What were the responsibilities of a station agent in a smaller community? Was he/she responsible for all aspects of running the station i.e. selling tickets, unloading of baggage cars, station maintenance etc? Just curious.. station agents often lived in accommodations above the station, suggesting that the job involved alot more than 9 to 5 and was more of a lifestyle commitment.
I recall reading an account of a station agent in Omro, Wisconsin back in the 1800s. The station agent was provided living quarters by the railroad in the station, but at the same time was required to pay out of his wages any expenses incurred in the operation of the station. This included repairs to a short swing bridge over the Fox River, which was navigable at that time.
I purchased a book entitled "The Station Agent's Blue Book, A Practical Reference Book for those Actively engaged in Station Work..." by O.B. Kirkpatrick. The 500+ page book outlines just about everything an agent could encounter. While there is no date of publication my guess is the '20s - 30's.
Lots of accounting, tariff coverage, reports, and rules included. It appears that the station agent was the local face of the railroad in dealing with freight and passenger customers. Would have been an interesting job. Remember at that time there was quite a bit LCL business.
Ed
I would surmise (and often use as an example) that a live-in station agent was probably responsible for station operations 24/7. This would obviously apply to a station with relatively light traffic.
We have a station along the line that was originally built as a single story, with the second floor added later precisely as quarters for such an agent.
There was a large lumber complex there, no doubt requiring accounting for cars in and out as well as passengers, etc.
An example of the 24/7 thing would be a train that comes in at 3 in the morning, requiring the agent to be up and deal with it. He would otherwise adjust his personal time (including sleep) in accordance with the schedule. I would imagine that if there was enough business, a second agent would also work the station.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
In the mid-20th Century - YES. The only exception is that the Agent generally lives in a house in his community. The Agent was also frequently involved in Railway Express Agency business and was frequently the Western Union Telegraph representative in town. In addition to handling the accounting functions for his station he would also converse with his customers their forthcoming car needs for loading. The car requirements would be forwarded to the Division Car Distributor at Division headquarters.
Never too old to have a happy childhood!
Depends upon location. Phoenix or Holbrook, AZ would have substantial differences.
As has been mentioned, both 'when' and 'where' make a difference. In the 1890s, everything and everyone coming into and out of a small town would be using the railroad, so having a 'live in' station master made sense. As time went on, and things like automobiles came along, the station master could live in a house and drive to work in the station. By the mid-20th century, with less business for the railroad, you might have one employee in charge of more than one station, working at one station in the morning and another in the afternoon, or perhaps on alternating days.
A neat example of a station agent's quarters above the station:
CN Station Historic Site circa. 1915 - Fort Langley by Peterson Ph♡tography, on Flickr
York1 John
I asked my doctor if I gave up delicious food and all alcohol, would I live longer? He said, "No, but it will seem longer."
Here's the McKeever, NY station on the Mohawk & Malone (soon to be NYC) as it was originally built:
Here it is in 1965, somewhat the worse for wear, from a Central NY NRHS excursion.
Here's the station in the 1920's. Of those in the image, it is the only building still standing:
And here's a more current picture, from the "road" side of the station. It is in use as a seasonal residence. I've heard the daughter used to hate the trains going by northbound as there's a crossing just past the station and the horn would blast into her window...
B&O Agent's Office - Clay City, IL
Often the small towns grew up around the railroad, many were laid out by land companies associated with the railroad. There wouldn't be much in the way for permanent lodging for an agent with a family. The depots with living quarters were out of a necessity of the time.
At a one man station, the agent did it all. Clerical, telegraphy, janitorial, and light maintenance. In the early days, maintenance may have included servicing the lanterns for switch stands and the train order signal, if equipped. Before the 8 hour day became the standard, office hours could be as long as 12 hours a day. Especially on main lines. Even when the office was closed the agent may be needed by the dispatcher for train orders. A call bell would probably be placed in the living quarters to summon the agent.
This drawing, I believe done back in the 1930s, kind of sums up the agent's world. Of course it's a caricature, but beyond the railroad and Western Union duties, the agent in more remote areas may have been involved in the governance of the community he lived in. https://www.flickr.com/photos/wb5kcm/1457506573
Jeff
I've read that due to the workload and 24/7 hour availability requirement that a station agent sometimes employed his/her own family members i.e. spouse and kids worked some shifts and performed some tasks when the agent him/herself was unavailable or taking time off. Probably the agent compensated family members directly.
Who would the station agent report to... the division superintendant?
The Division Supt. would normally be in charge of all things 'operational'. There would be a different organizational structure for the various BUSINESS aspects of the company. I don't have any org charts going back to 19th Century or early 20th Century. I do have a public timetable for the B&O from 1948 showing in part its Traffic Department with the Vice President of Traffic at its summit.
Ulrich I've read that due to the workload and 24/7 hour availability requirement that a station agent sometimes employed his/her own family members i.e. spouse and kids worked some shifts and performed some tasks when the agent him/herself was unavailable or taking time off. Probably the agent compensated family members directly. Who would the station agent report to... the division superintendant?
Years ago it wasn't unusual for a teenaged boy to do odd jobs and chores, like sweeping up, etc in exchange to learn telegraphy and a little clerical work. Once of age and reasonable competence, they could get a job with the railroad.
I've heard of children of the agent also being taught such things and leading to jobs with the railroad.
TSG Multimedia recently posted an interesting video about an SP station in California, and what life was like for the station agent and family:
https://www.youtube.com/watch?v=xM7kCcB9vGs
It notes one station agent moved 17 times, which was part of the reason so many small town stations included living facilities.
There are a number of good first person accounts of working as a station agent.
Burlington Route Depot Life - Hadcock
Depot Days - Stimson
Prairie Stationmaster - Clayburn
Ten Turtles to Tucumcari - Garrett
Woman Operator on the Milwaukee Railroad During World War II - Byington
wjstixTSG Multimedia recently posted an interesting video about an SP station in California, and what life was like for the station agent and family: https://www.youtube.com/watch?v=xM7kCcB9vGs It notes one station agent moved 17 times, which was part of the reason so many small town stations included living facilities.
Young employee, those with little seniority, will always have to react when senior employees have their jobs eliminated and/or their job responsiblities substantially changed which entitles them to 'exercise their seniority' to any job that is held by someone with less seniority. The reality of the situations are that 'young' employees get bumped, repeatedly. In the times before the 1960's the Extra List for Agent/Operators were not guaranteed - no work, no pay.
While the docent mentioned teletype being installed at that particular agency, during my 'early' years on the B&O teletypes were primarily installed at yard offices and Division offices, rarely to never at Agencies.
In my own career it took four years before I accumulated enough seniority to be able to hold a regualr job I DESIRED to work. If jobs went NO BID for two cycles, then the youngest person on the Extra List would be assigned to the vacancy. During that period on the Extra List on three divisions I worked at 36 different job locations.
I knew 3 RI agents and 1 MILW agent. Of them, the MILW agent lived in the town he was agent. When the MILW cutback in 1980, the agency was not on the retained trackage. He then commuted about 100 miles (one way) until he retired.
Of the RI agents, two commuted, the other rented a house in the town he worked at. They didn't drive every day. But rented a room and went home on the weekends. I think the MILW agent did the same.
By the late 70s when I met these men, agencies were being cut. These men had established homes where they had been able to hold for years, until the job abolishments caught up with them.
One of the RI men, whom I kept in touch with until he passed away, had a brother who went into engine service with the RI in Chicago. He told me he became a clerk so he could be home more, not moving around so much. His father had been a RI engineer. He said it turned out that his brother, even being an engineer, was home more often while he was bounced around a large chunk of Iowa working various clerical jobs. Even after he had what was considered good seniority.
Milwaukee Roads Brookfield, WI station had a station agent at least until 1971 or 1972. Not sure where he lived but it was not at the depot. He would unlock the stations waiting room and sell passenger tickets on the local Cannonball run. He also managed the freight clients in the Town of Brookfield as well as the Waukesha branch. He used the depot as an office. I remember seeing him when I was a kid and then he disappeared replaced by the occasional section crew visit as they later used the depot to store section cars and other railroad equipment. They would part a black car with Milwaukee road emblem on the doors and take off in a section car...............returning later in the afternoon. The depot remained locked for the most part after the 1977-78 bankruptcy and my guess is whomever used it before was let go or consolidated to Milwaukee. They still stored section cars there until the mid-1980s I believe.
The last time I was at Chanute AFB, IL, late '74, early '74, there was still an agent at the Rantoul station. Never really got to know him, but I think he recognized me. I really didn't have the knowledge or the wherewithal to ask many questions.
ICG at that time was two track, current of traffic. Saw him hoop up orders (or hang them on the crane) quite a few times if a train was going to have to cross over to the "wrong" main.
CMStPnP Milwaukee Roads Brookfield, WI station had a station agent at least until 1971 or 1972. Not sure where he lived but it was not at the depot. He would unlock the stations waiting room and sell passenger tickets on the local Cannonball run. He also managed the freight clients in the Town of Brookfield as well as the Waukesha branch. He used the depot as an office. I remember seeing him when I was a kid and then he disappeared replaced by the occasional section crew visit as they later used the depot to store section cars and other railroad equipment. They would part a black car with Milwaukee road emblem on the doors and take off in a section car...............returning later in the afternoon. The depot remained locked for the most part after the 1977-78 bankruptcy and my guess is whomever used it before was let go or consolidated to Milwaukee. They still stored section cars there until the mid-1980s I believe.
Just because the agency was closed doesn't mean the depot buildings were no longer used. Often they were still the headquarters for MOW section gangs and/or signal maintainers.
Clay City Agents Office from Google Earth
https://earth.google.com/web/search/clay+city,+il/@38.69079091,-88.35409349,132.05189583a,98.37800422d,35y,0h,0t,0r/data=CigiJgokCd-ZV5k8PUFAEUhreDYu7EBAGZu_ZcsnAlTAIQB9QYaHaVTA
I have minimal experience in the agency field, however, during the few years I worked for the Rio Grande the Colorado Divison agencies were protected by the agent/operator extra list whereby, headquartered in Denver, I worked agencies at Littleton, Craig and Minturn, CO in the seventies. These were vacation vacancies for the regular agent. It was long past the era of selling passenger tickets or handling Rwy. Express, but there was ample activity with which to keep busy.
The Littleton, CO job was on the joint line south of Denver and handled the Rio Grande's freight business in the area as well as some train order work with either the Rio Grande or Santa Fe dispatchers. As with Craig, CO, the job consisted of dealing with shippers, making waybills, maintaining demurrage books, lining up the crews or dispatcher for what needed to be pulled and spotted on spurs in the territory and entering train report and shipping data.
In Craig and Minturn you walked your yard early in the morning to ascertain what had been set out during the night (there only being a turn freight at Craig). The job at Minturn was more involved as it was a through route with about a dozen trains/day. During the hours the agency was open, one also called crews and handled disbursing paychecks. Minturn was an away from home terminal and, so, crews rested at the beanery nearby. You opened up by contacting the dispatcher and copying any train orders issued during the night, received a lineup and posted it for crews. Minturn also handled business with New Jersey Zinc in Belden and several businesses around Eagle. So you would be in contact with them to determine how many empties they might need (if so) or what cars would be ready to pull and necessary information in order to prepare waybills. It was all very quaint and personal, at least in these territories.
These jobs were daylight only and went high in seniority. As one confronted all of the aspects involved with shipping data and demurrage, it seemed a byzantine process but the old agent had it all in his hip pocket.
When a kid I would visit a few agents in the Phila. area on PRR where passenger tickets were still sold and/or prepared with trip booklets for people taking a long distance connection. The agent's desk was full of Railway Guides, timetables, equipment registers and other publications (which he was always glad to share), telephones and the ubiquitous standard clock on the wall. A marvelous atmosphere.
PennsyBoomer I am sure you had lunch once or twice at Bronco Burger.
PennsyBoomerThe job at Minturn was more involved as it was a through route with about a dozen trains/day. During the hours the agency was open, one also called crews and handled disbursing paychecks. Minturn was an away from home terminal and, so, crews rested at the beanery nearby. You opened up by contacting the dispatcher and copying any train orders issued during the night, received a lineup and posted it for crews. ...
I know Minturn was a helper base. Would the helper crews be called for each push, or would they work a shift and handle any trains that showed up during their shift?
A book (or maybe it was a magazine article) I once read included a bit about helper crews "hanging out" at the base of a grade in the Blue Ridge mountains east of Roanoke. N&W, I think. Those crews would be pushing whatever comes their way during their shift.
I'd have to believe that if there were only one or two "pushes" (or pulls) a day that the crews would be called for that specific job, unless there was other work they could be doing between helping.
Sand Patch grade was a part of my territory when I was working. Sand Patch is a grade that required manned helpers in both directions over its summit. There were two 'regular' helper assignments at Cumberland (East of the grade) and Connellsville (West of the grade) that were on duty twelve hours apart from each other. When traffic density requiring a helper was forseen, extra helper crews would be called on an 'as necessary' basis. Helper crews, by local agreement, were entitled to extra pay when it became necessary for them to operate beyond their designated territories.
When Train Dispatching was done from Baltimore the BB Desk handled the territory between Connellsville and Brunswick and also handled the manipulation of helpers on Sand Patch grade. At one point in time, helpers were required from some trains over the Williamsport grade on the former WM route to Hagerstown and from Martinsburg to Brunswick. By the time I retired, train sizes and motive power applied to them eliminated the requirement for these helpers.
While everyone acknowledges the need for extra motive power to move trains up grades, it is even more necessary in many instances to helpers assist trains DOWN the grades. Dynamic braking is a critical element in safely moving trains down grades. It is more common than one would like to admit that dynamic braking is out of service on one or more locomotives in a train's consist - especially trains heading to Cumberland (one of CSX's main locomotive shop locations).
MidlandMikeI know Minturn was a helper base. Would the helper crews be called for each push, or would they work a shift and handle any trains that showed up during their shift?
Minturn was an away from home terminal so that helper crews would come from the Pueblo-Minturn pool, as I recall. Not 100% certain at this removed date, however, I believe they worked for a tour of duty, if necessary, rather than a single shove. On UP in Cheyenne, helpers were occasionally necessary if all trains were operating via Sherman acct. trackwork or some other reason. They were called specifically for helper service, thereby allowing the crew to make multiple shoves. I'm fairly certain this was the case at Minturn, although the details sometimes get foggy in the mists of time.
At some yard locations, the agent performed yardmaster duties where no YM position was maintained. An example was the SF freight agent position @ Dodge City.The agent there would mark the lists, instruct yard crews on work to be performed and when completed, enter the info in the inventory. This is what I was told by the late Lloyd Stagner, who worked that job @ Dodge in the 1970s (some of you may know "LES" from his work on the SF Historically Society and authoring about 30 rr books upon his retirement in 1979).
SFbrkmnAt some yard locations, the agent performed yardmaster duties where no YM position was maintained. An example was the SF freight agent position @ Dodge City.The agent there would mark the lists, instruct yard crews on work to be performed and when completed, enter the info in the inventory. This is what I was told by the late Lloyd Stagner, who worked that job @ Dodge in the 1970s (some of you may know "LES" from his work on the SF Historically Society and authoring about 30 rr books upon his retirement in 1979).
If you look at things from a business heirarchy - The Agent could be considered the 'top position' at a location as they deal with the customers and what the customers want. When the business and customers become too voluminous for one person to hadle, hands on, then the structure of yards and yardmasters grows up to handle the increased business level. Yardmasters are still responsible for following the Agents instructions for handling the customers at the location, and also responsible for handling outlying Agent's instructions in building the local freights that do the work at the outlying Agent's locations.
In the day Agents were the customer contact with the carrier at all locations - big and small. In the end, it is the Agent that presents the bills and the Customers that pay the bills that keep the railroads in business.
When the Chessie Terminal Services Centers were created, one of the functions that had to be developed was the 'Industrial Work Order' - Specific instructions to Yardmaster/Crews for what specific work Customers desired done at their facilities. Be mindfull there are specific Rules that apply to moves that customers can request for car under their control - the prime rule being that a customer gets ONE placement of a car for 'free', subsequent placements of a car directed by the customer are a chargable 'Intraplant Switch'.
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