special 'tourist return-tickets' are issued in all the districts chiefly
frequented by tourists (comp.pp.293,499). The N.E. Railway issues
'1000 mile railway-tickets' (1st cl. only), at a reduction of about
20 per cent, entitling the purchaser to travel for 12 months in any
direction over the company's system until the coupons are exhausted.
Smoking is not permitted except in the compartments provided for
the purpose. The speed of British trains is usually much higher
than that of Continental railways, and a rate of 50-60 M. an hour
is not uncommon (comp. pp. 109, 503).
Railway Motor Cars, usually propelled by electricity, have been intro¬
duced on many of the short branch-lines. Thrse have one class only. For
wayside stations, at which the cars stop on request only, the French term
'balte' has been adopted on some lines.
On all the English lines the first-class passenger is entitled to carry
at least H2/&. of luggage free, second-class SOlb., and third-class 6026. lin
some cases the allowance is considerably larger). The companies, how¬
ever, rarely make any charge for overweight, unless the excess is exorbitant.
On all inland routes the traveller should see that his luggage is duly la¬
belled for his destination, and put into the right van, as otherwise the rail
ways are not responsible for its transport. Travellers to the Continent
require to hook their luggage and obtain a ticket for it, after which it
gives them no farther trouble. Transatlantic passengers also are afforded
facilities for 'checking' their baggage to and from the steamers; and sev¬
eral companies offer facilities for the collection, conveyance in advance,
and delivery of passengers' luggage at about Is. per package. The railway
porters are nominally forbidden to accept gratuities, but it is the usual
custom to give 2d-6d. to the porter who transfers the luggage from the cab
to the train or vice versa.
Tickets are not invariably checked at the beginning of a journey, and
travellers should therefore make sure that they are in the proper com¬
partment. The names of the stations are not always so conspicuous as
they should be (especially at night); and the way in which the porters
call them out, laying all the stress on the last syllable, is seldom of much
assistance. The officials, however, are generally civil in answering questions
and giving information. It is 'good form' for a passenger quitting a railway-
carriage where there are other travellers to close the door behind him,
and to pull up the window if he has had to let it down to reach the
Bradshaw's Railway Guide (monthly; 6(2.) is the most complete; but
numerous others (the ABC Railway Guide, etc.), claiming to be easier of
reference, are also published. Each of the great railway-companies pub¬
lishes a monthly guide to its own system (price 1-2(2.).
Coachks. In some of the most frequented tourist-districts, such
as Wales, the Lakes, Devon, and Cornwall, coaches with two or
four horses run regularly in the season, affording a very pleasant
mode of locomotion in flue weather. In some places (e.g. between
Camelford and Bideford ; R. 20) coaches afford the only regular
communication. Coaches also ply from London to various points
in the vicinity. The coaches are generally well-horsed and the fares
reasonable. The best places are on the box-seat, beside the driver,
who usually expects a small gratuity. — The regular charge for
one-horse carriages is Is. per mile, carriage-and-pair Is. 6d.-2s.
per mile (half-fare in returning; i.e. the one-horse carr. fare to a
point 10 M. off, and back, should be about 15s.); driver extra.
Steamboats. Steamboats play by no means so important a