LIRR Annual Pass 1/19/1863 

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.

A conductor's check is part of a ticket.  Similar to the auditor’s check on more modern tickets.  Taken up by the trainman on first presentation by the passenger. Brad Phillips

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
 

Monthly LI City or Brooklyn and Hollis
9/1903 GPA H. A. Smith
Archive: Brad Phillips

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 ticket 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 or samples.  Brad Phillips

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

NY PENN STATION OPENING DAY - September 8, 1910

PART 5: PENN STATION OPENS AND A SUBURBAN COLOSSUS EMERGES by George Chiasson, Jr.
(Originally published as Part Three of “The Genesis of “Dashing Dan”) An End to the Beginning:
The Long Island Rail Road Makes Ready for the Opening of Pennsylvania Station

On September 8, 1910, electrified service was operated on the following complete routes, in general using MP-54 type steel Multiple-Unit equipment, and with a controversial 14 cents extra tacked onto each fare to cover a per train rental fee paid to the Pennsylvania Railroad:

Hempstead Branch: Penn Station to Hempstead via Jamaica and Floral Park. Stops at Woodside, Winfield,
Forest Hills, Hillside, (old) Jamaica, Rockaway Junction, Hollis, Bellaire, Queens (Village), Bellerose, Floral Park, Stewart Manor, Nassau Blvd., Garden City and Hempstead.  Research: George Chiasson, Jr.

GENERAL PASSENGER AGENTS (GPA)

Norton	Assistant Superintendent	1870's
J. Chittenden	General Passenger Agent	1877
W. M. Laffan	General Passenger Agent	10/18/1880
W. C. Willets	General Passenger Agent	1881
Chas E. Heald	General Traffic Manager	1881-1884
Howard M. Smith	Traffic Manager	4/02/1888
Howard M. Smith	General Passenger Agent	4/12/1901-1920
P. H. Woodward	General Passenger Agent	1921-1929
A. H. Shaw	General Passenger Agent	7/01/1929-?
C. G. Pennington	General Passenger Agent	6/22/1941-?  TT	PRR Officers				C. G. Pennington signature variation on Weekly tickets 8/29/1942
E. R. Comer	General Passenger Agent	10/16/1943-1946	PRR Officers			Earl R. Comer- General Passenger Manager 1952 Archive: Brad Phillips
Homer Bannard	General Passenger Agent	7/1/1946 - 10/02/1948+	PRR Officers
J. P. Finnegan	General Passenger Agent	11/15/1948 TT -1950?	PRR Officers
W. P. Eckfeldt	General Passenger Agent	1950-?	PRR Officers
Henry A. Weiss	Traffic Manager	3/01/1948 TT - 1953*	PRR Officers
Henry A. Weiss	Passenger Traffic Manager	3/11/1953 - 1/1962?**
H. M. Throop	General Passenger Agent	<5/1962-12/30/1964
	General Manager-Passenger	1/01/1964-2/11/1968***
	Director-Passenger Services	2/11/1968-1970
	Director-Station Operations	1970-1971 retired
Research: Brad Phillips, Jerome Landsman, and Steven Lynch

* Mar. 1, 1948 LIRR TT (timetable) appoints Harry A. Weiss Traffic Manager to coordinate public relations to counter the poor public image on Long Island.  Research: Christopher T. Baer
** Dec. 4, 1964 Harry A. Weiss (1909-1964) dies of a heart attack.    Research: Christopher T. Baer
*** Feb. 11, 1958 Ticket ad for Madison Square Garden opening printed Director-Passenger Services: Throop  Research: Steven Lynch

 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

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.

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

Mileage Ticket 1000 Miles - Expires 9/21/1889
Traffic Manager H. M. Smith
 

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.

EARLY ONE WAY TICKET VARIATION

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 "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.

Note: These two examples indicate good for "First Class Passage".
Later tickets c.1910+ state "One continuous passage” and begin to have assigned  form numbers.  An exception is the Camp Upton ticket below.

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 St. Albans to Jamaica 1913  GPA Howard Smith

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

LIRR Trip Ticket from Camp Upton to Penn Station or Brooklyn (Flatbush Ave) Visitor Excursion "good within two days"  10/21/1917 - Archive: Brad Phillips

 Ticket Form LH-261 GPA C. G. Pennington
sample 3/06/1942 - Archive: Jerome Landesman

 

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

Forms LH-233 Coach punch One Way and Form LH-238 Round Trip issued during the GPA: Shaw, Pennington, and Comer (1929?-1946) eras were discontinued.  I’ve seen only 1 or 2 live examples.  Perhaps it was just as easy to issue a LH-261, as it was to use one of these.
Info/Archive: Brad Phillips

Round trip forms (2-HY and 2-BHY) were needed due to the Federal Transportation Tax.  In many cases, two one-way tickets cost 1¢ more than the round trip, therefore they needed this form so customers
would not be overcharged.  Example: One way = 35¢ x .10 tax = 4¢ x 2 one way tickets = 8¢ tax  -  Round trip = 70¢ x .10 tax = round trip 7¢ tax
 

Note: The Jamaica ticket 60 day return trip is using the same form number
as the one year return trip.  

Note: The 60 day blank tickets have Shaw signature on both portions and do not have a space for the fare on the agent stub.  The open date ticket, issued later under Pennington, has a fare block, but signature on only the return portion; perhaps they were experimenting with different approaches.  

The Federal Transportation Tax started at 15% in 1941, reduced
to 10% in 1956 and eliminated in 1962.

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
 

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 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 Higbie Ave-Jamaica 2/12/1943 - GPA-Pennington

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 and came into general use with the creation of the Railway Clearing House in 1842.  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.   Wiki

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 

Tickets Archive: Brad Phillips, unless noted

Form 1½ H half fare - World's Fair-Jamaica
 c.1964 - GPA: H. M. Throop

Form 1½ BHS half fare - NY Penn-World's Fair
c.1964  - GPA: H. M. Throop

Ticket half fare - Penny Bridge-Haberman Form LH-261
Passenger Traffic Mgr.  H. A. Weiss  Archive: Richard Ryan

IWhen a printed half fare ticket was not available, the LH-262 form was used.  Many stations did not have LH-262 forms, so the LH-261 form was used and marked half fare (above).  In the big scheme of things, there were not many half fare tickets issued, particularly for line station to line station vs. NY Penn or Brooklyn  FBA.  Info: 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
 

Form O-PS2H - Senior/Handicapped half fare
FBA Zone 1 and Zone 4 Hempstead  - 1985

These tickets originally began sale during the 1970s labeled E/H for "Elderly-Handicapped"

Military tickets are for service folks traveling in uniform and must be in uniform.  Railroads allowed employees to keep their position and seniority date per Federal law.  Each railroad would issue a rate order upon request from another road.  Note: Relatives were allowed the discount as well. 

Half Rate Order (Reduced Rate Order) L&N Railroad
Atlanta, GA to Chattanooga, TN - 6/12/1970 Archive: Brad Phillips


EL Railroad Reduced Rate Order Hoboken, NJ to Suffern, NY
4/20/1971   Archive: Brad Phillips

In 1970, while a clerk on military furlough, when stationed at the Navy Supply Corps School in Athens, GA, the half fare/military fare on the L&N Atlanta to Chattanooga is illustrated, for example.

In this case, I completed a request form and submitted it to accounting in Jamaica, NY.  They then sent it to the requested railroad who then issued the rate order (a serial numbered paper certificate, LEFT), returning it to the LIRR who then sent it to me by mail, as I was stationed in different places during my Navy service.  The Half Rate Order is exchanged for a One-Way ticket as well as the certificate on the rear of each ticket.   Info: Brad Phillips

Ticket Form Spl. N. 39 Furlough One-Way Coach Archive: Brad Phillips	Ticket Form L-900 Furlough One-Way Coach Archive: Brad Phillips
Ticket Form-SX 1893 - Furlough 90 Day Excursion via Short Line Archive: Brad Phillips	Ticket Form SX 1894 - Furlough 90 Day Excursion Archive: Brad Phillips

LIRR Reduced Rate Order Form 1 - Massapequa to NY Penn
Issued: 12/19/1958  Stamped Amityville 1/03/1959 
Archive: Brad Phillips

This is a LIRR order Form 1 (above) issued based on a request by an employee of the REA (Railway Express Agency). Railroads offered the discounts to employees of affiliated companies. The REA employee requested a trip on the LIRR.  The REA then requested the LIRR to issue the order and issued the document to the REA employee.  When presented to the agent at Massapequa, he was issued the employee discounted ticket.  Orders must be exchanged for the employee ticket and will not be honored on the train.  Agent stamp was affixed at the ticket office when the employee ticket was issued.  The “cancelled” order was then sent to accounting with the ticket agent stub.   Info: Brad Phillip

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
 

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
 

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

Additional Font and Layout Modifications  Archive/Info: Brad Phillips

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

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

 All tickets and research Brad Phillips, unless noted.

Ticket Weekly 12 trip Form 412 - NY Penn and Great Neck
GPA A. H. Shaw - 10/12/1941
 

Ticket Weekly 12 trip Form 512 - NY Penn and Hempstead
GPA C. G. Pennington - 10/17/1942

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.

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

60 Ride Commutation Ticket - Corona and
34th-St, NY 1898 Archive: Brad Phillips

Form 263 Half-Monthly - NY Penn to Hewlett 6/1925 Archive: Brad Phillips

Monthly Form 760 60 trip Brooklyn (Flatbush Ave.) and Babylon c.1942 GPA C. G. Pennington - Archive: Steve Quigley

 
Monthly Form 760 60 trip FBA and Islip 6/03/1949 utilizing GPA Homer Bannard remaining stock
Archive: John Redshaw

Form 560 double punch - NY Penn and Cedarhurst
 GPA C. G. Pennington - 6/1942
Archive: Jerome Landesman

Proof Employee Monthly ticket - International Ticket Co. 11/26/1951 Archive: Brad Phillips

Note: It can’t be determined if this form of ticket was ever
used in regular service.  It possibly was only a sample for a proposed tariff.

Form 264-90 Month And A Half
NY Penn and Kew Gardens 10/15/1929
Archive: Brad Phillips

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)

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

Form RL-3 Monthly Red double stripe
Northport to open

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

Archive: Brad Phillips

In 1948, coupon booklets were used (a possible experiment?). There were 2 sizes and the colors were NY-Blue, Form 516-C 12 Trip weekly, and Brooklyn-White, Form 760-C 60 Trip Monthly.  There were also booklets for the Penn Station supplemental tickets Form L-593-C.  Brad Phillips

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

Archive: Brad Phillips

For commuters using commutation tickets (only), the LIRR sold 10 trip (Form L-593) and 20 trip (Form L-594) supplemental tickets so cash would not need to be collected on board trains.  The 20 trip ticket was eliminated at some point early on, leaving just the 10 trip version which was still in use when I left the LIRR in 1973.  These tickets were given the title “Penn Station Supplemental Tickets.”  They sold for $1.50, 15 cents per trip with no discount.

Archive: Brad Phillips

 

During the GPA: Throop era, the single trip supplemental ticket was introduced at 15 cents each.  This was to accommodate passengers who used Brooklyn or LI City commutation tickets and traveled to Penn Station only infrequently.  They assigned Form number L-594 which duplicated the form number used for the old 20 trip supplemental tickets, the lingering mystery being why they didn’t use form number L-595.    Brad Phillips

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
 

WB = Weekly - Brooklyn
UB = Unrestricted Monthly - Brooklyn

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
 

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

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
 

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.

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

Redesigned monthly "Display" tickets. 

Sample Fares from NY Penn - One-Way Coach and Monthly

They were available on request to the ticket seller, not left out in timetable racks, etc.  Usually, when a
passenger would ask about fares from different stations they would be given a fare list. 

Trainmen had a set of “fare cards” which provided fares between all stations on the railroad.  There was a
card for each branch and they were ~3” X 10” to fit in the trainman’s CFR pouch.   Brad Phillips

Trainman's Fare Cards
7/15/1951 Archive: Railroad Museum of Long Island

Note: Includes 15% Federal tax if amount exceeds 35¢

Note: Federal tax eliminated in the 1960's

The fare cards were sized 3.25" x 10.5".
After the introduction of the fare zones in January, 1972 they changed to 3.75" x 9.25". - RMLI

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

LIRR Fare Tariff includes WebTicket, a now-discontinued program allowing purchase of tickets online by mail for 5% discount. 3/01/2005 - Info/Archive: Kevin Wong

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

This is a standard terminal ticket case of the 1970's. It’s mounted on wheels so it can be easily moved around the office from window to window and to storage.  Each ticket clerk was assigned a case and a
dater die.  The case had a lock, the key to which was held by the clerk with a master held by the station agent/supervisor.  It’s so large as the terminal stations held tickets to the entire island.  Info: Brad Phillips
 

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

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

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

MTA eTix Combo Ticketing Available on LIRR & Metro-North
Through ticketing is now available on the Mobile App. Example: 3/08/2023

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

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.  

Supplemental Fare Ticket - Form L-594 12/20/1970 
NY Penn Station - Flatbush or LI city - US Gov't overprint

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   

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

During the 1950's and into the 60's, the LIRR printed special excursion tickets good for a round trip from either Penn Station or Brooklyn to the three State Hospitals with Sunday rail service. Normal fares for the train to Pilgrim State Hospital station were issued as "Brentwood" printed ticket stock.  An unnumbered sample of Form SX-101 from that era
Archive/Info: Richard Makse.

More Hospitals Info

Long Beach tickets in use until c.2005, when the TVM station sales machines were entirely deployed.  Round trip rail fare to/from Long Beach and admission to the pay-entrance Long Beach City beachfront. Mike McEnaney 

The LIRR sold similar tickets for Jones Beach in season - a round trip LIRR fare to Freeport along with round trip bus fare on LI BUS (now NICE Bus) from Freeport Station.  Mike McEnaney 

More:
EXCURSION TICKETS: CLICK 

Info//Tickets Archive: Brad Phillips

More:
LIRR RACE TRACKS: CLICK

Info//Tickets Archive: Brad Phillips

The LIRR had a tour department which arranged many scheduled tours for Long Island points of interest (e.g., Sagamore Hill) and some off the Island (e.g., boat trip to Mystic Seaport), all using regularly scheduled trains.  Most ran during the spring, summer and fall months.  They would also arrange special train movements for groups such as the Electric Railroaders Association and the Trolley Museum of NY.  When I organized my own tour, I used the tour department to set things up, for example  "My Montauk Branch Tour" 8/11/1962.  The railroad offered 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-268 Coach Party - Individual Return ticket
New York Zone A (Penn)

Tickets Archive: Brad Phillips

Bus Ticket Form L-BH sample

Form 546 (blue-NY Penn) The only “school” tickets issued were monthly, or I should say 46 trip. Form 646 (pink- Brooklyn) The samples are pre-1960, but school tickets continue today.  Archive/Info: Brad Phillips

From the MTA/LIRR website:

Monthly School Tickets - Form 846 (yellow) 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.

Form 769 School - Month And A Half
New Hyde Park and Brooklyn 9/15/1937
Archive: Brad Phillips

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

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 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

Parlor cars were a first class space, so you needed a first class ticket along with a space ticket.  The standard LIRR parlor ticket had all that built in.  As I recall, you also needed a first class ticket for transportation of remains so this form would be used for that.  If you already had a coach ticket and wanted to step up to parlor, there was a step up ticket for the coach to first class fare and another form for the parlor space only.

Parlor Ticket One Way - Form LP-261 - Riverhead-Aquebogue - Traffic Mgr. Weiss 7/01/1964
Old stock was sold for many years after the signatory changed titles or positions. This all changed in the early 1960’s when management decided to remove all old stock from agencies
along with discontinuing the Hills daters and dies. I purchased many Shaw, Finnegan, etc. tickets throughout the LIRR system during the early 60’s. Research: Brad Phillips 

Parlor/Sleeping Car Certificate - Form P.S.C. blank sample
GPA A. H. Shaw

Tickets & Checks Photos and Research:
Brad Phillips, excepted as noted.

This ticket is for the Step Up fare to allow riding in the parlor.  The handwritten data refers to the underlying coach ticket, in this case a Brooklyn to Jamaica one way (the B in form B-1BH designates a Brooklyn ticket printed on pink paper; NYP tickets were blue and all others yellow).  A Brooklyn ticket had the same fare as Hunterspoint and there were no Hunterspoint printed tickets as Hunterspoint did not have a ticket office. Info: Brad Phillips
 

A mixed class, coach and first class passage, no space.  This form originated in the Throop era; perhaps easier to use than the combination of older forms.  Used if a passenger had a space ticket only, but needed the rail fare.  The coach ticket would be from NY Penn or FBA and the parlor portion east.  The auditor’s check is actually superfluous as there would never be a change of trains between the terminals and Jamaica.

The extra fare required to reserve a parlor seat over and above the regular coach fare.  Evidently, they have forms for both EB and WB.

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

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.

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

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

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

 Pre-1950s LIRR punch side view.

Photos/Archive: Dave Keller

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

 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

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

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

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  

Hills Centennial Dater knob - Archive: Brad Phillips


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

Hills Centennial Dater Die Impressions 
Archive: Brad Phillips

Weekly Ticket Form 312 - NY Penn-Woodmere
Dater Die: 11/06/1933

Islip Dater Die in use 1889 taken out of service
in the early 1960's.  Dave Keller
Photo/Archive: Steven Lynch
Compliments of Brad Phillips

 

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

The order of usage:
Hills Centennial
Cosmo
Aurora
Ajax
Rapidprint

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 
 

Trainmen had to carry cash fare receipt (CFR) books 3.25" x 10.5" while on duty.

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 4/02/1888 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

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 3/1948 and then was made Passenger Traffic Manager in 3/1953 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.
 

Cash Receipt for Conductor to Ticket Receivers
A.D.L. 6252  - 2/07/1929
 

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 (8/12/1954, 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 279 back ad - 1834-1959
Passenger Traffic Manager: Weiss

Form 279 back ad - A Report for You
Passenger Traffic Manager: Weiss

Form 279 back ad - LIRR Transportation Displays
Passenger Traffic Manager: Weiss

Form C-278 non-electric territory
General Manager-Passenger: Throop c.1964-65
Archive: Jeff Erlitz

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.  Research: Brad Phillips
 

Form 279 back ad- Plan a Group Tour
8/15/1961 - Passenger Traffic Manager: Weiss

 Form 279 ticket COMM REFUND block

CFR Form 279 - Sample (no punch outs)
1964-1965 Archive: Jeff Erlitz

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

CFR pouch 1984 - Collection:  RMLI

Form  279 back -Whats Your Game?
Madison Square Garden opening on 2/11/1968
 no refund - Director-Passenger Services: Throop 1968

Form CF-1A c.1970+

Henry Weiss’s obituary in The NY Times of 12/4/1964 indicated he died while attending a conference in Philadelphia.  He was Passenger Traffic Manager from 1953 to 1962 when Throop took over.  Note Throop's title in the first group (above section) is General Manager-Passenger, then as Director-Passenger Service 1969-1970  Director-Station Operations 1970-1971. Jeff Erlitz

Going and Return coupons are handed to passengers still attached.  The
Going coupon serves as a customer receipt.  The Return coupon
(Coupon A) is lifted by trainman on a return trip.  Note: Coupon B is used when a change at Jamaica is required.  The Auditor’s check, detached on issue, is turned in with cash by trainman at the Ticket Receiver’s Office
or remote depository station.

Round Trip CFR’s were issued in the Form 120 series starting in the late 1930’s with the transition to PRR style tickets and carried into the 1970’s.

 With the appointment of Henry A. Weiss from Traffic Manager, in 1953, to Passenger Traffic Manager new Form C-120 series versions (a, b, c, etc.) had changed prices and/or a different arrangement of station names on the form.

Used when a passenger holding a monthly ticket forgets it and has to pay the regular fare.  It entitles the passenger to a refund for that fare if turned in along with the expired monthly to the Jamaica traffic dept.

This accommodation was continued through the early 1970’s.  You’ll note on the one way CFR’s a shaded punch block for “comm refund.”  On the reverse is the certification signed by the customer similar to the wording on this form 177. 

  
Form 180 - GPA: Comer, Bannard
 

A higher fare was charged for trips (commutation, OW and RT) to Penn Station vs. Brooklyn or LI City (Brooklyn and LI City fares are the same).  The form 180 was used when a passenger presented a Brooklyn or LI City ticket for a trip to Penn Station.  The trainman collected the difference in cash, the amount being preprinted or punched on the receipt.  You’ll note that the fare difference was 5 cents in the Shaw era (equivalent today is $1.15).  Later, the fare differences changed and new versions of the form 180 were printed to accommodate the various differences.  These forms were not called supplemental tickets and were used for OW, RT and commutation tickets.  At some point, these CFR’s were discontinued with just the multi-trip supplemental tickets for commutation ticket holders remaining.  At that point, trainmen would collect the fare differential for OW and RT passengers using the regular CFR’s (e.g., form C-179).

30 day RT excursion for the “Northside”, i.e., Whitestone and Port Washington branches.  I don’t know why they’re using such a specialized ticket.  Perhaps easier for trainmen not having so many stations to find when issuing on crowded trains.  Note Penn Station is now in use.  As issued under the USRA, therefore the printing date is after 12/28/1917 and prior to 3/1/1920.
 

Form 185 - GPA:  Pennington  12/21/1942
 

A cash fare receipt (CFR) on the Country Life Press-Salisbury Shuttle trains.  I’ve never seen a printed OW or RT ticket for the shuttle and I can’t find any reference to any ticket offices along the line (e.g., Clinton Road) in my collection of employee timetables going back to 1916. 

Tickets Archive: Brad Phillips

Form 184 half fare - GPA: Pennington

The amounts are preprinted and are all at five cent intervals.  I suspect this was used on the Mitchell field/Salisbury shuttle trains, but I don’t know for sure, as “through tickets” were not used on the shuttle.  You had to pay your cash fare to/from Country Life Press each time.  There were also multiple ride book tickets for the shuttle.  I would venture this could also have been used to collect the Penn Station supplemental fares or fares on the local electrics as well.  A mystery lost to time.

 
30 day RT excursion for the Montauk Division including the Rockaway, Long Beach branches and Bushwick!).  Probably limited to just a few branches for the ease of issue by trainmen.  The earliest year specified is 1924 which is obviously the printing year.  Also, note the admonishment to passengers about holding up trains when tickets are not purchased in advance.

Form 215 (right) is the same as Form 187 except they’ve jammed all stations onto a larger form. Note that this is for a “continuous” trip
(i.e., no stopovers allowed) only on the date issued.  Of course,
no dates are shown as not needed for a continuous journey.
 

Honored means that the passenger was carried for some segment of the trip covered by the ticket.  Not lifted means the ticket was left in the passenger’s possession as the passenger will need the ticket to complete the trip on another train.  An example is, in today’s terms, when a passenger has to change trains in Jamaica to go to FBA (Flatbush Ave.) vs. NYP (NY Penn).  The trainman on the NY Penn train punches the ticket to indicate a partial trip and the ticket is returned to the passenger to be given to the trainman on the Brooklyn train.  The final trainman keeps (“lifts”) the ticket for turn in at the ticket receiver’s office.

I had never seen this form prior to finding it on eBay and cannot find any reference to it in Conductor’s Instructions.  Conceivably, this was used for a defined period of time to survey traffic patterns and/or perhaps provide input for design of a new form of ticket.  Just conjecture!  Brad Phillips
 

Local Electric Train Conductor Cash Fare Receipt 
c.1910 GPA Smith

Local Electric Form LH 245½
Jamaica-Dunton  GPA Shaw

Material Archive: Brad Phillips

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

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
 

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.   

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
 

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

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.

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
 

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.

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.

Hampton Express through Parlor Car service between Pittsburgh and the Hamptons/Montauk LIRR timetable 5/1927, at left.

Through PRR Parlor Car service between Washington, D.C. and the Hamptons/Montauk Timetable 6/26//1927 at right.

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.

One Way TVM ticket from NY Zone 1. These were 
used in the old S&B TVMs (1986 to 1996) in Penn Station.

TVM material compliments of Kevin Fehn unless noted.

An exchange is when a lower price ticket is exchanged for a higher.  E.g., the passenger has a Zone 3 ticket and now wants to commute to Zone 4.  The difference in fare is collected and the new ticket is stamped “Exchange” so, in the event that a refund is subsequently requested, the refund bureau is aware that an adjustment may be required.  Of course, the old ticket is retained by the agent. 

There’s not an “Exchange Ticket” per se; the endorsement is applied by rubber stamp to the new ticket, as noted. There are passage tickets which have a coupon to be exchanged for another mode of transport, e.g., the Captree fishing tickets.  Turn in the stub for the boat ride, etc.  There could be (have been) many of those situations over the years.  Info: Brad Phillips

On the receipt (right) one can see the Accounting Dep't Station code for Babylon #9393
 

TSM (Ticket Selling Machines) are the system used by ticket clerks in the station locations. Since 2001, they have been able to dispense pre-encoded MetroCards.

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 TVM - 2/15/2002

Grand Central Madison TVMs 2/18/2023
Photo/Archive: Craig Lignelli
 

Bethpage Station TVM 10/03/2017 LIRR photo
 

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 Fehn

TVM Cards Only - No Cash Introduced around late 2007/ early 2008. The photo is one of the first units built.

All TVMS material compliments of
Kevin Fehn, unless noted.

LIRR Ticket Offices - ETT #11  9/15/1946
 

Ticket office hours had remained relatively constant until the mid-1950’s.  Note:  Weekdays included Saturday, so an amazing number of ticket offices were open on Saturday with M-F hours.

Arverne-Straiton, Blue Point, Island Park, Seaside all show “closed” on weekdays which could indicate that they had open offices shortly before the date of this list.  These could also be offices that are open only “in season” (i.e., Summer) but that doesn’t make sense for Blue Point and, possibly, Island Park.  Earlier Employee Timetables (ETT) did not include ticket office hours, so I can only surmise.

St. Albans was open until late night on Sunday (Navy Hospital) and had two meal breaks.  Ozone Park had two lunch breaks.  Setauket was only open for one hour, 20 minutes.  Pinelawn was open every weekday, but just in the morning.  It is interesting how many small stations were open on Sunday (e.g., Queens Village, Broadway, Woodmere).   Research: Brad Phillips
 

From Trains Magazine Newswire:  The Long Island Rail Road will cut the number of stations with ticket agents as of Jan. 1, 2020
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