Helena weekly herald. [volume] (Helena, Mont.) 1867-1900, 1888-02-16
FIFTY YEARS AGO.
A TIME WHEN RAILROAD TRAVEL
WAS VERY UNCOMFORTABLE.

Passengers Carried in Open Trucks Fit
ted with Wooden Seats-The Story Told
by an English Railway JOurnal-Rules
and Regulations.
Fifty years ago third class passengers were
carried in open wagons or trucks, fitted with
wooden and uncushioned seats, and the car
riages were attached to the goods trains. The
second class carriages were, in regard to COM
fort, but little, if anything, better than the
thirds. They were open throughout at the
sides. There was no glazing, and the parti-
tions above the level of the DOORS dividing
the carriage into six compartments, each
made to seat twelve persons, were formed Of
laths interlaced, and admitting free currents
of wind and air, to the discomfort of the un-
fortunate travellers. The passengers for the
various intermediate stations were put into
separate compartments and the doors locked
The clear length of each compartment on
some lines was only feet y inches, and the
width feet AZ inches, each seat being 15
inches in width. Stout passengers had some
difficulty in squeezing through the doors,
which were only 18 inches wide. The first
glazed and inclosed second class carriage that
ever ran upon a railway was in the first ex-
press train that ran between London and Ex-
eter The Journey was made in five hours,
and the performance was regarded as one of
the marvels of railway travelling. Today
there are in the United Kingdom about 34,-
600 carriages many of which are fitted with
the luxuries and beauties of drawing room,
and even the third class are more comfort
able than the first of fifty years ago.
Not only are most of these carriages COM
fortably and conveniently arranged, but the
safety of those who use them is increased by
appliances which were not even dreamt of by
our railway forefathers. Of the total rail
way carriages 81 per cent. are now fitted
with continuous brakes, while "a per cent. of
the double line of the country is worked on
the absolute block system.
TICKETS AND BAGGAGE.
The method of issuing tickets fifty years
ago was very different from that now in use.
From the earliest times Of railway travelling
the date was required to be written on the
ticket, as well as the amount of fare and the
time of the train by which the passenger was
to start. These particulars had to be entered
on counterfoil in the book of tickets.
The arrangements for luggage were de-
lightfully simple. Each passengers luggage
be placed on the roof of the coach in which
he has taken his place; carpet bags and small
luggage may be placed underneath the seat
opposite to that which the owner occupies"
A capital arrangement for securing punctual
attendance was the announcement:
Passengers intending to join the trains at
any Of the stopping places are desired to be
in good time, as the train will leave each
station as soon as ready, without reference to
the time stated in the tables the main object
being to perform the whole journey as expe-
ditiously as possible. Passengers will be
booked only conditionally upon there being
room on the arrival of the trains, and they
will have the preference of seats in the order
in which they are cked. No persons are
booked after the arrival of the train. All
persons are requested to get on and alight
from the coaches invariably on the left side,
as the only certain means of preventing acci-
dents from trains passing in an opposite d.
rection."
NO SMOKING ALLOWED.
What would modern travellers say to the
following notice:
mo smoking allowed in the station houses
or in any of the coaches, even with the con-
sent of the passengers. A substantial break
fast may be had at the station house at Bir-
mingham by parties going by the early train,
but no person is allowed to sell liquors or eat
ables of any kind upon the line. The COM
pany earnestly hope that the public will CO.
operate with them in enforcing this regula-
ton, as it will be the means of removing q
cause Of delay and will greatly diminish the
chance of accident"
The engines in use on the Stockton and
Darlington line in 1887 weighed about twelve
tons, and had 1411 inch cylinders and piston
stroke of 16 inches. The three pairs of wheels
were each feet in diameter, and the pressure
of steam varied from So pounds to 6O pounds.
Many of the engines had only four wheels,
and it was considered great step in advance
when six wheel engines were placed on the
railways, the argument in their favor being
that if by any accident one of the six wheels
broke, the engine would still remain erect
while if one of the four collapsed the result
would be the downfall of the locomotive On
the Birmingham and Derby junction line the
engines weighed ten tons ten hundredweight,
and the two driving wheels were 5 feet
inches, and the four carrying wheels feet 6
inches each.
In contrast to the above, we subjoin an il
lustration of the famous ."Marchioness Of
Stafford" engine, exhibited by the London
and Northwestern company at the lnven-
tions exhibition in 1885, and adopted as the
type of the company's express locomotives
With tender, this type of engine weighs fifty
four tons eleven hundredweight, and the
cargo of coal is five TONS The driving wheels
are feet inches in diameter. and the en-.
CINE is worked at pressure of 175 pounds to
the square inch. The greatest novelty in
these engines is, however, the adoption of the
compound" system, by which the expansive
power of the steam is fully utilized.-London
Railway News.
Blemish on Our Hospitality.