From Queenborough to Flushing, twice daily in 73/i hrs. (3 hrs. at sea);
train from London to Queenborough in i'/4 hr., from Flushing to Amsterdam
in 4-4'/4hrs.; through-fare 37s. lei. or 25s. 6(2.
From Newhaven to Dieppe, twice daily, in 3!/2-5 hrs.; 18s. 6(2., 13s. 6(2.
(Rail from London to Newhaven in l'/2-3 hrs.; see R. 6).
From Dover to Ostend, thrice daily, in 3-3'/2 hrs.; fares 9s., 7s. 2(2.
From Harwich to Hoek van Holland and Rotterdam, daily, in 7-8 and 9-10 hrs.
G. E. R. from London to Harwich in l^/^^/i hrs. (fares 13s. 3d., 5s. li1/:!*/.), see
p. 489; fare from any Great Eastern station to Rotterdam, 29s. or 18s.
From Harwich to Antwerp, daily (Sun. in summer only), in 12-13 hrs.;
fare from any Great Eastern station 26s. or 15s.
From Harwich to Esbjerg (Denmark), thrice weekly in 30 hrs.; fares
from London 12. 17s. 6(2., 12. 5s.
From Southampton to Havre, every evening, in 7-8 hrs. (fares 23s., 17s.).
Rail, from London to Southampton, or vice versd, see R. 11.
From Southampton to Cherbourg, thrice a week, in 8-9 hrs.; 20s., 14s.
From Southampton to St. Malo, thrice a week, in 16-IS hrs. ; fares 23s.
lOd., 17s. 10(2.
From Sout/tamplon or Dover to Bremen or Hamburg by North German
Lloyd or Hamburg-American steamer, see p. xix.
Steamers sail regularly also from Hull to Norway, Sweden, Denmark,
Holland, etc.; from Grimsby to Hamburg, Antwerp, Rotterdam, Denmark, etc. ;
from Leith to Norway, Hamburg, Iceland, etc.; from London and from Liver¬
pool to Spain, Portugal, Egypt, etc. See the advertisements in Bradshaw,s
Railway Guide (monthly; 6(2.)
On the longer voyages (10 hrs. and upwards), or when special attention
has been required, the steward expects a gratuity of Is. or more, according
to circumstances. Food and liquors are supplied on board all the steam¬
boats at fixed charges, but the viands are often not very inviting. An official
Interpreter accompanies the chief trains on the more important routes.
III. Railways. Coaches. Steamboats.
Railways. The railway-system of Great Britain is entirely in
private hands, by far the greater part of the traffic being mono¬
polised by ten or twelve laTge railway-companies. The carriages
(1st, 2nd, and 3rd class) are generally clean and comfortable, but
those of some of the lines to the S. of London, as well as of most
of the minor railways still surviving throughout the country, leave
much to be desired. Several of the chief railway companies to the
N. of London have discontinued the use of second-class carriages,
with the effect of inducing a superior class of travellers to use the
improved third-class accommodation, especially on long journeys.
On the longer routes 'corridor trains', with dining-cars (dinner 3s. 6rf.,
2s. 6d.), somewhat after the pattern of the American vestibule trains,
are now general. Luncheon-baskets (2s. 6d.-3s.) and tea-baskets (Is.)
may also be obtained at the principal stations. Sleeping-cars (1st cl.
only) are run by the chief night-trainsj and pillows and rugs are
offered for hire (Is.) at the starting-points. In winter foot-warmers
are usually provided. Each company is bound by Act of Parlia¬
ment to run at least one train daily ('parliamentary train') at a fare
(3rd cl.) not exceeding Id. per mile; but the 3rd class fares in many
of the fast trains are considerably in excess of this rate. Return-
tickets are granted on very liberal terms; those for distances over
20 M. are usually valid for six. months. Circular tour tickets and