TICKETS, DATER DIES, AND TICKET VENDING MACHINES
Ticket_8-21-1852.jpg (32574 bytes)
Long Island Rail Road Trip Ticket from Brooklyn to
Hempstead Branch (Mineola)  8/21/1852 
(Later renamed Mineola as of timetable 8/21/1852)

 


Commuter check #531 Brooklyn to Hempstead Station

 


Long Island Rail Road Trip Ticket from Brooklyn to
Hempstead Station
5/1853


LIRR Annual Pass 1/19/1863 

1890s_LIRR_Sheepshead-Bay_Flatbush-Ave_sample-ticket.jpg (70185 bytes)
1890's LIRR Brooklyn (Flatbush Ave.) to Sheepshead Bay sample ticket No. 1.
 


1890's LIRR Brooklyn (Flatbush Ave.) to Sheepshead Bay
half fare ticket.

Important Notes: When you see printed stock for some very odd-ball station stops such as Golf Grounds or Napeague Beach, you may get excited about them being some rarity, but then you see the serial numbers are missing so you know they're printer's samples, were never used for passage and were never issued at those stations. . . especially stations that never had an agency!

A ticket with serial numbers but no dater die impression on the back is still a valid ticket . . . it just was never sold.
A ticker with serial numbers AND with a dater die impression on the back, is a valid ticket . . . that HAD been sold.

Also, some samples said "sample" on them while other samples simply had a round hole or a star punched in them so they couldn't be used for passage.  Had they been punched by a member of the train crew, the punch hole would be any shape but round.  No two train crew punches on the LIRR were alike.  Each crew member who collected, punched and sold tickets had his own distinctive punch design assigned to him.  That's why a trainman losing his punch was a serious offence. . . .kind of like a cop losing his gun, or his shield . . . however not as dangerous.

All tickets have the General Passenger Agent's facsimile signature as they were never personally signed.  That was only done in some very early tickets and on special trip passes;
again only very early ones. Dave Keller

Control numbers are serial numbers which are used to account for revenue.  MOST tickets with numbers are valid (but not always, e.g. retired stock).  Tickets without numbers are printers proofs (also called samples).  Brad Phillips



Ticket LI City to Maple Grove valid thru 12/31/1885

MAPLE GROVE : Opened: May/1879 as flag stop for Maple Grove cemetery. Closed: 1882. reopened: 1883.  Removed in 1909 with realignment of tracks.  moved approx. 600' south alongside new site of Kew station (which opened 9/8/1910) and perpendicular to tracks
for use as real estate office for developers of Kew. Razed a short time later.

KEW: Opened: 9/8/1910 on re-aligned main line tracks south of ex-Maple Grove station site. Renamed "KEW GARDENS": 1912  

Notice the realignment "in-service" date matches the date of the first train run from Penn Station. . . . . That historic train was probably the first to operate "officially" along that realigned Main. Research: Dave Keller
 

A rare LIRR ticket. Note the signature on the ticket is a cemetery official and not a LIRR General Passenger Agent. Also, the area that later became Kew Gardens was originally known as Richmond Hill.  Hence, the 1950 LIRR horrible wreck at "Richmond Hill", which happened just east of the Kew Gardens station, was never called the Kew Gardens wreck but the Richmond Hill wreck.

Richmond Hill was the name of the surrounding town, but Maple Grove was the name of the cemetery, and it had a depot for visitors to and from the cemetery.  In 1910, the LIRR realigned its tracks, eliminating a wide sweeping curve of ROW through Maple Grove and thereby eliminating service to Maple Grove Cemetery, opening a new station south of that site called Kew, which later became Kew Gardens. 

The old depot at Maple Grove, no longer needed, was purchased by the realtor who was selling lots in Kew and was moved adjacent to the new Kew station (east side by the street overpass), set perpendicular to the north side of the tracks and used as a realty office for the land sales. Research: Dave Keller
 

 
Ticket LI City to East New York c.1890's
 
  
1894 map showing LIRR and subsidiary: Prospect Park &
Coney Island Railroad Archive: Art Huneke


LIRR and Prospect Park and Coney Island Railroad - Coney Island to New York c. 1894

Until Penn Station opened in Sept., 1910, all traffic to NY via the LIRR was via LI City and the 34th St. Ferry. The Culver Route also made a connection with the LIRR at Parkville on the Bay Ridge branch.  Info: Dave Keller 
 

Ticket_Monthly-School_5-1894_BradPhillips.jpg (92470 bytes)
Forty-six trip monthly school commutation ticket: Newtown and LI City May 1894 Archive: Brad Phillips

 


1890's bicycle claim check for LI City
 

LI City to Bushwick Junction c.1890's

 


1893 LIRR realtor promo ticket - LI City or Flatbush Ave. to  Hempstead
FERRY TICKETS

LIRR ticket East River Ferry -1879

LIRR ticket - Union Ferry Co., Brooklyn 1879

LIRR Commuter Ferry Check - One Foot Passenger
LI City to James Slip or 34th St. 1879
LIRR Issued Commuter Ferry Check - One Foot Passenger
LI City to James Slip or 34th St.,  E.R., N.Y. 1879

On September 25, 1874, the South Side R.R. of Long Island  formally became a Poppenhusen subsidiary and was reorganized as The Southern Railroad Co. of Long Island.
J. Chittenden, GPA of the Long Island Railroad and the Long Island and Southern Railroad, shows up in railway guides for 1877 as the GPA at the time.


Long Island Railroad Company's Ferries - One Express Wagon ticket over James Slip Ferry, also good for 34th St. Ferry c.1890's. Howard Mapes Smith appointed LIRR Traffic Manager 4/2/1888 and later to GPA on 4/12/1901 Research: Brad Phillips
lirr-ferries_vehicle-ticket_James-Slip-ferry_NYSRCo._1899.jpg (35666 bytes)
Long Island Railroad Company's Ferries - Vehicle ticket over James Slip Ferry, also good for 34th St. Ferry  NYSR Co. 1899
 

Fire Island Excursion - LI Chautauqua Assembly Assoc. 1894-1898
c.1894 Archive: Brad Phillips

Note: The printing on the left side of each ticket stub (“Exc.”) specifies “reduced rate” and specifies date limits.  Usually, such language is associated with “excursion” tickets vs. regular fare tickets. Brad Phillips

 


Half fare (children) Fire Island Excursion c.1890's
Archive: Brad Phillips

NY Extra - Greenport to Shelter Island c.1890's
Archive: Brad Phillips


Special Excursion to Block Island, RI to Shelter Island via Sag Harbor  7/24/1910 Archive: Brad Phillips

 

 


             MILEAGE TICKETS

Form #166 - 500 Mile Ticket booklet - 1901+  GPA- H. M. Smith
 

Mileage Ticket booklet coupon cutter
and mileage coupons

Form #166 - 500 Mile Ticket booklet back - 1901+

LIRR Mileage Tickets, the coupons stretch out for over 10 feet; seen
here folded for the photo. Photo/Archive:  Brad Phillips

 

500 mile tickets, and the like (referred to as mileage tickets), were issued by the railroads starting in the late 19th Century (e.g. MP 1897) and into the 20th Century (e.g. Maine Central 1917). Each state regulated how mileage tickets were issued and used. Perhaps an ICC directive, at some point, discontinued their usage.


500 Mile Ticket Booklet 1911 and 1912
Photo/Archive:  Brad Phillips

500 Mile Ticket Booklet - Conductor Coupon Detaching Instructions Photo/Archive:  Brad Phillips

STRIPED TICKETS

Preceding the implementation of PRR style tickets (early 1930’s), Round Trip Tickets had a single stripe on the going portion and a double stripe on the return (see below). It didn’t matter what the origin or destination was. One way tickets had no stripe.  Commutation Tickets were a little more complex.  10 Trip and Weekly Tickets did not have stripes. (Footnote: while I have examples of pre-PRR 10-trips, I’ve never seen any weekly tickets from that era. Perhaps weeklies only came about through the PRR influence.) 

As for Monthly Tickets:  In the pre-PRR era, it seems that only Brooklyn tickets had the red stripe (below left) and New York tickets had none. But, it looks like tickets between intermediate stations had a blue stripe (below center).  I can only guess that the colored stripes made it easier for trainmen to identify destination.  When the PRR style tickets came into being, colors were all over the place (I have green, white, orange and yellow). I haven’t taken the time to lay out the date sequence (I have many examples), but no stripes were used. (See section below)


Ticket Monthly single stripe - LI City or Brooklyn to Farmingdale or Massapequa 10/1918 Archive: Brad Phillips

Form 275 - Monthly Woodside and Malverne
August, 1930 utilizing GPS P.H. Woodward remaining stock Archive: Brad Phillips
 
COUPON BOOKLETS

In 1948, coupon booklets were used (a possible experiment?). There were 2 sizes and the colors were NY-Blue and Brooklyn-White. I don’t have any examples of a local booklet and very few of the NY and Brooklyn. There were also booklets for the Penn Station supplemental tickets Form L-593-C.


Form 516-C - 12 Trip Weekly
NY Penn and Malvern  11/06/1948

Form 516-C - 12 Trip Weekly Coupons
NY Penn and Malvern

Form 516-C - 12 Trip Weekly back cover
10/09/1948

Form 760-C -  60 Trip Monthly
between Brooklyn and East Williston

Form 760-C - 60 Trip Monthly Coupons
 between Brooklyn and East Williston 

Form 760-C - 60 Trip Monthly back cover between
Brooklyn and East Williston back cover 10/04/1948

Form 560-C - 60 Trip Monthly cover between
NY Penn and Center Ave. back cover 10/04/1948

Form 560-C - 60 Trip Monthly Coupons
between NY Penn and Center Ave.

Form 560-C - 60 Trip Monthly back cover between
NY Penn and Center Ave. back cover 10/04/1948
 

Form L 593 C - Supplemental Fares - NY-Penn and Brooklyn
or LI City 10/02/1948

Form L 593 C - Supplemental Fares back cover
NY Penn and Brooklyn or LI City 10/02/1948

Form L 593 C - Supplemental Fares Coupon

 

 

 

PHOTO TICKETS

The coupon booklets were phased out (?) in 1949 based on the examples I have, and the Photo Identification Cards with stick-on tickets came into use for both weekly and monthly tickets. Three colors were used for the stick-on tickets (NY-Blue, Brooklyn-Gray later changed to Pink, Local-Yellow) and stripes were used as follows:

The weekly tickets had no stripes regardless of destination.
Single red stripe for restricted monthly ticket, not good Sat or Sun (below).
Double red stripe for restricted ticket, not good for any two days as indicated by punch cuts
Unrestricted monthlies had no stripe

When they switched back to the punch-type tickets, the same colors were used (NY-Blue, Brooklyn-Pink, Local-Yellow)
and stripes were used as above:
Weeklies had no stripes
Single red stripe for restricted ticket, not good Sat or Sun
Double red stripe for restricted ticket, not good for any two days as indicated by punch cuts
Unrestricted tickets had no stripe

Again, I assume that the stripes were for the benefit of the trainmen, particularly on weekends.  Research/Photos/Archive: Brad Phillips
 

Restricted-Monthly-photo-ticket_Form_RP-1_NY-Great-Neck_2-1954_Morrison.jpg (111961 bytes)
Restricted Monthly photo ticket - Form RP-1 between 
NY Penn and Great Neck 2/1954
Archive: Dave Morrison

Restricted-Monthly-photo-ticket-reverse_Form_RP-1_NY-Great-Neck_2-1954_Morrison.jpg (80574 bytes)

 

WB = Weekly - Brooklyn
UB = Unrestricted Monthly - Brooklyn

Weekly-photo-ticket_Form_WB_Brooklyn-Edgemere_9-1951-Ebay.jpg (152343 bytes)
Weekly Photo ticket - Form WB
 between Brooklyn and Edgemere  9/1951

 
Commutation Ticket Holders Notice -Early 1950's The photo tickets were used through mid-1954.
Info/Archive: Brad Phillips
 

Restricted-Monthly-photo-ticket_Form-UB_Brooklyn-Sayville_1-1950.jpg (144985 bytes)
Restricted Monthly photo ticket - Form UB 
between Brooklyn and Sayville 1/1950

  

The standard monthly photo commute ticket of that era was a plastic card with your photo attached (see above right - Form UB = Unrestricted Monthly Brooklyn). You would purchase the sticker each month, the agent would peel off the old one and stick on the new noting the card ID number on the sticker to prevent fraud. In this case #9810. The same card used for weeklies and monthlies. This particular paper ticket backer was issued for temporary use while the permanent plastic card was being made for you. Note: (9114) is the Jamaica station number as indicated in the Station Numbers section previously. All unique-to-a-station tickets had the station number printed. My home, Amityville, was 9389. Even some open form tickets were printed with the station number that ordered them. Info: Brad Phillips

The Edgemere ticket (above middle) is interesting as, to get to Edgemere in 1951, the guy had to ride a Rockaway Park train via Valley Stream, then past the old Far Rockaway (Mott Ave.) station, as the trestle over Jamaica Bay was no longer in LIRR use. Dave Keller



Form-135 - Ozone Park is the selling agency - Local Excursion return coupon - Howard to Ozone Park c.1910 GPA Howard Smith Info: Brad Phillips

Note: HOWARD on the Rockaway Beach Branch  0.1 miles south of "WD" Tower (west end of trestle) on ETT: #37 effective:  11/05/1905 out of service: 04/1913 (?) Research: Dave Keller


Form 135  - USRA c.1917-1921 Howard Beach to Ozone Park The USRA return coupon eliminates the station name and replaces it with the station number for Ozone Park (R-9). Archive: Brad Phillips


Form-2 Ozone Park to Penn GPA: Woodward c.1920's


Form 36 - Special Excursion Queens-Nassau Counties Fair Mineola-Hicksville 9/17-21/1929  Info: Brad Phillips

LIRR-Camp Upton Excursion_10-21-1917_BradPhillips.jpg (54102 bytes)
LIRR-Camp Upton Excursion - 10-21-1917-reverse_BradPhillips.jpg (41542 bytes)
LIRR Trip Ticket from Penn Station or Brooklyn (Flatbush Ave) to Camp Upton Excursion 10/21/1917
Archive: Brad Phillips
 

  FIFTY TRIP FAMILY TICKET  

Form 40 - 50 Trip Family - Brooklyn and Mineola single-stripe
1920's GPA Woodward Archive: Brad Phillips

Form 40 - 50 Trip Family reverse 8/1929
Archive: Brad Phillips

Family Ticket reverse NOTICE close-up. Note: Valid for transportation Item no.3: Domestic servants employed in the household of the purchaser. Archive: Brad Phillips

GENERAL PASSENGER AGENTS (GPA)

- Howard Mapes Smith (1848 - 1919+?) was appointed LIRR Traffic Manager 4/2/1888 and later to General Passenger Agent (GPA) on 4/12/1901
- P.H. Woodward (tickets printed in the 1920's)
- A.H. Shaw became GPA on 7/1/29
- C.G. Pennington was appointed 9/15/43
- E.R. Comer was appointed 10/16/43 - 1946
- Homer Bannard served 7/1/46 - 12/1/48
- J.F. Finnegan was appointed GPA 12/1/48
- W.P. Eckfeldt
- H.A. Weiss appointed Traffic Manager 12/1/48 (can’t figure out the date overlap with Finnegan and Edfeldt)
- H.A. Weiss made Passenger Traffic Manager on 3/11/53
- Harold M. Throop - appointed GPA mid-1960’s-1971 retirement; died 4/12/2016. Research: Brad Phillips

- Joe Sabina - 1971-1974
- Herbie Hansen - 1974-1978
- John Battistini - 1978-1981
- Tom Waring - 1981-1993?
- Jim Castle - 1993-1999
- Bill Sellerberg - 1999-2003
- Fred Wedley - 2003-2007
- Kevin Fehn - 2007-2009
- Jim Compton - 2009 to 2021
- Theresa Dorsey - 2021 Current - Acting

EARLY ONE WAY TICKET VARIATION


Ticket 10¢ One Way Brooklyn (Flatbush Ave.)
and East New York  6/26/1947

Ticket 10¢ One Way enhanced to show the LIRR Keystone watermarked paper.

A short journey between two stations on the Atlantic Branch with a 10 cent fare. The IND subway line runs roughly parallel to the LIRR Atlantic Branch, a few blocks to the north. The Subway fare was still 5 cents in 1947.

The LIRR would have been the quicker trip, for the cost of an additional nickel over the subway fare. John Deasy

 

Issued during the post WW II era of GPA Homer Bannard: 7/1/1946 - 12/1/1948

 

The photo is sharp enough to see the LIRR keystones on the paper stock for authentication.. Perhaps cash register type machines were used at some ticket offices back then? The date is June 26, 1947 with 1860 as the control number. The ticket was probably printed at Flatbush Avenue, as the East New York line on the ticket seems to be the one that was variable, along with the price. That line looks to have been printed with a separate ink ribbon. Each ticket would have a unique number, so 1861 would be next. The date would be the date on which the ticket was issued. 

The "1860" was printed by the machine that issued the ticket, along with the date. Generally, unprinted ticket stock would also carry a "control number," as the stock itself had value. The stock was further monetized and received a "ticket number" once it was printed. Without controls on the blank stock, it could be stolen or misused as there could be no accounting of it before it was printed.

The only times a stock number wouldn't be employed would be the case of limited-distribution materials, as in a trial or unique stock where the distribution would be very limited to one or a few confidants. This may be a rare LIRR ticket variation. Info: Mike McEnaney

The paper was probably in a roll and the Keystone watermark told the ticket collector that the ticket was not forged. The paper would be secured, of course, but would have no value unless one had a ticket printing machine to duplicate the railroad’s impression. Once the machine printed the information on the blank paper the ticket then had value. The security in this situation rested in the printing machine itself. The ticket seller would be held responsible for remitting funds equal to the total of imprints made by his machine.

My guess is this system was abandoned soon after trials as forging an imprint would be relatively easy and trainmen might not be looking for the watermark on a crowded rush hour train with just a few minutes between each station to collect all the fares. The railroad had experimented with several “automated” systems over the years. Info: Brad Phillips

Of course all these protocols were tossed when revenue accounting took a back seat under State ownership.

SEAT CHECKS

The New York & Flushing Railroad dates back to 1859 and sold to the LIRR in 1865.  It appears the express service indicated on the back of the seat check was simply the advertising of a local express firm with relationships to other, long-distance carriers as stated: ". . . or sent to any part of the country."  Dave Keller
 


LIRR seat check from Hunterspoint Ave c.1867

LIRR seat check reverse-  Hunterspoint Ave c.1867

Conductors had regular runs back then as the Conductor's name is actually printed on this type of form. Also, note the distances are clocked from Hunterspoint Ave. and not the LI. City terminal which is about 6/10ths of a mile west of Hunterspoint Ave. Research: Dave Keller

 

Seat checks were used by trainmen to indicate that a passenger’s ticket was lifted (or punched).  Mostly they were used westbound to Jamaica, but individual trainmen would improvise, as necessary, to keep track of which passengers had paid on eastbounds as well.  It seems every trainman had his/her (never saw a female trainman during my days on the line, c.1970-73) method of using them. Brad Phillips

Note: the form numbers on the seat checks.  Checks with form numbers starting with “AD” meant Accounting Department of the PRR.  “ADL” meant the Accounting Department of the LIRR.  AD-form seat checks were never used on the LIRR.
Brad Phillips

 

FORM 1H and 1-BH TICKETS

The yellow ticket form 1-BH is the companion to the larger form 1H.  The smaller tickets were sold at NYP, FBA, Nostrand Avenue, Jamaica and (strangely) Laurelton.  These ticket forms, printed on Association Ticket Paper (to prevent fraud), were initiated in the 30’s with the “Pennsylvania Railroad-ization” of the LIRR.  I surmise the smaller format was due to the fact that terminal stations had so many destinations and there were printed tickets for almost every station.  Of course, Laurelton, East NY, Woodside, etc. were exceptions. 

The smaller “Edmondson” size accommodated the multitude of destinations sold at terminal stations.  The ticket cases were huge and a seller really had to know his stations.  Pre-1960 terminal stations had printed tickets to almost every single station regardless of volume (e.g., Peconic). Both ticket forms were instituted at the same time (1930’s) with A.H. Shaw signature. Info: Brad Phillips

 
Form 1H and 1-BH ticket size comparison.

Ticket sizes: The larger form size 1H -   2 ¾” x  1 7/16”
1-BH - 2 ¼” x 1 7/32”  (Internationally known as the “Edmondson” size) 

The Edmondson railway ticket was a system for recording the payment of railway fares and accounting for the revenue raised, introduced in the 1840s. Previously, railway companies had used handwritten tickets, as was the practice for stagecoaches, but it was laborious for a ticket clerk to write out a ticket for each passenger and long queues were common at busy stations.

A faster means of issuing pre-printed tickets was needed. There was also a need to provide accountability by serial-numbering each ticket to prevent unscrupulous clerks from pocketing the fares, who now had to reconcile the takings against the serial numbers of the unsold tickets at the end of each day. 

The Edmondson system came into general use with the creation of the Railway Clearing House in 1842, becoming 'the essential standard feature. Wiki

  


Form 1H ticket Rockville Centre-Valley Stream

Form 1H ticket Bellport-Patchogue

Form 1-BH ticket Jamaica-Holtsville

Form B-1H ticket Bellaire-Brooklyn (FBA)

Form L-1-H ticket Plandome-Elmhurst

Form P-1H ticket East Rockaway-NY (Penn)

Form P 1-BH blue ticket Penn-Islip

Form B 1-BH red ticket Flatbush-Islip

Form L 1-BH Jamaica-Oakdale

In 1966, the railroad started using the blue NY Penn, pink Flatbush Ave, yellow Local scheme for one way tickets (these colors were already being used for commutation tickets).  At the same time, they stopped using the expensive Association Ticket Paper and switched to cheap colored card stock.  With the new colors for one ways (and printed half fare tickets as well) came a modification to the form numbers as noted above.  Prefix P for NY Penn, B for Flatbush Ave, and L for “local”.  Note the typefaces are different between NYP and FBA.  Rand McNally printed the NYP tickets.  International printed the small tickets for everything else.  Their logos are printed at the bottom of each ticket. Photos/Archive/Info: Brad Phillips 

 
HALF FARE TICKETS

Ticket half fare - Sheepshead Bay-Brooklyn (Flatbush Ave.) c.1890s

Ticket half fare - World's Fair-Jamaica - Form 1½ H

Ticket half fare - NY Penn-World's Fair - Form 1½ BHS

 
Ticket half fare - World's Fair-Elmhurst - Form LH-262


Ticket half fare - Patchogue-Blue Point - Form LH-262
 
 

 

Tickets Archive: Brad Phillips

12 and up – full fare
5 through 11 – half fare
Under 5 – rides free
Half fares were issued only for one way, round trip and excursion tickets.  No weekly or 10 trips.

From the MTA/LIRR website: Child Fare (5-11 years old )
Save 50% off the adult Peak fare. Valid for 60 days (including date of sale). Children under age 5 ride the LIRR free at all times (no ticket required).

I always had to deal with the parents who tried to get half fare even though it was obvious that the kid was 12 or over.  Most times they got away with it (I couldn’t ask for their birth certificate!), but if they didn’t know the rule I “got ‘em” when they answered honestly that the kid was 12 or 13 or whatever.  You know how they answered the next time! Info: Brad Phillips


10 TRIP TICKETS

10 trip tickets were used on the LIRR as least as far back as during the tenure of Howard Mapes Smith who was appointed LIRR Traffic Manager on April 2, 1888. With the coming of the PRR influence on many aspects of LIRR operations (and ticketing), a standard format was instituted and remained in almost continuous use (see below) with only cosmetic variations through 1972 when 10 trip tickets were discontinued. 10 trip tickets were reinstituted in 1990 under the “peak/off-peak” tariff.


10-trip ticket LI City - Woodside c.1900 H. M. Smith Archive: Brad Phillips

 
 Series 1 - Debuted in the 1930’s and were given form numbers 210-H (single punch) and 211-H (double punch).  They were yellow regardless of origin and destination stations.  These tickets were good for the bearer and accompanying passengers.  Some of these yellow versions lasted into the early 1960’s when the railroad decided to purge all the old signature/trustee forms.  As I started collecting tickets in the late 1950’s, I was able to get quite a few of the old issues (with some degree of effort, being a teenager with limited financial resources).  Archive/Info: Brad Phillips


10 Trip ticket Form 210-H Penn-Forest Hills


 


10 Trip ticket Form 210-H Port Washington-Little Neck

10 Trip ticket - Form 211-H

Series 2 - In the late 1950’s the railroad changed the color from yellow to blue.  Again, blue for all regardless of origin and destination stations.  The form numbers remained the same.  However, the contract was changed to allow only the bearer to use the ticket.  Accompanying passengers had to buy their own ticket.  In 1963 they changed the contract back to allow bearer and accompanying passengers to use the ticket, probably due to customer complaints.  Archive/Info: Brad Phillips


10 Trip ticket Form 210-H  Woodhaven-East New York

10 Trip ticket Form 210-H  Far Rockaway

10 Trip ticket Form 211-H   Penn-Long Beach

 


10 Trip ticket - Form 211-H  New Hyde Park

 

Note: All forms with no destination are sample tickets prior to use. Usually rubber stamps were used but handwriting could also be used to indicate paid destination.

Series 3 - Also in 1963, they changed the colors to be consistent with the blue/pink/yellow scheme used system-wide for weekly and monthly tickets. all tickets. 

10 Trip ticket Form 211-P  Penn-Sayville 1/09/1970

Accordingly, the form numbers were changed to 210-P/B/L and 211-P/B/L.  P=NYP, B=FBA, L=local or other than NYP or FBA.  The Series 2 forms were not removed from stock but were sold until exhausted.  So, for a brief period in the early 60’s, one could purchase a 10 trip ticket form from each of series 1, 2 and 3. 

Note: the blue/pink/yellow color scheme originated with weekly and monthly tickets back in the 50’s.  But that’s a story for another day, as follows:  In 1968 (maybe late 67?) the LIRR decided to discontinue 10 trip tickets.  Many commuters from “close-in” stations (i.e., close to NYP or FBA, e.g., Port Washington branch, stations west of Valley Stream or Floral Park, etc.) used 10 trips vs. weeklies or monthlies as the cost was less and the tickets were good for a year vs. only a week.  Discontinuing the 10 trips forced these folks to use weeklies or monthlies.  A HUGE furor arose due to this action.  I don’t believe there was any community input solicited.  They just did it.
 

Series 4 - In 1970 the railroad relented and brought the 10 trips back.  The only changes from Series 3 are the font and layout.  I have no idea why they made only a cosmetic change.
Archive/Info: Brad Phillips


10 Trip ticket Form 210-P  Penn-Forest-Hills

10 Trip ticket Form 210-L  Floral Park-Union Hall St.

10 Trip ticket Form 210-B  Brooklyn

10 Trip ticket Form 211-P  Penn-St. Albans

10 Trip ticket Form 211-L  Long Beach-East NY

10 Trip ticket Form 211-B  Brooklyn-Cold Spring Harbor

Additional Font and Layout Modifications  Archive/Info: Brad Phillips


10 Trip ticket Form 210-P  Penn-Flushing (Main St.)

10 Trip ticket Form 210-L  Jamaica-Merrick

10 Trip ticket Form 211-B  Brooklyn-Long Beach

10 Trip ticket Form 211-P  Penn-Queens Village

 


10 Trip ticket Form 211-L  Baldwin

Refunds were (1970) calculated as follows:
Cost of discounted ticket (10 trip, weekly, etc.) minus  Value of rides taken at regular rates, minus Service charge: Equals Refunded fare amount


10 Trip ticket Form 210-L  Rockville Centre-Wantagh
Refund 7/01/1968
 

From my research 10 trip tickets were eliminated with the January 29, 1972 fare increase - and then brought back - 10 ride off peak - April 1, 1990.  The price was the equivalent of 9 off peak one way tickets and was at first not transferable - I believe a change to make them useable for more than one rider was made with the 2003 fare increase. Info: Mike McEnaney


WEEKLY TICKETS


Ticket Weekly 12 trip Form 812 - Bellaire to Country Life Press
GPA E.R. Comer - c.1943 Archive: Brad Phillips

   

Form WP-2 means weekly from NY Penn.  Form WB-2 means weekly, FBA (Flatbush Avenue or Brooklyn), through Jamaica (2 punch blocks per trip, one for east and the other for west of Jamaica).   Pink was always FBA.  Nostrand Avenue, for example, would have a yellow form.


Weekly Ticket Form WB-2 - FBA and Baldwin - 8/17/1963

Weekly Ticket Form WB-2 - FBA and Huntington - 5/01/1964

Weekly Ticket Form WP-2 with selling agent "L punch"
NY Penn and Glen Cove  8/28/1964

Weekly Ticket Form WB-2 - FBA and Syosset - 7/30/1965

Weekly Ticket Form WB-2 back - FBA and Syosset - 7/30/1965

Weekly Ticket Form WP-2
NY Penn and Valley Stream  8/02/1968
     

MONTHLY COMMUTATION TICKETS

Form 269 Monthly Ticket Agents Stub - LI City or Brooklyn
and Rockaway Park 11/1918


 Form 266 Monthly Ticket Agents Stub - Brooklyn (FBA)
and Rockville Centre 4/1919


Form RP-1 Monthly Red single stripe
NY Penn to Brooklyn Manor


Form RP-4 Monthly Red double stripe
NY Penn to open

 

 


Form RB-2 Monthly - Red single stripe
Brooklyn to Springfield Gardens 3/01/1961

 


Form RB-4 Monthly - Red double stripe
Brooklyn to open


Form RL-1 Monthly Red single stripe
Brooklyn Manor to open


Form RL-3 Monthly Red double stripe
Northport to open

 

Photos/Archive: Brad Phillips

 


Monthly Red single stripe -  LI City or Brooklyn to Farmingdale or Massapequa 10/1918

MONTHLY COMMUTATION TICKETS - FLASH TYPE

1.    The commuter received the ticket with auditor’s check attached.  The first trainman honoring the ticket removed the auditor's check and turned it in with other ticket collections to the ticket receiver.  I have no idea exactly what the Accounting Dept. did with them. The Flash tickets came before mail orders.  Of interest, the follow-on versions went back to being punch-type. Too much abuse, perhaps.  Brad Phillips
 


Form MP - PENN-Bay Shore with Auditor's Check 12/1968
Archive: Brad Phillips

Form MPL - PENN with blank destination - Agent's Stub and Auditor's Check 12/1968 Archive: Brad Phillips

Form MP - PENN-Oceanside 3/1970
Archive: Brad Phillips

 


Form MPL - PENN with blank destination - Agent's Stub 7/1970 Archive: Brad Phillips

MPL and MBL with blank destinations were too expensive to have printed tickets to every station.  E.g., not many sold from Speonk or Southampton.

 

Form MB - Brooklyn-Freeport with Auditor's Check 1/1969
Archive: Brad Phillips

Form MBL - Brooklyn  with blank destination - Agent's Stub and Auditor's Check 6/1969 Archive: Brad Phillips

Form MBL - Brooklyn with blank destination - Agent's Stub 8/1970 Archive: Brad Phillips

Form MBL - Brooklyn with destination stamped Babylon 10/1968

Form MB - Brooklyn-Wantagh 1/1970
 

Form MLL - Blank with Agent's Stub and Auditor's Check 5/1969
Archive: Brad Phillips

Form MLL -  Blank with Agent's Stub 1/1970
Archive: Brad Phillips
Form MLL used for other than NY Penn or Brooklyn Flatbush Ave.  E.g., a monthly from Amityville to Jamaica or Woodside  was too expensive to print fixed origins or destinations due to volume.

With the January 29, 1972 fare increase the LIRR introduced new Weekly and Monthly tickets that limited their use to one round trip per day replacing the "flash" type tickets allowing unlimited use that were subjects of fare abuse.  Weekly tickets were valid for 14 rides and Monthly tickets for 62 rides (31 day month) maximum - which were used until October 1980.

Over the course of the 1970s as ridership rose it became more unpractical for train crews to have to service every ticket especially on crowded trains.  That led to the development of the "Display" Monthly and Weekly tickets beginning in November 1980 to again offer unlimited rides with safeguards to deter abuse such as intermittent inspections "Punch Days" along with a larger size about the same as US currency. Research: Mike McEnaney


MONTHLY COMMUTATION ZONE FARE TICKETS - PUNCH AND MAIL-N-RIDE
Examples of punch style tickets sold at stations and punch-type ticket sold by mail (MNR = mail-n-ride). Most of the time, the conductor would just get the flash, but periodically they would ask for the ticket and punch one of the blocks.  I have no idea why they started this specific procedure or the criteria were for ticket punching vs. flashing. Older versions identified male or female and were restricted to a single individual use.
 
Form MP-1 Monthly PENN Zone 1 to Lindenhurst Zone 8 8/1980
Photo/Archive: Brad Phillips
 
Form MP20 Monthly PENN Zone 1 to Lindenhurst
Zone 8 3/1980 Photo/Archive: Brad Phillips
 

 

Form MMR Monthly mail-n-ride PENN Zone 1 to Babylon Zone 9
11/1980 Photo/Archive: Brad Phillips
 

Redesigned monthly "Display" tickets. 


Form MMRA Monthly mail-n-ride PENN Zone 1 to  Babylon Zone 9 6/1982 Photo/Archive: Brad Phillips

ZONE FARE CHARTS

The Long Island Rail Road fare system is based on the distance a passenger travels, as opposed to the New York City Subway, which has a flat rate throughout the system. The railroad is broken up into eight numbered fare zones. Zone 1 includes all of the City Terminal Zone. Zone 3 includes Jamaica (and Flushing) and all stations east of Jamaica (and Flushing) within the boundaries of New York City, except Far Rockaway and Belmont Park.[34] Zones 4 and 7 include all the stations in Nassau County and Far Rockaway. Zones 9, 10, 12 and 14 include all the stations in Suffolk County. Each zone contains many stations, and the same fare applies for travel between any station in the origin zone and any station in the destination zone.

The 15 LIRR fare zones were first introduced January 29, 1972 (left).

With the January 29, 1972 fare increase the LIRR introduced new Weekly and Monthly tickets that limited their use to one round trip per day replacing the "flash" type tickets allowing unlimited use that were subjects of fare abuse.  Weekly tickets were valid for 14 rides and Monthly tickets for 62 rides (31 day month) maximum - which were used until October 1980.

From my research 10 trip tickets were eliminated with the January 29, 1972 fare increase - and then brought back - 10 ride off peak - April 1, 1990.  The price was the equivalent of 9 off peak one way tickets and was at first not transferable - I believe a change to make them useable for more than one rider was made with the 2003 fare increase.

Over the course of the 1970's, as ridership rose, it became more unpractical for train crews to have to service every ticket especially on crowded trains.  That led to the development of the "Display" Monthly and Weekly tickets beginning in November 1980 to again offer unlimited rides with safeguards to deter abuse such as intermittent inspections "Punch Days" along with a larger size about the same as US currency.  

The November 1980 Monthly Mail N' Ride ticket (above) was a first issue and a good example of redesigned "Display" tickets.
Research: Mike McEnaney

 


 

Fare Zone Consolidations July 1, 1980

Zone 1A (NYK/WDD/FHL/KGN/EH2/SSM) and zone 1B (ATL/NAV/ENY/VHW/LIC/HPA/PBG/HBM/FPD/GDL/RHL) were combined into zone 1 sometime earlier, probably around 1970.

Zones 2 (FLS, MHL, BDY, ADL, JAM, JUH) and 3 were combined into zone 3.

Zones 5 (CAV, ERY, ODE, ABT, RSN, RVC, BWN, FPT, CPL, WBY), 6 (IPK, LBH, GVL, GHD, SCF, MRK, BMR, WGH, HVL), and 7 were combined into zone 7.

Zones 8 (AVL, CPG, LHT, CSH, HUN, REP, PLN, WYD) and 9 were combined into zone 9.

Zones 10 and 11 (BPZ, BP6, PGE, SJM, SBK, QET, PJN, HOV, MFD) were combined into zone 10.

Zone 13 (WHN, QGE, EQG, HBY, RHD, JPY, MAK, UTC), 14, and 15 (MTK) were all combined into zone 14.

OFF-Peak Round Trip Tickets begin with tickets valid from 30 days to 90 days. Penalty fare of $1.00 begins August 1, 1980  Research: Mike McEnaney
 


 

Fare Zone Consolidation - Zones 5-7  July 15, 1981


 

Fare Zones One Way Tickets return valid for 90 days from date of sale.  January 1, 1984


 

Fare Zones Lower rates for Off Peak (non-rush hour) available. January 1, 1986


Fare Zone Chart 2019 with no Zone changes from 5/01/2003
 

 

 

Ticket Form OOSS1L OFF-Peak -  Zone2-Zone7 8/02/1979

This is a 2 inch by 1 inch "small" ticket sold at Jamaica - Printed by Rand McNally (logo at lower right) good on Off Peak trains.  Form OOSS1L tickets were used between September 1975 (when Off-Peak fares were first introduced) and April 1980...

May 1980 is when Off Peak One Way fares were discontinued...Peak hours weekdays were trains arriving westbound at City terminals between 6 AM and 10 AM - Eastbound trains departing City terminals between 4 PM and 7 PM...Off Peak tickets were valid at any other time of day including at all times on weekends and holidays.

Beginning in July 1980 Off Peak Round Trip tickets valid only on the day of sale during the same designated off-peak hours were sold.  Off Peak One Way tickets were brought back to stay with the January 1, 1984 fare increase. Mike McEnaney


Ticket Form OOSS1L OFF-Peak back -  Zone2-Zone7 8/02/1979

Ticket Form OOPS1S OFF-Peak - Zone1-Zone11
 


Ticket Form WCSC Weekly City Zone1-Zone4
Bellerose-Hempstead 3/15/1991

Ticket Form MCSC Monthly City Zone1-Zone4
Bellerose-Hempstead 12/1990
 


Monthly Jamaica zone 3 to Deer Park zone 9 4/03/2007

Monthly Queens Village zone 3 to Penn zone 1 3/22/2007

Monthly Flatbush Ave zone 1 to Merrick zone 7
7/31/2007

Monthly Jamaica zone 3 to Deer Park zone 9  9/04/2007

Monthly Oceanside zone 7 to Penn zone 1 3/03/2008

Monthly Hicksville zone 7 to Penn zone 1 4/01/2008
 
MAIL & RIDE TICKETS

Monthly Mail & Ride City Zone 1 to Kew Gardens 2/2000
Expires in same month
 
Monthly Mail & Ride City Zone 1 to
Hempstead Zone 4 7/2001 Expires in 14 months

Monthly Mail & Ride City Zone 1 to Hempstead Zone 4
8/2001 Expires in 14 months

Monthly Mail & Ride City Zone 1 to Hempstead Zone 4
9/01/2001 Expires 14 months

Monthly Mail & Ride City Zone 1 to
Hempstead Zone 4 10/2002 Expires in 14 months

Mail & Ride - MTA

Monthly Mail & Ride City Zone 1 to Great Neck Zone 4 - 8/2016

Monthly - Penn-Station Zone 1 to
Oceanside Zone - 7 8/2019
 

Monthly Mail & Ride City Zone 1 to Hempstead Zone 4 4/01/2002 Expires in 15 months

The current LIRR (and for that matter Metro-North which uses basically the same TVMs) ticket sales system was introduced 20 years ago in 2001.

Tickets show: Method of Payment, Price Amount, 4 Digit Card Number (Credit/Debit Sale only), Time of Purchase (24 Hour Clock), Machine Number, Device Transaction Number and Stock Number (Should match number at top left). MC4 on the 2006 Metrocard indicates that there is $4 in Metrocard value placed on this card - the Peak One Way fare for this pictured card was $13 times two=$26 +$4= $30.

The machine number combines the LIRR station number with the type of TVM/TOM in service: (See below) 40101 in Islip - 401 is Islip's station number; 01 is a full-service (all ticket types sold) TVM. 1290 in Penn Station - 12 is Penn Station's station number; 90 another full-service TVM. LIRR two and three digit Station Numbers have been in use for decades in ticket sales.

Using current LIRR/NYCT fares a Peak Round Trip Ticket on Metrocard stock for a Zone 1-Zone 10 fare would be $19.75 times two=$39.50 + $6.50=$46 (two NYCT fares $2.75 each with a $1 Metrocard fee). All ticket buyers have the option of purchasing LIRR/MNCR tickets on Metrocard stock for transit rides. Mike McEnaney

The LIRR and Metro-North have eliminated their convenient Mail & Ride program at the end of September 2021.  The online interface and everyone's accounts technically still exist, but from the month of October 2021, the MTA has taken the "Mail" out of Mail & Ride and no longer delivers paper monthly tickets to riders through the mail, and now only delivers them electronically to eTix. Source: The LIRR Today

  METROCARD TICKETS  

Monthly tickets have four numbered 1-2-3-4 punch blocks that are serviced on random "punch days".  When crews called for orders and messages they were told to "punch block 2" or whatever. It was never announced before time. The intent was to force crews to actually handle "flash" tickets to assure careful examination, and to prevent one ticket from being used by many different people on a single day. Most forgeries back then were photographs, and the paper would be felt by the trainman. The practice also prevented passengers from handing a ticket from one to another on the same train. In later years, the policy was corrupted when "punch days" were announced in advance.

Current One Way and Round Trip tickets have a strip of seven orange punch blocks across the upper right numbered 1-2-3-4-5-6-7. These tickets are serviced in this manner: Eastbound 1-2-3; Westbound 7-6-5. 1-Establishes East Direction; 2-Junction Point (Jamaica, Etc.) 3-Destination (cancels ride or ticket) 7-Establishes West Direction 6-Junction Point (Jamaica, Etc.) 5-Destination (cancels ride or ticket), and the 4 block is not used.  Mike McEnaney


MetroCard front scan side

Round Trip Peak - Islip Zone 10 to Penn Zone 1 4/19/2006

One Way Off Peak - Penn Station Zone 1 to
Jamaica Zone 3 11/22/2010

Round Trip Senior -Flatbush Ave Zone 1 to
Huntington Zone 9 9/29/2007

Round Trip OFF Peak - Atlantic Terminal Zone 1 to Jamaica Zone 3  11/22/2010

One Way Peak - Far Rockaway Zone 4 to Valley Stream Zone 4 2/24/2011

One Way Senior - Woodside Zone 1 to Penn Zone 1 10/02/2019

One Way Senior - Penn Zone 1 to Floral Park Zone 4 10/02/2019

One Way Peak - Penn Zone 1 to Jamaica Zone 3
10/03/2019

Monthly MetroCard - Atlantic Terminal Zone 1 to
Oceanside Zone 7  - 6/2019

Monthly MetroCard  - Hicksville Zone 7 to
Hunterspoint Ave Zone 1 2/2020

Monthly MetroCard - Penn Station Zone 1 to
Mineola Zone 4 6/2019
 

MTA LIRR MetroCard Commutation Pass scan side
Expired: 4/30/2019

MTA LIRR MetroCard Commutation Pass back
Expired: 4/30/2019
 

This Metro Card was issued every 2 years to LIRR TWU employees as a commutation pass. No longer issued; now the regular ID card indicates which railroad you have commutation privileges on with an M (MetroNorth) or L (LIRR). You get one or the other, not both, and it has to be in your union contract. Managers, for example, do not get issued a card. Info: Barry Johnson

eTIX TICKETS

MTA eTix Ticketing App Available on LIRR & Metro-North

July 5th, 2016  MTA eTix, a free MTA app that allows Long Island Rail Road and Metro-North Railroad customers to purchase train tickets anytime, anywhere with their mobile devices, is available on all of Metro-North's Lines as well as all of LIRR's branches. The app, which was scheduled for completion by the end of 2016, will now be available to all riders of both railroads under an accelerated timetable made in response to a request from NY Governor Andrew M. Cuomo.

The app first rolled out on June 30 on Long Island Rail Road's Port Washington Branch and Metro-North's Hudson Line. Metro-North then made the app available on the Harlem Line on July 25.

Customers who prefer paper tickets will be unaffected by the new app.

 eTix One Way Peak Penn 1-Babylon 9 - 2021
 

TRAINTIME DIGITAL APP

Long Island Rail Road and Metro-North's TrainTime apps, along with eTix, will soon be combined into one seamless app experience. MTA  Updated August 3, 2022 1:00 p.m.

If you currently use MTA eTix and have automatic updates turned on, your app will automatically update to the new TrainTime in mid-August. Your account information will stay the same, and you will be able to use any tickets that you already bought. The ticket types that are currently available in eTix will still be available, as well the payment methods you currently use.  If you currently use Long Island Rail Road TrainTime or Metro-North Train Time but not eTix, you can download the new TrainTime in mid-August.

The official LIRR app has info that you can't find anywhere else, including realtime location, crowding, and push notifications. Whether you're new to the system or a daily commuter, make your trip
as smooth as possible with:

• Trip Planner: Check train schedules, including all official connections, and how full a train usually is.
• Realtime Train Tracking (updated every 2 seconds!): See exactly where each train in your trip is, view when it will arrive, and follow it throughout your trip.  Source: MTA


TrainTime App M3s Train 1054 First run testing - Wantagh Station 
8/01/2022 Archive: Thomas Farmer

TrainTime App - Hicksville Train 9261 7/21/2022
 

SUPPLEMENTAL FARE TICKETS

ticket-supplemental-fare_10-trip_Form-L-593_LIRR-Penn_Flatbush-LI-City_1946_BradPhillips.jpg (58534 bytes)
An unsold item given to me by the head of the LIRR
 auditing department (notice the punch marks used to 
cancel the ticket).  The signature is Homer Bannard 
so that puts the printing  date between 1946 and 1948.

Note it has an agent’s stub which indicates it was in general 
stock at a station having several ticket sellers.  A clerk would 
take a ticket from the general stock and the agent stub would 
allow him to properly report the revenue to his account.  I 
haven’t seen many LIRR fixed value tickets in this format.  
Usually each ticket seller’s case would have a unique series
 of numbers assigned obviating the need for a stub.  

ticket-supplemental-fare_10-trip_Form-L-593_LIRR-Penn_Flatbush-LI-City_2_sold- Amityville-10-16-1966_BradPhillips.jpg (73815 bytes)
Supplemental Fare Ticket - Form L-593 sold on 10/16/66 at Amityville. 

ticket-supplemental-fare_Form-L-594_12-20-1970_LIRR-Penn_US-Govt-overprint.jpg (59566 bytes)
Supplemental Fare Ticket - Form L-594 12/20/1970 
NY Penn Station - Flatbush or LI city - US Gov't overprint
ticket-supplemental-fare_Form-L-594_12-20-1970_LIRR-Penn_US-Govt-overprint-back.jpg (30795 bytes)

The commutation (i.e., weekly and monthly, but NOT ten-trip) fares to the western terminals were the same EXCEPT there was a surcharge (i.e., a supplemental fare) required to travel to Penn Station (to pay for the tunnels, as I recall. Many commuters who went to Flushing, Brooklyn or LI City and also Penn would need to pay the supplemental fare. On board the train, trainmen would issue a standard cash fare receipt for (in the 60’s) 15 cents. Up until c.1966 only a ten trip supplemental ticket was available (see above) which was convenient for both riders and trainmen. The fare was $1.50 (15 cents times 10 rides).

About 1966, the railroad introduced a single fare supplemental ticket for the convenience of riders who did not need a 10 ride ticket, only occasionally traveling to Penn with a Brooklyn ticket. The ticket (above) is a single ride supplement, but endorsed for travel under a US Government travel order. Archive/Research: Brad Phillips


  EXCURSION TICKETS  

Railroads issued excursion tickets for many reasons; to get more traffic of course, but also to serve the public in enabling reasonable (cheap) fares to popular places and events (beaches, amusement parks, flower shows, etc.).  There almost always a round trip and have a limited life (one day, weekend, etc.).  Often, special trains were run in addition to regularly scheduled service.  Of course, the LIRR offered many excursions over the years, the more famous being Race Track trains and Fishermen's Specials.  Info/Photos/Archive: Brad Phillips

 
LIRR - Canoe Place Excursion 1946
 
 
Ticket souvenir  ERA (Electric Railroader's Association) 3/22/1980

Round trip excursion to Block Island 7/24/1910

 

More:
EXCURSION TICKETS: CLICK
 


Ladies Day One Day Round Trip- Sample
 
Excursion - S. Klein Shopper's Special - Jamaica to West Hempstead
  RACE TRACK TICKETS  

Ticket Sheepshead Bay Race track to LI City c.1905
General Passenger Agent: H.M. Smith

SPL EXC 1464 Belmont Park to NY Penn
Going/Return Sample - c.1930's GPA-Shaw

SPL EXC 1465 Metropolitan Jockey Club to NY Penn Going/Return Sample c.1930's GPA-Shaw

Form 1464-S  NY Penn-Belmont Park c.1943
GPA-Pennington

Form 86-D  Woodside-Belmont Park 9/1943
GPA- C. G. Pennington appointed 9/15/43 followed by
 E .R. Comer appointed 10/16/43 - 1946; not a common ticket!  Each portion is good in either direction and works as a round trip.  Perhaps done for selling agent convenience (similar to the standard 1-BHY yellow paper round trip tickets). Brad Phillips

Form 86  Belmont Park-Jamaica c.1943
Sample - GPA-Pennington

Form SPL 59  Belmont Park-Brooklyn 1947
GPA: Homer Bannard

Form SPL 60 Belmont Park-NY Penn 1947
GPA: Homer Bannard

Form Spl 77 East New York-Belmont Park
c.1947 GPA: Homer Bannard

Form Spl 76  NY Penn-Locust Manor c.1947
GPA: Homer Bannard

Form Spl 78 Jamaica-Locust Manor (Race Track)
c.1947 GPA: Homer Bannard

Form Spl 79 Woodside-Locust Manor (Race Track)
c.1947 GPA: Homer Bannard
 

More:
LIRR RACE TRACKS: CLICK
 

 


Form SX-131 Meadowbrook-NY Penn c.1953+
Passenger Traffic Manager: H. A. Weiss
 

Info//Tickets Archive: Brad Phillips

 


  CHRISTMAS TICKETS  
 
Form P.P.O. LIRR Christmas prepaid ticket order - you could prepay for a trip, either on the LIRR or a foreign road, and send to a recipient as a gift (e.g., pay for the kids to come home for the holidays). Signed LIRR Gen. Passenger Agent P.H. Woodward c.1920's
 
LIRR passage and admission ticket for Children's Christmas Party, Hillside Theatre, Jamaica 12/28/1961
 

 

Info//Tickets Archive: Brad Phillips

 


GROUP PARTY TICKETS

The railroad offers discounted travel for groups. A single party ticket is used in lieu of issuing many individual tickets. There are several permutations of group travel:

1. The group travels only one way – a one way party ticket is issued. Form LH-267
2. The group travels round trip, both ways all together – a round trip party ticket is issued. Form LH-363
3. The group travels together one way but individuals are free to return separately – a one way party ticket is issued and individual return tickets are issued to each passenger. Form LH-268
4. An organized tour (e.g., LIRR sponsored tours to tourist sites) or private train (e.g., ERA specials) is run. These almost always originate at Jamaica but are advertised for passage from the terminal stations. A round trip party ticket is issued to the tour/train group leader and individual tickets called “Identification Cards” are issued to each traveler which allow passage from the terminal stations to Jamaica going and from Jamaica to terminal stations returning. These individual identification cards can only be used on directly connecting trains. (These individual tickets are the ones which I’ve sent to you for all the fan trips.)  Note: Information dates from my time on the LIRR, 1960’s and 70’s. Brad Phillips


Form LH-267 Coach Special Party One Way

Form LH-363 Coach Round Trip Party ticket has an open expiration date (good until __).

Form LH-364 Group Special Coach Party Round Trip
good only on the date of sale.

 

 


Form LH-268 Coach Party - Individual Return ticket
New York Zone A (Penn)


Form LH-268 Coach Party - Individual Return ticket
New York Zone A - Penn to Shea Stadium 4/23/1982

Form 107-9  Special Transportation Order
Plainville High School, Hicksville to New York

 

Tickets Archive: Brad Phillips

     

Form 107-11 Main Line Special Excursion ticket

Form 107-10 East End Special Excursion ticket

Form 107-Y Bridgeport Ferry Special Excursion ticket
Note:  Specific trips indicated by the number/letter following the Form 107-nn     Tickets Archive: Brad Phillips

BUS TICKETS

Bus Ticket Form P1BRH  - 1971-75 4/29/1975


Bus Ticket Form L-BH sample


Western terminal stations and those served by the busses issued the combination rail and bus tickets.  Bus-only tickets (left) were sold there as well. Brad Phillips

For passengers boarding busses at non-rail stations, the bus drivers sold rail tickets to Jamaica, Brooklyn and New York (only) from pads clipped to the dash; no date validation was made.  Brad Phillips

SCHOOL TICKETS

The only “school” tickets issued were monthly, or I should say 46 trip.
The samples are pre-1960, but school tickets continue today. 
Archive/Info: Brad Phillips

 

From the MTA/LIRR website:

Monthly School Tickets - Form 846 Special Fares are available for students under 21 years of age attending accredited elementary or secondary schools.
Discount of up to one-third off the price of a regular Monthly ticket. Complete application and bring to a ticket office.
Applications must be signed by a school official and have the school seal affixed. Non-transferable.


Wave Crest -Laurelton School Ticket 10/13/1950
Archive: Brad Phillips

CLERGY TICKETS

Ticket Clergy Round Trip - Bay Shore to East New York
Form L-345  8/09/1943

Ticket Clergy Round Trip back - Bay Shore to East New York Form L-345  8/09/1943
 
 

Ticket Clergy Round trip -  East NY-Brentwood  Form L-128
C.1948  signed: GPA W. P. Eckfeldt

Note: Brentwood had the Sisters of St. Joseph, hence the tickets to Brentwood. Dave Keller info.


Ticket Clergy - Brentwood-Riverhead Form L-258
c.mid-1960's signed: GPA Harold Throop

Ticket Clergy Round trip Open-Montauk Form 122
c.1925 signed GPA P.H. Woodward

Note: These are not LIRR forms.  The certificates are (were) issued by clergy bureaus who are the independent agencies which authenticate applications for the reduced fare.  There are (were) several around the country.   Example: From the Catholic Courier Journal, 11/24/67:

Clergy Rate Still Goes on RR Lines in New York - Railroads will continue to offer reduced first-class fares to clergy during the year 1968 it was announced recently by the Clergy Bureaus of Eastern Railroads.  Fifty per cent reductions in railroad first class passenger fares have been available for years to ordained and licensed ministers, missionaries, theological students and many other categories of religious workers who obtain a certification coupon book from the railroad bureaus. Reduced clergy fare tickets are honored on all eastern railroad trains without exception.  Mr. Winkler said that applications for the 1968 books were now being accepted at the Clergy Bureaus of Eastern Railroads, One Park Avenue, New York, N.Y. 10016. The cost of the 50 trip book issued by the Eastern Clergy Bureau is $14 and $11 for the book issued by the New England Clergy Bureau.”

The Sisters of St. Dominic resided at the Catholic Church in Amityville and the certificates were used by whatever nun had to travel; as evidenced in the signed certificate above right.

The bureaus were non-denominational, all clergy and religious workers were eligible. In all my years of ticket selling, clergy tickets were rare.  Amityville had quite a few, relatively speaking, due to the large religious community (mostly Catholic).  In the terminal stations I’d get one every now and then. As I recall, many stations did not have the clergy forms; you’d just use standard LH-261 blank forms and mark them clergy with the certificate number.  The coupon from the certificate book would be stapled to the agent stub.  Research: Brad Phillips
 

POLICE-FIREMAN TICKETS

Ticket Police-Fireman NY City all stations - 50 Trip Monthly Form UPF-1

Ticket Police-Fireman NY City-Nassau County - 50 Trip Monthly - Form UPF-2

Ticket Police-Fireman NY City-Suffolk County - 50 Trip
Monthly - Form UPF-3
     

Ticket Police-Fireman NY City all stations - 50 Trip Monthly Form UPF4

Ticket Police-Fireman NY City-Nassau County - 50 Trip Monthly Form UPF5

Ticket Police-Fireman NY City-Suffolk County - 50 Trip
Monthly Form UPF6
     

Cover of the 12 month coupon book to be presented to the ticket seller.
50 Trip NY City Police 1967

Coupon from the book which is given to the ticket seller when purchasing the ticket. Monthly 50 Trip Suffolk County Fireman 1966

Cover of the 12 month coupon book to be presented to the
ticket seller.  50 Trip Suffolk County Police 1967

Police Ticket conditions details how the books were authorized and issued.

 

Police – Fireman tickets were sold at a discount to active employees (e.g., they had to have an ID and shield [badge]). There were 3 forms: NY City (UPF-1), Nassau County (UPF-2), and Suffolk County (UPF-3). I’m not familiar with how the books were issued; probably something similar to school tickets where a certification form would be required.

Originally, they were issued books of coupons which could be used for transportation. I’ve attached scans of these books and associated coupons (long books). These were issued under signature of HA Weiss in the 1950’s/60’s.

Later on, during HM Throop’s tenure, smaller books were printed using the same form numbers (2 scans attached) but I never saw these in use. I believe rather than use these smaller books, punch type multi-ride tickets were instituted (see attached, form numbers now UPF 4, 5, and 6).

Police/Fire were issued books of coupons for a full year, one coupon per month. Annoyingly, these books do not carry a form number. The inside cover details how the books were authorized and issued at Jamaica HQ. A coupon was presented at the ticket office each month and the punch style ticket was issued (only NY Penn, Flatbush Ave. and Jamaica issued these tickets). You’ll note on the attached scans that the color of the books changed from 1966-1969 (blue) to 1967-1970 (green). Research/Archive: Brad Phillips
 

MISC TICKET TYPES

LIRR seven games NY Jets roundtrip NY Penn-Shea Stadium Ticket
Form 14P 1967 Season. Interesting feature: you could take 6 people with you to one game, or go to 7 games by yourself, or anything in between. Note the instruction to the trainman on the auditor's stub after you tear this coupon off, don't forget to punch the ticket! Archive: Brad Phillips

Back then the New York Jets played their AFL (14 game season) home games at Shea Stadium. The AFL merged with the NFL in 1970. The home games played at Shea Stadium coincide with the seven dates listed on this ticket:
Sunday October 1 - Jets 29, Miami Dolphins 7
Saturday October 7 - Jets 27, Oakland Raiders 14
Sunday October 15 - Jets 28, Houston Oilers 28 (tie)
Sunday October 29 - Jets 30, Boston Patriots 23
Sunday November 12 - Jets 20, Buffalo Bills 10
Sunday December 3 - Denver Broncos 33, Jets 24
Sunday December 10 - Kansas City Chiefs 21, Jets 7
1967 Jets home record: 4 wins, 2 losses, 1 tie.
1967 Jets season record: 8 wins, 5 losses, 1 tie 

 
ADL-205 MANUAL OF INSTRUCTIONS TO PASSENGER CONDUCTORS AND COLLECTORS

August 1, 1954 – Cover below along with a supplemental sheet. This publication has everything need to know to handle transportation aboard a train. The ADL-205 (little brother to the PRR AD-205) is about 50 pages of instructions. Great reading (paragraph 1.3 of the attached – "Notify the Police" Archive/Info: Brad Phillips

LIRR-ADL-205_Conductor-Instructions-cover_unusual-events1_8-01-1954_BradPhillips.jpg (311792 bytes) LIRR-ADL-205_Conductor-Instructions-cover_unusual-events2_8-01-1954_BradPhillips.jpg (287813 bytes)
STATION NUMBERS
LIRR-Operating-Accounting-Depts-Station-names-Branch_ADL-205-booklet_8-01-1954_BradPhillips.jpg (380875 bytes)
ADL-205 Operating/Accounting Dept's 
Station Name designations by Branch
LIRR-Operating-Accounting-Depts-Station-names-Alpha_ADL-205-booklet_8-01-1954_BradPhillips.jpg (343361 bytes)
ADL-205 Operating/Accounting Dept's 
alphabetical Station Name designations
CONDUCTOR TICKET PUNCHES

The main supplier to the Pennsylvania Railroad related to tickets, timetables and printing was Allen Lane & Scott,  Philadelphia, PA.This LIRR ticket punch (note the LI stamped on the grip) was one of thousands issued to LIRR conductors, brakemen and collectors over the years. 

These became obsolete in the 1950s when the railroad adopted "V cut" cash-fare receipts (CFR) where the origin, destination, fare and type of fare were sidecut into the edge of the heavy paper tickets.

 


Allen Lane & Scott LIRR punch with
serial number/LI stamped on handles, c.1940

A later and deeper design pouch manufactured by
Bonney-Vehslage Tool Company of Newark, NJ.

The dual punch adopted by the LIRR (right) as noted above.  These were impossible to obtain when they were in use as each one was registered and assigned to each conductor/trainman.  They were retired when the LIRR stopped using the V cut CFR’s (in, I believe, the early 1970’s). While there were several railroads that used dual cut punches, the LIRR’s were unique having the V cut. 

As for designs, many were available from the manufacturer.  On the LIRR, each punch cut was unique so that a specific individual could be identified by the design of the punch cut in a ticket.  (Of course, the V cut was generic.) Brad Phillips

 


LIRR dual punch 1950's.
 

LIRR - CFR Form 279  4/06/1963 1st Train to Babylon Temporary Station Archive/Info: Brad Phillips

An example of a V cut cash fare receipt (CFR) if the
“Other than Train Check” block is punched (above). 

More Cash Fare Receipts (CFR) Info

This is a pre-1950s LIRR punch in its holster and a tag showing the specific trainman/conductor punch cut design.

No two were alike in use at the same time as the punch cut designs were unique to identify employees. A trainman/conductor's punch was like a bank tellers teller stamp.   Dave Keller


A school commutation ticket illustrates the variety of
typical conductor punch out designs. Archive: Brad Phillips


The punch serial number on one handle and "LI" on the other handle.


 Pre-1950s LIRR punch side view.

Photos/Archive: Dave Keller

 

Photo-tickets-abolished_Newsday-5-06-1954_Morrison.jpg (93757 bytes)
Punch Type Tickets Back - Newsday 5/06/1954 
Archive: Dave Morrison
Punch-Type-Tickets-Back_LIRR-Publicity-Dept_NY-Times_5-07-1954_Morrison.jpg (265979 bytes)
LIRR Punch Type Tickets are back - LIRR Publicity Dept, 
NY Times 5/07/1954 Archive: Dave Morrison  

 

 

 

LIRR DATER STAMPERS
LIRR--Dater-Stamper.jpg (70296 bytes)
Aurora Dater Stamper c. 1960
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Aurora Dater Stamper- Die Wheel  c.1960
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The lettering "Long Island Stamp" on the side was the company that they were purchased from, not the manufacture. It does not indicate that the dater was used on the LIRR or in the Jamaica ticket.

 In my years of hanging around and eventually working at Jamaica ticket, I don’t recall ever seeing this style of dater being used. It’s POSSIBLE that such a machine was used in Jamaica prior to 1960 of course. I have several LIRR dies that fit this style of machine but they’re very old and are from line stations.' Brad Phillips

This was an old Aurora model used up until the late 70's/80's. Then we used a dater made by Ajax that was a piece of crap and went to one made by Cosmo. The problem with the Auroras was the year wheel couldn't go high enough and they had to be replaced. Kevin Fehn

Aurora-Dater_BradPhillips.jpg (95255 bytes)
Aurora Dater Stamper - Photo: Brad Phillips


Dater Die stamp - Far Rockaway - Nameoke Ave 
Archive: Dave Keller

The dates on the Cosmo and Aurora daters were 
arranged horizontally. Brad Phillips

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Aurora Dater Stamper front - Photo: Brad Phillips

Dater Die plates - Aurora Dater - Woodmere Ticket Office 
Archive: Kevin Fehn

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Aurora Dater Die Impressions - Archive: Brad Phillips

 

The dater (validator) that is shown, above left, is an old Aurora model that was used from the early 1900's up until the late 70s or early 80s. The later Cosmo daters replaced the Ajax daters. The Ajax daters were purchased to replace the Auroras when the year wheel couldn't hit the new dates. The Ajax daters had a slide insert for your IBM number. They were crap and didn't hold up. The worse part was an auditor won the suggestion award for the Ajax. They were a pain to work with. Kevin Fehn

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Hills Centennial Dater front - Archive: Brad Phillips

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Hills Centennial Dater knob - Archive: Brad Phillips

 

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Hills Centennial Dater  - Archive: Brad Phillips

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Hills Centennial Dater Die Impressions 
Archive: Brad Phillips

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Islip Ticket Reverse 7/12/62 Archive: Brad Phillips


This is the dater used for the round dies, dates arranged vertically. 
Archive: Brad Phillips
Ticket-Weekly_NY-Penn-Woodmere_dater-die-11-6-1933.jpg (191775 bytes)
Weekly Ticket Form 312 - NY Penn-Woodmere dater die: 11/06/1933
 

Ah, the memories … All these daters were very sturdy machines.  I never saw one break down and many I used were very old.  These things took a real beating over time.  Just think, for example, the number of tickets issued at NY Penn.  I have tickets issued with the same die decades apart.  Of course, they eventually wore down.  The great 1960’s die replacement was a result of years with no new dies.

Many clerks, most probably, would wait forever to change the inked ribbon and, thus, the die impressions were often very light to non-readable.  They did not pay too much attention to where the impression was put on the ticket so many, many tickets had missing station names, dates, etc.

Over time the die would cake up with ink and the impression became unreadable.  Cleaning was a mess: toothbrush or wire brush with soap and water (or toothpaste which was very effective) was used to clean them.  Your fingers were then blue for the next day or two!

The dies were locked up with the cash in the safe.  If big enough, the entire machine and die were stored there.  If not, the die was removed and the dater left on the counter.

The “dater die” on the above right, without a numeral, is the old die which was replaced with the die having the number 1.  When the railroad started getting rid of all the old Hills Centennial daters (which required periodic replacement of the year wheel) and dies in the early 1960’s they retired many old Aurora dies that had significant wear from use.  Thus, many stations saw old Aurora square dies replaced with new ones having the die numbers.  So even if a station, like Woodmere, had only one die they still put the number 1 in the lower corners.

Unfortunately, I don’t have a ticket issued at Woodmere even though I worked a (single) Monday morning rush hour there.  As there was only one dater, the clerk had pre-stamped a large pile of weekly tickets which I sold at the second ticket window while he handled any one ways along with weeklies.  I never went back to get a validated ticket for my collection.  Oh well. 

One thing I can add about the daters is that the regular clerks would never change the ribbon. They would leave a note or the extra would see that you could barely read the impression and they would have to change the ribbon. That was a pain since you would get ink all over your hands and eventually your shirt (pastel colored of course).

After working a few stations, I said enough is enough, I would rewind the ribbon and then ink it using the bottle of ink and brush we used for the ink pads. When the regular clerk came back, he would have to change it out. Info: Brad Phillips

 

Cosmo-Dater-Stamper_c.1990_KevinFehn.jpg (36504 bytes)
Cosmo Dater Stamper c.1990 Archive: Kevin Fehn

The order of usage:
Hills Centennial
Cosmo
Aurora
Ajax
Rapidprint


Cosmo Dater Stamper Front c.1990 Archive: Kevin Fehn

Cosmo Dater Stamper Date Wheel c.1990 Archive: Kevin Fehn

Rapidprint Electric Stamper c.1995+

The photo of the electric dater shows the right side that is opened with the key visible to change the date or adjust the ribbon by hand. On the front of the machine above it reads RAPIDPRINT. The brass insert plate that it has reads 29 PENN STATION 29 with the MTA logo. The plate has a
serial number that is embossed on the back near the ring which reads 00873. 

The insert plates are slid in under the two screws visible on the upper side and the notch on the plate helps holds it in place. On the front lower "lip" partially visible is the suppliers name and phone number. On the back is a plate affixed with the manufacturer's name and model information. Info: Mike McEnaney

The brass strips are the official validators (above right). Each morning before using this machine one would be inserted into the slot under the two screws. The strip had the station name and the MTA logo on it and if a ticket was stamped with the proper date, without this information, it was not valid for transportation. Info: Martin Quinn

 

 

LIRR/MTA official validator plates for Rockville Centre 3 and Penn Station 22  Photo/Archive: Steve Melrose

Rockville Centre 3 and Penn Station 22 numbers represent a particular Station Agent. Busy stations like Jamaica, Atlantic Avenue, Mineola, Hempstead, Hicksville, and Ronkonkoma may have may had 3 or more regular Station Agents. These stations will most likely have at least one or two EXTRA Station Agents. Penn has the most regular Station Agents, and therefore more EXTRA Station Agent dater dies; which are not only on the strip dater dies, but for earlier square and round dater dies. Info: Steve Melrose
 

From what I remember the Ajax stampers, they did not last long - 1980 to 1982 was the period. I do recall that some stamps included the seller's IBM number in that short time span and I believe that some did not want their employee number openly used in that manner.  The LIRR went with the Rapidprint Electric Stamper (above right) beginning in 1995 resulting from a suit by an employee that got carpal tunnel in their forearms from repeated motion of stamping tickets. The Cosmo stamps had the MTA logo and did not have LIRR as all previous stamps had. RMLI has one of these stampers along with a few of the die stamp plates used. Info:  Mike McEnaney 
 

CFR's (CASH FARE RECEIPTS)

CFR's (cash fare receipts) were purchased on board the train and issued by trainmen, conductors, and ticket collectors. Issued under the authority
of the United States Railway Administration (USRA) which took control of all USA railroads beginning at the outset of WWI in 1917 until March, 1920.  

Prior to the institution of the “C” series CFR’s there were multiple form variations starting in the Howard Mapes Smith era when appointed LIRR Traffic Manager 4/2/1888 and later to GPA on 4/12/1901.

Most all were printed on flimsy paper which would disintegrate over time unless carefully preserved. USRA stock continued to be sold until exhausted foe example CFR’s, Form 19 train orders, ticket office stock, etc.
Info: Brad Phillips

 
This ticket listing the Manhattan Beach branch, which was abandoned to passenger service in 1924, was issued between 1917 and 1924. 
Collection: John Fusto History: Dave Keller


LIRR - CFR Form C-179 Traffic Mgr. Weiss
 

LIRR - CFR Form C-279 Weiss 1st Version 
Back of form is blank.

Forms 178 (steam lines) and 179 (electric lines) were the basic one way CFR’s from the 30’s through the early 50’s. There were round trip excursion CFR’s (form 123 through 126) as well as special purpose CFR’s (e.g., local electric service in Brooklyn), but I won’t deal with them here. At one point, the letter C was added as a prefix to the form numbers (I didn’t research the date for this transition).

I’ll discuss the electric lines CFR, but the time line for the steam lines CFR is the same.

The form C-179 (above center) is the last version showing Weiss (then Traffic Manager). Weiss was appointed Traffic Manager in 12/48 and then was made Passenger Traffic Manager in 3/53 so this CFR was issued in that date range (the rubber stamped date of 1952 was applied in the general offices not on the train).

At some point during this period the railroad decided to adopt a new CFR “system” which would enable better accounting of actual passenger counts between stations. The next scan shows the first draft of this new system (back of form is blank). Coupon C would be retained by the trainman and, back at HQ, the forms would be sorted using a long steel rod inserted in the holes to sort large batches of the documents. I was given a demonstration of this “technique” in Jamaica back in the early 1960’s. I’m not aware of this draft format ever actually being used but it was short lived in any event and no “live” CFR’s of this version have survived to my knowledge.
 


LIRR - CFR Form C-279 Weiss 1st Version - Proof

LIRR - CFR Form C-279 Weiss 1st Version - Revised
back of form.
 

LIRR - CFR Form C-279 Weiss Transition

Not being satisfied with the first version, what was the genesis of the long-lived CFR format came next. The first scan shows a draft of the new form. You’ll note there are no holes in the conductors portion as this was only a printer’s draft. Note Wm. Wyer trustee is shown. The reverse is blank. Apparently everyone was happy and the form went into regular use. The next scans are the first “live” versions CFR which became standard through the 1970’s. Note the signature of Weiss as Passenger Traffic Manager on the reverse dating this to post March 1953. Also, there is no longer any mention of a trustee so this first version was also post reorganization (8/12/54, I believe).

Throop was appointed GPA in the early-60’s (I’ve been unable to find an exact date but I have a sample ticket with his signature showing a print date of March 1963) and tickets started using his name (and subsequent title changes thereafter) but Weiss stock was in use during his tenure until supplies were exhausted.

As I left the LIRR in 1973 and moved to Pennsylvania I didn’t keep up with all the subsequent changes so can’t give good dates on when they switched from the C-series CFR’s to the CF-series. Best I recall the C-series forms were still in use in 1973.

Now, as far as stations listed on the forms as well as the advertisements on the reverse, there were many, many variations over the years. I have samples of at least 20 unique combinations. Of interest, for just one example, is the Rockaway division: The proof, issued after the trestle burned, has stations through Rockaway Park but the first live receipt shows only through Far Rock. Nothing for Hamilton Beach or Ozone Park. Years later in the early 60’s, they added Rego Park, Parkside and Brooklyn Manor (but not Woodhaven or Ozone Park). Of course, 10 minutes later they abandoned the remaining train to Ozone Park. Go figure.

The early 178/179 forms had their share of variations as well which are really interesting in light of the numerous line and station abandonments. Photos/Archive/Research: Brad Phillips



Form C-278 non-electric territory
Signed General Manager - Passenger Throop c.1963+


Form C-279 electric territory
Signed Passenger Traffic Manager Weiss c.1960

Form C-278 for non-electric territory and Form C-279 for electric territory. 1955-1960 period for the C-279 because it's signed by H. A. (Henry) Weiss. Mid-1960s for the C-278 as it's signed by Throop with the “Travel Easy” ad panel on the back with new MP75s pictured, but no mention of the World’s Fair. Perhaps from 1966 or 1963, when the MP75s were delivered?

I only noticed while studying these two that not all of the stations are listed, clearly due to the lack of space on the form. It looks like the stations not shown are the ones with the least amount of ridership, which makes total sense. For example; The C-279 shows Meadowbrook and not Roosevelt Raceway on the lower left corner.
 


Form C-279 Signed General Manager
Passenger Throop c.1963+


LIRR - CFR Form 279  4/06/1963 1st Train to Babylon Temporary Station Archive: Brad Phillips


Considered a receipt if the “Other than Train Check” block is punched (above).  A ticket AND a receipt if that block is not punched.  In that case the small coupon B at the top is taken by the conductor of the connecting train and the remaining coupon A is the passenger’s receipt.  Almost all of these circumstances are when changing in Jamaica, either east or west, but could be a various junction points (Babylon, Mineola, etc.). Archive/Info: Brad Phillips

As trips on the LIRR frequently involved changes of trains (and, thus, ticket collectors), there needed to be a way to document paid passage when a CFR was issued on the train. The “train check” blocks accomplished this.

• If a train check block was punched by the trainman, that validated the CFR for use on a connecting train in the direction indicated. Most frequently, this was used for trains through Jamaica but could be used anywhere a change of trains was required (e.g., Babylon). You’ll notice that the top portion of the CFR is designated “Coupon B.” That small stub was the “ticket” for connecting trains and the honoring trainman would tear the stub off on presentation. Note the tiny print on coupon B.
• The “Other than Train Check” block meant that the CFR was a receipt only and could not be used for transportation. Some trainmen pulled off Coupon B when punching this block but most didn’t bother as the coupon could not be used. On the coaches where the particular trainman liked to pull off the coupon, the floor was littered with them!

There is no connection between the V cut and the train check blocks other than both the V cut and the hole cut were needed to complete a CFR.

Also, you’ll note the “Comm Refund” block right below the train check blocks. That was used if a monthly ticket holder forgot his/her ticket. The conductor would complete the information on the rear of the CFR and the railroad would refund a day’s round trip fare if the expired monthly, along with the endorsed CFR’s, was sent to the refund bureau in Jamaica. You could only forget your ticket once per month! At some point, this benefit was discontinued. Research: Brad Phillips
 


Form CF-1 1969


Form CF-1A c.1970+
 


Form CF-1 back (left)1969
Signed Director - Passenger Service Throop

Form CF-1A back (right) c.1970+
Signed Director - Passenger Service Throop

I see from Henry Weiss’s obituary in The NY Times that he died on 12/4/1964 while attending a conference in Philadelphia. He was apparently Passenger Traffic Manager from 1948 to 1962 when, I presume, Throop took over.    Note Throop's title in the first group (above section) is General Manager - Passenger,  now as Director - Passenger Service 1969 and Director - Station Operations 1970+. Jeff Erlitz

 
Form CF-1 was introduced on 8/15/1969. Based on that, I surmise that CF-1A came out in 1970 since it still shows Bellaire, which per NY Times  6/18/72 due to low ridership Bellaire,
will be closed on June 26, 1972 with issue of new timetable.  Archive: Jeff Erlitz
 
LOCAL ELECTRIC LINES
The below receipts (GPA-Shaw 1934) were used on the local electric trains which ran separately from the “long distance” through trains (they ran from FBA to Queens Village and Belmont Park). They used a different series of CFR’s, had separate ticket-office-issued tickets and had separate public timetables.
Local Electric Form 322 - LOCAL Brooklyn (FBA -Jamaica c.1915 GPA Smith

Local Electric Form 274 c.1925 - GPA Woodward
 
Local Electric Train Cash Fare Receipts 8¢ and 13¢
GPA A.H. Shaw

Local Electric Form 176 Half-Fare c.1935 GPA Shaw

Local Electric Form 322H - Brooklyn-Bellaire
 c.1940 GPA Shaw


Local Electric Form LH 245½
Jamaica-Dunton  GPA Shaw

 

Material Archive: Brad Phillips


Local Electric Form 1-SS - International Ticket Co. Samples c.1945 GPA E..R. Comer

 

 

MAGNETIC TICKETS

NY Times archives – July 2, 1964:  The Tristate Transportation Committee started an experiment yesterday in electronic ticket punching that could reduce costs through automated ticket handling. The one‐year experiment is taking place at the Kew Gardens and Forest Hills stations of the Long Island Rail Road in Queens.

The 500 New York‐bound commuters who use the stations each morning bought or exchanged their regular commuter tickets yesterday for plastic magnetized tickets the size of credit cards. The commuters then inserted the tickets in special electronic turnstiles installed in both stations. These automatically record the fare and admit the to the train plat form. All other entrances to the train platforms at both stations have been closed.
Commuters must still show their tickets to the train conductors, even though they have passed through the electronic turnstiles.

The experiment affects only Manhattan‐bound traffic. The Kew Gardens and Forest Hills stations were selected because the commuter traffic at both is relatively light and the experiment can be controlled because most of the passengers travel to the city. The reaction to the experiment was mixed. There was some confusion and several commuters at Kew Gardens were irritated because they missed their trains when they had to stand in line to obtain the new magnetized tickets.

“Nobody's interested in this,” one commuter complained loudly while standing in line. “We're interested in getting on the train. Why don't you hold up the train?” H. Seward LeFevre of Kew Gardens, who said he had been commuting for 50 years on the Long Island Rail Road, said he believed that the turnstiles would be jammed in winter when commuters stayed inside the station until the last minute to avoid the cold weather. “I've seen a hundred people inside this little station in winter time,” he said. “It's going to be a mess then.”

The majority of commuters seemed to take the experiment in stride, however, and several were pleased because they felt it might lead to faster ticket handling or cheaper fares through future automation. “I think we've got to eventually automate these commuter lines if they're going to stay in business,” one said.

Officials of the railroad and the Tristate Transportation Committee, which covers New York, New Jersey and Connecticut, were on hand at both stations to show commuters how the new system works and to guide them through the turnstiles.

The railroad has reduced monthly commuter fares from $26.50 to $22 at both stations in an effort to make the experiment attractive and to encourage more commuters to ride the trains instead of the IND subway, which also serves both points. Transportation experts have said in the past that both railway stations might be closed because the majority of commuters use the subway.  NY Times archives – July 2, 1964
 

This was for a one-year experiment sponsored by the Tri-State Transportation Committee starting on July 1, 1964.  The TSTC was the metropolitan planning organization predecessor of the Tri-State Regional Planning Commission and, after 1982, New York Metropolitan Transportation Commission. The turnstiles were installed on the westbound platforms only and passengers still had to show these magnetic tickets to the conductors/trainmen/collectors on board the trains. Info: Jeff Erlitz


Magnetic Ticket Form ADS-1 Penn-Forest Hills
Archive: Jeff Erlitz
 

Magnetic Ticket Form ADS-1  Penn-Kew Gardens 7/01/1964 Archive: Brad Phillips

Magnetic Ticket Form ADS-2 Five Round Trip Ticket
 Penn-Kew Gardens 10/13/1964 Archive: Brad Phillips

Magnetic Ticket Form ADS-3 Seven Day Round Trip Ticket
Penn-Forest Hills  Archive: Brad Phillips

Magnetic Ticket Form ADS-4 Monthly Round Trip Ticket Penn-Kew Gardens 7/01/1964 Archive: Brad Phillips

Magnetic Ticket Form ADS-5 Monthly westbound only
from Kew Gardens-Penn  Archive: Jeff Erlitz
 
Magnetic Ticket Form ADS-6 Seven Trip Weekly westbound Forest Hills-Penn 1/22/1965 Archive: Brad Phillips
 
 
INTERLINE TICKETS

There were many forms of the paper ticket with preprinted origin and/or destination as well as multi-coupon “skeleton” (i.e., open with no origin or destination specified) tickets.  The multi-coupon booklet was initiated in the 1950’s under H. A. Weiss, but paper forms were used right up to the end (evidence HM Throop’s signature on the 1967 paper ticket below).  I have no idea why the paper forms were not totally discontinued.  Perhaps because one-coupon trips were common (on the PRR, New Haven, etc.) and the paper ticket was cheaper to print than the multi-coupon book. The LIRR stopped selling these tickets on 12/31/1967. Research: Brad Phillips
 


Interline Ticket Form 4 - Camp Upton, NY to Oxford, NY
via Erie RR  7/19/1919

 


LIRR Form 104-L Interline Ticket Book c.1965  Archive: Brad Phillips

This is an interline ticket book used to sell passage over other railroads. The LIRR, much to my dismay, discontinued issuing foreign line tickets and checking baggage on 12/31/1967.   


Interline ticket book inside of front cover. 

The older paper forms used for off-line trips, and
the inside of the booklet with examples of a multiple road trip.  If more coupons were needed another booklet was used and referenced on the first (as shown on the agent copy attached). Archive: Brad Phillips


Interline Ticket Form 1004 - Camp Upton, NY to Starke, FL
via SAL 5/09/1944

Interline ticket One Way (OW) Form 1005 Archive: Brad Phillips

Interline Round trip (RT) ticket Form X-1005
Archive: Brad Phillips

The LIRR had many different forms covering the railroads to Florida and the south as the bulk of traffic headed that way from NY.  Note the date range (1942 -1950) Info: Brad Phillips

Interesting to see the connections to the “Fallen Flags” railroads involved in this small selection: PRR, ERIE, SAL, FEC, ACL, C&O, SRR, CRR of NJ, NYC, EL, NYNH&H (via Hell gate), and NYS&W.


Examples of Interline Ticket Forms
Archive: Brad Phillips

Interline tickets Form 1042 and 1043 based on routing destinations. Form 1042 for Ogden, UT via the Southern Pacific Railroad.

Form 1043 for St. Paul, MN via the PRR to Chicago.
Archive: Brad Phillips


 

Additionally, The LIRR had many different forms covering the railroads westbound from NY. Info: Brad Phillips

Interesting to see the connections to the “Fallen Flags” railroads involved in this small selection: CB&Q (Burlington), C&NW, CGW, CMStP&P (Milwaukee Road), IC, CRI&P (Rock Island), Soo Line, GN, Minn. & St. Louis, and NP.

 


Interline Ticket Form 0104-L - 30 day return trip excursion
 Penn NY to Miami 8/01/1957 

An excursion ticket implies duplicate routing in both directions.  Many railroads had tourist tariffs which enabled passengers to select different routings to visit different cities, parks, etc.  For example, when I took a circle trip around the US in 1968 the tariff authorized a free side trip to San Diego from LA. This is an example of a round trip which required 2 books to have enough coupons for all the railroad involved. Archive: Brad Phillips
 


Interline Ticket Form 1006 for one passage Penn NY to Newark 12/22/1967  Archive: Brad Phillips 

When a station did not have half-fare (kids under 12) printed stock, regular stock was annotated “1/2” and the appropriate fare charged.  The slash mark (called a “cut mark”) was put on the ticket by the clerk when he was closing out his books for the day; it indicated that this particular ticket form was accounted for on that day.

These forms did not have a LIRR coupon.  They were for passage from NYP to NYN (Newark).  There are “skeleton” forms of which a coupon could be used for LIRR travel but most clerks would just sell a regular LIRR form 1H OW (one way) to NYP and then issue the interline ticket for the foreign road.

 

 


Interline Ticket Form 104-L Penn NY to NJ via PRR
1/19/1968 Archive: Brad Phillips

The booklets were multifunction.  They could be used for any class of service, length of trip, type of fare, etc.  This particular ticket is a regular ½ OW which expired 1 month after issue.

 


Accounting Department Station Codes

When a railroad has been around as long as the LIRR has, you often don't have to look too far to see vestiges of a time long past.  While that can often be in physical form (with historic building or station elements holding on through various renovations), or outdated operating practices (LIRR certainly has no shortage of archaic ways of doing things), you can sometimes even come across relics of the old ages in unexpected places.

One interesting example of these is the four-digit station codes the LIRR uses in most of its ticket selling systems.  These four-digit codes (starting with a 9###) date back to at least the 1940's when they were used by the Pennsylvania Railroad's Accounting Department to organize and keep track of all of the PRR's stations and facilities. 

These codes are still used by the LIRR to this day.  They are used in the railroad's Central Support System (CSS) which is the backbone system for the Ticket Vending Machines (TVM's) and Ticket office Machines (TOM's) through which most tickets are sold.  You can see these codes in use if you ever look at the top of the receipt you get from a TVM or ticket window (it lists the station name and the 9xxx station code on the fourth line):



These codes also correspond to the TVM and TOM machine numbers, which are printed on the bottom of the receipt on the TSM ID # line and in the bottom-right corner of each ticket.  The first three digits of each machine number correspond to the 9xxx station code (omit the 9 and any leading zeros), and the next two digits correspond to which machine is at that station.  Generally the pattern is:

  • Full service TVM's are numbered starting at 01 and will have a fourth digit of 0, 1, or 2 depending on how many machines are there

  • The green AirTrain joint ticket machines are numbered starting at 30

  • Ticket office machines are numbered starting at 40

  • Red Daily ETVM's are numbered starting at 70

  • Blue card-only CTVM's are numbered starting at 80

  • The seven full-service ticket machines that were originally fitted out with contactless readers a number of years ago (STVM's) are numbered starting at 90.

Note: Metro-North uses a different numbering scheme entirely.  Their machines are numbered sequentially with TOM's numbered 200-299, blue card-only CTVM's numbered 300-399, STVM's numbered 400-499, full service TVM's numbered 500-699, and Daily ETVM's numbered 700-899. There is no sequence or order to them, but I have a list of which machines are at which stations available here.

TVM numbers are posted on a plaque just below the screen. This machine 38402 is located at Bellmore (station 9384), is a full service machine (fourth digit 0) and is the second full-service machine here (fifth digit 2) (Photo: The LIRR Today)




A full list of the 9xxx station codes for the LIRR's current stations can be found here (look in the AD column, fourth from the left).  If you try to piece together the old Accounting Department station codes, you'll notice there are quite a lot of gaps.  These gaps represent both the dozens of LIRR stations that have been closed since the 1940's as well as gaps that were left in the original numbering scheme for potential future stations down the line (e.g. if the LIRR wanted to build a station between Lindenhurst and Babylon at some point in the future, they could fit it in the numbering scheme between 9391 and 9393 without disrupting the sequential numbering, even though there has never been a station between them before).

 These excerpts below from Steve Lynch's TrainsAreFun.com LIRR history archive are taken from LIRR's ADL-205 manual printed around the early 1950's and show many of the codes for stations that are still used today and others that have been long abandoned (the ADL-205 manual is another thing that still exists in a similar form to this day):


When the temporary Shinnecock Hills station was rebuilt in 2018 for the US Open, the LIRR just reused its old station code for the station that used to exist in that location (Southampton Campus, code 9437).

 For the other new stations that just opened or currently under construction, the railroad has had to work the new stations into their existing systems.  For the new Elmont station that opened just last month, it has been assigned code 9126.  This is slightly out of sequence from the other stations in this area.  There was no gap left between Belmont Park (9129) and Bellerose stations (9130) in the original number scheme (even amid the opulence in early 20th Century railroading, the PRR never envisioned someone building a new station within walking distance of three others here), but it was inserted into a gap just after Queens Village (9125).

NY-Grand Central already appears to be in the CSS system, with a code of 1 (a handful of "NYCT Monthly Uniticket" sales between LIRR stations and NY-Grand Central have wound up in the ticket sales data over the past couple of years).  1 is Metro-North's station code for NY-Grand Central (they just number sequentially starting at 1 for NYG on the Hudson Line, 100 for the Harlem Line, and 200 for the New Haven Line).  Since both railroads use the same backend system, I guess we'll have to see whether the MTA keeps the 1 code for LIRR's tickets to/from NY-Grand Central or if they attempt to differentiate the LIRR and Metro-North portions of Grand Central...  [This item appeared first on The LIRR Today.]


TICKET VENDING MACHINES (TVMS)

TVMs Timeline for the LIRR:

• 1973 - TVM was made by Cubic. That is the machine in the picture of Jamaica in 1973 (below left). It was next to the Passenger Services Office door in the waiting room and there for about a year and then moved to Penn. It didn’t last long.
• 1983 to 1986 – Four (4) TVMs were leased from Autelca, a Swiss company. They were installed in Penn and one was later moved to the westbound platform at Flushing Main St. which was extensively vandalized. These were TVMs were replaced by the first generation Scheidt & Bachmann’s (S&B) in 1987.
• 1986 – Six or seven Agent Systems TVMs were purchased. They sold commutation tickets for credit card only. They actually lasted until the newest generation of Scheidt & Bachmann TVMs were in 2001.
• 1987 & 1991 – The Scheidt & Bachmann TVMs were purchased. They lasted until the new generation were installed in 2001.
• 2001 – New Scheidt & Bachmann TVMs purchased along with the Ticket Office Machines. There are 4 types of these TVMs with 3 types that were added after the initial purchase. Full Service (gray), One Ways (red), Full Service credit/debit only (blue) and Full Service – AirTrain (green).  Note: The On Board fare was $5.75 to $6.50

From MTA site: On Board Fare Trains
Purchasing your ticket On-Board the train is the most expensive option. Only One-Way tickets may be purchased On-Board trains and they cost $5.75 to $6.50 more than tickets bought before boarding at Ticket Offices/Machines. No bills over $50. Off-Peak tickets will be "stepped up" to the Peak fare when presented on Peak trains. Step-up fares and Extension-of-ride fares (extra fare charged for traveling beyond the stations listed on the ticket) will be rounded up to the next dollar. Round-Trip tickets are no longer sold on-board. Please purchase your return trip tickets at ticket windows/machines before boarding.

• TVMs are serviced by Agents/Clerk teams from several headquarters locations. Crews performed revenue, fingertip maintenance as remedial maintenance is performed under contract with the manufacturer.
• The TVMs have had several upgrades over the years under a “Life Cycle Maintenance” option. This has upgraded the computers, printers and some other components.

When I started in 1972, there were close to 132 stations. I believe, with about 100 open Ticket Offices. I did count the stations that I worked at as a Clerk and Agent a few years back and came up with 96 stations that I sold at. I think there are 23 open ticket offices now with various hours.

On-Board Fares: It is not charged at Pinelawn and from Yaphank east to Greenport.   All the other stations have TVMs or ticket offices. The Montauk Branch received TVMs several years ago all the way to Montauk.  Info: Kevin Fehn

 


ETVM was the Daily machine that only sold one way tickets.  
Some called it an Express TVM.

The Daily machine number series stated at 70, i.e. 39070. 
The card only started at 80. IE. 39080 

Penn-Station-testing_TVM-2001_KFehn.jpg (45892 bytes)
A full service TVM (2001 S&B) that we had in an 
office in Penn Station for testing.
TVM-Penn-Station_2-15-2002_KevinFehn.jpg (148332 bytes)
Penn Station TVM - 2/15/2002
Penn-Station-TVM_2-15-2002_KehnFehn.jpg (118364 bytes)

 

 

TVM-Cage_Nostrand-Ave_1-10-2002_KevinFehn.jpg (157540 bytes)
Nostrand Ave  TVM Cage  1/10/2002
Ticket-Office-Machine-TOM_Copiague_c.2001_KevinFehn.jpg (57880 bytes)
A TOM is the Ticket Office Machine which replaced the old ticket cases and daters. It is basically a TVM built for use by the Agent or Clerk in the ticket office. It replaced around 150 years of manual sales. No more tour books.

I believe Copiague after it was closed for sales, c.2001.  We used the Ticket Office for some testing of the TOM and counter fits. Photo/Archive/Info: Kevin FehnTVM-Bethpage-Station_10-03-2017-unknown.jpg (123912 bytes)
Bethpage Station TVM 10/03/2017 LIRR photo

 

All TVMS material compliments of Kevin Fehn unless noted.

TVM-Card-only_2008+_KevinFehn.jpg (145813 bytes)
TVM Cards Only - No Cash Introduced around late 2007/ early 2008. The photo is one of the first units built.
TVM TICKETS
Commutation Agent Systems TVM.jpg (75437 bytes)       Tickets 2 S&B Old Commutation.jpg (116059 bytes)
S&B TVM Commutation Tickets
Tickets 3 S&B old.jpg (104411 bytes)
 
Tickets 4 S&B old.jpg (52689 bytes)
One Way TVM ticket from NY Zone 1. These were 
used in the old S&B TVMs (1986 to 1996) in Penn Station.

 

 

 

All TVM material compliments of Kevin Fehn unless noted.

Tickets- Agent.jpg (74733 bytes)
Agent Systems TVM Ticket  The black square on the 
right side was used as a registration mark for cutting.
 

No gender on LIRR tickets - Newsday 12/31/2017

From Trains Mag Newswire:
August 2019

The Long Island Rail Road will cut the number of stations with ticket agents as of Jan. 1, 2020, while also ending cash ticket sales aboard trains, the blog LIRR Today reported Monday.

The changes are part of the Metropolitan Transportation Authority’s comprehensive 2020 Preliminary Budget plan released in July. They are part of a three-year budget plan to address substantial expected deficits.

The cuts will leave less than 20 stations with ticket agents; as recently as 1996, there were 100 such locations. The plan is to eliminate seven ticket offices, of which five are currently part-time and two full-time; the stations involved have not been specified. The proposal also includes plans to reduce weekend hours at two additional stations, the number of agents on duty at Jamaica station, and use of a minimum number of agents at the Moynihan Station in New York, slated to open in 2021.

Crews will also no longer accept cash payments on board LIRR trains as of Jan. 1. Riders are increasingly using less cash to purchase tickets, opting to pay digitally through electronic transactions. Onboard payment will only be by electronic tickets, credit card, and debit card. Cash payment will remain an option at ticket windows or station vending machines.

The new policy will reduce back-office and ticket-remittance personnel, which will result in the closing of three additional offices. Staff changes will come through attrition or assignment to the Moynihan Station when it opens.  

The moves, expected to save over $1.5 million in personnel and office costs, will be voted on along with the rest of the 2020 budget at the MTA’s December 2019 board meeting. Courtesy: Brad Phillips