By Chester Wardlow
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177-94. 23 Ltr, Actg SW to Chm House Com on Interstate and Foreign Commerce, 11 Jun 38, G-4/24801-2. , Title III, Pt. II, Sec. 321 (a). ARMY PASSENGER TRAFFIC IN THE UNITED STATES the favorable financial position of the carriers resulting from the heavy wartime traffic, as well as the huge additional cost to the Army, which the Chief of Transportation estimated would be about $200,000,000 on passenger and freight traffic during a war year. 27 The scope of the term "military traffic" was broadened to include enlisted reservists recalled to active duty, certain female personnel of the Medical Department of the Army, and members of the Women's Army Corps.
6(1). 27 OCT HB Monographs 6, p. 206; and 21, pp. 3-5. 1 JMPA. 28 29 JMPA 22, Secs. 3, 4. OCT HB Monograph 21, p. , 26 Jul 45, and reply, 2 Aug 45, both in OCT 510 Trans of Parties; WD CTB 6, revised 9 Jun 45, Sec. V. 20 merits would be made by the railroads were of considerable importance. At the beginning of the war the carriers' tariffs required a minimum of 100 first-class fares, or equivalent revenue, for the operation of a special train. This meant more than 100 fares when the troops were moving in coaches or tourist sleepers, and the Chief of Transportation sought a reduction.
19 The allowances granted under the Joint Military Passenger Agreement applied only to railroad fares, not to space rates in Pullman cars. The Pullman Company was not a party to this agreement but separately made certain concessions to the armed forces. It agreed to provide standard sleepers for group movements of enlisted men when no tourist sleepers were available and to accept tourist sleeper berth rates in such cases. It permitted tourist sleepers to operate and tourist berth rates to apply in the eastern and southeastern territories, even though there were no regular tourist sleeper services in those territorities.