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messenger takes orders on trains for the delivery of baggage. In some cities baggage can be checked from the passenger's residence to the house or hotel in the city of destination.

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The American baggage service differs materially from that of European railways. In Great Britain the familiar American card check is not used. The station porter takes charge of the baggage at the station, has it marked with the name of the station of destination, and sees that it is put into the luggage van." At destination the passenger, without a check, identifies his "luggage" and takes it with him on his cab. On the Continent the checking system in a modified form prevails. A small paper waybill, containing a consecutive number, destination and weight of baggage, is pasted on each piece of baggage, a duplicate is given to the passenger as a receipt and a means of claiming the baggage at destination, and a triplicate is retained by the Forwarding Agent as a record.

The practice as to free baggage, likewise, is different. On a first-class ticket in Great Britain a large free weight is permitted, but on the Continent it is much smaller. In France, Belgium, Holland, Austria, and Russia it is fifty-six pounds, and in Italy forty-four. On lowerclass tickets the free weight permitted is usually less. The Continental railways, moreover, are far more careful in ascertaining the free weight, and laboriously weigh each article presented.

Prussian railways have abolished all free baggage, and have a regular baggage tariff, according to which the passenger pays on the basis of weight and distance. The rate per fifty-six pounds decreases as the distance increases up to 500 miles. For greater distances a flat rate of $1.19 per fifty-six pounds is collected, and for weights in excess of

440 pounds on a single ticket the rate is doubled. The theory of the Prussian practice is that, in countries where railways carry baggage "free," the service is only nominally free. The passenger in purchasing the ticket covers the expense of the baggage service, and "the traveler without baggage virtually pays a higher rate for his ticket in order to enable his fellow travelers to have a large free allowance."

REFERENCES

1. B. K. and W. Elliott, "A Treatise on the Law of Railroads," vol. iv, Indianapolis, 1907.

2. D. C. Moore, "A Treatise on the Law of Carriers," Albany, 1906.

3. Pennsylvania Railroad, Tariff of Baggage Rules, Rates and Charges, I. C. C. No. 3,102.

4. M. M. Kirkman, "The Baggage, Parcel, and Mail Traffic of Railroads," Chicago, 1881.

5. F. J. McWade, "The Handling of Baggage." (Address to a class of employees of the Pennsylvania Railroad, 1905-6.) 6. S. Anderson, "Miscellaneous Receipts and Accounts." (Address to a class of employees of the Pennsylvania Railroad, 1905-6.)

7. F. L. Meyer, "Twentieth Century Manual of Railroad Station Service," Chicago, 1906.

8. H. Porter, "Railway Passenger Travel" in "The American Railway," New York, 1889.

9. G. G. Huebner, "Prussian Railway Rate Making and Its Results," in Annals of the American Academy of Political and Social Science, vol. xxix, pp. 323–341, March, 1907.

CHAPTER XXXII

PASSENGER TRAFFIC ASSOCIATIONS

History of passenger traffic associations-Existing associationsTheir general organization-The organization of the Western Passenger Association-Functions of the association in connection with competitive fares-Organization of the Southeastern Passenger Association-Its articles of association-References.

PASSENGER and freight traffic associations originated at the same time with the establishment of the Chicago-Omaha Association in 1870, when the Northwestern, Burlington, and Rock Island companies entered into a rate and traffic agreement covering their competitive business, freight and passenger, between Chicago and Omaha. Most of the early traffic associations were concerned with both freight and passenger services, but with the development of the organizations it came to be customary to have separate associations to deal with the two branches of service. Indeed, the only conspicuous present exception to this general practice is the Trunk Line Association, and even this body has two practically autonomous "departments "-one in charge of freight and another to deal with passenger traffic.

The history of passenger associations runs parallel with that of the freight traffic organizations, which was presented with some detail in Chapter XV, Vol. I. Prior to 1887, when the Interstate Commerce Act became a law, the competitive passenger traffic of practically all American railways was regulated by traffic associations, and the larger

part of that business was covered by pooling agreements. The passenger traffic associations were reorganized in 1887 to comply with the antipooling section of the federal law; and a second reorganization became necessary ten years later, when the United States Supreme Court ruled that the Antitrust Act of 1890 had made illegal agreements as to the making and maintenance of rates and fares.

In spite of these legal limitations, the passenger associations, like those concerned with freight traffic, have grown in number, strength, and efficiency since 1898, their development having been due to the general harmony of interrailway relations, made possible by prosperous times and by the rapid progress of railway integration. Their usefulness to-day is probably greater, and their functions are more varied, than was the case when the chief objects of the associations were to establish and maintain fares and to apportion competitive traffic.

Passenger associations again resemble the freight traffic bodies in being of four general classes: (1) large associations, occupying a wide section of the country; (2) smaller and less important organizations, which are few in number and whose field of operations is a state or a smaller region; (3) bureaus or committees interested in the traffic of a single city; and (4) bureaus concerned with excursion or other special kinds of passenger business. There are fewer passenger organizations than freight associations, as would be expected in view of the fact that the freight traffic is greater in volume than is the passenger business.

The large passenger associations-those of the first class -include (1) The New England Passenger Association, including in its membership all the railroads in that section of the country. (2) The Passenger Department of the Trunk Line Association, which, though a department, has

all the functions a separate organization would have. has the west-bound traffic of the trunk lines under its supervision. (3) The Central Passenger Association, with field and functions corresponding with those exercised over freight by the Central Freight Association. (4) The Southeastern Passenger Association, which occupies the entire territory south of the Potomac and Ohio and east of the Mississippi. (5) The Western Passenger Association, including, with minor exceptions, the lines in the section bounded on the east by Lake Michigan and a line from Chicago to St. Louis and on the west by the Rocky Mountains. The Western Passenger Association has "a Trans-Missouri Committee, governing business to, from, and through territory west of the Missouri River." (6) The Southwestern Passenger Association covers the region lying south of the Western Passenger Association and from the Mississippi River to the Rocky Mountains. (7) The Pacific roads are members not only of the two associations last mentioned, but also of the Transcontinental Passenger Association, whose name indicates the traffic with which it is concerned.

There are two passenger associations of the second class -the Michigan and the Associated Railways of Virginia and the Carolinas; and only five organizations of the third class the Chicago Passenger Association, the Cleveland, Columbus, Toledo, and Pittsburg Passenger committees— the Pittsburg Committee being connected with the Central Passenger Association. Associations of the fourth class, having to do with some special branch of the passenger business, are well represented by the Niagara Frontier Summer Rate Committee and the Michigan State Interchangeable Mileage Ticket Bureau. Mileage ticket bureaus are maintained by the Trunk Line Association and the Western Passenger Association; and while these bureaus are not inde

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