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

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. Samples were printed as they would appear in use and a hole or a star was punched into them so they couldn't be used for passage.  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.  Info: Dave Keller

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

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


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

LI City to Bushwick Junction c.1890's

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

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

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
Collection: Brad Phillips

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). Info: Brad Phillips

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





- Howard Mapes Smith (1848 - 1919+?) was appointed LIRR Traffic Manager 4/2/1888 and later to 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
- Homes 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


Form 812 10 trip ticket - Bellaire to Country Life Press
GPA: E. R. Comer c.1943 Archive: Brad Phillips


The New York & Flushing Railroad dates back to 1859 and sold to the LIRR in 1865.  It appearsthe 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

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



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 


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


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.

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

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


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.

There used to be all of those zones, and zones 1B and 15, but were combined into fewer zones in the 1980's to simplify things, and, in part, to obtain an extra fare increase out of people living on the western edges of the combined zones. For example: The fare from East Rockaway (18 miles from the city) costs the same as Farmingdale (30 miles from the city).  Wiki

The 15 LIRR fare zones were first introduced in January 1972.

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.  (Maybe???)

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.

Note: 2019 Fare Zone Chart (left) with no Zone changes from the LIRR published 5/01/2003 Fare Zone Chart.

Zone 1a(NYP) and Zone 1b-FBA Brooklyn into City Zone One in 1980.
Zones 2 and 3 were combined to become the current Zone 3.
Zone 4 has never been changed.
Zone 5,6 and 7 in Nassau County made up Zone 7.
Zone 8 and 9 became the current Zone 9.
Zone 10 was combined from zones 11 and 10-the only case where the zone # was not the farthest east-done in the last 10 years.
Zone 12 - only 4 stations now - is unchanged.
Zone 14 was most interesting-it was combined from Zone 13(Westhampton,Riverhead in the west),Zone 14 and Zone 15-which was Montauk all by its lonesome-to make the current Zone 14.
All this-except the 10/11 combination was done in basically the 80s period.

The November 1995 rate chart lasted until May 1, 2003 increase.

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

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

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

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


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

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


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

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-594 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


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

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

Ticket Clergy Round trip -  East NY-Brentwood  Form L-128

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

Ticket Clergy - Brentwood-Riverhead Form L-258

Ticket Clergy Round trip -  Open-Montauk Form 122

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


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


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 


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

WB = Weekly - Brooklyn
UB = Unrestricted Monthly - Brooklyn 

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)

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

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

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


 Photo-tickets-abolished_Newsday-5-06-1954_Morrison.jpg (93757 bytes)
Punch Type Tickets Back - Newsday 5/06/1954 
Archive: Dave Morrison

Ticket Form 211-P 10 trip - NY Penn - Sayville 1/09/1970

No-gender-on-LIRR-tickets_Newsday-12-31-2017_Morrison.jpg (223560 bytes)
 A Gender Ender for LIRR Tickets Newsday 12/31/2017 Archive: Dave Morrison

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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
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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


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Cosmo Dater Stamper c.1990 Archive: Kevin Fehn

The order of usage:
Hills Centennial

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) 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-279 Signed General Manager - Passenger Throop c.1963+
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.


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

Considered a receipt if the “Other than Train Check” block is punched (left).  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


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



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

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.



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.
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.

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