cheaper quality, while most of the third class compartments have
absolutely nothing in the way of a cushion or covering either on the
seat or back, and are little better than cattle pens. The width of the
compartment is so narrow that the feet can easily be placed on the
opposite seat, that is, a very little greater distance than would be
afforded by turning two of our seats face to face. The length of the
compartment, which is the width of the car, is about a foot and a half
less than the width of our passenger cars, about equal to our freight
cars. Each compartment is so imperfectly lighted by a single lamp put
into position through the top of the car that it is almost impossible
to read.

The length of time which a train remains at a station is from thirty
to forty seconds, or from three to four times the length of time
employed at the New York elevated railroad stations. The reason for
this is that a large proportion of the doors are opened by passengers
getting in or out, and all these have to be shut by the station porter
or guard of the train before the train can start. If the train is
crowded one has to run up and down to find a compartment with a vacant
seat, and also hunt for his class, and as each class is divided into
smoking and non-smoking compartments, making practically six classes,
it will be observed that all this takes time, especially when you add
the lost time at the ticket office and gate.

The ventilation of the tunnels and even the stations is oftentimes
simply abominable, and although the roads are heavily patronized there
is a great amount of grumbling and disfavor on this account. The
platforms of the stations are flush with those of the cars, so that
the delay of getting in or out is very small, but the doors are so low
that a person above the average height has to stoop to get in, and