting Way-Bills. The agents should make 
 up daily reports of way-bills forwarded and re- 
 ceived. There is really less hardship in adhering 
 strictly to this rule than in making weekly reports 
 or monthly reports. When explanations are called 
 for matters are fresher in the minds of employees 
 
ACCOUNTS AND STATIONARY. 43 
 
 than they will be at the end of the week or month. 
 The auditor is enabled by these abstracts and 
 statements to check every transaction of the 
 agents and is in a position to run down any ir- 
 regularity promptly. A blank should be headed 
 with the name of the company, designated " ab- 
 stract of way-bills forwarded from. 
 
 office agent " and dated. It should 
 
 also bear the note " Enter way-bills in consecutive 
 numerical order," and have columns as follows: 
 Date, Way-bill number, Destination, 1 Advance 
 Charges, Freight Charges, Prepaid, Remarks. 
 
 Another blank should be headed with the name 
 of the Company and designated " Statement of 
 way-bills received," with columns as follows: 
 Date, Way-Bill Number, From, Advance charges, 
 Freight charges, Prepaid, Paid Beyond. The 
 two blanks should be printed on cheap yellow 
 paper, and padded in blocks of 200 sheets. The 
 agent retains carbon duplicates. 
 
44 FREIGHT TRANSPORTATION. 
 
 Agents Daily Balance Sheet. 
 
 Date.... -190 . 
 
 Name of Your Company..... 
 
 ...Agent 
 
 .Depot 
 
 Dr. 
 To balance as per last statement 
 
 
 
 
 
 To advance charges W. B. received. . 
 
 
 
 
 
 To freight collected on W . B. fonvarded 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Cr. 
 
 By paid beyond on \V. B. received . 
 
 
 
 
 
 By advance charges \V. B. fonvarded 
 
 
 
 
 
 By cash remitted Treasurer 
 
 
 
 
 
 By balance as per uncollected list. . . . 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 I hereby certify that the above is a true statement, and 
 that freight covered by uncollected bills is in my possession 
 or is delivered to consignee by order of the Traffic Manager. 
 
 .Agent. 
 
ACCOUNTS AND STATIONARY. 
 
 45 
 
 If the use of the foregoing form is not evident the 
 following diagram will make it plain: 
 
 For transportation of any 
 character beyond our 
 lines, 
 agent 
 
 Paid Beyond 
 
 Freight 
 
 " Advance Charges 
 
 Credit receiving 
 as he pays out, 
 forwarding agent has 
 collected when he uses 
 this column. 
 Due from Receiving Agent 
 
 unless prepaid. 
 Paid by and due For- 
 warding Agent. Due 
 from Receiving Agent 
 as he collects from 
 Consignee. 
 Agent keeps manifold of this report. 
 
 C.O.D. Wrappers. While the steam roads do 
 not generally undertake to collect from consignees 
 for the value of goods carried, it is recommended 
 that on city and suburban electric lines this ser- 
 vice be performed. It must be undertaken or 
 a large paying business will be lost. Precautions 
 must however be carefully observed. The wrapper 
 or envelope is made of tough thick paper, folded 
 with a double flap, (See any old line express com- 
 pany's C.O.D. wrapper) to prevent spilling coin. 
 The forwarding agent encloses the shipper's in- 
 voice and the messenger delivers it to the re- 
 ceiving agent with the way-bills. The receiving 
 agent makes collection for value and return charges, 
 usually in currency, places the amount in the 
 wrapper, closes with gummed flap and in addition 
 
46 FREIGHT TRANSPORTATION. 
 
 takes a few stitches of thread through envelope 
 and any papers or banknotes within, bringing 
 ends of thread up at a point on the flap to be 
 covered by wax and impressed by his office seal. 
 The wrapper and stated contents is way-billed to 
 the shipper and is treated like any other package. 
 The presence of a few return C.O.D. wrappers 
 tends to overpower some messengers, which is 
 another reason for bonding and for daily reports. 
 Agents accept checks for goods C.O.D. at their 
 own risk. 
 
 The following are considered essentials for 
 C.O.D. wrappers: 
 
 " C.O.D." in large full block letters, should 
 have prominent display on the face of the envelope. 
 
 Name of the Company, 
 Date, 
 
 Station Agent at 
 
 Station Agent from.... 
 
 Bill for collection $ 
 
 Charge for returning money 
 
 Total to return... 
 
 When presented 
 
 When paid . 
 
 Agent Station. 
 
 Enclosed find $ in payment of above. 
 
 Date..... 
 
 .Agent. 
 
A CCO UN TS A ND S TA TIONA RY. 47 
 
 Bill Head. Accounts of shippers of unquestion- 
 able credit may be carried by the week and then 
 billed on any simple form that commends itself 
 to the auditor. The essentials are evidently com- 
 pany name, place, date, date of shipment, articles, 
 consignee, destination, items and total. If you 
 cannot settle daily with shippers do not let balanc- 
 ing be postponed longer than a week. Transac- 
 tions a month old are hard to trace. 
 
 " Short " and " Over " Notices. It is inevitable 
 that goods will occasionally be misdirected, mis- 
 carried, stolen or lost, and blanks providing for 
 systematic tracing of shipments must be used. 
 
 Short Notice. 
 
 Company name 
 
 We are short the following. 
 
 Articles Billed 
 
 Articles Received. 
 
 Way-Bill No Date.... ...190 
 
 Shipped by 
 
 to 
 
 Remarks 
 
 Office 
 
 ..Agent. 
 
48 FREIGHT TRANSPORTATION. 
 
 Over Notice. 
 
 Company name.... 
 
 Date.. 
 
 Office 
 
 Agent. 
 
 We are " over " from your office the following 
 articles arriving here on car due at M. 
 
 Date of arrival 190 
 
 Articles Weight 
 
 Shipped by.... 
 Street and number 
 Shipped to ... 
 Street and number 
 Remarks. 
 
 Agent. 
 
 Tags, Claim Checks, Postal Notices, etc. 
 
 Stout wired shipping tags should be provided 
 
ACCOUNTS AND STATIONARY. 49 
 
 for attachment to certain packages. Print on them 
 the name of your Company and 
 
 From. 
 
 Claim Checks of tough card board for baggage 
 or packages shipped for parties having no residence 
 or place of business at destination are scored or 
 perforated across the middle the narrow way. 
 Both tag and check bear the company's name, 
 
 the same serial number, and " From 
 
 to " The tag is strung or wired and 
 
 attached to the baggage or package; the check 
 goes to the shipper. The usual limitations of 
 liability for loss or damage are printed upon the 
 back of the check and tag; also the following: 
 " Packages remaining uncalled for more than 24 
 hours are subject to a storage charge of 5 cents for 
 the second day of 24 hours or fraction thereof, 
 and for each succeeding day. A maximum charge 
 for one month of 50 cents is made." 
 $* Postal cards should be supplied to agents for 
 giving notice of arrival of freight, and warning of 
 storage charges if not removed in 24 hours, and 
 stating that goods are held at owner's risk. Space 
 for consignee to order the goods delivered to bearer 
 should be provided. 
 
50 FREIGHT TRANSPORTATION. 
 
 Order Blanks. In stimulating local trade it is 
 a good thing to have a pad of order blanks for 
 distribution among merchants being an order on 
 a city shipper to forward designated goods to him 
 by your transportation line. The blank may 
 read as follows: 
 
 Name of your Company. 
 
 ORDER BLANK. 
 From... 
 
 Date . 
 To... 
 Please ship by.... 
 
 the following ..JA 
 
 Signed 
 
 Envelopes, long and short, are required. Pro- 
 vide suitable quantities of the long envelopes 
 addressed in conspicuous type to the Treasurer, 
 Auditor or Traffic Manager. Give name of the 
 
 Company and " Station from .....," 
 
 " enclosing ..." 
 
CHAPTER XII. 
 INSTRUCTIONS TO EMPLOYEES. 
 
 A full printed set of instructions to employees, 
 in small book form, is preferable to encumbering 
 the company's papers and envelopes with rules 
 in fine print. Some essentials are suggested as 
 follows : 
 
 The following rules and regulations have been 
 adopted for the government and information of 
 employees on lines operated by this Company to 
 take effect (Date) and re- 
 place conflicting rules now in force. In addition 
 to these rules general orders will be issued and 
 posted on bulletin boards at the various stations 
 and depots of the Company, and whether in con- 
 flict with these rules or not shall be fully observed 
 so long as they remain in force. All orders, rules, 
 bulletins and notices will remain in force until 
 annulled or changed. If in doubt as to the mean- 
 ing of any rule or order, application must be made 
 at once to the proper authority for explanation. 
 Violations of rules, orders, bulletins or notices will 
 be deemed sufficient cause for suspension or dis- 
 missal. All persons entering or remaining in the 
 service are required to 
 
 1. Familiarize themselves with all rules and 
 
 orders. 
 
 51 
 
52 FREIGHT TRANSPORTATION. 
 
 2. Obey these rules and orders. 
 
 3. Use their own best judgment in cases not 
 covered by the instructions. 
 
 4. Treat the public with courtesy. 
 
 GENERAL RULES. 
 
 1. Knowledge of Rules. Employees must have 
 a copy of these rules with them at all times when 
 on duty, and will be required to keep themselves 
 informed as to their contents together with all 
 orders, notices and bulletins. Ignorance of the 
 rules or orders will not be accepted as an excuse 
 for non-compliance with same. In case any mes- 
 senger's badge should be lost, such fact must be 
 reported to the Traffic Manager without delay. 
 
 2. Personal Habits. 
 
 The following are prohibited: 
 
 (a) Drinking intoxicating liquors while on duty 
 or to excess at any time. 
 
 (b) Entering or frequenting, while on duty or in 
 uniform, places where intoxicating liquor is sold 
 as a beverage. 
 
 (c) Carrying intoxicating liquors while on duty 
 or on the Company's premises at any time. 
 
 (d) Habitual gambling, gambling in any form 
 while on the Company's premises, or frequenting 
 places where gambling is carried on. 
 
 (e) Using tobacco in any form while on duty. 
 (/) Reading books or newspapers while on duty. 
 
 3. Responsibility. 
 
 (a) The messenger is in charge of the car while 
 it is on the road, and the motorman must obey 
 
INSTRUCTIONS TO EMPLOYEES. 53 
 
 his orders so far as is reasonable and consistent 
 with the rules. 
 
 (6)' No passengers are allowed on freight cars 
 nor employees unless authorized by the Traffic 
 Manager. 
 
 4. Time Tables. Tables showing running time 
 will be issued by special orders and posted from 
 time to time. The time therein must not be in- 
 creased or lessened at any time, day or night, 
 unless special orders are given by the proper 
 officials of the Company. 
 
 5. United States Mail. Conductors and motor- 
 men will be held equally responsible for safe de- 
 livery of the mails. 
 
 6. Imparting Information. Information regard- 
 ing the Company's affairs must not be given to 
 anyone except the proper officials. 
 
 . 7. Disputes. Disputes and quarrels between 
 employees while on duty or on the Company's 
 permises are forbidden. 
 
 8. Assignments. Assignment of wages by em- 
 ployees is forbidden and will not be recognized by 
 the Company. 
 
 9. Non-payment of Debts. Habitual non-pay- 
 ment of debts incurred by employees of this Com- 
 pany will be considered sufficient cause for dis- 
 charge. 
 
 10. Employees Leaving Service. Employees 
 when leaving the service of this Company must 
 return to it all of the property with which they have 
 been entrusted before receiving their final pay 
 
54 FREIGHT TRANSPORTATION. 
 
 which they will receipt for. In default of such 
 return they will be charged with such articles. 
 
 11. Special Instructions to Agents. 
 
 (a) Keep full supply of blanks. 
 
 (6) Every shipment must be covered by a way- 
 bill. Rates to be as shown on approved tariffs. 
 If any other rate is made authority must be shown 
 on face of the way-bill. 
 
 (c) Freight charges must be prepaid on goods 
 consigned to stations where there are no agents. 
 
 (d) All shipments must be plainly marked or 
 tagged by the shippers only. 
 
 (e) No consignment may be accepted for 
 transportation when consigned " to shipper's 
 order " or "to notify." 
 
 (/) Pianos and organs not boxed will not be 
 taken. 
 
 (g) Household goods must be prepaid. 
 
 (h) Watermelons not packed or crated will not 
 be accepted. 
 
 The following detachable sheet should appear 
 as the last page of the instruction book, numbered, 
 dated and signed by the employee and when de- 
 tached should be forwarded to the Traffic Manager. 
 
 No... 
 
 THIS IS TO CERTIFY 
 
 That I have read the Rules and Regulations as 
 printed, and do hereby agree to abide by the same, 
 and to submit to the penalties prescribed for viola- 
 
INSTRUCTIONS TO EMPLOYEES. 55 
 
 tion of same, and to return this book upon leaving 
 
 the service of the Company or to forfeit $ to 
 
 the Company. 
 
 Signed 
 
 Date.... 
 
CHAPTER XIII. 
 CONNECTING LINES. 
 
 In a thickly populated district there may be 
 within a radius of fifty miles from the centre 
 of the principal city several smaller cities and 
 towns all having their own traction corporations, 
 officers, plant, and so on. By acting in harmony, 
 these various railway companies may very ma- 
 terially add to revenues by traffic agreements 
 providing for a distribution from the metropolis 
 of fruits, meats, fish, department store goods, 
 furniture, wholesale groceries, tobacco, butter 
 and eggs, etc., and the return to the principal city 
 of factory products, farm products, milk and 
 garden truck. Several obstructions have stood in 
 the way of accomplishing profitable results in 
 many observed instances. In the first place the 
 company in control of the metropolitan lines 
 doubts the expediency of running foreign cars 
 over its lines and sometimes foreign cars must be 
 excluded because they are fitted with wheels im- 
 proper as respects flange or tread, and therefore ill 
 suited to city tracks and paving. Outlying trac- 
 tion companies, not without support of precedent, 
 urge that divisions of through rates shall be made 
 on a mileage basis as on the steam roads. The 
 metropolitan company cannot see that it is worth 
 while to accept 5 cents per 100 pounds out of a 
 
 56 
 
CONNECTING LINES. 57 
 
 25 cent rate, even though the connecting line has 
 four times its own mileage in the transaction. It 
 may be taken for granted that transfers of freight 
 at connecting points from one car to another are 
 so costly in time, labor, losses and damage as to 
 be prohibitive. If the big company is warranted 
 in the assumption, often well-grounded, that the 
 connecting line is built to sell and has points of 
 resemblance to the " charter-and-two-streaks-of- 
 rust," type it may be bad policy to enhance its 
 value by improving its earning capacity. It is 
 equally impolitic, perhaps, if the big company 
 really seeks to control a first class connecting 
 line, but when the city company does not object 
 to the other's making a little more money, the 
 equipment troubles are overcome, and a systematic 
 canvass indicates that a profitable business could 
 be built up were the lines under one control, the 
 obvious conclusion is that all concerned should get 
 together and agree on a rate and divisions that will 
 be interesting. Although the country lines will 
 have in most cases the much longer haul, the 
 metropolitan line is entitled to divisions covering 
 a profit. On the one hand the city people may 
 claim the lion's share of the rate the traffic will 
 stand for the reason that they control transporta- 
 tion to and from the market. The others want the 
 same thing because they run many more car miles 
 with the goods. If a rate acceptable to shippers 
 can be divided so as to show a profit to the carriers 
 involved in the transaction there should not be 
 much difficulty in coming to an agreement. 
 
CHAPTER XIV. 
 THE PLATFORM PACKAGE SYSTEM. 
 
 Granted that there are no restrictions, statutory, 
 or prudential, a good revenue may be realized by 
 the carrying of packages up to a hundred pounds 
 weight, when not too bulky, on certain lines, on 
 certain passenger cars, at certain times. It is 
 too often the case that a motorman or conductor is 
 handed a coin or other consideration to carry a 
 package on the car. Instances can be given of 
 lines running to shore resorts where summer 
 people live in a hand to mouth sort of way, on 
 which motormen and conductors divide $2 or 
 more per day for taking packages between town 
 and country. These irregularities may be cor- 
 rected and revenue collected by the company if a 
 simple system is inaugurated. 
 
 Books of 200 detachable gummed labels con- 
 secutively numbered, should be provided for the 
 use of conductors and for sale to merchants. In 
 binding, the labels should be separated by sheets 
 of paraffine paper as in the books of stamps sold 
 by the Post Office. The labels should be of a 
 character not easily counterfeited and are to be 
 attached to the paper cover of packages or to tags 
 on them by conductor or shipper and cancelled 
 with indelible pencil. For simplicity the labels 
 may be printed in some such manner as the fol- 
 
 58 
 
THE PLATFORM PACKAGE SYSTEM. 59 
 
 lowing and a sufficient number of labels attached 
 to the package to cover the tariff. Conductors 
 should receipt for labels given them by limiting 
 numbers, and be credited with all unused num- 
 bers returned. Inspectors will be expected to 
 examine packages on the cars occasionally for 
 any irregularities. It is to be distinctly under- 
 stood that all this package business is to be done 
 
 fr 
 
 at the car, where all calls and deliveries are to be 
 made. It is freely admitted that this method of 
 doing a package business may become a nuisance 
 to the company and public if not intelligently 
 handled. On the other hand it may be made a 
 great convenience to many residents and industries, 
 and a source of profit to the company. On early 
 and late cars, meats, milk, laundry and bread 
 baskets have been carried satisfactorily. 
 
CHAPTER XV. 
 THE PUBLIC. 
 
 The requirements of shippers are often very 
 exacting appear to be unreasonably so. The 
 way to find out whether it is worth while to do it 
 the shipper's way, is for the traffic manager to 
 know the shipper's business. Intelligent steam 
 road people have a corps of expert freight solicitors 
 constantly on the move looking for business and 
 familiar with the shipper's real needs. If a ser- 
 vice that can be relied on is established it will 
 take a hard wrench for anyone to take away a 
 friendly shipper. 
 
 The misrepresentations of shippers as to contents 
 and weights of packages and in loss and damage 
 claims are a source of endless annoyance. Com- 
 plicated situations are created that must be in- 
 stantly attacked and settled promptly. Shipper's 
 truck drivers will bear very close watching. The 
 driver should take back a damaged package or 
 accept a receipt showing actual condition. Boxes 
 of meat, poultry, fruit, eggs, wines and liquors, 
 etc., must be critically examined for abstractions 
 or breakage. The driver who has not wit enough 
 to impose on the freight man with a package in 
 bad order rates low with some people. Merchants 
 have a life trying enough without kicks from 
 customers and transportation companies, and state- 
 
 60 
 
THE PUBLIC. 61 
 
 ments as to damages, losses, weights and condition 
 of goods must be most promptly and correctly 
 made to keep the peace. The company has the 
 driver and the shipping clerk against it on principle, 
 and the merchant naturally takes the word of his 
 own help. Collections should be made not less 
 frequently than weekly, or the time of men better 
 employed than in wrangling over bills may be 
 wasted and much important work delayed. First 
 make the system right and then permit no lapse 
 from a high standard of business. Much has been 
 said of the wisdom of concessions and conciliation. 
 This sort of thing has no place in freight business. 
 If the company is forced to concede and con- 
 ciliate, the system or the men or both are deficient. 
 On the other hand this does not mean that depot 
 men or agents should be permitted to be bumptious 
 because they happen to be clothed with a little 
 cheap authority. The proprietor of a fruit house 
 for example exacts results from his shipping clerk 
 on the latter's representations as to how much 
 stuff can be handled in ten hours by the ten teams, 
 and if the depot people get the ill will of that 
 shipping clerk and his drivers by making them 
 wait unnecessarily, the transportation company 
 stands to lose some business and acquire a bad 
 reputation. Much satisfaction will be realized 
 from, the effect of a carefully written letter sent at 
 the start to large shippers, naming rates, condi- 
 tions, running schedules and depot rules. 
 
CHAPTER XVI. 
 IN CONCLUSION. 
 
 While some topics herein have been treated in 
 detail it must be realized that what has been said 
 is largely suggestive. Conditions vary so widely 
 that a discussion of all of the aspects of freight 
 traffic is out of the question within the limits im- 
 posed. It is thought that enough has been said 
 to serve as a general outline of ways and means 
 and it is hoped that many of the errors into which 
 some operating companies have fallen have been 
 indicated. 
 
 No special observations have been made re- 
 garding long distance electric freight lines operating 
 practically through a country devoid of way side 
 settlement. Methods of business procedure on 
 lines of that character, it is thought, will be sug- 
 gested by the foregoing. 
 
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