Little Falls transcript. [volume] (Little Falls, Morrison County, Minn.) 1876-1894, 1883-11-30
ENGLISH RAILWAY
Description OF the Principal Lines
and Their characteristics.

$,,gs z.3s ENNLlDH HALL WAID y.
Description OF the Principal Lines
y and Their characteristics
Taking into considerat on the inn
znense railroad interests Of America
and that so many e lglishmen (both{
prominent and obscure) have been late
ay. and are at present, on the far side of
, the Atlantic investigating the American
railway system, and getting free rides
from one end of the country to the 9TH
or. it has seemed to me in this annual
snterregnum of dullness through which
london is now passing that could
not do better than devote a.
few remarks to the roads of Eng
land. n r.
In the first place, let me state that in
England is almost invariably called a
railway. The chief English 'lines''-as
roads arc always calied--are those which
enter and depart from London. The
principal com panies, therefore, are the
Great Northern; Great Eastern; Great
Western; London and Northwes-
tern; London and Southwest rn:
Southeastern; Midland; Lon
don, Brighton, and South
Coast; and London, Galatians. and Dow
or. All Of these com oanies have ter
mini in London, some of them posses
sing two or three; in different parts of
the metropolis, and these connecting
with other lines These termini are
each called and known bvsome DISTINCT
i've name, arising in many instances,
from the locality in which they are sit
uated. The chief railway terluni IN
a,ond"n are: "Kings Cross" for the
Great Northern; Liverpool Street." for
the Great Eastern; "Pa, idinyton," for
the Great West IN; Eastern Square,"
forth London and Northwestern; IVA
ferIoo," for the London and Southw, 8.
tern; "Charing Cross" for the South
eastern; "St. Pancras," for the Nj idiand;
and D yer; ana "London Bridge" for
tho london, Brighton, and South Coast.
''Cannon Street," also belongs to the
Southeastern company, it being the coIu-
pany's chief point Of arrival in and de-
parture from the city
All of these termlni Hre called stations
thus: "Vlctoria Station" "WaterIoo
Station" ETC. though more frequently
The wera ''station" sdropped aItoge'h-
or when they are spoken o or referred
to, and they are simply ca led "Water-
Zoo" "Victoria," "PAddinyon,'" or
F'Ehlston"( Square" being also commonly
om,nittetD. In taking ticket at a coun:
try town or station for London, a ticket
tor London is never asked for. The
terminal station Of the line in Lon
slon is the point always mentioned. The
formula of taking ticket, or fGooklng"
Us our phrase is. is very simple and
economical of time, thus, "One first,
single Padding,on," means that you
want one ticket by the first. class
for the single journey mot re-
turn) to faddington Station, in ndon.
Should you wish q return ticket, YOU
SAY, return" instead Of Single" Sta
tons are never called "depots," though
the name of 'detot" is now not intre-
Quently applied to the goods Ureight) and
luHgage repositories belonging to the
different lines.
Ahe longest line is the Great Western,
at having over two Thousand miles of
"~uy" constructed and in work. The
Aondon and Northwestern, Northeast
ern, and tho Midland come next with
lines OF from one TO tvs thousand miles
in length. or the London lines, The
London, Chatham, and Dover i. the
shortest, being only one hundred and
thirtytour miles long. The Caledonian,
Of Scotland, has nearly nine hundred
miles in work, but am speaking partic-
ularly Of English lines. The London
and Northwestern was the most ex-
K,ensiye to build, though it is some four
rnI 1t.IS S,Hs NJ, h0, thD
Western. 1t cost upward OF ninety-on }
millions Of pounds, against sixty-four
Tnlllions for the Great Western. The
Midland cost sixty-six millions, and the
Chatham and Bower, the shortest of all
the lines, tWenty-tEree millions.
A train is never called 1.-THE cars"
out ''the tra:n.' simply. The vehicles
FOR passe myers are called '*carriges ="
and consis: of first, second, and third
Ciasses. Each cartilage has from four to
ave compart nents, separated from each
other by partitions which divide the
Carriage crosswise, with door and two
windows at each end for each compart-
Sfent, third window being set in the
upper part Of the door, much after the
fashion Of the old stage coacnes, from
which | believe they were originally
patterned. The ilrst-class COMPARE
AArO VIA OSE3tH>e ViA4SO ou
each side mcing each
other. The seats are comfortably cush-
xoned and are dividcd by arms. In
might trains these arms are arranged to
move back on hinges, and so permit of
the seats making continuous SOFA or
couch for the passenger to lie upon. The
second class compartments are less COM
fortably cushioned than the first, the
third htaco l>u Yy;Y,,r H., 1plx, vu00I-
en seats, and frequently only half parti-
lions between the compartments. In
neither second lor third
class compartments are the
seats separated by arms. Sometimes
the compartments Of q carriage are all
81 one class; sometimes they are of diff
ferent classes. In the latter case they
are Called composite carriages. One or
more compartments of each class in q
train ore Set aside for smoking, the
words Smoking Comp't" or Smoking"
DeIhg painted On the windows or doors
OF pern1anent smoking compartments,
or placarded on the Window ola COM
aartment temporarily assigned tor The
purpose. The words. FIRST" "Second,"
or Third are painted on the doors Of
fhe respective compartments. Each
cempa rtment is lighted at night from
sue ceiling. Lamps with glass shades
resembling .tbu'ps. eyes" are inserted
and fastened through apertures in the
fooi. There is q cloth Shade, adjusted
10y spring. to cover this light, should
sue passenger wish to sleep. In cold
weather, the tir It and second-cla co,n-
partments are provided with toot-wartn-
sTs, the same being fiat zinc or lin tubes
niied with hot water, and placed on the
HuoTs OF the compartments. q, 4 "
compared with the luxury Of a Pull
man cur, au LnIs must seem very com.
fortress. But it should be remembered
that ali distances in Enuland 800 ID