Morning journal and courier. [volume] (New Haven [Conn.]) 1848-1894, 1882-08-11

professional and mercantile community and
the poor. Twenty years ago these petty
classifcations were rigidly insisted on. It
was social ostracism for a professional man
to be seen descending from third class car
riage jost1ed by sturdy artisans and itinerant
fish vendors. But times have changed. The
second class has almost disappeared, and the
Midland railroad few years ago pointed the
moral by abolishing it on their lines. There
is good story told in this connection. A
well-known baronet was alighting from
a third class carriage to the horror of his
friends who we're at the depot to meet him.
'You are riding third class, Sir -" said
one of them There was no fourth" was
the reply.
The fares are much lower mile for mile
than in this country for the obvious reason
that in England there is village town
nearly every mile of the road, while in Amer
lea the train has often to be run 10, Is or 20
miles for nothing The average hird-class
fare Id two cents a mile. the second class
four cents and the first class six cents. The
third class fare Gone penny per mile) is rigid
ly fixed by act of Parliament, whence trains
with third class carriages are often called the
parliamentary, or more briefly "the party. -
In the matter of speed of trains, the coun-
tries are much on par, as regards the great
trunk lines, but on the local service the Eng
fish is quicker. The fastest train run out of
London Is the Western morning express or
Flying Dutchman,' as it is called-an even
more realistic definition being that of en-
thusiastic American who travelled by it from
London to Bristol, and spoke of it as "hell
in harness" The 'Dutchman" leaves Pad
dington station at 11:45 a. m, and arrives at
Swindon II miles distant, at 1:12, occupying
but 81 minutes on the journey. For the
first nine miles it run little more than 80
miles an hour owing to the numerous juno
lions in the suburbs, but on many parts of
the road the train has been timed to 70 miles
an hour for miles together. correspond
ing train on the Great Northern, known as
the Flying Scotchman, leaves London at 5
o'clock and reaches Peterboro, in Northamp
tonshire, rs miles distant, in 1:3O minutes
The Irish mail, leaving London at us a. NJ,
arrives at Rugby, sc miles distant, at 145
minutes. The Manchester express trains, on
the three competing lines-the Great North
ern, the Midland, and the Northwestern, ac-
complish the journey, 200 miles, in five hours
and return in the same period, giving the
traveller three hours in the northern CONNER
cial center. The Continental express to Do
yer and Folkstone runs 80 miles in less than
two hours. The average rate of express
trains is As miles an hour which is about the
speed of the Philadelphia and New York,
Baltimore and St. Louis, and other express
services in this country.
The internal organization of railway car
is very different in the two countries The
first aim of Englishman is to find
('carriage' he will call it, where he will be
by himself or, at the worst, shut up with his
friends. The cars are divided by horizontal
partition giving space about equal to that
of a hack, there being provision for NOV
ing about, SO that from the moment of enter
ing the traveller is prisoner until he reaches
his journeys end. There is no lnvatory or
other convenience whatever, and notwith-
standing the trouble attendant on the want
of such simple and natural adjuncts, the
spirit of conservatism has prevented the
companies from offering or tbs public from
demanding anything that p'.ght SAVIOR of
"Americanism. The one point on which
public opinion has pronounced a favorable
verdict is the Pullman car, which is run on
she principal lines over long journeys, an al
most prohibitory extra charge being, how
ever levied for it's use.
The spirit CT isolation and retirement be-
fore alluded to as characteristic OF the Eng
lish traveller clings to him with pertinacity
which even the most foroible arguments can
not remove Two memorable murderers,
Muller and LEROY, assailed their victims IN
lonely compartment and accomplished their
fell purpose without let or hindrance, nay
even, without the cognizance of their fellow
travellers. Travellers robbed with impu
nifty by thieves aud card sharpers, bullied
and insulted by drunken blackguards, coca
sionally shut up for an hour at a time with
lunatic. And yet JOHN Bull will not take
lesson from Uncle Sam-not he-not even in
the construction of a navy the Robson
principle.
The system of granting free passes, SO
common on American lines, is almost un-
known in England and such privileges are
granted only to the company's employees and
q few favored persons This affords one
reason why lower charge can be accepted
for corresponding distance. 1t is pract-
cally impossible to ''bonrd the cars"
English line of railway, for all tickets
examined before the passengers allowed
ny ba nj M icia
swering to n conductor. The guard" who
is his nearest representative, sees to the
stopping and starting of the train and has
charge of the baggage-the porters at the
stations do the rest. Our convenient system
of checking baggage is unknown in England.
The engines on the great lines of railway
across the water are considerably larger than
ours. This is particularly true of the Great
Western or broad gauge route. The cars on
this line are nearly double the width of our
own, with very low roof. The engines
which draw them are of immense proper
tons The Lord of the Isles" the model
express engine exhibited at the International
Exhibition of 1851, was on the road up to
two years ago. Its driving wheels, four in
number, eight feet in diameter, and the
heating surface of the boiler is computed to
be equal to that of four of the largest mar
row gauge engines. In the present day the
narrow gauge system is superseding the
broad gauge on the Great Western, the only
line which attempted it. Brunel's
great conception certainly accomplished his
design of high speed with easy travelling and
public convenience, but the expense of
quring land and running the trains proved
absolutely ruinous.
One of the curious features of railway
travel in England is the Underground rail-
road. 1t runs almost In a circle round Lon
don, some thirty feet below surface, over
distance of sixteen miles, with stations
depots about every half mile of the way. 1t
is similar to the New York elevated railroad,
only that it runs below ground instead of
above it. At one point between Faringdon
street and Kings Cross stations may be seen
the singular spectacle of high level carriage
road over n bridge, lower level carriage
road beneath the Underground railway thir-
ty feet below this, and still lower another
line Ca branch of the Great Northern) run
ming some sixty feet from surface below all.
The celebrated Fleet ditch runs close to this
point.
Railroad trains never run through the
streets of England, the American quickness
of intellect tending to preservation not being
held sufficiently established in the British
mind to insure safety. Lines leaving large
towns have therefore either to be carried to
q central station below the level, or over
bridges on the high level principle. 1t is
needless to say that this enormously enhances
the cost of construction. Socially, the diff
ferences between railroad travelling in the
two countries are as wide as possible. There
is some approach to cordially between stran-
gers in an English third class carriage in the
second there is little, in the first none, AS
illustrative of this may be recorded the story
of waggish but profane commercial traveller
("drummer'') and a severe looking preacher
who had travelled by the same train nearly
100 miles without saying a single word, de-
spite the drummer's persistent efforts. Pres
emily the cars flashed out of a tunnel into the
full blaze of the pottery districts about
Stoke on-Trent the train drawing up at de-
pot between living walls of fame, from which
wild cries appeared to issue.
''What station is this ?" inquired the reve-
rend gentleman.
The drummer gripped hold of the door
and got out. He had arrived at his destina-
ton Then raising his voice to an unearthly
shrek he yelled in the victims ear "H-n
Fire Junction! Change here for Sodom and
Gomorrah -
General Warren's Last Hours.
[From the New York Herald.l
''rhis is my last round" SO said General
G. K Warren on Wednesday he quietly
and methodcally took to his bed. On Mon
dav JuIy ali the General went over to