In the course of time and advancement the brakeman leaves the freight and enters the passenger service. Now he is called a trainman and is attired in a natty uniform. He has to shave, to keep his hands clean, wear gloves perhaps, and be a little more of a Chesterfield. He must announce the stations in fairly intelligible tones, and be prepared to answer pleasantly and accurately the thousand and one foolish questions put to him by passengers. As a conductor he will probably begin as Collins began, in the freight service. When he comes to the passenger-service there will be still more book-keeping to confront him, and he will have to be a man of good mental attainments to handle all the many, many varieties of local and through tickets, mileage-books, passes, and other forms of transportation contracts that come to him, to detect the good from the bad, to throw out the counterfeits that are constantly being offered to him. He will have to carry quite a money account for cash affairs, and he knows that mistakes will have to be paid out of his own pocket. All this is only a phase of his business. He is responsible for the care and safe conduct of his train, equally responsible in this last respect with the engineer. He also receives and signs for the train orders, and he is required to keep in mind every detail of the train's progress over the line. He will have his own assortment of questions to answer at every stage of the journey, and he will be expected to maintain the discipline of the railroad upon its trains. That may mean in one instance the ejectment of a passenger who refuses to pay his fare, and still he must not involve the road in any big damage suit; or in another, the subjugation of some gang of drunken loafers. The real wonder of it is that so many conductors come as near as they do to the Chesterfieldian standards. * * * * * In the forward part of the train are still other members of its crew, some of them possibly who are not paid by the railroad, but who are indirectly of its service. Among these last may be classed the mail clerks, who are distinctly employees of the Federal Government, and the messengers of the various express companies. If the road is small and the train unimportant, these workers may be grouped with the baggagemen in the baggage-car. If the train is still less important the baggageman may assume part of the functions of mail clerk and express messenger. If so, he is apt to have his own hands full. The mere manual exercise of stacking a 60-foot baggage-car from floor to ceiling with heavy trunks (and the commercial travellers and theatrical folk _do_ carry heavy trunks) is no slight matter. But that is not all. The trunk put off at the wrong place or the trunk that is not put off at all is apt to make the railroad an enemy for life and the baggageman is another one of the many in the service who are permitted to make no mistakes.