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32X

ALLAN LINE.

ILLUSTRATED

TOURISTS' GUIDE f:

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CANADA

AND THE

UN ITED States.

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TURK BR k DUNNKTT,

riUNTKltS AND LITHOOUAPHKUS,

LIVERPOOL.

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pE3CRiPTivE Index.

Derelopment of the Allan Line of Royal Mail Rteamers ... Pnun B

H.R.II. PrinceHN Louinc and the S.S. " Karmatian " 12

The Fleet of tiic Allan Line 17

Average PoNHagcH IH

Dr. A. W. Thorold, Binhop of Rochester, on a Vimt to Canada ... 19

CharlcH Dickens on the FallH of Niagara 20

Information for Tourists to the United States and Canada 86

8hooting the Rapids of the St. Lawrence 40

Montn-al to Lake Chainplain, Lake George, and New York 47

Boston to White Mountains and Montreal fil

Niagara Kails R2

Niagara to Chicnpo and 8t. Louis 63

Cincinnati to Baltimore 57

Washington 61

Chief Agencies of the Allan Line 63

lf\DEX TO jLLU3TRykTIOJ^3.

Parliament Buildings, Ottawa

Map of Routes to Canada

Allan Line R.M.S.' " Polynesian"

Allan Line K.M.S. "Parisian"

Departure of H.R.H. Princess Iconise and the Marquis of Lome for Canada

Belle Isle

S.8. "Circassian" leaving Lough Fori'

Red Cliffs

Niagara Falls

Mecuttina and Treble Hills

Lanrcntian Hills

Mount St. Louis

Halifax, N.S

Quebec

Shooting Lachinc Rapids

Montreal ... ... ... ... ... ... ... ... ...

Portland, Maine, U.8

T(ate3 of pA^^AQE^-

Saloon Fares

Return Ticketsfrom Liverpoolor Londonderry to points in the West&back

Round Trip Tickets — Liverpool to Quebec, New York, and back

Circular Tickets from Liverpool or Londonderry in connection with the
Grand Trunk and other Railways

Circular Tickets from Liverpool or Queenstown via Baltimore, kc, ...

1
3
7

10
14
16
19
21
23
26
28
SU
36
37
44
46
48

23
24
26

29
88

Allan Line

Royal Mail Steamers.

JJhief ^Office :
19, JaJ^E? ^TFjEET, |aIVEF{POOL.

-»-♦-

TITHE extensive line of Ocean Steiimers known by the name
jIL of the Allan Line is one of the most successful and
*^^ best known of any in the commercial world. It has
developed itself from a small beginning into a fleet of
forty-one of the finest and most improved class of steamers
and clippers on the ocean. The Canadian portion of British
North American territory, or, as it is now called, the Dominion
of Canada, so early as 1852, animated by that spirit of
enterprise which, once awakened, has never since slumbered,
became satisfied that the circumstances in which the colonists
were placed, and their growing requirements, were such as to
justify the effort to secure a communication cf their own with
the mother country by means of an independent line of
steamers. Accordingly, the Canadian Government, recog-
nising this ardent desire of the people of Canada, entered
into a contract with the Messrs. Allan for the running of a
Line of Mail Steam-ships suited to the requirements of the
I)assenger and cargo traffic between Liverpool and Canada.
Witli perfect propriety it may be here stated that the gentle-
nien named above were pre-eminently qualified for the
organisation and carrying out of such an important undertak-
ing, ■ being possessed of sufficient capital, and having an
extensive knowledge of the Canadian trade, in which, as
merchants and f.hipowners, they had been long previously
engaged, and the Allan Line of Steamers has been mainly

instrumental in opening up one of the most beautiful and
most fertile of our British territories.

The Messrs. Allan despatch a Steamer from Liverpool
for Quebec and Montreal every Thursday, calling at London-
derry on Friday to embark passengers and mails ; and a
Steamer for St. John's (Newfoundland), Halifax, and Balti-
more every alternate Tuesday, calling on the next day at
Queenstown. As regards the first of these, the route taken is
the most eligible for Canada and the Western States, as it com-
bines the advantages of the shortest sea passage with speedy
inland conveyance; and with regard to the hitter, it may
be claimed that Baltimore is the most direct route to the
Southern and Central States, while Halifax is the Mail route
for Nova Scotia, New Brunswick, Prince Edward's Island,
and Bermuda. The Weekly Service between Liverpool aud
Quebec was commenced in 1859, but for two seasons previously
there had been a Fortnightly Service between the two Ports,
and that arrangement would have begun in the year 1854
but for the outbreak of the Russian war. That conflict
naturally interfered very greatly with our commerce with
other countries ; Canada in particular sufifered from it, as the
whole of the Allan vessels were chartered by the English and
French Governments for the transport of troops and the
conveyance of stores and implements of warfare. From 1859,
however, on the termination of the war, trade revived, and a
Weekly Mail Service between Liverpool and Canada has been
conducted by the Messrs. Allan ever since.

The Allan Line have also Weekly Steamers between
Glasgow, Quebec, and Montreal in summer ; while, in winter,
the same Steamers are employed between Glasgow, Liverpool,
and the River Plate.

As before stated, the St. Lawrence route to Quebec is the
shortest in mileage from port to port, even by the route vid
Cape Race ; and during the Summer months, when the
Steamers take the route by the Straits of Belle Isle, the
distance is still further shortened by about twenty hours. It
is, moreover, considered to be the safer way, in consequence
of there being much less traffic along that route. Another

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and a very important advantage of the route by Belle Isle is,
that it is in reality only five and a half days' journey from
the north of Ireland, where the Allan boats call. The
remainder of the passage is in comparatively smooth water,
the advantage being more especially apparent on the Home-
ward journey, when during the first few days passengers have
time to become accustomed to the peculiarities of life on
board ship before they get out into the billowy waters of the
Atlantic. The route is daily growing in favour with passengers
bound to and from the Western States ; for in addition to the
facilities of water conveyance afforded by the fine chain of
lakes, upon which steamers ply day and night with the
utmost regularity, the Grand Trunk and the other Railways
of Canada have Tlirough connections with all places in the
West, including San Francisco, Australia, China, and Japan.

The superiority of the St. Lawrence route for the rapid
transit of mails and passengers has been the more conspi-
cuous since 1876, when arrangements were completed to land
and embark mails at Rimouski, 160 miles below Quebec.
There is direct rail communication between Rimouski and
Quebec.

The first vessels built by Messrs. Allan for the Canadian
service were of 1500 tons gross measurement; but as the
trade increased, steamers of larger size and capable of greater
speed were added. The fleet consists entirely of screw
steamers, all of which were built by eminent and most expe-
rienced shipbuilding firms on the Clyde, and are fitted with
all approved modern appliances. The Allan vessels from
the outset were favourites in the passenger trade, and have
well maintained their reputation to the present day.

The Sardinian may be taken as the representative of the
Allan Steamers now running. Like several of the other
Steamers belonging to the Line, she was built and had her
engines constructed by Messrs. Robert Steele and Co., of
Greenock, a firm whose fame as shipbuilders and engineers is
unsurj)assed even among the world-renowned shipbuilders and
marine engineers of the Clyde. She measures 400 feet in length
between perpendiculars, is 42 feet 3 inches in width of beam,

and is 35 feet 8 inches in moulded depth. Her register is
2577 tons measurement, with a gross tonnage of 437G tons.
She is impelled by a pair of inverted direct-acting compound
high and low pressure engines. These engines are supplied
with all the most recent improvements for combining power
with economy of fuel, and securing smooth and equable
working. They are furnished with superheating and surface-
condensing apparatus of the most improved construction, and
everything which experience could dictate, or science suggest,
to ensure efficiency of working has been sedulously applied
without stint or regard to first cost. Her high-pressure
cylinder measures 60 inches and her low-pressure cylinder 104
inches in diameter, and the pistons have 4 feet 6 inches of a
stroke. The steam for working these immense and powerful
engines is generated in 10 oblong boilers of enormous
strength, which are heated by twenty furnaces tired athwart
ship. When working at full speed the engines make about
sixty revolutions, and at that number of revolutions the ship
has a regulated and sustained speed of fourteen knots per hour,
the indicated horse-power being calculated at 2800.

The Sardinian was built under special survey, to take the
highest classification for iron Steam-ships. She is divided
into seven watertight compartments by six watertight iron
bulkheads. Her awning and spar decks are both iron from
stem to stern, and from side to side of the ship, and firmly
riveted to every deck-beam ; her main deck, also, is of iron,
from the after hold to the main hold, and from side to side
of the ship, except that portion which is occupied by the
engine space. In addition to these precautions for en-
suring extra strength to the hull of the ship, heavy
iron stanchions have been introduced on every deck, and
at every beam where they could be introduced with ad-
vantage. To those who are acquainted with the details of
shipbuilding, the preceding remarks will be sufficient to
convey the idea that the Sardinian is, in every respect, a most
substantial specimen of marine architecture ; to those who are
less familiar with the technical arrangements of the art, it
may suffice to say that all the advantages to be derived from

ifc _ _ ■—

experience, scientific skill, careful surveillance, and a liberal
expenditure, have been sedulously applied in the construction
of this noble vessel, to render her in all respects a safe,
strong, and comfortable sea-going craft, worthy of the name
and reputation of the firm for which she was built.

While thus carefully and thoughtfully providing for the
general strength of the structure, and the proportionately
important power by which the ship has to be impelled, other
and subsidiary, although in the aggregate scarcely less
important, means for guiding, regulating, and assisting her
in her voyaging, in aiding her into and out of dock, and
in the important operations of loading and unloading
cargo, together with those numerous appliances for securing
comfort to all on board, are provided for on the most
liberal scale.

The Sardinian carries ten large boats, all of which
are of the best life-boat construction, and as regards
her passenger accommodation, she has provision for 180
saloon, 60 intermediate, and 1000 steerage. The cabin
passengers of the Sardinian are carried in the saloon and
the state-rooms immediately connected with it. The
saloon is in every respect a gorgeous palatial apartment.
It is 80 feet in length by 41 feet in breadth, and is lofty in
the ceiling. It is situated on the awning deck, copiously
lighted by a lantern cupola in the centre of the ceiling ; this
is augmented by an abundance of side-lights, the combination
producing an amount of eff"algence which, united to the
gorgeous furnishings, produces an effect at once gratifying
and djizzling. The ceiling is delicately panelled in French
white, enriched with gold mouldings. The wainscoting of the
saloon is richly panelled in highly-polished waluutwood,
relieved by a delicate stringing of bright rosewood, the panel
framing, rails, and mounters beiug of polished teakwood.
This is surmounted by a rich gold carved cornice, the inter-
space between the panehi being filled by handsome fluted
columns of ebony, with rich gold capitals. The seats are
upholstered in very rich crimson velvet. As in the other
steamers belonging to this line, the Sardinian is furnished with

a hot-plafe table, from which the passengers are supplied with
viands served d la Russe. This style of service has been found
to give great satisfaction, as by it passengers are saved all
trouble and inconvenience as to carving for themselves or
fellow-passengers. The saloon, it should be stated, is furnished
with a high-class pianoforte, and a well-selected library of
books for the use of the passengers. In short, everything
which can conduce to comfort — indeed, luxurious enjojTnent
— has been abundantly provided, and, as a whole, the saloon,
with its rich furniture c.^^'^ graceful surroundings, presents a
coup (Tosil of rare beauty and magnificence. In connection
with the saloon there is also on deck above some additional
accommodation for the saloon passengers, consisting of an
exquisitely-furnished ladies' sitting-room or boudoir, and a
charming snuggery fitted up as a smoke-room. These two
special apartments cannot fail to serve as a help to beguile
the tedium of even the most satisfactory sea voyage. The
dormitories or state-rooms are on the main and upper
passenger decks. They are roomy, capacious, and well
lighted, as well as fully supplied with ventilation. They are
elegantly furnished with bed and toilette appliances, and
every means has been adopted to secure comfort and safety to
all the inmates. The staterooms are fitted in this vessel, as
in the others of the fleet, with electric bells, and in each
berth there is a pair of life-saving i)illows, specially adapted
for fastening to the person in case of emergency.

The intermediate passenger berths are placed on the
upper passenger deck, the steerage being located on the upper
and second passenger decks; and both classes are supplied
with cooked victuals of the best quality. The sanitary
arrangements all through the ship are of the most perfect
kind. A distinguishing feature as to carrying steerage
passengers by the sliips of this line is that the Company
provides the use of a suitable and ample outfit for the voyage,
whereby passengers may be saved the trouble, inconvenience,
and loss consequent on having to supply their own outfit
previous to embarking. The outfit consists of patent life-
preserving pillows, mattress, pannikin to hold a pint and

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a-half, plate, knife, nickel-plated fork, and nickel-plated
spoon, and the charge for the use of these articles for the
voyage is only a very few shillings.

The Polynesian is a sister ship to the Sardinian, and has
just (February, 1880) been thoroughly overhauled in every
department, and in great measure refitted.

The influence of the " Allan Line " upon the prosperity
of British North America is well recognised. Its benefits,
bestowed by excellent management, are warmly acknowledged
by all classes of the Canadian population, who agree in holding
that, were it not for these magnificent Steamers which run
weekly to and fro between Liverpool and Quebec, at fares so
low as to be within the reach of almost any working man, the
immigration into the Dominion would be far behind what it is.

The " Allan " Company, it should be observed, were
the first to adopt the plan of having flush or covered
decks to their steamers — a system now all but universally
adopted in Transatlantic vessels. For many years they saw
the necessity for this " covered-in " arrangement in the
case of ships that had to be driven at a very high speed in
all kinds of weather ; and having once taken the matter up,
they persevered, notwithstanding the technical rules of the
Board of Trade respecting the tonnage measurement for
harbour and other dues. For a long time the Allan steamers
were thus labouring under a very great disadvantage in the
matter of expense, as compared with open-deck ships of only
similar capacity ; but eventually, when the attention of the
Board of Trade was arrested by the circumstances connected
with the loss of the London in the Bay of Biscay, that
Department conceded the point in favour of the " covered-in"
ships.

A carefully observed rule of the Company, that iu case
of fog, the speed must be reduced to dead slow— alFords the
best protection from a special danger of Atlantic travelling.
And the fact that the steamers of the Allan Line are not
insured will appeal to passengers as one of the best guarantees
that every precaution is exercised in the management and
navigation.

The latest addition to the fleet is the Pam?aw, conti tcted
for in Novemher, 1870, with Messrs. Napier, of Glasgow, the
celehrated ship-builders and engineers. She is a large i)a8-
senger steamer of 5500 tons, built of steel, made on the
Siemens-Martin principle, the material used in the construc-
tion being subjected to the most rigid tests both by Lloyd's and
by tiie owners' own surveyor. The Parisian is fitted throughout
her entire length with a double bottom, divided into water-tight
compartments. This mode of structure, besides adding greatly
to the strength of the stenTner, gives a special security in case
of grounding or other mishap — injury to the bottom of such a
vessel being harmless, as if by any mischance the outer
bottom were injured, the inner one would support her.* Tliis
steamer has also side-keels, to increase her stability at sea,
and keep her free from much of the rolling motion which is
so disagreeable to passengers on Atlantic voyages. Messrs.
Allan have already running on their line a steamer built
entirely of steel, and with the double-bottom arrangement.
The vessel in question — the Buenos Ayrean — is the largest
steam vessel that has yet been built of steel. The Parisian
is 440 feet long, 46 feet broad, and 36 feet deep, and
6500 tons gross tonnage. Her engines are of great power,
three-cylindered, and built to the designs of the Company's
superintending engineer, Mr. William Wallace, of Liver-
pool. The saloon is placed amidships and fitted up in
the most complete and sumptuous manner, and she has
permanent accommodation for about 200 cabin i)a8sengers.
She has also room for over 1000 steerage. Every appliance
that can increase the safety or enhance the comfort of
])assengers will be found in the Parisian. She takes her
place among the other well-known steam-ships of the Line
in April, 1881.

The Sarmatian, a favourite steamer of the Line, was
the vessel selected for conveyance of H.R.H. Princess
Louise and the Marquis of Lome to Canada, in November,
1878, on His Excellency assuming the post of Governor-
General of Canada. The same steamer conveyed Her
Royal Highness from Quebec to Liverpool in October,

1879, and again from Liverpool to Halifax on the 22nd
January, 1880.

The Liverpool Press, of January 22nd, thus commented
on the embarkation : —

'•According to arrangement, her Royal Highness the
Princess Louise (Marchioness of Lome) arrived to-day in
Liverpool, accompanied by the Prince of Wales and the Duke of
Edinburgh, on her way to rejoin her husband, the Marquis of
Lome, in Canada. As it was known what time the special train
bearing the royal party would reach Lime-street station, the
public assembled in large numbers to welcome the illustrious
visitors. Strictly private though the visit was desired to be
by their Royal Hif^'hiiesses, the local authorities necessarily
had to make due pre])aration for the reception of the royal
party. The public were excluded from the Lime-street station,
except those privileged to l)e present by ticket. The spacious
central i)latform in the new wing of the station was reserved
for the api)roach of the royal train, and opposite where the
party were to alight the floor was carpeted; and at either end
of this space were rows <if seats for the more privileged
spectators. Punctually at 2-30 p.m. the special train entered the
station. The Duke of Edinburgh was the first to alight,
then came the Princess Louise and 'iC Prince of Wales. The
Mayor and Mayoress were introduced to the Royal Visitors,
and a young ia.d^, a member of the Mayor's family, had the
honour of presenting the Marchioness of Lome with a beautiful
bouquet of flowers. Her Royal Highness looked exceedingly
well, as did also her brothers, the Duke of Edinburgh, in
his handsome uniform as an admiral of the Royal Navy,
especially so. The suite of the Princess are the Hon. Mrs.
Langham, Lady Pelly, Captain Chater, A.D.C., and Captain
Collins. Colonel M'Neill, V.C., C.B., equerry-in-waiting to the
Queen, is in attendance on the Princess by her Majesty's com-
mands. Of the two carriages — the Mayor's state carriage and
the open landau — placed at her disposal, the Princess chose
the latter, and, entering this, the royal party at once drove
off to the stage, amid the cheers of the many thousands of
spectators who had assembled along the line of route. Fine

weather favoured the public assembled to greet the visitors,
and as the royal party drove along plainly visible to the
spectators, the cheering was frequent and hearty, and was
repeatedly acknowledged by the Princess, the Prince of Wales,
and the Royal Duke.

''embarking on the sarmatian.
"The time at which the royal party would arrive at the
Landing Stage was pretty well known, the approaches to
which were thronged with anxious spectators. A space for
the passage of the carriages was kept clear from the entrance
to the Prince's Pierhead to No. 3 bridge, and on either side
the path was crowded. Beyond No. 5 bridge, barriers were
erected, and behind them was a considerable crowd. It was
arranged that the royal party should alight at the head of No. 4
bridge,and the floor of this bridge was covered with scarlet cloth,
as was also the Landing Stage at the foot of the bridge, where
the Allan tender Stormcock was in readiness to convey the royal
party to the Sarmatian. On the stage at the foot of the bridge
was stationed Superintendent Parks, with two boats' crews of the
River Police, and a guard of honour of blue-jackets from H.M.8.
Resistance, consisting of 1 10 men under Lieutenant Henderson.
The police band occupied a position at the rear of the guard of
honour. Mr. T. D. Hornby (Chairman of the Dock Board),
Mr. Squarey (the Solicitor), and Mr. Gittins (Secretary),
together with several members of the Trust, and Mr. R. G.
Allan and Mr. J. H. Allan, representing the owners of the
Sarmatian, awaited the arrival of the royal party. The ship-
ping in the river and docks was gaily decorated for the occasion.
The blue-jackets presented arms when the royal visitors stepped
on the Landing Stage, and the police band played a few bars
of the National Anthem, while the spectators cheered heartily.
The royal visitors were received by Mr. Hornby and Mr. R. G.
Allan, and with no further delay than was necessary for the
royal party to take a glance at the scene, they proceeded on
board the tender. The Princess Louise was the first to pass
up the gangway, followed by the Prince of Wales, Duke of
Edinburgh, and the members of the suite. When on board
they formed a group on the hurricane deck, and as the tender

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was casting off the band played " God Bless the Prince of
Wales," amid loud cheers from the spectators on the Landing
Btage, which were acknowledged by her Royal Highness.
Tlie Stormcock was quickly alongside the SarmcUian^ around
which many of the ferry steamers hovered with their freights
of passengers to enable them to get a glimpse of th'' royal
party. The hoisting of the Royal Standard on the Sarmatian
was the signal to those on shore that the royal party had
embarked. The Sarmatian then steamed slowly down the river,
and as she passed the North Fort, a Royal Salute of twenty-
one guns was fired in honour of the illustrious company on
board. Shortly afterwards the Stormcock conveyed the Prince
of Wales and the Duke of Edinburgh on board the Admiralty
yacht Lively^ and the Sarmatian was left to proceed on her
voyage. The embarkation was accomplished without the
least annoyance to the royal visitors, and the arrangements to
secure this were excellently carried out by Messrs. Allan.

" Special arrangements were made on board the Sarmatian
for the accommodation of her Royal Highness during the
return voyage to Canada, the whole of the apartments on the
port side of the vessel beitg reserved for her and the suite
which accompanies her. The sleeping apartment of the
Marchioness of Lome is fitted up most elegantly in the
French style, and her sitting-room, immediately adjoining, is
a perfect model of refinement and exquisite taste, the panels
being richly upholstered in crimson satin. A heating appar-
atus has been fitted up between the two apartments, and there
is a bath-room immediately adjoining.

"It is no secret that her Royal Highness in her transatlantic
voyages has great confidence in the good ship Sarmatian^ and
her skilful commander. Captain A. D. Aird. Shortly, indeed,
before she landed at Liverpool, on her return from Canada, she
arranged for the Sarmatian to take her out again on the 22nd
January, for which purpose the necessary changes had to be
made, officers and crew on the intervening trip having had but
a few days in port. The Sarmatian bids fair to be quite an
histcrical steamer. She was chartered by the Government,
it may be remembered, during the Ashantee war, to convey

troops to Cape Coast Castle, and on her arrival nt Plymouth,
at the close of the war, was the centre of a great ovation.
During the interval her commander, Captain A.ird, had
rendered important public service, by an unusually quick
run from Cape Coast Castle to Gibraltar, the bearer of an
important telegram, as to the capture of Coomassie, from
Sir Garnet Wolseley, the commander of the British forces on
the West Coast, to the War Office. The conduct of Captain
Aird excited much favourable comment at the time, and has
no doubt had its share in stamping him in the eyes of the
official authorities as not only a skilful navigator, but as a
man of combined energy and prudence, to whom the care of a
member of the royal house might for a third time be entrusted
with confidence, all the more as it had been the specially-
expressed wish of her Royal Highness herself."

A rapid pasL T^e of the Sardinian^ Captain Dutton,
may be regarded s an important event in the annals
of the Atlantic steam-ship trade. For the first time on
record, a steam-ship arrived in the port of Quebec on
the eighth day after leaving Liverpool. The Sardinian
left Moville at 5.15 p.m. on June 6, 1879, and landed
her mails at Rimouski at noon on the 13th, being only 6
days 23 hours and 30 minutes, allowing for difference of
time. The passage from land to land — Moville to Belle Isle
— was accomplished in 5 days 20 minutes, while the passen-
gers only lost sight of land for 4 days 19 hours. Every one
who has crossed the Atlantic well knows what the sight of
land means to passengers even out on a voyage of only eight
or ten days. It is related, in connection with this splendid
run of the Sardinian, that some of the passengers, who had
never travelled by the route before, absolutely refused to
believe that they had crossed the Atlantic when in sight of
the Western shore, and when they reached Quebec they were
so far from having got through the occupations usual on an
Atlantic voyage, that they were quite incredulous of having
got to their journey's end. It was certainly the first instance
of a ship reaching the port of Quebec on the eighth day
after leaving Liverpool.

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THE FLEET OF THE ALLAN LINE

STEAMERS.

NAME. . TONNAGE.

NAME. • TONNAGK. {

Parisian 5,500

Buenos Ayrean ... 4,005

Sardinian 4,376

Grer 3,600

Polynesian 3,983

Net ^Ln 2,689

Circassian 3,724

Austrian 2,458

;

Sarmatian 3,647

Canadian 2,906

Moravian 3,323

Manitoban 2,395

Peruvian 3,038

Phoenician 2,356

Scandinavian ... 3,068

Waldensian 2,256

Prussian 3,030

Lucerne 1,9 2 5

Hibernian 2,752

Newfoundland ... 1,000

Caspian 2,728

Acadian 931

■

Nova Scotian ... 3,305

/ ^

■

Steam Tonnage

68,995.

CLIPPER SAILING SHIPS.

NAME, TONNAGE.

NAME. TONNAGE.

Giendaruel 1,761

Romsdal 1,827

Gienmorag 1,576

Ardmillan 1,665

Glenfinart 1,530

Strathearn 1,705

Glenbervie 800

Strathbiane 1,364

Gleniffer 800

Ravenscrag 1,263

•

Glencairn 1,564

Pomona 1,196

Abeona 979

Chippewa 1,072

St. Patrick 992

Medora 781

Sailing-ship Tor

City of Montreal ... 1,187

inage ... 22,052.

TOTAL 'lONNAGE.

STEAMERS 68,995

SAILING SHIPS 22,052

91,047
1

The following are some of the Passages
made during the last three summers:—

Sarmatian .
Sarsiatian .
Sabdinian . . .
Pkbuviav ...
Sarmatian .
Circarhian .
Moravian ...
Polynesian .
Sarmatian .
Sardinian . . .

Sarmatian
Sardinian . .
Sarmatian
Sarmatian
Sardinian . .
Polynesian
Sarmatian
Sardinian . .

Sardinian . .
Moravian ..
Peruvian ..
Circassian
Peruvian ..

Left Moville
(Londonderry).

Fridfiy, May 11, 5

Friilay, Jane 'I'i, 6

Friday, July 18, 5

Frifiay, July 20, 5

Friuay, Aug. 8, 5

Friday, Aug. 1(1, 5 10

Friday, Aug. 17, 5 45

Friday, Sept. 7, 5

Friday, Sept. 14, 6 50

Friday, Oct. 5, 6

1877.

Landed Mails at
Rimouaki.

p.m.. Saturday, May 19,
p.m.. Friday, Juno 29,
p.m.. Saturday, July 21,
p.m.. Saturday, July 28,
p.m.. Saturday, Aug. 11,
p.m.. Friday, .\ug. 17,
I).m . . Saturday, Aug. 25,
p.m.. Saturday, Sept.l5,
p.m.. Friday, Sept.21,
p.m.. Saturday, Oct. 13,

1878.

Friday, May 81,

Friday, June 28,

Friday, July 12,

Friday, Aug. 23,

Friday, Sept. 20,

Friday, Sept. 27,

Friday, Oct. 4,

Friday, Nov. 1,

p.m. . Saturday, June 8,
p.m.. Saturday, July 6,
Friday, July 19,
Friday, Aug. HO,
Saturday, Sept.28,
Saturday, Oct. 5,
Friday, Oct. 11.

5
6
5
5
4
5
5
5 10 p.m. . Friday, Nov. 8,

p.m
15 p.m
45 p.m
10 p.m

p.m

8 20 a.m.

10 p.m.

8 15 a.m.

8 a.m.
4 a.m.

9 15 p.m.
7 a.m.
9 a.m.
6 p.m.
1 a.m.

10 40 a.m.
3 45 a.m.
7 p.m.
6 15 p.m.
6 15 a-m.

6 30 a.m.

7 p.m.
6 20 p.m.

Friday,
Friday,
Friday,
Friday,
Friday,

^ 1879.

Jane 6, 5 p.m.. Friday, June 13, Noon

Juue 13, 6 15 p.m.. Friday, June 20, 10 30 p.m.

Juuo 20, 5 p.m.. Saturday, June 28, 2 30 a.m.

July 11, 5 p.m. . Friday, July 18, 11 30 p.m.

Aug. 1, 5 p.m.. Friday, Aug. 8, 6 30 p.m.

Thne.

7d. 19h. SOin.
7d. 9b. 30m.
7d. 19h. 43in.
7d. 19h. 30m.
7d. 15b. %m.
7d. 8b. 45m.
7d. 17h. 45in.
7d. 20h. 30m.
7d. 3h. 40m. {
7d.lUi.30m.

7d. 23h. lOm.
7d. 15b. Sm.
7d. 6b. SOm.
7d. 5b. 30m.
7d. 18h. Om.
7d. 17b. 50m.
7d. 6b. 30m.
7d. 5b. 40m.

6d. 23b. 30m.
7d. 9b. 4am.
7d. 14h. Om.
7d. lib. Om.
7d. 6h. Om.

1877.

Embarked Mails at

Landed Mails at

Bimonski

Moville

T!in«.

(Greenwich Time.)

Sardinian . . .

. Sunday, June 24, 3 45

a.m.

Sunday,

Jnly 1,

7 50

a.m.

7d.

4b. Sm.

Peruvian ..

. Sunday, July 1, 5 45

a.m.

Sunday,

July »,

4 15

p.m.

7d.

10b. 30m.

Polynesian .

. Sunday, July 8, 3 35

a.m.

Sunday,

July 15,

1(1 5

a.m.

7d.

6b. 30m.

Sarmatian .

. Sunday, July 15, 4 45

a.m.

Sunday,

July 22,

9 15

a.m.

7d.

4b. SOm.

Moravian . .

. Sunday, Sept. 9, 4 30

a.m.

Sunday,

Sept. 16,

10 25

p.m.

7d.

17b. &5m.

Peruvian ...

. Sunday, Sept. 23, 3 30

a.m.

Sunday,

Sept. 30,

1 30

p.m.

7d.

10b. Om.

Sarmatian .

. Sunday, Oct. 7, 4 10

a.m.

Sunday,

Oct. 14,

a.m.

7d.

eh. SOm.

1878.

MORAVIAH ..

.. Sunday, July

6 50 a.m.

Sunday,

Jnly 14,

p.m..

7d.

7h. lOm.

Polynesian

. , Sunday, July

28,

3 15 a.m.

Sunday,

Aug. 4>

3 30

p.m.

7d.

12b. I5m.

Circassian

. Sundav, Aug.

11,

8 30 a.m.

Sunday,

Aug. 18,

7 20

p.m.

7d.

15b. 50m.

Polynesian

. Sunday, Sept.

«,

2 50 a.m.

Sunday,

Sept. 15,

9 15

a.m.

7d.

6h. 25in.

1879,

Circassian .. Sunday, June 22, 2 5 a.m.. Sunday,

Polynesian .. Sunday, July 20, 4 10 a.m.. Sunday,

Sarmatian .. Sunday, July 27, 2 40 a.m.. Sunday,

Sardinian — Sunday, Aug. 10, 8 a.m.. Sunday,

Sardinian Sunday, Sept. 21, 4 a.m.. Sunday,

Moravian .... Sunday, Sept. 28, 3 40 a.m.. Sunday,

PKRUVLiN Sunday, Oct. 5, 2 50 a.m.. Sunday,

June 29,
July 27,
Aug. 8,
Aug. 17,
Sept.28,
Oct. 5,
Oct. 12,

2 p.m . .
Noon.
2 30 p.m..
7 30 a.m..

7 20 a.m..
11 40 a.m..

8 30 ajn..

7d.
7d.
7d.
7d.
7d.
7d.
7d.

llh. 55II1.

7b. SOm.
lib. SOm.

4h. 90m.

3b. 90m.

8b. Om.

Sh. 40di.

The Peruvian sailed from Halifax at 7 p.m. on the 27th December, 1879, and arrived in the
Mersey at 1 15 p.m. on Sunday the 4th January. Allowiug for difference of tiine, the mn
occnpibd only 7 days 14 hours from Halifax to Liverpool.

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DR. A. W. THOROLD, BI SHOP OF ROCHESTE R, ON A VISIT TO CANADA.

Writing of a Summer Trip to Canada by the " Allan "
Line, his Lordship says : —

" Given three g-ood things — five weeks of holiday, a whole-
some liking for salt water, and fifty pounds — can you do better
with them than go to Niagara? See what you will get by it.
First, you will be boarded and lodged in a ship of a steam
fleet, beaten by none in the Atlantic for safety, comfort,
discipline, and cheapness : I mean Allan's Canadian Line.
You will have at least twenty days (10 each way) of the most
pure and invigorating air that human lungs can inhale ; and
quite sufficient to set up even a jaded Londoner. You will
have a varied, amusing, and by no means unprofitable
opportunity of studying human nature among numerous
fellow-passengers of all countries, ages, and conditions. You
will ascend the St. Lawrence, which is one of the most stately
and interesting rivers in the world. You will pass through a
district of Canada which will bring you into contact with its
oldest civilisation and its most recent industries; its noblest
public buildings, and the grandest memories of its early time.
You may shoot rapids, gaze on the outskirts of the primeval
forest, see r tive Indians on railways, travel in gilded saloons,
which at night become bedrooms, or, if going by water, in
large steamers, some of which may accurately be described as
floating palaces. Everywhere you will hear your native
tongue spoken ; you will see your native flag floating in the
breeze; you will be surprised, let us hope gratified, by a
hearty loyalty ; you will see a young empire, in all the flush
and enthusiasm of increasing greatness, governing itself with
decision, and developing its resources with such an amazing
rapidity, that, as was once said quaintly of the rush of a
Canadian spring, if you would only put your head to the
ground you would hear the grass grow. Last, but not least,
you will see what, all your life afterwarus, you will be glad to
have seen, and what, with every returning summer, you will
long once more to visit, if but for one short afternoon —
nature's most peerless, most indescribable, most unapproach-

able, most sublime marvel-

-Niagara Falls!

" My first impression of the St. Lawrence, so raucli more
beautiful than ever 1 expected it to be, quite convinced me
that this is the right way of entering North America; and
not the less so because the voyage, from land to land, is two
days shorter than to New York.

" From the grandeur of its site, and the exquisiteness, as
well as extent of the views from it, Quebec lias but few rivals.
The view from the Esplanade, looking down the river towards
Orleans, reminded me of the Bosphorus ; but the noblest
prospect is from the Citadel, north over the city and the St.
Charles River. You look away towards far-off azure hills,
clothed with primeval forest, and in all variety of rolling or
peaked outline — one in particular standing by itself, just like
Mount Tabor. Then down the river, with its ships and
steamers, and smaller craft of all kinds, and the white houses
on the Island of Orleans, and on the far horizon, blue
with their indescribable blue, a grand mountain range, the
like of which we should never see till we returned there

agam.

CHARLES DICKENS thus wrote of his visit to the Falls of
Niagara : — " Between five and six next morning," he says, "we
arrived at Buffalo, where we breakfasted ; and being too near
the Great Falls to wait patiently anywhere else, we set off by
the train, the same morning, at nine o'clock, to Niagara. It
was a miserable day ; chilly and raw ; a damp mist falling ;
and the trees in that northern region quite bare and wintry.
Whenever the rain halted, I listened for the roar, and was
instantly straining my eyes in the direction where I knew
the Falls must be, from seeing the river rolling on towards
them ; every moment expecting to behold the spray. Within
a few minutes of our stopping, not before, I saw two great
white clouds rising up slowly and majestically from the depths
of the earth. That was all. At length we alighted ; and
then for the first time, I heard the mighty rush of water, and
felt the ground tremble underneath my feet. The bank is very
steep, and was slippery with rain and half-melted ice. I

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hardly know how I got down, but I was soon at the bottom,
and climbing, with two English Officers who were crossing
and had joined me, over some broken rocks, deafened by the
noise, half-blinded by the sjjray, and wet to the skin. We were
at the foot of the American Fall. I could see an immense torrent
of water tearing headlong down from some great height, but
had uo idea of shape, or situation, or anything but vague im-
mensity. When we were seated in the little ferry-boat, and were
crossing the swollen river immediately before both cataracts,
I l)ogan to feel what it was ; but 1 was in a manner stunned,
and unable to comi)rehend the vastness of the scene. It was
not until 1 came on Table Rock, and looked — Great Heaven,
on what a fall of bright green water I — that it came upon me
in its full might and majesty. Then, when I felt how near to
my Creator I was standing, the first effect, and the enduring
one — instant and lasting — of the tremendous spectacle, was
peace. Peace of mind, tranquillity, calm recollcfions of the
dead, great thoughts of Kternal rest and ha])piness : nothing
of gloom or terror. Niagara was at once stami)ed upon my
heart, an inuige of beauty ; to renuiin there, changeless and
indelible, until its pulses cease to beat, for ever. Oh, how the
strife and trouble of daily life receded from my view, and
lessened in the distance, during the ten memorable days we
passed on that enchanted ground I What voices spoke from
out the thundering water; what faces, faded from the earth,
looked out upon me IVom its gleaming depths ; what heavenly
promise glistened iu those angels' tears, the drops of many
hues, that showered around, and twined themselves about the
gorgeous arches which the changing rainbows made I I never
stirred iu all that time from the Canadian side, whither Iliad
gone at first. 1 never crossed the river again ; for 1 knew
there were peoi)le on the other shore, and iu such a place
it is natural to slum strange company. To wander to and fro
all day, and see the cataracts from all points of view; to stand
upon the edge of the Great Horse-shoe Falls, marking the
hurried water gathering strength as it approached the verge,
yet seeming, too, to pause before it shot into the gulf below ;
to gaze from the river's level up at the torrent as it came

i ,

Btreaniing down ; to climb the neighbouring heights and
watcli it througli the trees, and sec the wreathing water in
the rapidH hurrying on to take its fearful plunge; to linger in
the Hhadowof the solemn rocks three miles below; watching
the river as, stirred by no visible cause, it heaved and eddied
and awoke the echoes, being troubled yet, far down beneath
the surface, by its giant leap ; to have Niagara before nie,
lighted by the sun and by the moon, red in the day's decline,
and grey as evening slowly fell upon it ; to look upon it
every day, and wake up in the night and hear its ceaseless
voice : this was enough. I think in every quiet season now,
still do those waters roll and leaj), and roar and tumble, all
day long ; still are the rainbows spanning them a h'uidred
feet below. Still, when the sun is on them, do they shine
and glow like molten gold. Still, when the day is gloomy, do
they fall like snow, or seem to crumble away like the front of
a great chalk cliff, or roll down the rock like dense white
smoke. But always does the mighty stream appear to die as
it comes down, and always from its unfathomable grave arises
that tremendous ghost of spray and mist which is never laid ;
which has haunted this place with the bame dread solemnity
since darkness brooded on the deep, and that first flood before
the deluge — light— came rushing on creation at the word
of God."

m^;^13^

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AXES OF KASSAGE.

<
ur

SALOON FARES

From LIVERPOOL, LONDONDERRY, or QUEENSTOWN,

According to position of Sleeping Cf\bins and the Number of Berths in same,
all having full privileges in Saloon.

To QUEBEC (direct) -
„ MONTREAL, via Quebec
„ EALIFAZ (direct) •.■
„ ST. JOHN'S, N.P. ...
„ BALTIMORE

■ £12 £15 £18

• 12 H 6 15 14 6 18 14 6

• 12 15 18

13 15

12 15 18

„ ST. .JOHN, NB., or HALIFAX,! ^3 5 g 15 18

Ohildron under Twelve Years, Half Fare. Infants under Two Years, Free.

Tickets to New York, Boston, and Philadelphia at a slight estra charge.

Intermediate Fare
Steerage ••

^8 8
6 6

Ohildi'en between One and Eight Years, Half Faro. Under One Year, £1 Is.

The Through Fares by this line to inland places in Canada
and the States are lower than by any other route.

First-class Return Tickets are issued at £22, £25, or
£30; available for twelve months, from any of the American
or Canadian ports from which the Company's steamers sail,
and passengers taking Return Tickets can go out by way
of Quebec or Halifax and return by way of Baltimore, or vice
versa.

RETURN TICKETS

FBOM

LIVERPOOL OR LONDONDERRY

POINTS IN THE WEST AND BACK.

^ FIBST CLASS STEAUES AND FIBST CLASS BAIL. .^9

1 ,.

Fares for the Roand Joamey according to position of berth occupied on Ocean Steamer.

Form
Nob.

3868

ROUTE.

FARES.

Liverpool, Quebec, Montreal, Detroit, Chicago, Milwaukee, j ,4-310 6
Elkhart Lake, and back by Bame route to Liver- > 34 6
pool ) or 30 6

2869

2871

2872

2873

2874

2875

2876

Liverpool, Quebec, Montreal, Detroit, Chicago, Milwaukee, ) £31 4
Green Lake, and back by same route to Liver- > 34 4
pool j or 39 4

Liverpool, Quebec, Montreal, Detroit, Chicago, Milwaukee, j £31 12
Green Bay, and back by same route to Liver- ^ 34 12
pool lor 39 12

Liverpool, Quebec, Montreal, Detroit, Chicago, St. Paul, 1 £33 10
and back (St. Paul to Lacrosse by river) by same > 36 10
route to Liverpool ) or 41 10

Liverpool, Quebec, Montreal, Chicago, St. Paul, Duluth, / 38 15 6

pnd back by same route to Liverpool j qj, 43 jg g

Liverpool, Quebec, Montreal, Detroit, Chicago, Milwaukee, i £35 IC 6
Ashland, steamer to Duluth, and back by same route to ^ 38 15 6
Liverpool ) or 43 15 6

Quebec, Liverpool, Montreal, Sarnia, steamer to Sault f '34 5
Ste Marie, and back by same route to Liverpool (qj. 30 5 q

Liverpool, Quebec, Montreal, Toronto, Collingwood, 1 £31 5
steamer to Sault Ste Marie, and back by same route > 34 5
to Liverpool I or 39 6

RETURN TICKETS.

Form

No8.

2877

2878

2879

2880

2881

2882

2883

2884

2885

2886

ROUTE.

FARES,

Liverpool, Quebec, Montreal, Sarnia, steamer to Nepigon,

aiid back hv same route to Tiivernool.

£35 16 6

38 15 6

or 43 15 6

Liverpool, Quebec, Montreal, Toronto, Collingwood, J , £35 15 6
steamer to Nepigon, and back by same route to l 38 15 6
Liverpool ) or 43 15 6

Liverpool, Quebec, Montreal, Samia, steamer to Thunder
Hay or Silver Islet, and back by same route t
Liverpool

o [ 37 19
.. ) or 42 19

Liverpool, Quebec, Montreal, Toronto. Collingwood, \ £34 19 ,0
steamer to Thunder Bay or Silver Islet, and back by J. 37 19
same route to liverpool J or 42 19

Liverpool, Quebec, Montreal, Sarnia, steamer to Duiuth, j „,„ ^ ^

N.P.Ii.H. to St. Vincent and Red River, steamer ( .\ q „

to Fort Garry or Winnipeg, and back bj' same | ^, , q

route to Liverpool )

Liverpool, Quebec. Montreal, Toronto, Collingwood, ) „ .„ ^ „

steamer to Duiuth, N.P.R R. to St. Vincent and Red ( **g ^ q

River, steamer to Fort Gairy or Winnipeg, and back {^ -. ^ ^^

by same route to Liverpool j

Liverpool, Quebec, Montreal, Detroit, Chicago, Milwaukee, i j^j |g q
Ashland, and back V>y same route to Liverpool j^j. ^2 15 o

£34 18

Liverpool, Quebec, Montreal, Deti-oit, Chicago, St. Paul, / 37 18
St. Cloud, and back by same route to Liverpool J ,)j, ^2 18

£4.3 5 6
Liverpool, Quebec, Detroit, Chicago, St. Paul, St. Vincent, 1^ ^g ^ g

Winnipeg, and back by same route to Liverpool '. ^j, 51 5 g

cent, /

Liverpool, Quebec, Detroit, Cliicago, St. Paul, St. Vincent, 1

Winnipeg, returning same route to Chicago (or Milvvau-/ £44 15
kee), thence by steamer to Sarnia, O. T. Railway tov, ^j jg q
Toronto, boat and rail to Niagara Kails, back to Toronto, f
G. T. Railway to Quebec, and thence by steamer tol or 52 15
Liverpool J

tiff- NoTB.— TiokctB for tbia Tour are only issaed between tt.o Ist May and
the end of October.

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CIRCULAR TICKETS

FROM

LIVERPOOL OR LONDONDERRY,

UT OOlTVIICTIOtr WITH TEE aRAlTS TSUKZ AITS OTBEA IUILWA7S,

fi®" First Class Steamer and First Class Rail, .mi

FARES FOR THE ROUND JOURNEY,

ACCORDING TO POSITION OF BERTH OCCUPIED ON OCEAN STEAMER.

^UT VIA Quebec 8^ T(etuf(p^ via 5Paltimof(e.

Form

No8.

2569

2570

ROUTE.

FARES.

To Quebec, Portland, Boston, New York (all Rail),'] £26 5 i
Philadelphia, Baltimore, and thence by Steamer to ^ 29 5 j
Liverpool J or 34 6 i

To Quebec, Portland, Boston, New York (I!ail and) £25 16 6
Steamer), Pliiladelphia, Baltimore, and thence by i 28 10 6

Steamer to Liverpool j or 33 IG 6

2571

2572

2573

2676

To Quebec, Gorliam, Summit, Fabyan, North Conway,^ £29 4
Portland, Boston, New York (all IJail), Philadelphia, }■ 32 4
Baltimore, and thence by Steamer to Liverpool J or 37 '4

To Quebec, Summit, Fabyan, North Conway, Portland, ) £28 16 "6
Boston, New York (Steamer), Philadelphia, Baltimore, > 31 16 6
and thence by Steamer to Liverpool ) or 36 16 6

Quebec, Gorham, Summit, Wells River, Springfield, ) £29 2
New York (Rail), Philadelphia, Baltimore, and thence > 32 2
by Steamer to Liverpool )or 37 2

To Quebec, Groveton, Fabyan, North Conway, Boston ) „.,_ ,, „

(E. R. R.), Providence, New Haven, New York (Rail), ( Zi \' q

Philadelphia, Baltimore, and thence by Steamer to j gV q q

Liverpool )

BMHaHM

JBJZ

OUT via aUEBEC and RETURN via BALTIMORE.

Form

Nor.

ROUTE.

FARES.

2577

To Quebec, Slicrbrooko, Wells River, Concord, Boston, l £26 18
New York (Sound Stciiracr) to rhilndclphin, Baltimore, V 28 18
and thence by Steamer to Liverpool ) or 33 18

2579

To Quebec, Montreal, St. John's, White River Junction, ^
Springfield, Now York, Philadelphia, Baltimore, and
thence bv Steamer to Livoi'Dool J

£25 18

28 18

or 33 18

2580

To Quebec, Montreal, Rouses Point, Albany, New York) £25 18
(Rail to), Philadelphia, Raltimorc, and thence by V 28 18
Steamer to Liverpool ) or 33 18

8589

To Quebec, Montreal, Prescott, Kingston, Toronto, Niagara £28
Falls, Albany, New York, Philadelphia, Baltimore, 31
and thence by Steamer to Liverpool or 36

8592

To Quebec, Montreal, Prescott, Kingston, Toronto, Niagara ) £27 16
Falls, Rochester, Elmira, Ilarrisburg, Philadelphia, [■ 30 16
Baltimore, and thence by Steamer to Liverpool J or 35 16

2598

To Quebec, Montreal, Prescott, Kingston, Toronto, Niagara^ £28
Falls, Elmira, Binghampton, New York, Philadelphia, > 31
Baltimore, and thence by Steamer to Liverpool j or 36

2594

To Quebec, Montreal, Prescott, Fingston, Toronto, Niagara"^ £27 10
Falls, Buffalo, Waverley, Luthlehcm, Philadelphia, S- 30 10
Baltimore, and thence by Steamer to Liverpool j or 35 10

2595

To Quebec, Montreal, Prescott, Kingston, Toronto, Niagara
Falls, Rochester, Williamsport, Catawissa, Reading,
Philadelphia, Baltimore, and thence by Steamer to |
Liverpool j

£27 16

30 16

or 35 16

2596

To Quebec, Gorhkm, Summit, Profile House, Wells River,
Burlington, Lake Champlain, Lake George, Troy, New
York, Philadelphia, Baltimore, and thence by Steamer '
to Liverpool

£.30 17 6

33 17 6

or 38 17 6

2598

To Quebec, Sherbrooke, Newport, St. Alban's, Burlington,
Lake Champlain, Lake George, Albany, New York,
(Rail), Philadelphia, Baltimore, and thence by Steamer
to Liverpool

£27

or 35

X
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CO.

3
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iiiiinriiii Ji ;^^ ;•;:,■■• gys* ' ■ ^aawBW* iaiiM«iiiiiiii»*"

OUT via aUEBEC and SETUHN via BALTIMORE.

Form

N08.

ROUTE.

FARES.

2699

To Quebec, Montreal, Ottawa (by boat), Toronto, Niagara )

"^ lia, >

£28
Falls, Buffalo, Waverley, Bethlehem, Philadelphia, V 31
Baltimore, and thence by Steamer to Liverpool ) or 36

2701

To Quebec, Montreal, Prescott, Kingston, Toronto, Niagara) £32 12 6
Falls, Buffalo, Detroit, Chicago, Pittsburg, Philadelphia, j. 35 12 6
Baltimore, and thence by Steamer to Liverpool ) or 40 12 6

2702

To Quebec, Montreal, Prescott, Kingston, Toronto, Detroit, j „„„ o

Chicago, Buffalo, Niagara Falls, Albany, New York, ( 'ik 9

Philadelphia, Baltimore, and thence by Steamer to ( , \(. „ «

Liverpool ] °^ 4U ^ U

CIRCULAR TICKETS

FrvOM

LIVERPOOL OR QUEENSTOWN.

^" First Class Steamer and First Class Rail. -^

FARES FOR THE ROUND JOURNEY,

ACCORDING TO POSITION OF BERTH OCCUPIED ON OCEAN STEAMER.

^UT VIA pALTIMOF(E % T(eTUR]M VIA QuEBEC.

Ronto
Number.

P.R. Form
of Ticket.

— . 1

ROUTE. FARES. |

. 1

4365

To Baltimore, Rail to Philadelphia, New York, ] £26
Sound Line Steamers to Boston, Eastern /
Railroad to Portland, Grand Trunk Railroad V 29
to Quebec, and thence by Steamer to Liver- 1
pool ) or 34

4367

To Baltimore, Rail to Philadelphia, New York,"
Sound Line Steamers to Boston, Eastern
R. R. to Portland. Portland and Ogdensburt,'
R. R. to Fabyan, Boston C. and M. R. R. to
Base of Mount W.ashington, Mount Wash-
ington R. R. to Summit of Mount Washing-
ton, Stage to Glen House, Stage to Gorham,
Grand Trunk R. R. to Quebec, and thence
by Steamer to Liverpool

£28 13

31 13

or 30 13

4368

To Baltimore, Rail to Philadelphia, New York,'^
N. Y., N. H., and H. R. R. to New Haven,
Springfield, Conn. River R. R. to South
Vernon, C. Vermont R. R. to White River
Junction, Passumpsic to Wells River, Boston,
Conn, and Mount R. R. to Base of Mount
Washington, Mount Washington R, R. to
Summit of Mount Washingt<m, Stage to
Glen House, Stage to Gorham, Grand Trunk
R. R. to Quebec, and thence by Steamer to
Liverpool ,

£28 10

31 10

or 30 10

/.,.,.,.. —

OUT via BALTIMORE and RETURN via aUEBEC.

Route
Number.

R.R. Form
of Ticket.

ROUTE.

FARES.

•

4369

To Baltimore, Rail to Philaielphia, New York,"
N. Y., N. H., and H. n. R. to New Haven,
New London, N. Y,, P. and B. R. R, to
Providence, Boston and P. or U.R. to Boston,
Eastern R. R, to North Conway, Portland
and Ogdensburg R. R. to Fabyans, Boston,
Conn, and Montreal R. R. to Wing Road,
Groveton Junction, Grand Ti-unk R. R. to
Quebec, and thence by Steamer to Liverpool^

£27 2

30 2

or 35 2

4370

To Baltimore, Rail to Phi\jidelphia, New York, ]

Sound I-ines to Boston, B. L. and Nashua/ £26
R. R. to Nashua, Concord R. II. to Concord, I on n n
B.C. and M.R.R. to Wells River, Passumpsicf ^J " "
R. R. to Sherbrooke, Grand Truuk R. R. to \ or 34
Quebec, and thence by Steamer to laverpool j

4325

To Baltimore, Rail to Philatlelphia, New York, )

N. Y., N. H., and H. R. R. to New Haven,/ .-626 5
Springfield, Conn. River R. R. to South l „„ . „
Vernon, Central Vermont R.R. to St. John's, f ^ "
Grand Trunk R. R. to Montreal and Quebec, I or 34 5
and thence by Steamer to Liverpool J

4329

To Baltimore, Rail to Philadelphia, New York, 1

Day Line Steamers to Albany, D, & H. Canal / £26 2
Co. to FortTiconderoga. Cham. Tran.s. Co. tol on o n
Plattsburg, D. and H. Canal Co. to Rouses f ^^ ^ »
Point, Grand Trunk R. R. to Montreal audi or 34 2
Quebec, and thence by Steamer to Liverpool J

3776

and

Ezo.z 7

To Baltimore, Rail to Philadelphia, New York,"
Day Line Steamers to Albany, N. Y. C. and
H. R. R. R, to Niagara Falls, Toronto,
Kingston, Prescott, and Montreal to Quebec,
and thence bv Steamer to Liverpool

£27 15

30 15

or 35 15

3214

and

Ezo. z 7

To Baltimore, Rail to Philadelphia, Penn. R. R.^
to Hai-risburg, North Central R. R to Sun-
bury, Philadelphia i: Erie R. R. to Williams-
port, North Central It. R. to Canandaigua,
N. Y. C. and H. R. R. R. to Niagara Falls,
Toronto, Kingston, Pre.'cott, Montreal Que-
bee, and thence by Steamer to Liverpool...^

£27 12 6

30 12 6

or 35 12 6

3810

and

Ezc. z 7

To Baltimore, Rail to Philadelphia, New York, ) 4.-97 le n
Erie R. R. to Niagara Falls, Toronto, f 30 15
Kingston, Prescott, Montreal, Quebec, and ^ ijk ir n
thence by Steamer 10 Liverpool ) ' "^

To Baltimore, Rail to Philadelphia, Bethlehem, J j?27 10
Waverley,NiagaraFall8,Lewistown,Toronto, f 30 10
Kingston, Prescott, Montreal, Quebec, and ( „- , „ „
thence by Steamer to Liverpool )

^"^■PWI"

OUT via BALTI2I0IIE and EETUBN via QUEBEC.

Ronte
Number.

R.R. Form
of Ticket.

ROUTE.

FARES.

To Baltimore, Rail to Philadelphia, Reading,
Elmira, Rochester, Niagara Falls, Toronto,
Montreal, Quebec, and thence by Steamer (
to Liverpool... .

£27 7

30 7

or 35 7

13 4371 , To Baltimore, Rail to Philadelphia, New York,
N. Y. C. and H. R. R. R. to Troy, D. and H,
Canal Co. to Glens Falls, Stage to Caldwell,
Steamer to Baldwin, D. and H. Canal Co.
to Fort Ticonderoga, Champlain Trans. Co.
10 Burlington, Central Vermont R. R. tq £30 5
Montpelier. Montreal and Wells River R. R.
to Wells River, B. C. and Montreal R. R. to ^ :« 5 I
Littleton, Stage to Profile House. Stage to
Bethlehem, B. 0. and Montreal R. R. to Base or 38 5
of Mount Washington, Mount W.ishington
R. R. to Summit of Mount Washington,
Stage to Glen House, Stage to Gorham,
Grand Trunk R. R. to Quebec, and thence

j by Steamer to Liverpool ^

14 4372 I To Baltimore, Rail to Philadelphia, New York,"
Sound Lines to Boston, Eastern R.R. to North
Conway, P. and O. R. R. to Glen Station,
StAge to Glen House, Stage to Summit
of Mount Washington, Mount Washington
R. R. to Base of Mount Washington, B. C. and £30
Montreal R. R. to Fabyans, Portland and
Ogdensburg. R. R. to Crawford House, )■ 33
Fabyans, B. C. and Mont. R. R. to Bethlehem,
Stage to Profile House, Stage to Littleton, or 38
B. C. and Mont. R. R. to Wells River,
Passumpsic R. R. to Newport, Souih Eastern
to St. Johns, Grand Trunk R. R. to Mon-
treal, Rich, and Ontario Nav. Co.s Steamers
or Grand Trunk R. R. to Quebec, and
thence by Steamer to Liverpool

4873 To Baltimore, Rail to Philadelphia. New York,
Day Line Steamers to Alb.-iny. D. & H. Canal
Co.'toGlensFalls, Stage to Caldwell. Steamer *:27
to Baldwin, D. & H. Canal Co. to Fort
Ticonderoga, Champ. Trans. Co. to Burling- }■ 30
ton. Central Vermont R. R. to Richford,
South Eastern R. R. to Newport, Pas.sumpsic or 3.5
R. R. to Sherbrooke, Grand Trunk R, R. to
Quebec, and thence by Steamer to Liverpool j

To Baltimore, Rail to Philadelphia, Bethlehem, \
Waverlcy,NiagaraFalls,Lewistown,Toronto. r
Prescott, Ottawa, Montreal, Quebec, and I
thence by Steamer to Liverpool )

To Baltimore, Rail to Philadelphia. Penn. R. R.
to Pittsburg, Pitts, Fort Wayne, and C. R. R.
to Chicago, thence to Detroit, Buffalo, (
Niagara Falls, Toronto, Kingston, Prescott, j
Montreal, Quebec, and thence by Steamer]
to Liverpool

£28 2

31 2

or 36 2

£31 5

34 6

or 39 5

BES8EBI

titiiummmtmmmmmilllim

iMMHta

a
z

'ui
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iteitt

OUT via BALTIMOEE and EETUBN via aUEBEC.

Ronte
Number.

,. ^

Q
2
<

CO.

c/i
'ui

GT
OC
O
UJ

5.
o
a:

R.II. Form
of Ticket

4364

ROUTE.

FARES.

To Baltimore, Rail to Philadelphia, New York,
N. Y., N. H., and H. K. R. to New Haven, j
Springtield, Boston and Albany R. R. to(
Boston, Eastern R. R. to Portland, Grand ;
Trunk R. R. to Quebec, and thence by]
Steamer to Liverpool

£26 15

29 15

or 34 15

4366

To Baltimore, Kail to Philadelphia, New York,
N. Y.. N. H., and H. R. R., to New Haven,
Springfield, Bost(jn and Albany P R. to
Boston, Eastern R. R. to Portland, Portland
and Ogdensburg R. R. to Fabyaus, Boston,
Conn, and Montreal R. R. to Base of Mount
Washinp-ton. Mount Wa.shington R. R. to
Summit of Monnt Washington, Stage to
Glen House, Gnrham, Grand Trunk R. R. to
Quebec, and thence by Steamer to Liverpool^

£29

or 37

To Baltimore, thence per Northern Central
R. R. to Harrisburg, Williamsport, Elmira, j
Watkins Glen, Niagara B"'alls, Lewistown, '
Toronto, Royal Mail Steamers or Grand ;
Trunk Railway to Quebec, and thence by|
Steamer to Liverpool

£27 3

30 3

or 35 3

To Baltimore, Harrisburg, Williamsport, El-
mira, Watkins Glen, Niagara Falls, Lewis-
ton, Toronto, Prescott. Ottawa, Montreal,
Quebec, and thence by Steamer to T Jverpool

To Baltimore, Washington, Chicago, Detroit,
Buffalo, Niagara Falls, Toronto, Kingston,
Prescott, Montreal, Quebec, and thence by
Steamer to Liverpool

To Baltimore, Washington, Cincinnati, Louis- "
ville, Mammoth Cave, Louisville, Indian-
apolis, Chicago, Detroit, Buffalo, Niagara'
Falls, Toronto, Kingston, Prescott, Mon-
treal, Quebec, and thence by Steamer tol
Liverpool

£28

or 36

£30 10

33 10

or 38 10

To Baltimore, Washington, Cincinnati, Indian-
apolis, Chicago, Detroit, Buffalo, Niagara/ £31 10
Falls, Toronto, Kingston, Prescott, Mon- V 34 10
treal, Quebec, and thence by Steamer to ( or 39 10
Liverpool

£.34 10

37 10

or 42 10

To Baltimore, Washington, Cincinnati, Louis-
ville, Mammoth Cave, Louisville, St. Louis, | £34 15
Chicago, Detroit, Buffalo, Niagara Falls, V 37 15
Toronto, Kingston, Prescott, Montreal, ( or 42 15
Quebec, and thence by Steamer to Liverpool

|jSfOF(IVlATIO|^ FOF{ yOUF(I^Tp

TO THE

United States and Canada.

— — ooj^ioo—

The foregoing routes are si)ecially arranged for the use of
tourists aud travellers who visit the United States and Canada
for the purpose of seeing the principal cities and some of the
finest or most characteristic scenerj\ A little information as
to some of the places to be visited on the way may here be
found acceptable.

July and August are the fashionable tourist months in
the United States, but they are by no means the most favour-
able months during which to travel. September is believed
to offer most attractions in the north, while Autumn or Spring
(May) are the best seasons for California.

Generally speaking, hotel expenses in the United States
and Canada are not in excess of what is charged in England,
whilst the railway fares are much less. There are two classes
of hotels in the United States, viz., those kept on the
European plan, and those on the American plan. Hotels
on the American plan are boarding-houses ; the traveller is
provided with a bedroom, has the use of the public rooms of
the hotel, and takes his meals in the dining-room. These
meals usually consist of breakfast (between seven and eleven),
luncheon (between twelve and one), dinner (between four aifd
seven), and supper (between eight and eleven). At each of
these meals the traveller may select from the bill of fare any
dishes he likes. No charge is made for lights or attendance.
Tiie usual charges at first-rate hotels of tliis kind are 3 to 5
dollars.

Ul
CQ
M

O
&

t MPi ' WM.M

rfl

First-class railway tickets arc available wiHiout limit m
to time. As a rule there is only one class, but on many lines
Ist, 2n(l, and 3rd (or emigrant) tickets are ii^sued, as in
Europe. The holder of a first-class ticket is entitled to travel
by express trains ; he may break his journey as he pleases,
and is admitted (on extra payment) to the parlour or sleeping
cars. Second-class passengers may travel by express, but
their tickets are limited as to the time within which they may
be used, and they are not admitted to parlour cars. Dining-
room cars are attached to many trains (charge for dinner
usually 75 cents). "Eating stations" are met with at suit-
able intervals. Baggage — 100 lbs. are always allowed free,
and no charge is made for checking or storing. On handing
over the baggage to the baggage master at the " depot " (or
station) he attaches a brass check to it and presents a dupli-
cate check to the owner. It is returned only on presentation
of this check. A baggage agent generally collects these
checks on the train, and on payment of a small fee undertakes
to forward the baggage to any part of the town. Omnibuses
(50 c.) generally await the arrival of each train to convey
passengers to the hotels.

QUEBEC is the oldest city in the Dominion. It was founded
in 1608, by Champlain, and captured by General Wolfe in
175V). It consists of a Lower Town (the principal place of
business, with Exchange, Post Office, &c.) and an upper town,
strongly fortified. The first walk should be to the Citadel,
on Cape Diamond, considered to be impregnable. From it
can be seen the monument' on Abraham Plains, erected in
honour of Wolfe and Montcalm.

A visit should be paid to the Montmorenci Falls, 9 miles
from Quebec (fall 250 feet), and to the " Natural Steps,"
three-quarters of a mile above them.

There are two lines of Railway to Montreal, viz., the Grand
Trunk Railway on the south side, and the North Shore Rail-
way on the north side of the St. Lawrence, and a magnificent
service of Passenger Steamers plies on the river daily.

■tt

Excursion to the Saguenay. — The steamer leaves
Quebec in the morning. Below Orleans Island, the St.
Lawrence is never less than 10 miles wide, and its water
salt. At Grosse Isle (24 miles) is quarantine station for
immigrants. Then follow Crane, Goose, and other islands.
Steamer stops first at Murray Bay (Malbaie, 90 miles) and
then crosses over to Riviere du Loup or Fraserville, where
she remains during the night, the passengers sleeping on
board.

Early in the morning she crosses over to Tadousac (20
miles), at the mouth of Saguenay, and proceeds for 60 miles
up that remarkable river, which runs through a cleft in the
rocks, with walls rising on either side perpendicularly to a
height of 1500 feet. Among the remarkable precipices pointed
out are Cape Eternity, Trinity Rock, and Statue Point. At
Ha Ha Bay the steamer stops and then returns to Riviere du
Loup, which is reached in the evening. Visit the Waterfall,
one mile from village. The journey from Riviere du Loup to
Quebec or Montreal can be performed by Rail.

MONTREAL, the principal city of the Dominion of
Canada, is situated on an island of the St. Lawrence, at the
mouth of the Ottawa. The name of the Indian village which
stood on its site was Hochelaga, and the first European settlers
arrived there in 1542. A majority of the inhabitants are of
French descent and Roman Catholics. Mount Royal lies at
the back of the town, and fine quays line its Tv\^r front. A
magnificent railway bridge, named in honour of Queen
Victoria, and 9194 feet in length, crosses the St. Lawi-ence.

The following are objects of interest : — St, Paul's-street,
the chief business thoroughfare, on the river (Custom-house) ;
Exchange, in Sacrament-street ; Victoria-square (St. Patrick's
Hall); Charles-street (Post-office); Place d'Armes (Cathedral
Notre Dame, with two towers, each 220 feet high. Seminary of
St. Sulpice, several banks) ; Notre Dame-street (Court-house) ;
Bonsecour's Market (ascend the dome) ; Champs de Mars
(Geological Museum) ; Christ Church (Protestant), with a
spire 220 feet high ; St. Andrew's Church, a miniature copy

badjiSiSsaeaMB

of SaliHbury Catliedral ; New Catholic Cathedrul jind Hospital,
in DorcheHter-street. Drive round Mount Uoyiil, past McGill's
College and Mount Royal Cemetery.

Montreal to Ottawa.— By rail direct or by water and
rail. For latter route, proceed from Bonaventure-street
Station, by rail, to Lachiue (10 miles), an old village, the
old headquarters of the Hudson's Bay Company. Steamer up
Lake St. Louis, an enlargement of the St. Lawrence, past
St. Ann's, and through the bridge of the Grand Trunk
Railway, up the Ottawa and through Two-Mountain Luke,
to Carillon, at the foot of the lower rapids (50 miles). —
Here leave the steamer and proceed by rail to Grenville
(12 miles), where another steamer awaits. Steamer u}) the
river to Ottawa (50 miles) through a densely- wooded country,
and past L'Original and Buckingham.

Ottawa, the new capital of the Dominion, occupies a
most picturesque position on the Ottawa river, which forms
the Chaudiere Falls, and is spanned by a suspension bridge.
High on Barrack Hill, the new Parliament House, Govern-
ment Offices, and the Queen's Printing House, most imposing
blocks of buildings in the Gothic style, very different from the
Capitols of American cities. Observe the lumber " shoots " on
the river. ' . .

Ottawa to Kingston. — Rail 113 miles. After a ride of
three hours you reach Prescott, on the St. Lawrence (54 miles),
then follow the left bank of that river as far as Kingston,
where it debouches from Lake Ontario. Kingston, the old
capital of Canada, was founded in 1 783, on the site of Fort
Frontenac of the French. It is fortified.

Kingston to Montreal.— By the St. Lawrence. 170
miles in about 10 hours. The boat starts about four in the
morning, passing through the Thousand Islands (actually
about 1800), which extend for a distance of 40 miles. You
then reach Prescott, and the American town of Ogdensburg,
nearly opposite. Below these towns Albert Bridge spans the
river. It is 15,500 feet in length, and cost £800,000 to build.
Then begins the most interesting and exciting part of this
journey, viz., " Shooting the Rapids," a feat first attempted

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in 1840, after tlie course taken by lumber-vafts had been
watched. The rapids are avoided by canals, but these are
used only by vessels going- up the stream. The rapids known
as the Gallopes are encountered first ; the Long Sault Rapids
are the longest ; but the Lachine Rapids, wliich are reached
after having crossed the Lake of St. Louis, close to Montreal,
are the most formidable of all.

SHOOTING THE RAPIDS OF THE ST. LAWRENCE.

Mr. Wm. Morris, Author of Letters sent Home, Canada
and the United States, writes as follows : —
" My object in returning to Montreal was that I might go
from thence, by the Grand Trunk, to Brockville, and, tsiking
one of the river boats there, make the journey of the river
from above the first Rapid to bek)w the last one ; closing the
trip by sailing under the Victoria Bridge at Montreal. It
was now some eighteen days since I first set foot in Montreal.
Since then I had travelled some thousands of miles over the
North American continent, and I had seen many strange and
wonderful sights. But I found Montreal quite as taking on
my second as on my first visit. Its fine streets and noble
buildings were as attractive as ever. Some of my fellow
voyagers by the Moravian were still hanging aljout the hotels,
but the majority of them had gone on into the country. On
going to the Allan office, I found that the Circassian left
Quebec for Liverpool on Saturday morning at 10, and that
tliere was only just time for me to get to Brockville, and,
taking the boat in the morning, return to Montreal by the
evening, and then catch the Circassian by the Mail train by the
Grand Trunk Railway. Indeed, the time was so close that I
was strongly recommended to give up the idea of shooting the
more distant Rapids, and to confine myself to doing the
Lachiue Rapid, which is situate only a few miles from Montreal.
But I was too much bent :)n doing the whole of the river
journey to be dissuaded from my project. So, after renewing
my acquaintance with the Cathedral and several other places
of interest, and having sent my baggage on to Quebec, I started
for Brockville, which place I reached late at night.

What can I say of the river journey from Brockville
to Montreal? I know not how to describe it. There is little
or no difficulty in describing- many things one meets with,
both home and abroad, for the simple reason that little more
is required than the reproduction before the mind's eye of
some object which has been actually seen by the bodily eye of
those for whom the account or description is intended. Along
the banks of the river I saw some Indians and their wigwams.
In England, we have a marauding people, called gipsies, who
live, or did live, some years ago, before county policemen were
so common, and highway boards were thought of, under canvas
tents, along the sides of our country lanes and bye-ways. The
Indian wigwam is higher and more conical in shape than the
gipsy's tent, but otherwise very like it. The Indian has
broader shoulders, is of a more squat build, is less lithe in his
movements, and more dreamy and indolent in his looks than
the gipsy. He has a piercing eye — the eye of the hunter, but
his brown and shaggy unkempt hair drops down from his
head in straight lines. When I tell you that with these and
sundry other little diiferencea, the North American Indian is
very like the English gipsy, I think you may form some idea
of what an Indian and his wigwam are like. I saw wild fowl
on the lake, and I have ate of trout and salmon from the
Canadian , rivers and lakes. I tell yon the colour of the
feathers of the fowl, and the taste of the flesh of the fish, and
you at once knoAv as much about the whole matter as I myself
do. But how am I to tell you of the appearance of the River
St. Lawrence and its lakes on a fine day ? Around the head
of Christ we place a nimbus, and we feel at once what it
means, and know that it expresses more than any mere com-
bination of letters could express. But we cannot understand
an English summer's day enclosed within a circle of glory. A
French writer once referred to November as the month in
which Englishmen hung and drowned themselves. We want
no one to interpret the meaning of that saying. Since I first
set foot on Canadian soil, I have noticed the sky overhead to
be of one clear colour, without a speck of cloud upon it : It
was so this morning. I have seen the water of the lakes look

so pure, tliat it glistened like a mirror : It was so this
morning. And so clear that you could look twenty or thirty
feet down through it. And the air so invigorating, and yet
80 soft, that you could feel it bracing you up, until you felt
you could snort like a war-horse : It was so this morning
when I stepped on board the river boat, and proceeded down
the stream to " shoot the rapids." It was so until close upon
the time of my returning a second time to Montreal, when
the night set in with singular abruptness, clothing all things
in darkness.

" The boat was crowded in every part. There was a regular
motley company on board. The judge and his family, the
lawyer, the merchant, and the man of business, the shopman
and the artizan, many of them with their wives and children
were there. The excursion season had now set in, and day
after day, I was told, railway cars and steamboats were
crowded to their utmost capacity with pleasure seekers and
tourists doing the " All Round Route." There were some on
board who were doing the journey that they might gratify
those feelings which lay deepest in them, and made them
what they were to themselves, as their outward acts made
them what they were to others. There were those who were
doing the journey because it was the thing to do it, and
because others did it. It was a mercy that there were some
of all sorts on board, for had they been all lovers of nature —
if all could have drunk in the great and matchless lesson of
that journey, the saloons would have remained empty, and
the fore part of the boat would have become so inconveniently
crowded as to occasion serious inconvenience, if not dantrer.
Let us understand our position. The distance by rail from
Brockville to Montreal is 125 miles, and by river about 140.
Between the two points, looking upon the river in its ordinary
course, it would be difficult, if not impossible, to tell in which
direction the river ran, so quiet and placid is its surface. But
between these two points there is an actual descent of two
hundred and twenty-one feet nine inches ; not distributed
over the whole distance of 140 miles, but confined actually
within a distance of 41 miles, situate at eight different points

between the two extreme ones. For instance, about 20 miles
below Brockville we reach a point where, in a distance of two
miles, the river descends eight feet. And here we have the
first Rapid, known as the Gallopes Rapid. Steamers and
other vessels shoot down this Rapid, and indeed down all of
them, right on to Montreal. But no power under the control
of man can send them up the Rapid. To get over this
difficulty, canals are cut alongside the river's bank, taking in
the extreme length of the Rapid, and, being furnished with
the necessary locks, raise the vessel to the required height to
send it out free and unfettered above the head of the Rapid,
which it is thus enabled to escape. Tliese canals, which range
in length from three quarters of a mile to eleven miles
and a-half, are marvels both of engineering skill and
commercial enterprise. By their means, the whole course of
the river St. Lawrence is rendered navigable, both to and fro.
The boundary line parting Canada from the United State?
runs up the centre of the river St. Lawrence from Cornwall,
67 miles above Montreal, and right through all the great
lakes to the North-western shore of Lake Superior. The
canals being on the Canadian side of the river, has had the
effect, I am told, of causing some amount of international
disputes and jealousy. I need hardly add that where the
Rapids are, there the river is partially blocked up by huge
rocks, the tops of which sometimes reach to within a few feet
of the surface of the river, troubling the water very much,
causing it to hiss, and boil, and dash about, and leap, and
dance like mad, to add to the grim grandeur of the scene.
To guide the vessel as it follows its downward course over the
Rapid, between the rocks in safety, demands an actual know-
ledge of every foot in the river's course on the part of the
helmsman, and even when the vessel is in the hands of such a
person, the danger is sufficient to create intense excitement,
if not some little anxiety. The first four Rapids we reached
and passed were unimportant, and excited but little interest,
the most considerable of them being only four miles long,
with a fall of eleven feet six inches. But at length, after we
had journeyed about fifty miles, we neared Long Sault Rapid,

which extends for eleven and a-half miles, with a fall of forty-
eight feet. Steam was kept on till the boat had reached the
head of the Rapid, when it was shut off, and being directed
into its proper course, was carried along by the force of the
rushing waters, as a straw would be carried down a gutter
stream after a thunder-storm, the men at the helm, of courfee,
keeping it in its proper course. But still there seemed a
something wanting. It Avas quite clear that many of those
who were Shooting the Rapids for the first time, were some-
what disappointed, whilst others seemed to know that there
was more to come yet. In the Long Sault Rapid there are
many islands, some of them from one to two miles in length,
by from fifty to a hundred yards wide. These were under
cultivation, and had cattle grazing on them, and looked very
picturesque. Other islands were mere rocks or resorts for
wild fowl. On other islands which we passed we very fre-
quently noticed fishing parties, who were evidently making a
jolly time of it ; living in tents, and cooking and eating their
fish and game on the spot. Perhaps the most striking
feature in the Long Sault Rapid was to watch for the boat's
passing the extreme points of the islands, and, bringing the
eye suddenly upon the boiling surge of the troubled waters as
they eddied past, seeing what our position really was. From
Cornwall, at the foot of Long Sault Rapid, we went on a
further distance of thirty miles, to Coteau-du-Lac, which
brought us to the head of the Cedars', Split Rock, and Cascade
Rapids. We first knew of something unusual being at hand
by the steam being shut off", and the lazy way in which the
boat moved along over the glistening and unrufiled waters.
Up on the pilot-house, a couple of storeys above where I was
standing in the prow of the vessel, several men were very
busily engaged, and the creaking and straining of ropes and
chains could be heard all over the boat. Looking back, along
the sides of the boat, on to the lake beyond, the eye rested on
a scene of what, without profanity, may be called heavenly
grandeur. There was not a breath of air, nor a ripple on the
water to break its silvered face, nor a cloud in tbe heavens to
shut out the glorious blue sky ; the banks of the river, and

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the islands near, were decked with trees, clothed in their
richest foliage, the cedars and the pines, with their many
hues and shades of green forming a border line around both
heaven and earth. It was a scene that made one feel as
though standing in abject nakedness before the throne of the
r.ord of Creation. To stand there was to be like the sparrow
spell-bound and fascinated under the eye of the hawk. When,
in an instant, without a moment's warning, the deck of the
boat seemed to fall from under my feet, the prow of the boat
seemed as though diving down into an abyss, the stern rising
fairly out of the water. I could feel that the breath of every
soul around me was suspended. The boat was diving down
with almost lightning speed, and big tears were to be seen
trickling down many a sunburnt face. T felt that the tears
had burst from my own eyes, through the sheer excitement
of the moment. The engines were still, but I could hear the
breathing of the men at the rudder and the wheel, as they did
their work in the pilot-house above. We were now fairly on
the series of rapids known as the Cedars and the Coteau-du-
Lac. Looking over the bulwarks of the boat, nothing was to
be seen but the boiling, dancing surge ; over the top of which
the boat was gliding like a bird. This continued for nearly
half-an-hour, the distance traversed being a little over eleven
miles, the total fall in the level in that distance being eighty-
two feet six inches. But this fall is not gradual all the way ;
it, in fact, is very irregular. Sometimes it was sufficiently
steep to shoot the boat along like an arrow, and, at other
times, eddying currents would seem to hold, and check, and
play with it in its course. When the speed was the fastest,
the danger was greatcis':, for at such times, on looking over
the bulwarks, the heads of the rocks, which were baying the
water back above, were clearly to be seen, and frequently
appeared to be only a foot or two under the water. At the
bottom of the rapids, the Ottawa river enters the St. Law-
rence, the difference in the colour of the two waters being so
marked that even after thej' have fairly met, you might see
them running along side by side for several miles, until they
become mixed with each other. About fifty miles from this

point up the river is situate the capital of United Canada.
Formerly, when Canada was divided into two provinces, a line
down the river Ottawa marked the boundary between Upper
and Lower Canada. St. Ann's Rapids, which are slightly out
of the course of the St. Lawrence, on the Ottawa river, is the
scene of Tom Moore's well-known * Canadian Boat Song.'

" At length we neared the Lachine Rapids, the last of the
series, situate 16 miles above Montreal. Opposite the village
of Lachine, on the south side of the river, there is another
village, called Caughnawaga, inhabited by Indians. A some-
what celebrated and well-known Indian lives at this village.
When approaching the village our boat drew up somewhat
towards the shore, and the steam being shut off we came to a
pause in our course. Looking out to see the cause of this, I
could see a frail bark, two men being seated in it, one of them
using a long paddle, which he dipped into the water alter-
nately on either side, making towards us. This man was the
old Indian pilot, named Baptiste, who for over 40 years had
piloted the vessels of the Canadian Navigation Company
down the Lachine Rapids. He is now over 60 years of age,
but still possesses wonderful agility and power. It was quite
a sight to see him paddling his canoe across the stream, and
when he seized hold of and climbed up the rope let down the
side of the vessel, and jumped on deck, we gave him a hearty
cheer. Directly lie had taken his place in the pilot-house,
steam was again put on, and we shortly after commenced the
descent. These Rapids are not so long as some of the others
we had passed down, but they are counted far more dangerous
and difficult to navigate. And this I could easily understand
when I saw the boat being turned, and, as it were, twisted,
about in various directions, whilst going its downward course.
There was, in fact, a regular dodging of the rocks which lay
embedded in the river, and the tops of which were clearly to
be seen from the deck. Several times it appeared as tliough
nothing could save us from going on to a rock but slightly in
front of us, but in an instant the vessel's course was turned
aside, and we passed it in safety. : ;; .

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" In due course the Victoria Bridge came in view. And
then we passed under it, and then for the third time I found
myself at Montreal. But my time here was to he shorter now
even than on either of the previous occasions, for in an hour
or so the mail train was to leave for Quebec, carrying the
English mail, and by that train it was necessary I should
travel in order to catch the Circassian, on board of which I
liad secured a berth for the homeward voyage across the
Atlantic."

MONTREAL TO LAKE CHAMPLAIN, LAKE
GEORGE, AND NEW YORK.

Montreal to Rouse's Point (49 miles in 2| hours).
Across Victoria Bridge. At St. John's (27 miles) you reach
the Richelieu river, which follow upwards, as far as Rouse's
Point, where it issues from Lake Champlain.

Lake Champlain is no less than 180 miles in length, and
varies in breadth from 1 to 10 miles. On the east it is
bounded by the green hills of Vermont, on the west by the
Adirondack wilderness, rising in Mount Marcy to a height of
5467 feet, and holding out great inducements to the sportsman
and pedestrian. This fine sheet of water is navigated as far
as Ticonderoga (106 miles). At Plattsburg, the first halting
place, was fought the battle of Lake Champlain, on sea and
land, 1814. Port Kent is one of the landing places for
visitors to Adirondacks. Burlington, opposite, is the seat of
Vermont University. At Ticonderoga, where the steamer
is left, may still be seen the ruins of a fort, one of the first
places captured during the revolutionary war.

A stage branch line runs from here, past the falls of
the Horicon to Lake George (3 miles).

Lake George is smaller than Lake Champlain, but
superior to it, if possible, in natural beauty. The steamer
sails the entire length (36 miles) to Caldwell, a village
where the traveller may remain for the night.

Caldwell to Saratoga (31 miles). By a picturesque
stage-road to Glensfalls, on the River Hudson; thence by rail
in an hour to Saratoga, perhaps the most fashionable spa in

America, its ordinary population of 8000 souls rising some-
times to 30,000 during the season (July and August). Sara-
toga oilers nothing except an opera house, ball-rooms, and
others i)lace8 of amusement, for although the Adirondacks
are within a short distiince (Luzerne or ITadley, near a
charming little Inkq can be reached in an hour's ride by rail),
the immediate vicinity of the place is void of interest.

Saratoga to Troy (!32 miles in one hour by rail). Latter
part of ride doliglitful, the line passing down the Hudson
river, which it crosses near the mouth of the Mohawk and the
Cohoes Falls.

Troy, a city of 50,000 inhabitants, occupies an alluvial
plain on the left bank of the Hudson, overlooked by cliffs.
The suburb of West Troy is opposite. Mount Olympus (200
feet in height) to the north of the town, and Mount Ida to the
west of it, should be ascended.

From Troy by rail to Albany (every hour), or cross over to
AVest Troy (where tliere is a United States Arsenal), and travel
thence by horse-car to Albany (6 miles) every 16 minutes.

Albany, 70,000 inhabitants, was founded by the Dutch,
in 1614, and was known up to 1664 as Willemstadt. Since
1 798 it is the capital of New York State. The Erie Canal
terminates here.

New York can be reached from Albany by rail (143
miles) in four hours.

Catskill Mountains. — 48 miles in about five hours, to
the Mountain House. Start early.

Albany to Catskill. — 37 miles, rail, in 1^ hours. The
line follows the left bank of the Hudson. The only town of
importance is Hudson, 13,000 inhabitants (33 miles). Athens
is opposite. At Catskill Station, cross by ferry.

The Catskill Mountains form part of the Appalachian
mountain system, and attain a height of nearly 4000 feet. A
stage runs from Catskill-landing to the Mountain House
(three hours), whence there is a magnificent view of Hudson
Valley, with the mountains of New England rising beyond it.

Down the Hudson to New York. — 123 miles in about
nine hours. The Hudson river was discovered by Henry

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Hudson in 1608, and its scenery rivals that of the Rhine,
and in some respects surpasses it. It is the first river, too,
which was navigated by a steamer (Fulton, 1807).

Oatskill Mountain House to Catskill-landing. — 12
miles by stage in about two hours. The boat passes about
11 a.m.

Down the Hudson to New York. — 111 miles in 6^
hours. The npper part of the Hudson, as fiu' as Newburg and
Fishkill-landing (51 miles) is distinguished by loveliness
ratlier than by grandeur. The principal places passed thus
far are Rhine beck-landing (21 miles), with Rondont and its
cement manufactories opposite ; and the important city of
Poughkeepsie (36 miles), 22,000 inhabitants, backed by
Vassar Female College, on a commanding hill.

Below Fishkill is the gorge through the " Highlands,"
which extends to Peekskill, a distance of 17 miles. Butter
Hill (1529 feet) rises on the right, Bull Hill opposite. West
Point (60 miles), the famous military academy of the United
States. Anthony's Nose (1128 feet) and the Dunderbury are
passed beyond, and at Peekskill (68 miles), opposite to which
is Caldwell-landing, you debouch upon Tappan Lake, ar
enlargement of the Hudson, in places four miles wide.
Croton (74 miles) lies at the mouth of the Croton river, which
supplies New York with an almost unlimited supply of water.
Sing Sing (70 miles) is a favourite suburban residence of the
New Yorkers. Then fo^ows Tarry Town (85 miles), with its
old Dutch church, attended by Washington Irving, whose
residence (Sunnyside, at Irvington) is pointed out. The
" Palisades," a range of cliffs of columnar basalt, rise opposite.
At Hastings the river again grows narrower ; and having
passed Yonkers (94 miles) and the conventual school on
Mount Vincent, you find yourself within the limits of the
city of New York (111 miles). During the revolutionary
war this part of the Hudson was defended by Fort Washington
and others, all of which have disappeared without leaving a
trace behind.

NEW YORK, the capital of the sta,te of the same name, and
the largest city of the American continent, occupies the larger

II!

portion of Manhattan Island, at the mouth of Hudson River,
which hounds it on the west, whilst an arm of the sea, known as
East River, separates the city from Long Island. The width of
these rivers nowhere exceeds a mile. Opposite to New York,
on Long Island, are Brooklyn, AVilliamsburg, and other places
which must be looked upon as suburbs of the city, and the
same applies to Jersey City and Hoboken, on the western
bank of the Hudson or North River.

The harbour of New York is one of the finest in the
world. Its entrance, at Sandy Hook, is 18 miles from the
" battery," at the southern extremity of Manhattan Island.

New York was founded in 1614, by the Dutch, who called
it New Amsterdam. Its name was changed to that of New
York in 1664, when it fell into the hands of the English. At
that time it scarcely numbered 2000 inhabitants. It boasts
now of a population of 942,377, or, including its suburbs, of
1,600,000 inhabitants.

New York to Newport (150 miles) by Fall River
steamers, starting daily at 4 or 5 p.m., reaching Newport very
early in the morning. The steamer passes up East River and
through Hell Gate into the Long Island Sound. This first
part of the journey most interesting.

Newport (Rhode Island) is one of the most ancient cities
of the Union (founded 1637), and up to its evacuation by the
British it exceeded New York in commercial importance. It
is now one of the most fashionable sea-side resorts.

Newport to Boston, 68 miles in two hours, by Old
Colony and Newport Railway. You cross channel separating
Rhode Island from mainland, and reach Fall River (19
miles), an important manufacturing city of Massachusetts.
The line passes through a pleasant country, with numerous
manufacturing towns.

Alternative Route, New York to Boston, by rail. You
pass Newhaven (73 miles), the largest city of Connecticut,
the seat of Yale College, one of the best known universities
in the States, and the beautiful city of Hartford.

Boston, the capital of New England, is the most
European-looking city in the United States, and may fairly

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boast of its educational institutions, its refinement, and i
wealth. The city proper occupies a peninsula, which is con-
nected by bridges with the suburban towns of Cambridge,
Charlestown, East Boston, and South Boston. Population,
342,000 souls.

The suburbs of Boston are charming.

BOSTON to WHITE MOUNTAINS & MONTREAL.

There is the choice of two routes, one to Portland, Maine,
thence by rail to Gorham ; the other direct from Boston to
Alton Bay and Wolfboro' or Winnipissigeoe Lake, thence to
Conway. -

Mount Washington, 6285 feet, is ascended from Gorham
or Conway by an easy carriage road. There is an hotel at the
top where travellers pass the night.

Mount Washington is the most elevated summit of the
White Mountains, which cover an area of about 40 square
miles, and are considered to rival the mountains of Switzer-
land in beauty. The descent from Mount Washington can be
effected by means of a railway, similar to that of the Rigi,
which takes us to White Mountain House, or by a long Bridle
Path, to Crawford House, the latter deserving the preference,
Crawford B'ouse (1920 feet) is close to the celebrated Willey's
Notch, a narrow defile, 3 miles in length, which should be
explored. If time and strength admit ascend Mount Willey
from here. It rises to a height of 4200 feet, and commands
a most wonderful view.

Profile House stands in the centre of the Franconia
Mountains, which are a portion of the White Mountains.
Proceed by rail to Littleton (25 miles), passing White
Mountain House and Bethlehem on the road ; and thence by
stage (11 miles).

Eagle Cliff and Cannon Mountains close to Hotel. Visit
Echo Lake and ascend Mount Lafayette (5280 ft., bridle path).

Profile House to Plymouth, 24 miles (stage or car-
riage). Th ? road leads through the famous Franconia Notch
and down Femigewasset river. Observe the Basin, the F'"me,
and Harvaad Falls. (Start to meet mail-train at Plymouth).

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At Plymouth Wells River, beautifully situated on the
Connecticut River, in Vermont, we change to the Connecticut
and Passumpsic Railway.

Wells River to Newport is 65 miles, a charming ride.
At Newport (65 miles) Ave reach the southern end of Mem-
phremagog Lake.

Memphremaqog Lake is a beautiful sheet of water, 35
miles in length, and bounded by precipitous cliiFs. About
midway the boundary between Vermont and the Dominion of
Canada crosses it.

Prospect Hill, at the back of the village of Newport,
should be ascended ; then proceed by steamer to Magog, at
the lower end of the lake (35 miles).

The train connects with Montreal and Quebec. The only
station of any importance on tlie way to Montreal is St.
John's, where the Richelieu River, flowing from Lake
Champlain, is crossed. The St. Lawrence is crossed on the
Victoria bridge.

Alternative Route: Newi)ort to Stanstead (6 miles) by
steamer. Thence by train, via Lennoxville and Richmond
(136 miles in 7 hours). The first portion of this journey
leads through a most picturesque country. This is the
most direct route for Quebec.

The traveller bound from Montreal to Niagara can per-
form the journey all the way by rail, or he can go by the line
of steamers plying on Lake Ontario as far as Hamilton,
visiting Toronto on the way.

Niagara can be reached either by rail from Hamilton or
by steamer across the lake from Toronto. Passengers from
the States come by Buffalo or Suspeasion Bridge.

NIAGARA FALLS.

There are excellent hotels on the American as well as on
the Canadian side of the river, the former affording the
easiest access to the Goat Island ana other sides, the latter
the finest view of the Horseshoe Falls.

The Niagara River connects Lake Erie with Lake Ontario,

and is about 36 miles in length. About 22 miles below
Buffalo, its point of egress from the former of these lakes, the
river shoots over a precipice of rock, about 160 feet in height,
and forms the Niagara Falls. Goat Island, in the centre of
the river, divides this fall into the Horseshoe Fall (on the
Canadian side) and the American Fall, the former being
1800, the latter 900 feet in width, and it has been estimated
that no less than 28,000 tons of water are shot over this
precipice ever^/ second. An elegant suspension bridge spans
the rirer immediately below the Falls. It is 1230 feet long
and 256 feet above the river. Lower down the river there is
another suspension bridge, for the use of railway carriages and
foot passengers.

American Side. — Cross bridge to Goat Island, observing
the rapids above the falls. Turn to right. Visit Luna Island
and the Cave of Winds, behind the American Falls. Descend
Biddle's Stairs. Cross over to the new Terrapin Tower, on
Iris Islet, at the back of the Horseshoe Falls. Walk round
Goat Island, crossing to the outermost of the Three Sisters'
Islets, to observe the rapids.

Return over Bath Bridge. Prospect Point, close to
American Falls, and pass down the inclined railway to a place
behind the Falls.

Canadian Side. — Cross by ferry. Past the Museum to
the 'old site of Table Rock. Then up the river for about a
mile to the Burning Spring (inflammable gas). Close by is
Chippewa village (battle 1812). Down the river to the upper
suspension bridge, and over it back to the American side.

If tin?? permits, walk along right bank of river to the
Whirlpools (three miles below falls), the Chasm Tower and
the Devil's Hole (four miles). The column seen in the dis-
tance marks the tomb of the English General Brock, who fell
here in 1812.

I'rrr

NIAGARA TO CHICAGO AND ST LOUIS.

Niagara Falls to Toronto, 43 miles in four hours. By
rail to Lewiston, a small town on the American side, seven
miles below the falls. Queenston, with General Brock's

■MMiH

Ill

monument, is opposite. Embark here on board a steamer,
which makes two trips across the lake daily. At the
mouth of the river (six miles from Lewiston) pass between
Niagara Fort on the American and Massasauga Fort on the
Canadian side. Having stopped at Niagara, a town on the
Canadian side, to receive passengers which have proceeded
thither direct by rail (from Clifton), the steamer strikes across
the lake, and scarcely having lost sight of the land when
the towers of Toronto appear in the distance.

Toronto is the largest city in Ontario. It was founded
in 1793, and now numbers 75,000 inhabitants. Its harbour
is well sheltered, and it boasts of many fine buildings.

Toronto to Detroit, 231 miles (by Grand Trunk Rail-
way) in ten liours. The principal stations are Guelph (48
miles), Stratford (85 miles), and Sarnia (168 miles), the last
station in Canada, at fche point where the River St. Clair
leaves Lake Huron. Here cross into Michigan.

Detroit, Michigan, on the right bank of the Detroit
River, which connects Lake St. Clair with Lake Erie, is one
of the oldest (it was founded in 1670) and most important
cities in the United States. Its population is 85,000, and
both industry and trade are considerable, in which respects it
differs favourably from Windsor and other places in Canada
on the other side of the river. The streets in the lower part
of the town cross at right angles ; those in the upper radiate
from the Grand Circus, like the spokes of a wheel. Many of
them are exceedingly fine, and shaded by trees. The environs
of the city are exceedingly attractive.

Detroit to Chicago, 284 miles. The route leads through
a fine agricultural country, and through extensive forests, but
there is little to attract the attention of travellers.

The site of Chicago was temporarily occupied by the
early French explorers, in the 17th century, but the first
permanent settlement of Europeans only dates from the year
1804, when Fort Dearborn was built, the garrison of which
was massacred eight years after by the Indians. In 1830
there were only 12 houses; in 1837, when the population was
4170 souls, the place was incorporated as a city. In 1843 it

.1?

numbered 7580 mhabitants ; in 1850, 20,260 ; in 1800,
109,063 ; in 1870, 299,370, and it is now said to number
more than half a million. Chicago is built on a plain gently
sloping down to the shores of the lake, and intersected by
the Chicago River, which divides it into three portions. Its
position is an exceedingly favourable one for commerce. A
canal connects it with the Illinois, and railways with all parts
of the Union. It is the leading grain market of the new
world, and has besides this, large dealings in lumber, in stock
and pickled pork. No visitor should leave without inspecting
the grain elevators on the river, the Union cattle yards, the
lumber yards, and packing houses. The conflagration of 1871
destroyed 17,450 houses, rendered 98,500 persons homeless,
and did damage to the extent of £38,000,000, but the city
has arisen from its ashes in renewed splendour, and its wide
streets and palatial edifices need not fear comparison with
those of any other city of the Union.

Chicago to St. Louis. — The route crosses the State of
Illinois, for the most part a level prairie country, offering but
few attractions to a traveller in search of the picturesque.

At Alton (257 miles) the first sight of the mighty
Mississippi is obtained, which 3 miles lower down is joined by
the Missouri. The scenery about here is very fine.

East St. Louis (280 miles) is opposite St. Louis, the
river is crossed here by a magnificent bridge of three steel
arches, the centre one being 520, the two others 500 feet each
wide. They are supported on granite piers. The cost of this
noble structure exceeded 4 million dollars. /•

St. Louis occupies a series of ridges on the west bank of
the Mississippi river, and is the most important city of the
west. It was founded in 1764, as a port of the Louisiana Fur
Company, but as recently as 1830 it had only 5800 inhabi-
tants. In 1860 the population was 160,773, in 1870, 312,963.
The German element is very strong, and the Irish likewise
are numerous, and have largely supplanted the negro in the
hotel service. The lower parts of the city are given up
to business, but at some distance from the river there are
fine streets and avenues, with noble residences.

'I V

ST. LOUIS TO CINCINNATI.

St. Louis to Louisville. — 304 miles in 12^ hours by
day train, in 13f by night train. Cincinnati is 340 miles
from St. Louis (12J liours'journey), andtourists who do not
propose to visit the Mammoth Cave will proceed direct to that
city. The route, generally speaking, leads through an un-
attractive prairie and forest region.

If it is proposed to visit the Mammoth Cave, the tourist
should start with the first train after arrival at Louisville.
He will then reach the cave in the afternoon, about 3 p.m.

On the following morning, if he is an early riser, a
second visit may be paid to the cave, and starting about
9 A.M., he will be back at Louisville at 2.15 p.m., where he
passes the night.

Louisville, the principal city of Kentucky, has a popula-
tion of 130,000 souls, and is situated close to the rapids of
the Ohio river, which are shot by steamers only when the
water is high. Tobacco is the principal staple of trade at
Louisyille. There are also pork-packing establishments,
stockyards, grain-elevators, and ironworks.

Louisville to Cave City.— 85 miles, rail, in four hours,
through pretty country.

The Mammoth Cave is reached from Cave City by stnge,
nine miles in two hours. There is a decent hotel at its moutli,
where travellers can " lay over. " The " Mammoth" is a stalac-
tite cavern, similar to that of Adelsburg, and in the opinion
of judges who have visited both, it is inferior to it. Tlie
Americans, however, look upon it as one of the wonders of
the world. It extends for nine miles or more into the bowels
of the earth, has its underground lakes and rivers, with eye-
less fish, and passages about 200 miles in length. It can be
explored only accompanied by guides, who carry oil-lamps or
torches. There is a long route and a short route, the former
extending over 18, the latter over 12, miles of ground. The
long route alone leads to some of the great sights, amongst
which are the Audubon Avenue, the Gothic Chapel, the Star
Chamber, the Bottomless Pit, the Dead Sea, the Pass el Ihor,

the River Styx, Lake Letlie (crossed in boats), and Echo
River, wliich finds its way hy subterranean passages into
Green River.

Louisville to Cincinnati. — 110 miles (Louisville, Cin-
cinnati, and Lexicon Railway) in 4i hours. The route is not
particularly interesting.

Cincinnati. — Cincinnati occupies two terraces on the
northern bank of the Ohio, which slopes ,upwards Jto the base
of the hills. Its river frontage is no less than ten miles in
length. The city was founded in 1789, on the site of Fort
Washington, but it only increased rapidly in population after
the Miami Canal, which divides it into two divisions, had been
constructed (1830). In 1840, the population numbered
46,383, in 1870, 216,000 souls, amongst whom were 60,000
natives of Germany. Cincinnati is one of the principal
commercial emporiums and manufacturing towns of the West.

A suspension bridge, 2252 feet in length (central span
1057 feet), connects the city with Covington, on the Ken-
tucky side of the Ohio. It was constructed by J. A. Roebling,
the engineer of the Niagara bridge. Another bridge spans
the Ohio higher up.

Visit Mount Auburn (with numerous villas) and Spring
Grove Cemetery, by cars. The latter lies three miles to the
north-west of the city, in the Mill Creek Valley, and may be
reached also by rail (depot in Fifth-street).

CINCINNATI TO BALTIMORE.

597 miles (by Mariette and Cincinnati and Ohio and Bal-
timore Railways) in 23^ to 24 hours.

The Hcenery between Grafton and Baltimore is
amongst the most picturesque to be met with in the United
States, and this part of the route should under any circum-
stances be travelled by daylight.

You should therefore start from Cincinnati by night
train, reaching Grafton, at the western foot of the Alleghanies,
at 12.50 P.M. in the afternoon. Having enjoyed a good
night's rest in a sleeping car, the journey and scenery can be
enjoyed. At Harper's Ferry, which is reached about eight in

■;

the evening, remain for the night. On the following after-
noon, about 2 P.M., resume your journey, and you will
arrive at 5.35 in the evening.

Cincinnati to Grafton, 300 miles in twelve hours.
From Cincinnati to Belpre the route lies through southern
Ohio, which, tliough not devoid of beauty, would hardly repay
the tourist for losing a night to see it. At Loveland (26
miles) cross the Little Miami Ilivcr ; at Chillicothe (99
miles), the Scioto, which is bounded here by beautiful hills.

On reaching Belpre (194 miles), on the Ohio river, the
sleepers should rouse themselves. The bridge here is 7042
feet in length, including the approaches, with two spans 350
feet wide each, and 47 others, and it was built within a space
of 18 months ! On the other side of the river is Parkersburg,
at the mouth of the Little Kanawha, in West Virginia.
Petroleum is in the neighbourhood, as well as coal. Petro-
leum (217 miles) is the very centre of the oil region. At
Clarksburg (277 miles) cross the Monongahela River, and,
before reaching Grafton (300 miles), the Tygart's Valley River.
It is here the fine scenery begins.

Grafton to Harper's Ferry, 199 miles in 7| hours.
Take your seat on the left, up the Three Fork and Raccoon
Creeks to Newburg (13 miles), and then through a most
difficult country, where the route now crosses ravines on bold
viaducts, then clings to the mountain sides or passes through
tunnels, to Cheat River (24 miles). The Briery Mountains
rise on the left, the " backbone of the AUeghanies is seen
on the right. Follow Salt Lick Creek upwards, at first
through dense v/oods, then through a rocky glen, with laurel
shrubs, until you reach Cranberry Summit (38 miles), close to
the frontier of Maryland. At Oakland (38 miles), cross
the Youghoganey river, which follow upwards for a con-
siderable distance, through the " Glades," until you reach
Altamount (58 miles), the highest point of the route, 2700
feet above the sea-level. Then down the Crabtree Valley, to
Piedmont (74 miles) on the north branch of the Potomac and
at the eastern foot of the AUeghanies. Thenceforth follow
the general direction of the Potomac river, which forms the

\m^

boundary between Virginia and Maryland, as fur as Harper's
Ferry, and beyond. After having passed through the gap of
Dan's Mountains, descend the picturesque valley of the
Potomac, having Dan's and Wills' Mountains on the left, and
the Knobly Mountains on the right, as far as Cumberland
(104 miles), a town of some importance, with steel rail mills
and other industrial establishments. About five miles below
Cumberland the route crosses to the right bank of the Potomac.
Cross Patterson's Creek and reach Green Spring Run (117
miles), in a fertile alluvial plain. The south branch of the
Potomac (122 miles) is crossed next,' and tlicu the Little
Cacapon Creek, after which the route leaves the river some
distance to the left, passing through the Paw Paw ridge and
Doe Gully Tunnels, and only returning to the bank of the
lotomac beyond the gap through Sidelong Hill (146 miles).
Soon afterwards the great Cacapon River is crossed, and you
reach St. John's Run (152 miles), a station within a couple of
miles of Berkley Springs. The two next stations, Hancock
(158 miles) and Cherry Run (167 miles), are both on the
Potomac, but having crossed Black River (magnificent views)
leave that river for a\vhile, and passing through a forest tract
first, and a well cultivated country afterwards, reach Martins-
burg (180 miles), where there are extensive railway works. It
was here the Confederates destroyed 87 locomotives and 400
trucks. The country here about is open and well cultivated.
At Vanclievesville (185 miles) cross the Opequan ; pass Kear-
ney ville (188 miles) much mentioned during the war, and at
Duffields (193 miles) you will find yourself at the head of the
Elk branch, which takes you down to the Potomac. You first
behold the river through a tunnel, and soon afterwards find
yourself at

Harper's Ferry (199 miles), at the confluence of the
Shenandoah and Potomac, a prosperous place before the war,
with an arsenal, which was destroyed on the approach of the
Confederates in 1861.

The scenery around Harper's Ferry is very beautiful.
The river is hemmed in by steep mountains, and the
neighbourhood is known as the " Garden-spot of Vir-

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Photographic

Sciences
Corporation

33 WEST MAIN STREET

WEBSTER, N.Y. 14.' 80

(716) 873-4503

CIHM/ICMH

Microfiche

Series.

CIHM/ICMH
Collection de
microfiches.

Canadian Institute for HIstoricai Microreproductions institut Canadian de microreproductions historiquea

1980

»»

ginia." The tourist should visit the Bolivar Heights
above tlie town.

Harper's Ferry to Baltimore.— 89 miles in 3^ hours.
As far as Point of Rocks (12 miles), at the southern termina-
tion of the Catactin Mountain, follow the left bank of the
Potomac, and then follow the direction of the Monocoy
Valley, which cross at Frederick's Junction (23 miles).
Here defeat of General Wallace by the Confederates. You
now pass through a limestone region, and then through slate
hills, until you reach Mount Airy (38 miles), the summit
station between the Potomac and Baltimore. You next pass
down the rugged granite valley of the Patapsco, past Mar-
riottsville (54 miles), Elysville (01 miles), and Ellicott's
Mills (06 miles), to the old relay house station, now called
Washington Junction (72 miles). The last bit of the railway
journey is by no means the least interesting, for there are
ravines, cuttings, and several viaducts, particularly tliat over
Gwynn's Falls, close to Baltimore (80 miles),

Baltimore, the metropolis of Maryland, occupies an un-
even piece of ground to the north of the Patapsco River, which
falls into Chesapeake Bay, 14 miles below the city. It is one
of the pleasantest and busiest cities of the Union, and rivals
Boston and New York as a commercial emporium. Grain
elevators line the harbour, and in tlie Canton suburb, to tlie
east, are packing-houses, sugar refineries, sawmills, foundries,
copper works, &c. The city was founded in 1729, and in
1870 numbered 267,364 inhabitants. It is called the " Monu-
mental City," because of its two or three monuments.
Charitable institutions abound.

Baltimore to Philadelphia.— 98 miles (Philadelphia,
Wilmington, and Baltimore Railway) in 3f liours. On
leaving the station. Fort Henry, at the mouth of the harbour
of Baltimore, is seen on the right.

Havre de Grace, at the mouth of the Susr.ehanna
into Chesapeake Bay, pass Charleston C43 miles), and Elkton
(.52 miles), and beyond the latter cross the proverbial
boundary line surveyed by Mason and Dixon, in 1702-67,
which became famous as the separation between the free and

tlie slave states. Wilmington (70 miles), 30,000 inhabitants,
on the Brandywine, a short distance above its confliieuce with
the Delaware River, is one of the most important towns of
Delaware, with flour mills and numerous manufacturing estab-
lishments. At Gray's Ferry (96 miles) cross the Schuyl-
kill and enter the city of Philadelphia (98 miles).

Philadelphia occupies a level piece of land between the
Delaware and the Schuylkill, and to the west of the latter, and
only in the suburbs towards the north, is the ground un-
dulating and the scenery attractive. Most of the streets
intersect each other at right angles, are narrow, and the
reverse of attractive. Broad-street, running from north to
south, for a length of 23 miles, and Market-street, intersecting
it at right angles, divide the town into four divisions.

Philadelphia was kounded by William Penn, who pur-
chased its site from the Indians, in 1682, but the Swedes had
formed a settlement here long before his arrival. The declara-
tion of independence was signed here on the 4th of July,
1776, and this event was celebrated by a Centennial Exhibi-
tion, held in 1876. The population in 1876 was 817,448 souls,
and, next to New York, Philadelphia is the largest city in the
United States.

Philadelphia to New York.— 87 miles, by Camden
Railway, in about four hours ; or by the Pennsylvania Rail-
way, 90 miles, in about, diree hours.

Baltimor'js to Washington. — 40 uiiles (Baltimore and
Ohio Railway) in one hour. The distance between New York
and Washington, 228 miles, is performed in nine hours.

WASHINGTON.

The site of this city was selected by Washington himself,
and it was laid out in accordance with his plan, but in spite of
the eighty years which have passed since that period only a
comparatively small portion of its area has been built upon,
and hence the sobriquet of " the city of magnificent distances."
Pennsylvania Avenue extends from the Capitol to the Presi-
dent's House, a distance of a mile and a half. Broad avenues,
named after the States of the Union, radiate from the two

terminal points named, and from other points. Streets
running nortli and south arc numbered ; those running east
and west are designated by the letters of the alphabet.

The Capitol, by far the most important building in
Washington, and the prototype of most of the Capitols met
with in other cities of the Union, occupies an elevated site a^
the eastern extremity of Pennsylvania avenue, its main front
facing east. The corner stone of this building was laid by
Washington in 1793. In 1814 the new building was burnt
by Admiral Cockburn, but it was restored in 1818, and two
wings have been added since 1851, and the old dome has been
replaced by one mainly constructed of iron. The length of
the building is 751 feet, it covers an area of 1700 square
yards, and its dome, surmounted by a statue of Liberty, rises
to a height of 396 feet above the ground. The exterior is
ornamented with sculpture.

Through a bronze door, designed by R. Rogers, and
illustrating the lifeof Columbus, you enter the Rotunda beneath
the dome. Historical paintings by American artists, and an
allegorical painting by C. Brumidfi, of which Washington
forms the centre, cover the walls and canopy. By all means
ascend to the top of the dome, from which there is a magnifi-
cent prospect.

The door on the left conducts into the Old Hall of Repre-
sentatives, in which statues of celebrated AmericaDS have been
placed. The door in front leads to the Library of Congress,
(300,000 vols.) and that on the right into the Supreme Court,
formerly used as the meeting place of the Senate. The room
beneath this court, with curious columns, contains the Law
Library. The new House of Representatives is in the south wing
of the building, and its strangers' gallery holds 1200 persons.
The Senate Chamber occupies the other wing. Other rooms,
many of them in the basement, are shown to strangers.

Chief Agencies.

— ^ —

LIVERPOOL Allan Brothers & Co., James Street.

LONDONDERRY ...Allan Brothers & Co., Foyle Street.

GLASGOW J. & A. Allan, 70, Great Clyde Street.

LONDON Montgomerie & Workman, 17, Grace-
church Street.

QUEENSTOWN James Scott & Co.

DUBLIN John Pollen, 10, Eden Quay.

PARIS Alexander Hunter, 7bls, Rue Scribe.

HAVRE C. Brown and J. M. Currle.

ANTWERP Richard Berns, 32, Marche aux Chevaux.

HAMBURG Splro & Co., 38, Admlralltat Strasse.

BREMEN Carl L. Bodeker.

GRONINGEN,Holland,Prlns & Zwanenburgf.
HARLINGEN, do., Prlns & Zwanenburg.

ROTTERDAM Ruys & Co.

AMSTERDAM Oolgraardt & Bruinnier.

COPENHAGEN Johan Rath, Nyhavn, 13.

MALMO Johan Brinck.

GOTHENBURG J. P. Fehrlund.

CHRISTIANIA A. Sharpe.

CHRISTIANSAND ...Thomas C. Hansen.

STAVANGER J. L. Wathne.

TRCNDHJEM J. M. Sellander, Dronningens Gade, 44.

MONTE VIDEO William Samson & Co.

BUENOS AYRES ...William Samson & Co.

QUEBEC Allans, Rae & Co.

PORTLAND H. & A. Allan.

MONTREAL H. & A. Allan.

NEW YORK Leve & Alden, 271, Broadway.

CHICAGO AUan & Co., 72 and 74, La Salle Street.

HALIFAX S. Cunard & Co.

BALTIMORE A. Schumacher & Co.

ST. JOHN'S, N.F. ...Hon. Ambrose Shea.
ST. JOHN, N.B. ...William Thomson & Co.
TORONTO H. Bourller.

[

STEAM TO i:>^DIA.

CITY LINE.

Sailing Fortnightly, via Suez Canal,

FROM

CLASGOW& LIVERPOOL TO CALCUTTA

AND BACK TO LONDON.

CITY OP DAMASCUS (Building) 8750 Tons.

CITYOFAORA 3418 „

CITY 01? LONDON 8818 „

CITY OF VENICE 8306 „

CITY OF MANCHESTEB ..8180 „
CITY OF CAHBIilDGE .. .. 8389 .,

CITY0FKHI08 8246 Tons.

CITY OF SDINBUBGH .. .. 8818 „
CITYOFCANTEBBUBT.. .. 8818
CITY OF CABTHAOE .. .. 86SO

CITY OF MECCA 8890

CITYOFOXFOBD 8888

>•
li

Belonging to Messrs. George Smith ft Sons, Glasgow.

The Stcaniei'8 of this Lino afford excellent opportunities for First-claMS
Passengers to the East, being of the highest class, built expressly for the Trade,
and fitted up with every modem convenience to ensure the Comfort and Safety
of Passengers.

rates' "oiF~PASSAGE MONEY.

CABIN, which includes every requisite, except Wines and Liquors, £50

I>aB8ongerB retornitiK within Six Month* get a rodnction of Vd ymt cent, on Uoiaeward
P«i8iige ; within Twolvo Monthi, 10 por cent.

Half-Pare.

Free.

... £a5'
... £ao.

Children (over Three and under Twelve Years)

One Child under* Three (uo Berth provided)

* If Two in the same Pakty, to be charged £Talf-Faro.

EUROPEAN SERVANTS

NATIVE DO

NOTE.—Theto Steamers touch at Canal Ports on the Outward and Homeward Pasmgu,

[ LIVBBP00L...ALLA2T BBOTHSBS & CO., 19, James Street.

AGENTS \ Lojji^N IfONTOOMZBIE A; WOHKHAN, 17, Oracechurch St.

OWNERS-aZO, SHITB k SONS, 101, St. Vi&cent Street, aiaegow.

itlk.

mHDTRDHKRAMAYOF CANADA

LIVERPOOL TO QUEBEC, in Swnxaer,
PORTLAND, U.S., OR EALIFAZ, N.S., in Winter,

HT THE

^Ilan Ipim of Jtlantk Stemners,

▲KU THUIOB BT THR

GRAND TRUNK R AILWAY.

JhE MO^T 'pLE/g/NT, f 0|^FORT/kBLE, AND JjI^ECT t\0UTE

MONTREAL, OTl'AWA, KINGSTON, TORONTO, DETROIT,

TOLEDO, ST. LDUIS, MILWAUKEE, ST. PAUL, CHICAGO, BUFFALO,

NIAGARA FiiLLS. NEW YORK, BOSTON, BALTIMORE, OMAHA,

SALT LUKE, COLORADO, DENVER, SAN FRANCISCO,
A.n.d all JPoints on the JPcLciJic Coast.

OOMNBOllOHB ARB MADH WSTH THB

PACIFIC MAIL STEAM-SHIP COMPANY'S LINE
To China, Japa^i, Australia, New Zealand, and Vancouver Island.

Tickets issued t>om Europe for Tours embracing Quebec, Montreal,
Toronto, Ottawa, Ri^er St. Lawrence, Thousand Islands, Niagara Falls,
&c., and the principal Cities of the American Continent. Also the
Sa|ruenay River ana the Gulf Portit, White Mountains, Lakes George
and Champlain, and Saratoga.

ROUTES FOH BMITISH SETTLERS FROM

LIVERPOOL to MANITOBA and the NORTH-WEST TERRITORIES.

By OcMn Mail Stsamer (Allan l.in«) to Qu«bec ; by Qrand Trunk Railway

Suebec to Ohicago ; by Ohicago and Nortn-Western, or Ohicago, Mitwaukoo,
8t. Paul Railways from Ohicago to St. PanI ; and by St. Paul and Pacific,
and Oanada Pacific Railway* from iSt. Paul to Winnipeg, and points in
Manitoba and the Qreat Wheat Lands. Passengers can also go by
the Grand Trunk Railway and the Great Lakes to Duluth.

Stoamari tall regslarlj from Oollinffwood ui Stmia, rl* Laksi Snroo »&& Superior,,
to Solntli, thonee b^ the Sfortliem ^muIo uid Cinada ?Mifle &ailirft;ri, nini&iag pftrallol
witli the Bed Biirer, for Xmerion, Suffetin, West Ljaae, Fort darry, and Winnipeg.

TECROXrO-HL aJLJEiQ TO OHIOJLO-O.
PULLMAN CARS ARE ATTACHED TO ALL DAY AND NIQHT TRAINS.
The Grand Trunk Railv^ay is laid v/ith Steel Rails, equipped
-with New Rolling Stock, and furnished with every Modern
Appliance for the Safety and Convenience of Paseengers.

For Rated of Fsmage—Firet Claas and Special Emigrant Fares — or farther infoKxaation.
appljr to McMra. ALLAN BliOTHBRS it CO.. Liverpool ; any of their Aeenta in Great Britain^

or Suropa ; and at the Offlcois of the Onuid Tr«nk Bailva/, ai. Old sroad Street, London.

7. S. EBSfTOir, Stosfftwj.

BHI