li|ii | lI K H Is V ^ ft y, | FU s jt fllJl IL.Jhm K Mm | 1 ft ftoT ft ' ftB |9rgr W m r k y B£ Hr m k B ■ . ■ LjC Sgl H ■ ! 1 “ m & » B i 'HP nRw MBSM. «ft HLiK. HI Hi ft ft ft W W 1 y _ r TLT t lf*lr I V ( if* y 0 ' JlAsy] i 3 , JLsrtf^ Iflc^Ui -9if\V9y The Scientific American H andbook of Travel With Hints for the Ocean Voyage, for European Tours and a Practical Guide to London and Paris Compiled and Edited by Albert A. Hopkins Editor of The Scientific American Reference Book 500 Illustrations New York St^unn & Co., 3!nc., publisher* 1911 Copyright 1910 By MUNN & CO., Inc. Matter Copyright 1902, 1903, 1904, 1905, 1906, 190T, 1908, 1909 by Munn & Co. All Rights Reserved Right of Translation Reserved Into all Languages including the Scandinavian “ <©o, little booh, tF TF 7“1 CD , , CD . 10 i- u- 1 (NO I X I II I I I r o 1 ° 1 ° 1 I iOt>- I I 1 1 u~ —< u- • CD 1 • 1 II II 1 1 • 1 «Jco lOHlOCD’^lOlOClTfiTfiXXNM'HC'lXrHO |'.rfi0»0CDX^CD l 0X , tXN‘0*0NXX(D > O X (MX‘OiOHOOXOCDCMNX^NCDCMC'lX^O ©aOiOffl^ONOOOOfflOH^HNOOO iz HNOXONiOXXCMCDOHNrHONXOTf CDiOCDXX'^CDNXX‘OX‘0‘0‘O^‘OXiO^ NXOHCBXXXOTfiCIXOCDCDONXN 1-TfCOCDiOTfiOLOCDTfLOrfiX‘OiOl'^’^X‘O HXXHOcDrttiONOHCDOcDcDXO^CMO ceWOWWtHfflNMOOONxIiOt-CDNM O HiONiOCMHXOWHXO^OOOHNXH CD *0 Tfi X t- XiOTtiiOXCDLOLO^I^XCDiO OCDXXCDrJi^^OiOHNHCDOXOO^ COiOCDcDOiOCDiOt^iOCD^OXCDCDCD'OiOiO -d O. X NOXNiOOXOHhX'OO^^’tXOOO CM^OCDXHO(MOOOOX^XCDCD-HIO <0 m XX^C')003XCMTt, X OCDWOCOOXHCDCDiOCMNOXNXOO o XOt^XCMCMOXCDOOXCDOCDOJXCMCD 0 x CDOCMNHiOXXlNCMCMHCD(N’^iC^XOX NfXnOkOXCDOOXNCD^XN^NCDNXDCD ^’tNNX’t^CDCM^^'OONXC'HOXN XNNN^Nt^rfXNNCDXNiOiONO^ -t>*'«-^XCOCDCDXt s -*0»OI>.CO"tf & < HX^-HN0505i0O05W(N00iNC000O^ON COiOCO'tOl^COX^cOiOX^iOiO^CDGOCD^ Tf^COOO , t'^rHGOONOl'- , 0 T t , fJOC5CD X l OCDLOcD»0‘-0»-OCOT^‘OiOX t O i O)COiOT'‘0 O O OOCWTf0rp^^COif)^WTt^^OWGOOOOWNiCO5W>O^^^OOWOCONCIW^»O OC^O>005WC'10^C500'NNi0050COCC'^(MCOOC505iC03iOGOOWOO'-r}OCDC5»OCOCCN'£i'^OO^OOOO30iNO5NcOiM ^OjOC«CC l O^WiON»OWON^iOiO©W^CDiOCO^WN’tiOOCOCOCO O 05 ^^HHOOlN^OOiNlNO^OOOSOOHiOHOJOkO^OHONMNOOCOCC W0NTfiO«D^0M^OIOHNNO‘O^^N't'fO'tW^M'«t^COOCOOOWOH(XlC5M *0 Tf CO X I"- .'. 1 >OOf'IG0 U- af lO t}UO -rF iO X CO l - Tji iO iO CO X ^ CO >0 X ''F X ’'F *0 X CM CO rC _ B.s§i ftMtHSUttflB 3 a' w a §: S S3 aa S o 3 « S S o E'C M g Ci! o" m-S O SPS §.£- ".S'G'E o c a o a H S-S a x-a " 2 - 2-3 £.2 o *3 & & g — w " o o t- ^ c -o o ^p2 o> ^rC.OT 0 ~ d c3 d cs cu-- c; o o a>.~ ' d $12 d >'c3 - §° 0-3 2-0 rt „ W) c3 d O • r }~ 1 CC 5 Q) C\J "IS^SJga -- w w •— CZ C3 -L. _l_ O O ,— r—a ^ - r ~' . — __. »- .v »w w — vj w sl/ w— a 03 U -j *>. .,-i ►, <<>^ n g - .T! o 03 cO*h o N fl 3 bfi Table from Cook’s Time Tables. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 7 Length, 790 feet; Tonnage, 32,500; Horsepower, 70,000 8 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL DRINKING WATER AND MEDICINES. The subject of drinking water is an important one. The water on the steamer is all right, but for the first few days after landing the visitor should be cautious about drinking or¬ dinary tap water at hotels, and par¬ ticularly in stations. Mineral water can be obtained everywhere and is very cheap. Ordinary carbonated water may be purchased or natural waters, such as Apollinaris or Per¬ rier water. In Germany, Itosbach water can usually be had as well as Rhens water. In France, St. Galmier and Vichy (still) can be obtained. Tea, coffee and chocolate also prevent the necessity of drinking ordinary water. In England, beers, ales and stout are cheap and good, while in Germany, beer, Rhine wine and Mo¬ selle wine can be obtained everywhere. In France (outside of Paris), wine is good and cheap, while in Italy the wine is plentiful and very cheap. Ice water is practically unknown except at the hotels where the trade of Amer¬ icans is catered to. Here the waiters are apt to bring on ice water before service begins. In many places, as in Italy, there is a small charge made for a little plate of ice. The water of Venice is particularly vile and should be entirely eschewed, as can be vouched for by the writer's experience. A bottle of “Sun” cholera mixture, bismuth and pepsin tablets and a non¬ leaking hot water bag should be taken along. The following is the formula for “Sun” cholera mixture, so that if necessary it can be put up by Conti¬ nental chemists: ^Tincture of capsicum. 1 part. Tincture of opium. 1 part. Tincture rhubarb. 1 part. Spirits peppermint. 1 part. Spirits camphor. 1 part. Mix and filter, dose 15 to 30 drops. A bottle of Jamaica ginger (Brown’s is good) will also obviate many of the little ills incident to travel. Bicarbonate of soda tablets should also be carried to take care of slight attacks of indigestion as well as the bismuth and pepsin tablets men¬ tioned above. The following medicines, etc., should be carried: One small hot water bag. One ounce arnica. Three ounces extract of witch hazel. Two ounces aromatic spirits of am¬ monia. One menthol cone. One styptic pencil. One package court plaster. One narrow bandage. One small package absorbent cotton. One can containing “new skin." One bottle “Sun” cholera mixture. One bottle soda-mint tablets. One bottle bismuth and pepsin tablets. One bottle “listerine,” "borine” or equivalent preparation. If inclined to catarrh, take Dobell solution tablets and a Bermingham douche. These will take up only a small space in the satchel and will cost only about $1.75 to $2.00. They will pack nicely in a small cracker tin. A little old linen, a few yards of stout thread wound around a stiff piece of paper should also be carried. Slight injuries to the hands often oc¬ cur when getting in or out of railway earriages. Some travelers recommend a small bottle of spirits of camphor; vaseline and cream may be carried with advantage. TIME. All calculations of time are based on the sun—not the real sun that we see, but a fictitious sun that keeps better time than the real sun. The time that is indicated by a sun dial is the actual Sun Time; but this is not good enough for the civilized world because the day from noon to noon as marked by the real sun is longer at certain times of the year than at others. However, astronomers have constructed a fictitious sun that gives us days of uniform length, and the time it marks off is called Mean Solar Time. But this does not fully solve the problem of time. We have still to contend with the fact that the sun reaches the meridian successively later as it progresses westward, so that noon in Chicago, for instance, wdll be much later than noon in New York. In fact, noon on the west side of New York would come a few seconds later than noon on the east side. If each town in the country used local mean solar time, the utmost confusion would prevail, particularly on railroads con¬ necting the towns. To avoid this con¬ fusion it has been found necessary to establish certain zones in which uni- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 9 NEWFOUNDLAND IRELAND Belgium, Italy and Spain use 24-hour clocks. The morning hours are the same as those of a 12-hour clock, but the afternoon hours begin with 13 o’clock and run to 24 o’clock, midnight. We show, above, the afternoon hours of a 24-hour clock marked opposite the corresponding hours of a 12-hour dial. The small dials show what time it is in countries that use local standard time when it is 12 o’clock in New York. Time based on that at the Capital. GREECE Copyright 1010 by Mrnrn & Co., Inc, SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL ALASKA INCLUDES BULGARIA EGYPT TURKEY The small dials show what time it is in those states and countries of America and Europe that use Standard Greenwich time, when it is 12 o’clock in New ^ ork Copyright 1910 by Munn & Co., Inc. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 11 form lime is observed. It takes the sun twenty-four hours to circle the earth (to be sure it is the earth that moves, hut for convenience we will consider that the earth is station¬ ary and that the sun is moving around it). The earth is divided into 3G0 degrees of longitude. Therefore it takes the sun one hour to traverse 15 degrees of longitude. The United States and the majority of the European countries have decided to establish time zones approximately 15 degrees wide, so that the time of one zone will differ from the next adjacent zones by an even hour. The degrees of longitude are measured from Greenwich, and at 15 degrees east of Greenwich the Standard Time used by the surrounding country will be just one hour ahead of Greenwich Time. Regions in the neighborhood 30 de¬ grees east of Greenwich will use time two hours faster than the standard time of Greenwich. The same is true in the westward direction, except that here the clocks will be set slower than Greenwich Time in even hours at in¬ tervals of 15 degrees. Eastern Time is taken from the 75th meridian, which being five times 15 de¬ grees west of Greenwich, makes the time in this zone five hours slower than Greenwich Time. Central Time is taken from the 90th meridian and is one hour slower than Eastern Time and six hours slower than Greenwich Time. Mountain Time is taken from the 105th meridian, and Pacific Time from the 120th meridian. The zones are somewhat distorted, mainly to suit the convenience of railroads. In Europe each country is small enough to be included in a single zone. SATURDAY SUNDAY AUSTRALIA MAP SHOWING INTERNATIONAL DATE LINE 12 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Greenwich Time is used in Belgium, Great Britain, Holland (railways and telegraph), and Spain. Central Euro¬ pean Time, which is one hour faster than Greenwich Time, is used by Aus¬ tria-Hungary, Denmark, Germany, Italy, Norway, Servia, Sweden and Switzerland. Eastern European Time, two hours faster than Greenwich, is used by Bulgaria and Egypt, and, by Europeans, in Turkey, the native time in the last-named country being based on sunset, which being the end of the Turkish day, marks the hour of 12. In Belgium, Italy and Spain the clock dial is divided into twenty-four hours, beginning with 0 at midnight and thus doing away with A. M. and P. M. A number of European countries have not accepted Standard Time based on the meridian of Greenwich, but base their time on a meridian of their own. France, for instance, uses the local mean time of Paris, which is 9 minutes and 21 seconds faster than Greenwich Time. This is the time that appears outside of railroad sta¬ tions, but the clocks inside by which the trains are operated are five min¬ utes slower. Holland clocks are 19 minutes and 32 seconds faster than Greenwich, the time being taken from the Observatory at Amsterdam. Ire¬ land uses local Mean Solar Time of Dublin, and is 25 minutes and 21 sec¬ onds slower than Greenwich. Portu¬ gal takes the local Mean Solar Time of Lisbon, which is 36 minutes and 45 seconds slower than Greenwich. As in France, railroad time is 5 minutes slower, while The Royal Observatory of St. Petersburg sets the standard for Russia, which is 2 hours 1 minute 19 seconds faster than Greenwich Time. Were it possible for a person to travel westward around the world as fast as the sun, time would to him ap¬ pear to be at a standstill. If he started, say, at noon Monday, it would always be noon Monday to him, and apparently there would be no change in his calendar. Yet some¬ where along his course around the world Monday must have ended and Tuesday must have begun. Were the traveler proceeding eastward he would in 12 hours meet, and pass the sun on the opposite side of the earth and would apparently have reached the hour of noon Tuesday. At the end of 12 hours more he would meet the sun a second time and would have to tear off another leaf from his calen¬ dar and call the time noon, Wednes¬ day. In other words, his, journey around the globe would have taken him two days longer than the man avIio traveled with the sun and made the trip in no time. It is a fact that a trip around the earth in a westward direction can actually be made in two days less than a trip in the eastward direction, although the same rate of speed is preserved; but the days of the east-bound traveler would be shorter than those of the west-bound traveler. In both cases the travelers would arrive with their calendars one dav wrong; but a line has been established running north and south at which travelers are obliged to add a day if they cross it going westward or subtract a day if they cross it traveling eastward. In other words, the day is supposed to start and end along this line, which is called the International Date Line. It fol¬ lows the 180th meridian except for a few digressions, as indicated in the accompanying map, to suit the con¬ venience of inhabitants of islands lying nearby. MEMORANDA FOR THE YEAR 1910. Solden Number. XI. Epact. 19 Solar Cycle. 15 Roman Indiction. 8 Dominical Letter. B Julian Period (year of). 6623 Septuagesima Sunday. .Jan. 23 Ash Wednesday .Feb. 9 Lincoln’s Birthday.Feb. 12 Washington’s BirthdayFeb. 22 Spring Commences.... Mar. 21 Good Friday. .. “ 25 Easter Day . '* 27 Ascension {Holy) Thurs¬ day .May 5 Pentecost—Whit Sun’y. “ 15 Trinity Sunday . “ 22 Corpus Christi . ’’ 26 Decoration Day. “ 30 Summer Commences. June 21 Sundays after Trinity. June 26 Independence Day.July 4 Labor Day. *. . . .Sept. 5 Autumn Commences. . Sept. 23 Election Day'.Nov 8 Thanksgiving Day....” 24 First Sunday in Adv't. “ 27 Winter Commences.. . Dec. 22 Christmas Day { S’ud’y) '* 25 It is said that tipping had its origin in Bibile times with the biblical tithes. At any rate ten per cent, is a safe basis for tipping. The usual charge for transporting a cat on transatlantic steamers is $5.00, and birds $4,00 for each cage. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 13 INFORMATION AS TO TIME. CALENDAR FOR THE YEAR 1910. January Su....— 2 9 16 23 M... 3 10 17 24 Tu.. 4 11 18 25 W. . .— 5 12 19 26 Th.. 6 13 20 27 F....— 7 14 21 28 S. ... 1 8 15 22 29 February Su. — 6 13 20 M. — 7 14 21 Tu. 1 8 15 22 W. 2 9 16 23 Th . 3 10 17 24 F. 4 11 18 25 S. 5 12 19 26 March Su. — 6 13 20 M. — 7 14 21 Tu. 1 8 15 22 W . 2 9 16 23 Th. 3 10 17 24 F. 4 11 18 25 S . 5 12 19 26 April 30 Su.... 3 10 17 31 M.... 4 11 18 — Tu.. . 5 12 19 — W. . . - 6 13 20 — Th.. . 7 14 21 — F... . ’. 1 8 15 22 — S.. . . . 2 9 16 23 May 27 Su... . 1 8 15 22 28 M... . . 2 9 16 23 — Tu.. . . 3 10 17 24 — W. . . . 4 11 18 25 — Th.. . . 5 12 19 26 — F.... . 6 13 20 27 — S.. . . . 7 14 21 28 June 27 Su... . — 5 12 19 28 M.... . — 6 13 20 29 Tu.. . — 7 14 21 30 W. . . . 1 8 15 22 31 Th.. . . 2 9 16 23 — F.... . 3 10 17 24 — S. . . . . 4 11 18 25 24 Su.. July — 3 10 17 24 25 M... — 4 11 18 25 26 Tu.. — 5 12 19 26 27 W. . — 6 13 20 27 28 Th.. — 7 14 21 28 29 F... 1 8 15 22 29 30 S.. . 2 9 16 23 30 29 Su.. A ugust . .— 7 14 21 30 M... . . 1 8 15 22 31 Tu.. . . 2 9 16 23 — W. . . . 3 10 17 24 — Th.. . . 4 11 18 25 — F... . . 5 12 19 26 — S... . . 6 13 20 27 26 Su.. September . .— 4 11 18 27 M.. . . .- 5 12 19 28 Tu.. . .-- 6 13 20 29 W. . — 7 14 21 30 Th.. . . 1 8 15 22 — F. . . . . 2 9 16 23 — S. . . . . 3 10 17 24 31 Su. October .— 2 9 16 23 30 — M.. — 3 10 17 24 31 — Tu. — 4 11 18 25 — — W. — 5 12 19 26 — — Th. — 6 13 20 27 — — F.. — 7 14 21 28 — — S.. 1 8 15 22 29 — 28 Su. November . .— 6 13 20 27 29 M.. — 7 14 21 28 30 Tu. . . 1 8 15 22 29 31 W. . . 2 9 16 23 30 — Th. . . 3 10 17 24 — — F.. . . 4 11 18 25 — — S.. .. 5 12 19 26 — 25 Su. December . 4 11 18 25 26 M.. — 5 12 19 26 27 Tu. . . - 6 13 20 27 28 W. — 7 14 21 28 29 Th. . . 1 8 15 22 29 30 F.. ... 2 9 16 23 30 — S.. . . 3 10 17 24 31 MEMORANDA FOR THE YEAR 1911. Golden Number, XII Epact, 30 Solar Cycle, 16 Roman Indiction, 9 Dominical Letter, A Julian Period (Year of 6624) Septuagesima Sunday , February 12 Ash Wednesday, March 1 Lincoln’s Birthday, February 12 Washington’s Birthday, February 22 Spring Commences, March 21 Good Friday, April 14 Easter Day, April 16 Ascension (Holy') Thursday, May 25 Pentecost—Whit Sunday, June 4 Trinity Sunday, June 11 Corpus Christi, June 16 Decoration Day, May 30 Summer commences, June 22 Sundays after Trinity, June 24 Independence Day, July 4 Labor Day, September 4 Autumn commences, September 23 Election Day, November 2 Thanksgiving Day, November. 23 First Sunday in Advent, December 3 Winter commences, December 22 Christmas Day, December 25 CALENDAR FOR THE YEAR 1911 January. April. July. October. Su. . . 1 8 15 22 29 Su. . .— 2 9 16 23 30 Su. . .— 2 9 16 23 30 Su ....1 8 15 22 29 M.. . .2 9 16 23 30 M.. ..— 3 10 17 24 — M... .— 3 10 17 24 31 M... ... .2 9 16 23 30 Tu. . .3 10 17 24 31 Tu. . .— 4 11 18 25 — Tu.. .— 4 11 18 25 — Tu . .. .3 10 17 24 31 W. . .4 11 18 25 — W. . .— 5 12 19 26 — W. . .— 5 12 19 26 -. W. . . . . .4 11 18 25 — Th. . .5 12 19 26 — Th. . .— 6 13 20 27 — Th.. .— 6 13 20 27 -1 Th.. . . . .5 12 19 19 — F. . . .6 13 20 27 — F.. 7 14 21 28 — F... .— 7 14 21 28 _! F... .. . .6 13 20 27 — S.. . .7 14 21 28 — s.. ..18 15 22 29 — S.. . . 1 8 15 22 29 — 1 S.. . ... .7 14 21 28 — February. May. A ugust. November. Su. . - 5 12 19 26 Su. . . - 7 14 21 28 Su.. . .- 6 13 20 27 Su . . . - 5 12 19 26 M.. _ 6 13 20 27 M.. . . . . 1 8 15 22 29 M... _ 7 14 21 28 M,.. _ 6 13 20 27 Tu. . - 7 14 21 28 Tu. ....2 9 16 23 30 Tu.. . . . 1 8 15 22 29 Tu — 7 14 21 28 W. . 1 8 15 22 — W. . . . . 3 10 17 24 31 W. . ...2 9 16 23 30 W. . . . . 1 8 15 22 29 Th. . 2 9 16 23 — Th. . . . . 4 11 18 25 — Th.. . . . 3 10 17 24 31 Th. . ... 2 9 16 23 30 F... . 3 10 17 24 - F.. . 5 12 19 26 — F. . . ... 4 11 18 25 — F... .. . 3 10 17 24 — S. . . 4 11 18 25 — S. . . . . . 6 13 20 27 — S.. . ... 5 12 19 26 IS. . . ...4 11 18 25 — March. | June. September. December. Su. ,- 5 12 19 26 Su. — 4 11 18 25 Su.. — 3 10 17 21 Su.. .— 3 10 17 24 31 M.. .- 6 13 20 27 M.. — 5 12 19 26 M... — 4 11 18 25 M... .— 4 11 IS 25 — Tu. , .- 7 14 21 28 Tu. — 6 13 20 27 Tu.. — 5 12 19 26 Tu.. .— 5 12 19 26 — W. . 1 8 15 22 29 W. — 7 14 21 28 W. . — 6 13 20 27 W. . .— 6 13 20 27 — Th. . 2 9 16 23 30 Th. . . . . 1 8 15 22 29 Th.. — 7 14 21 28 Th.. .— 7 14 21 28 — F.. . 3 10 17 24 31 F.. .... 2 9 16 23 30 F. . . ... 1 8 15 22 29' F.. . . 1 8 15 22 29 — S. . . 4 11 18 25 — S. . . . . . 3 10 17 24 — S.. . ... 2 9 16 23 30 Is . .. . 2 9 16 23 30 — 14 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL JEWISH CALENDAR (A.D. 1910, A.M. 5070-5671). The Year 5670 commenced September 16, 1909 5670. July 24 Fast of Tamuz. Tamuz 17 Jan. 11 New Moon. Sebat l Aug. 6 New Moon. Ab 1 Feb. 10 New Moon. Adar l 14 Fast of Ab. 9 Mar. 12 New Moon. Veadar 1 Sept. 5 New Moon. Elul 1 “ 24 Fast of Easter. 13 5671. t ( 25 Purim. 14 Oct. 4 First day of New Year Tishri 1 “ 26 Shusan. 15 5 Second 2 April 10 New Moon. Nisan 1 4 4 6 Fast of Gedaliah. 3 “ 24 Festival of Passover. . 15 4 ( 13 Day of Atonement.. . 10 “ 25 “ 2d day 16 4 4 18 Feast of Tabernacles. 4 4 15 “ 30 “ 7th day 21 4 4 19 ‘ ‘ 2d day. 4 4 16 May 1 “ ends 22 24 Hosana Rabah. 4 4 21 “ 10 New Moon. Yiar 1 4 I 25 Feast of the 8th day. . 4 4 22 June 8 New moon. Sivan 1 4 4 26 Rejoicing of the Law. 44 23 4 4 13 Festival of Weeks.. . . 6 Nov 3 New Moon. Hesvan 1 44 14 “ 2d day “ 7 Dec. 2 New Moon. Kislev 1 July 8 New Moon. Tamuz 1 * 4 26 Dedication of the Temple" 25 Note.- -All Jewish Sabbaths and Festivals commence the previous Evening at Sunset. MOHAMMEDAN CALENDAR (A.D. 1910, A.H. 1328). Year. Name of Month. Month begins Year. Name of Month Month begins 1328 Muharram. . . January 13 1328 Ra.jab. . July 9 4 ‘ Saphar. . . February 12 Shaaban. . August 8 4 4 Rabia 1. . . March 13 Ramadan. ... . September 6 4 4 Rabia II. . . April 12 4 4 Shawall. Jornada I. . . May 11 4 4 Dulkaada.... . November 4 Jornada II. ..June 10 Dulheggia.... . December 4 GREEK & RUSSIAN CALENDAR. A. D. 1909, A.M. 7417. Old Style. Certain Holy Days New Style Jan. 1 Circumcision. Jan. 14 6 Theophany (Epiphany).. . “ 19 Feb. 2 Hypapante. Feb. 15 28 Carnival Sunday. Mar. 13 Mar. 7 First Sunday in Lent. “ 20 9 Forty Martyrs.. . . . “ 22 “ 25 Annunciation of Theo¬ tokos. April 7 April 11 Palm Sunday. " 24 16 Great Friday. “ 29 18 Holy Pasch. May 1 23 St. George. “ 6 May 9 St. Nicholas. “ 22 14 Coronation of the Emperor* “ 27 27 Ascension. June 9 June 6 Pentecost. “ 19 7 Holy Ghost. “ 20 29 Peter & Paul,Chief Apostles July 12 Aug. 1 First day of Fast of Theo¬ tokos. Aug. 14 6 Transfiguration. “ 19 15 Repose of Theotokos (As¬ sumption). “ 28 “ 30 St. Alexander (Nevsky)*. Sept. 12 Sept. 8 Nativity of Theotokos.. . . “ 21 14 Exaltation of the Cross. “ 27 Oct. 1 Patronage of Theotokos*.. Oct. 14 21 Accession of the Emperor* Nov. 3 Nov. 15 First day Fast of the Na¬ tivity. “ 28 21 Entrance of Theotokos. . Dec. 4 Dec. 6 St. Nicholas. “ 19 9 Conception of Theotokos.. “ 22 25 Nativity. Jan. 7 ♦Peculiar to Russia. JULIAN CALENDAR. In the Roman (Julian) Calendar the months correspond exactly with our own, excepting that down to the time of the great Emperor Augustus, the fifth and sixth months of the year—which, with the Romans, began with March—were called Quintilis and Sextilis; afterwards they were named in honor of the emperors Julius and Augustus. In reckoning the days of each month three fixed points were taken, and any particular day was said to be so many days before the next coming fixed day. These three points were (1) the Kalends, by which name the first of each month was known; (2) the Nones, which fell on the seventh day of the month in March, May, July and October, and on the fifth day in each of the other months; and the Ides, which always fell eight days after the Nones. For example, the 1st of January was the Kalends of January ( Kalendis Januariis), the 31st of December was the day before the Kalends of January ( pridie Kalendas Janua- rias)\ but Dec. 30 was the third day before the Kalends of January (ante diem, tertium Kalendas Januarias), in this ease both Jan. 1st and Dec. 31st being included in the reckon¬ ing. And so on back to Dec. 14th, which was the nineteenth day before the January Kalends (ante diem undevicesimum Kal. Jan.), Dec. 13th being Idibus Derembrihus, the Lies of December. In Leap-year, both Feb. 24th and Feb. 25th were known as the sixth day before the March Kalends, being distin¬ guished respectively as prior and posterior .— Whitaker’s Almanack. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 13 PRELIMINARY READING A list of appropriate books will be found in the Bibliography at the end of the book. The writer has in prep¬ aration detailed information as to va¬ rious places having literary associa¬ tion with special reference to visiting them. While this matter cannot be gotten ready in time for this edition, still the titles may suggest some timely reading: “Dickens’ England,” Burns Country,” “The Hardy Coun¬ try,” “The Ingoldsby Country,” “The Canterbury Pilgrims,” “Knutsford” (Cranford), “Broadway” England. For the Continent there is in prepa¬ ration “Memorable Paris Houses,” “The Paris of Dumas,” "In the Foot¬ steps of Goethe,” “Wagnerian Pil¬ grimage,” “The Passion Play,” “Dante and His Time.” Any reader of this THE “ADRIATIC” Is a stately giant of the sea with immense passenger accommodations Length, 726 feet; Tonnage, 23,541; Horse power, 40,000 “Dickens’ London,” “Thackeray’s England,” “Gilbert White and Sel- borne,” “Along the Streams with Izaak Walton.” “Carlyle’s England,” "Land of Scott.” “Shakespeare’s England,” “In the Footsteps of Our Forefathers,” “Milton’s England,” “Lorna Doone and Exmoor.” “With the Poets in the Lake Country,” “The book who has made any of these jour¬ neys and who would like to contribute his or her quota to the sum total of travelers’ lore, are requested to write to A. A. Hopkins, Box 773, New York City, N. Y. All information will be promptly acknowledged and available matter will be used at the first oppor¬ tunity. GUIDE BOOKS. A list of guide books and books for preliminary study will be found at the back of the present volume (see the index). While the list normally be¬ longs in this section of the book, it is not found possible to get the list in the proper form in time to include it here, as a number of books were an- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 16 nounced as coming out while tlie major part of this book was on the press. Those who have no time to consult this list before starting on the trip will do well to> provide one or two Baedeker’s Guides for use on the voy¬ age, in order to enable a traveler to prepare for the first stages of the trip, such as Baedeker’s Guide to Great Britain, price $3.00; London, $1.80; Paris, $1.80, or Berlin, 90 cents. To those who do not wish to purchase Baedeker’s Guides, we commend the information given elsewhere in this book. The matter is in sufficient de¬ tail to enable the traveler to locate comfortably in London, Paris or Ber¬ lin, as well as to make the journey with the proper knowledge of the traveling conditions, etc. Do not calculate on buying guides just before you start. The most use¬ ful are very often “out of print” or “out of stock,” particularly the indis¬ pensable “Baedeker’s.” We made up a list of the more popular ones (ten in number,) and submitted them to the American agents. The list was as follows: Northern France, Southern France, Northern Germany, Southern Germany, Rhine, Great Britain, Lon¬ don, Paris, Switzerland, Belgium and Holland. Out of this number, Southern Germany, Great Britain, Belgium and Holland were out of stock as well as the “Conversation Dictionary”(a very useful little book), which sells for 90 cents. A full list of guides with critical notes will be found in the Bibliography at the back of the book. Ladies who desire additional infor¬ mation as to preparation for the jour¬ ney, and special information which will benefit them in traveling abroad, should purchase a copy of Mary Cad- walder Jones’ “European Travel for Women,” which is published in this country at an expense of $1.00. COURIERS The courier of thirty years ago is practically unknown. He was a lin¬ guist who traveled with rich individu¬ als or parties, and conducted them to the best hotels and saw to it that they paid the highest prices for everything, both in hotels and shops. The courier was an unmitigated nuisance and has been largely done away with by the more general use of the English lan¬ guage, and by a more general knowl¬ edge of French by the average Ameri¬ can and English traveler. The courier’s wages were as nothing compared with the commissions which he ex¬ acted from everybody with whom he came in contact. Occasionally, to give a suspicion of honesty, a portion of this commission would be disgorged to his employer. In certain places in the Far East, couriers, or their equiv¬ alents, are now necessary, but they should never be engaged except on the recommendations of one of the great tourist agencies of world-wide reputa¬ tion. It may be stated that the tourist agencies have been a very large factor in the disappearance of the courier. INTERPI Interpreters in the employ of large tourist agencies will be found at the principal stations and most boat land¬ ings in Europe. Those who have pur¬ chased their tickets from these tourist agencies may call upon them freely and will find that they tend to de¬ crease the discomforts of travel. When their services are engaged, a moderate fee is suggested. The simple showing of the case in which the rail¬ road tickets are kept is sufficient proof that the traveler is a client of the tourist agency. Interpreters in the uniform of the largest agency meet principal trains and steamers at fol¬ lowing places and assist holders of their tickets free of charge: Alexan- IETERS dria, Algiers, Amsterdam, Antwerp, Bale, Bergen, Beyrout, Bombay, Bremen. Brindisi, Brussels (summer only), Calcutta, Cannes, Christiania, Cologne, Colombo, Constantinople, Florence, Dresden. Geneva, Genoa, Gibraltar, Hong Kong. Jaffa, Haifa, Hamburg, Lausanne, London (Char¬ ing Cross and Victoria), Lucerne, Madrid, Malta. Marseilles, Mentone, Milan, Naples, New York, Nice, Paris, Patras, Piraeus, Rome, San Remo, Trieste, Trondhjem, Turin, Venice, Vienna, Vintimille, Yokohama, Zurich. An interpreter meets passengers at Tilbury. The interpreters are not on duty on Sundays except by special ar¬ rangement. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 17 £P < p W O cc C2 P iJ P P < w sr h o Po. P< (0 C0'£ 0 co 4_/ 0 0Tj 0 0 -O t - c3 0 G' >

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QJ q q I ^3 gJ»« § 3 ^ s g-g QJ ^ O O ° q s~ q QJ 4-» q.2 QJ 0) >& *£%$£ 2 q ■ ■ H w q O H o T3 q to o o q o CO co -O q q w m §3 O o oss'S" QJ -q t: e ^ i2 2 qj QJ 43 2 CO CJ q m bfi f-. QJ 2 q aU « rj t-< ^ q o .S-^'S.c^.g g 8 ’■ ^ ■jtfs'S-fl-- " q sJ‘ Ji Mb? a £ SP 3-g o t-t -■ ooooq^^^ q^” a qj qj-^ o r, cj pfflKmoooooooPPPwPW’AZZZPpppwPccM TRAVELERS’ VOCABULARY — Continued SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 23 -aj HH H a O) *3 rt o ^ a. 2 ~ o o 3 © O O c /2 fl* , o. • C OJ ; ^ o o a s IfSfSS ®ao' S ggSelSgUSSg 5 §-g^ O ci O rt_~ rt rt~- j“fl3S d.H’S'g-M 0.3 CO"33^ oppppppoppppRHC?ac»tEO!z;ppPHac?t» g o® a 3 So P 3 rt O’ 3 a ■2 o £' ■g — o S 3^3 •« ?^a.S 1 ) _ o 4J Q p. - o o 3 ^ >Ph3^- "3 o ^ o o 05 fl &.§§-§ 2 § W) fl .PH fl*£§$ ^hQO & fl*< Ph w o AA > ° fl s fe o H A4 p. -fl c fl *2 2» ’£? O a - G> -P> 72 75 Cj CS 2 V ' O TV rrj fl o fl , a .fl -fl bfi fl 75 0 ) 3 Cij -A fl 0 ) 3 fl o „ m B „ (h bfi CJ 2 S. ’£ S.S'S'S'S 2-1 bfl =gl|iHii|f fUfifEl a* t'S 2 fe.S'S’S'2 3 2 3 n S.-^ 3 'S £ rt m *j 3 a>-S is C.2 5 g.S'o ® is o£-£ PQOQPPPQQQOWNP>fc*M-*l?:NWsiP>fc(KiK ^Pfe&OrtK THE SWIFT “DEUTSCHLAND” OF THE HAMBURG-AMERICAN LINE A fine example of the reciprocating engine type of ocean greyhound Length, 686 feet; Tonnage, 16,502; Horsepower, 37,800 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 25 PASSPORTS Passports are required only in Rus¬ sia and Turkey. Passports are also required for entrance into the Balkan states. Vises for these countries may be obtained from their diplomatic and consular representatives in foreign countries. There are no such repre¬ sentatives in the United States. Pass¬ ports may be required in other coun¬ tries of persons making a prolonged stay, but they are often valuable in the securing of registered mail, admis¬ sions to certain galleries, etc., which are normally closed to the public. In the case of Russia and Turkey, the passport should have the vise of the consular authorities. Passports are issued by the Secretary of State. An American abroad may make his appli¬ cation before an American diplomatic or consular officer, who will forward it to the department. The fee for a pass¬ port is $1.00. This amount in currency or postal order should accompany each application made by a citizen of the l nited States. The orders should be made payable to the Disbursing Clerk of the Department of State. Drafts or checks are not accepted. A person who is entitled to receive a passport, if in the United States at the time, must make a written application in affidavit form to the Secretary of State. Application must be made by the person to whom the passport is to be issued, and signed by him, as one person cannot apply for a passport for another. The affidavit must be at¬ tested by an officer authorized to ad¬ minister oaths, and an official seal must be affixed, or his official charac¬ ter must be authenticated by a certifi¬ cate of the proper legal .officer. The applicant must take the oath of alle¬ giance to the Government of the United States. The oath is on the ap¬ plication blank. The application must lie accompanied by a description of (he applicant. Full data for these questions are provided on the blank. There are a number of different forms. There is one for a native citizen, there is one for the naturalized citizen, and one for a person claiming citizenship through the naturalization of husband or parent. In asking for a blank it should be specified which form is de¬ sired. A woman’s application must state whether she is married or not, and a married woman must, state whether her husband is a native or a naturalized citizen. A passport ex¬ pires two years from the date of issue. A passport may be extended for two years by a diplomatic or consular offi¬ cer of the United States, if presented when it is about to expire. Applica¬ tions for passports from naturalized citizens must be accompanied by a certificate of naturalization. When the applicant is accompanied by his wife, minor children and a ser¬ vant, to be entitled to receive the WORDING OF PASSPORT. Good only for two years from date. (Coat of Arms) United States of America. Department of State. To all to whom these presents shall come, Greeting: I, the undersigned, Secretary of State of the United States of America, hereby request all whom it may concern to permit a Citizen of the United States-— .Safely. . and freely to pass and in case of need to give .all lawful Aid and Protection. Given under my hand and the Seal of the Department of State, at the City of Washing¬ ton, the .day of .in the year 1910, and of the Independence of the United States the one hundred and thirty-fourth. (Signature of the Secre¬ tary of State.) Description, .^ ears. Stature.Feet. Inches Eng. F orehead. Eyes. Nose. Mouth. Chin. Hair. Complexion. F ace. Signature of the Bearer. No. Note.—The Department of State has re¬ fused to grant permission to reproduce a real Passport, hence this rather insufficient sub¬ stitute. passport it is sufficient to state the fact, giving the respective ages of the children and the allegiance of the ser¬ vant, then one passport will suffice for all. For any other person in the party a separate passport will be re¬ quired. The woman’s passport may include her minor children apd servant under the above-named conditions. It should be noted, however, that the term “servant” does not include a gov¬ erness, tutor, pupil, companion or per¬ son holding like relations to the ap¬ plicant for passport. Professional or (SEAL of the Depart¬ ment of State.) 26 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL other titles will not be inserted in the passports. This information is ob¬ tained .from the circular entitled, “Rules Governing the Granting and Issuing of Passports in the United States,” which will be sent w T ith the blank on application. It takes only a few days to obtain a passport. The intervention of those who make a business of securing passports is en¬ tirely unnecessary. The blank is very simple and only requires the filling out of the important details, such as the description of the applicant, the tak¬ ing of the oath of allegiance before a notary public or other officer who is entitled to take similar oaths, and the application must be signed by a cred¬ ible witness. Some concerns make a business of obtaining passports at a fee of from $2.00 to $5.00, but with the instructions given in this book and the rules given in the circular sent, their services are entirely unnecessary. Information revised by officials of the Department of State on Feb. 15, 1910. r j 7 jf \ j J j J Ag THE BUREAU OF INFORMATION ON THE SHIP Takes care of letters, telegrams, etc., and is a veritable hotel clerk’s office COST OF EUI The cost of a European trip de¬ pends entirely on the time consumed, the route, and the type of accommo¬ dations required by the traveler. In planning a European trip the expense can be arrived at very closely by adding together the cost of ocean pas¬ sage, both eastward and westward, not forgetting to allow for fees on the ocean, usually amounting to about $7.00 each way, and for other ex- penses which may be incurred at sea. Add to this the cost of the railroad and steamship fares abroad. These can be readily obtained from any re- !OPEAN TRIP liable tourist agency, wdiich will fur¬ nish the tickets without any increase in cost for a lump sum. This saves buying tickets, changing money, etc. After the cost of the ocean and land transportation is obtained, allow about $3.00 a day for hotel expenses, trans¬ fer of baggage, etc. If the visitor goes to the very best hotels, this amount can of course be increased to almost any figure, but it is possible, even in London and Paris, to live comfortably for $3.00 a day, although it would perhaps be wiser to allow $4.00 a day in London and Paris, also SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL A RITZ-CARLTON RESTAURANT ON A HAMBURG-AMERICAN LINER Here travelers pav onlv for what they consume 28 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL possibly Berlin and Vienna. If the very smartest hotels are to be pat¬ ronized, about $5.00 a day should be allowed in these cities. Hotel coupons issued by a big tourist agency often save much trouble; they come in va¬ rious forms. Thus, one series pro¬ vides for a bed-room, lights and at¬ tendance, plain breakfast and dinner at the table-d’hote at a uniform rate of eight shillings, ten francs, or $2.00 a day. The second series, called “B,” provides for bed-room, lights and at¬ tendance, meat breakfast and dinner at the table-d’hote. The third series, called “C,” provides for full board, bed-room, lights and attendance, plain breakfast, luncheon at the table-d’hote, where customary, if not liberal lunch¬ eon and dinner at the table-d’hote, at a rate of ten shillings six pence, or thirteen francs a day, which with the fees would bring the expense up to about $3.00 a day, which may be reck¬ oned as a fair average for the hotels in Europe. Of course, during the height of the season, or in great travel centers, as in Munich in the year of the Passion Play, rates are apt to be higher. On the other hand, the ac¬ commodations can often be obtained at a much lower rate, especially where a stay of several days is to be made. Rates en pension can usually be se¬ cured. It should not be supposed that it is necessary in all cases to spend as much as $3.00 a day for actual living expenses. Many persons make considerable stays in Europe and never pay over $2.00 a day at the outside, even in the four cities named, but the average visitor, especially if he is not particularly familiar with foreign languages, and if his time is limited to six or eight weeks, hardly feels like shopping around for a very moderate priced hotel, or cares to do the necessary bargaining to secure slightly decreased rates. The rates in hotels in England are very high for the accommodations which are fur¬ nished. The same concern of tourist agents also issues a series of coupons for hotels of the second class. These are issued at seven shillings six pence, or nine francs twenty-five centimes, a day. This is equivalent in American money to $1.85. While the writer has had no personal experience with any but the high class of hotel coupons, an ex¬ amination of the lists of hotels where they are available seems to indicafe that w^hile they are not perhaps of the first class, they are well spoken of by Baedeker, and the editor would be greatly pleased to know the experience of any one who has used these hotels. We have shown how to compute the transportation and living expenses, and the amount stated should be suf¬ ficient to include the transferring of baggage and the necessary fees at ho¬ tels. The amount given, however, does not include wines or other beverages, cigars, ices, etc. The expense of sight-seeing varies greatly in different places; thus in Switzerland where guides are often needed for excursions, the expense is greatly increased. Sometimes the ex¬ pense of sight-seeing may not be over 50 cents, other days it may be $2.00. A great deal depends on the number of cabs which are used and the num¬ ber in the party. The fees for show¬ ing a party of three or four over a castle or through a gallerv are very often little greater than the fee for one person. It is possible with rea¬ sonable care to make a European trip for $400.00, and for $500.00 the trip could be made with great comfort. The cost of living in Europe has in¬ creased, as in this country. It was possible twenty years ago to make a trip, including England, Belgium, Hol¬ land, Berlin, Dresden, Nuremberg, Munich, the Passion Play, Switzer¬ land, Italy, as far as Naples, and the Riviera, as far as Nice, for between $000.00 and $700.00. It is doubtful if the same trip to-day could be made for less than $900.00 to $1,000.00. Those who are obliged to limit their expenditure can do so by joining a specially conducted party, although it is probable that the traveler will be much better satisfied to travel by him¬ self, or with a small party of friends. A large tourist agency has, however, gotten up a system entitled, “Inclusive Independent” system of traveling without trouble. This will commend itself to American travelers who do not wish to be seen in the company of a large party with blatant con¬ ductors, and who nevertheless desire to be relieved of the worries and de¬ tails connected with independent trav¬ eling tours, and which go far to mar the full enjoyment of the tour abroad. By “Inclusive Independent” travel is meant that not only is the traveling expenditure necessary to a tour, in¬ cluded in the quoted fare, but that the details for the entire journey are so thoroughly worked out and arranged beforehand that no more trouble is ex¬ perienced by the traveler than is in¬ curred by giving orders to his servants SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 29 THE NORTH GERMAN LLOYD EXPRESS STEAMER “KRONPRINZESSIN CECILIE Abaft the tall buildings of lower New York Length, 707 feet; Tonnage, 20,000; Horse Power, 45,000 30 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL at home. As an example, let us sup¬ pose that a man is taking his wife and family for a trip abroad, an outline of the itinerary is submitted to a tour¬ ist agency who will arrange every de¬ tail of the journey' so that at each halting place the travelers will be met by the omnibus from the hotel where rooms have been engaged and where they will be welcomed as expected guests. If the wish has been expressed to include a drive to some place of in¬ terest. or for a guide for sight-seeing, he will simply call for the carriage or the guide, as the case may be. On the expiration of the stay the travelers weeks tour from London by the fol¬ lowing route: Harwich, Antwerp, Brussels, Luxemburg, Strasburg, Baden-Baden, Heidelberg, Frankfurt, Wiesbaden, the Rhine, Cologne, Am¬ sterdam and The Hague. For second class accommodations with rooms on the second floor, and for sight-seeing, the expense is 23 guineas, or $173.30. Or at an inclusive price of $5.58 a day, which, considering the cost in this country, seems like an extremely low figure. The combinations which can be made are almost endless and the trips can be prolonged at will. No person need be deterred from a Euro- im'iltc. TEA IN THE PALM GARDEN will be conveyed to the train or steamer, as the case may he; they will be met at the next halting place as before, and so on to the end of the tour. It may be said to resemble a succession of visits to the houses of friends. This method can be applied to tours where one wishes to travel reasonably as well as to where the acme of luxurious travel is desired. Second class tickets may be secured if desired, and still the traveler will have traveled without trouble. As an in¬ stance of the case, let us take a three pean trip if a reasonable amount of money is forthcoming. It is only nec¬ essary to write to one of the great tourist agencies and give an outline of what is required and in a general way the amount of money available. The matter will be taken up by expert es- timaters and their reply will be forth¬ coming in a few days. With the in¬ formation and advice given in this book, and with the cost of the va¬ rious tours as outlined, there should be little difficulty in working out ap¬ proximately the cost of a trip. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 31 INDEPENDENT TOURS Owing to the fact that many of the railroad companies in Europe revise their rates of fares for the season in March, it has not been possible to place specific information relative to tours at this point in the book. It is thought that the reader would not find it onerous to consult the index if the information ultimately conveyed would be rendered more accurate by in¬ cluding this information as to the rail¬ ways, tours, etc., at the back of the book. A SPECIMEN TOUR FIRST AND SECOND CLASS WITH EXTRA TIME EXTENSION. European travel expense fluctuates with the purse. It is easy to map out the approximate cost of a simple tour with the information given. For more extended tours consult a tourist agency. For example take tour No. 34 in back of book. This is an ex¬ cellent one. Atlantic Transport Line, New York - London, minimum .. $82.50 Tour No. 34, second class 74.55 Cherbourg to New York, German ship. 87.50 Steamer Fees . 12.00 Baggage Transfer . 1.50 Hotels, 60 days at $3.00. . 180.00 Sight-seeing . 50.00 Extra Drives . 10.00 Extra Tips . 10.00 Photographs . 5.00 Postcards . 1.00 Laundry . 6.00 Sundries . 15.00 $535.05 By using the second class on the steamer a saving of $55.00 can be effected. By living more economically at hotels and by reducing other expenses, about $75.00 more could be saved; we, therefore, have: $535.05 less 130.00 $405.05 On the other hand, if better steamer accommodations are required, as the “Kronprinzessin Cecilie” one way and the “Geo. Washington” the other, the expense would be increased by $75.00 or $620.05 in all, and if $30.80 be added for first class travel, on rail¬ roads, we have $650.85. It should be remembered that this is for minimum accommodations. $100.00 more would not give very luxurious accommoda¬ tions on the crack ships, but it would on the slower ships. The trip could easily be extended in time, making it cost about $900.00 for first class all through, fine accommodations and money to spend, so we have an identi¬ cal trip which varies $500.00 for in¬ creased accommodations and an extra month. LANGUAGE The English language is sufficient for travel in nearly all of the coun¬ tries of Europe where travelers are accustomed to go in any quantity. English is spoken by interpreters at the railroad stations, often at post offices, and invariably at all hotels of the first or even second class; also by waiters in restaurants. The fluency of the English spoken by the em¬ ployees of the Swiss railroads is some¬ thing phenomenal. A knowledge of French is, of course, highly desirable. The Travelers’ Vocabulary, beginning on page 17, will prove of value. Bae¬ deker’s Conversation Manual is more extensive and sells at a moderate price. _ The following are some of the cargo items on a large express steamer of 18,500 tons: Corn and wheat, 170,000 bushels; lubricating oil, 3,362 barrels; lard, 6,225 barrels and tubs; dried prunes, 11,625 boxes; cottonseed oil, 700 barrels; phonographs, 174. cases; type¬ writers, 73 cases; sewing-machine woodwork, 867 cases; agricultural implements, 3,219 packages. In all, 62 kinds of American products were loaded into this one vessel. After deducting the cabin space for 1,450 passengers of all classes and bunker space for 2,000 tons of coal, there remains 785,000 cubic feet for cargo. If loaded exclusively with one kind of freight, it could carry any one of the following quantities: 590,000 bushels of wheat, or 628,000 of corn; 31,000 bales of cotton, or 15,000 tons of copper; 65,000 barrels of oil, or 825,000 boxes of dried fruit. Those who wish to sec the difference be¬ tween the modern liner of to-dav with its great luxury, and the vessel of sixty years ago, should read, while on board, Charles Dickens’ account of his early voyages to America which are given in “ American Notes” and “ Martin Chuzzlcwit.” One steamship company keeps eggs fresh by covering them with fresh butter as soon as received, placing them on straw and turning them every day. 32 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL A “GRAND TOUR” The following is a delightful tour and the merits of the sights can be vouched for by the writer as he has made it. Start from London, making stops at Rochester and Canterbury; at Dover take steamer to Ostend. This is rather a long Channel trip, and is apt to be rather hard on the bad sailor. Of course, the trip can be made by way of Calais and rail at greater expense. On arriving at Os¬ tend take the train for Bruges which A SUGGESTION OF A MODERN HOTEL IN THE STATEROOMS is a comfortable place to pass the night. A few hours will exhaust the sights, and the journey to Ghent can then be begun ; half or three-quarters of a day is sufficient for sight-seeing in this city. Then take the train for Brussels ; two days can be profitably spent in this delightful city which is a Paris in miniature. The battlefield of Waterloo should be visited, which will require about half a day; the train should then be taken to Antwerp, where a day may be spent. From Antwerp the train may be taken for Rotterdam, where one day will be sufficient to see the pictures in the galleries. It should be remembered that the distances in Holland are very short and a great deal of sight-seeing can be crowded into a single day; it is possible to see all the principal sights in Holland in three or four days. From Rotterdam the train should be taken to Delft, and from there to The Hague, and an excursion made to Scheveningen which is a famous Dutch watering place which is celebrated all over Europe. From The Hague the journey should be made to Leyden, which is visited by all Americans who have any respect for the history of their country. All readers of Motley’s “Rise of the Dutch Republic” will also be particularly interested in this im¬ portant town. From Leyden, take the train to Haarlem, and finally arrive at Amsterdam, where at least two days should be spent. There are many side trips which can be made from Am¬ sterdam at comparatively small ex¬ pense, such as Alkmaar and Hoorn, also the Island of Maarken and Mon- nikendam and Broek. The islands of the Zuyder Zee are particularly inter¬ esting. From Amsterdam the train should be taken, preferably at night, for Cologne; the train will pass through Utrecht and a few other com¬ paratively unimportant places. After visiting the various sights in Cologne, an early train should be taken from Bonn to save time, and the steamer taken as far as Konigswinter, from which point a railroad runs up the mountain and the view from the Drachenfels is very fine. It is, _ of course, interesting to all Wagnerian enthusiasts as on the mountain is the site of the cave where Siegfried killed “Fafner,” the dragon. Another steamer should then be taken up the Rhine as far as Coblentz. If the trip has been accurately timed, it is possible to catch an express steamer for Mayence. From Mayence take the train to Worms and Heidelberg: from Heidel¬ berg take the train to Frankfort, and then to Eisenach, Erfurt, and Wie- mar, which is one of the most inter¬ esting cities in Germany. Then travel to Leipsic and Berlin. A trip should be taken to Potsdam and an excursion should be made to the Spreewald. A stay of at least three or four days should be made in Berlin; the train should then be taken to Dresden, SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 33 where a stay of at least two days should be made. The night train should be taken from Dresden to Nuremberg, where at least two days should be spent. From Nuremberg, the trip should be made to Munich which is a long ride, but the journey can be broken at Ratisbon, which is highly in¬ teresting, an old town in almost its pristine state. An excursion can be made from Ratisbon to the Walhalla which is not visited by very many travelers. At least three or four days should be spent in Munich, and by all means the Passion Play should be seen. It is necessary to make arrange¬ ments before leaving home, or before leaving London at any rate, if the Passion Play is to be visited, as the accommodations are largely in the hands of tourist agencies, steamship companies, etc. Tickets for the entire trip should be bought en bloc'as far as this point. From Munich take the railroad to Lindau on Lake Constance, and take the boat to Constance. Then take the train to Schaffhausen and go from Schaffhausen to Zurich. The special tickets for Switzerland which are referred to elsewhere, offer great possibilities for the tourist. The fol¬ lowing places should, however, be vis¬ ited, even by those who are pressed for time: Luzerne, Berne, Interlaken, Lake of Geneva, Geneva, and Cha- mounix. One of the great passes may be traversed by diligence, or the new Simplon Railway may be used. The Italian lakes, Maggiore and Como, shoifld be visited. Milan is the first large Italian city which will be reached. The circular tour tickets in Italy allow of a large number of itiner¬ aries, but the following is especially recommended : Milan, Verona, Vicenza, Padua, Venice, Ferrara, Bologna, tak¬ ing a side trip to Ravenna, then Florence (side trip to Siena), Arezzo, Perugia and Rome (take side trips to Tivoli, the Alban Mountains, and the mouth of the Tiber). At least ten to twenty • days should be spent in Rome and good arrangements can be made en pension for a stay of this length. From Rome a trip may be made to Naples and side trips should be made to Pozzuoli, Mount Vesuvius, Capri, Sorrento, Amalfi, and Salerno. From Naples the visitor retraces his steps to Rome and takes a night train for Pisa. Genoa is the next point of interest; from Genoa the return trip may be made by way of Turin and the Mont Cenis tunnel, or the trip may be made along the Riviera to Mentone. Monaco (Monte Carlo) and Nice; from Nice there is a spendid train service to Paris. From Paris the re¬ turn may be made to London by way of Calais and Dover. The expense of a railroad ticket second class, first class on the steamers and first class in Italy, will be about $150.00-$160.00, depending on the length of the side trips, etc. Any tourist agency will be glad to quote prices for similar tours, and one of the largest have quoted us the figure named, which is, however, subject to change as are all rates. This will make a fine trip for the summer and fall, assuming that passage is taken about the first of June. To make this trip comfortably, including a stay of two weeks in England, at least four months would be required from New York back to New York. Assuming that the passage money for the round trip is $200.00, the total cost of this trip would be somewhere between $750.00 and $900.00, depending on hotels, the number of carriage rides taken, etc. With $750.00 economy would have to be practiced, but for $900.00 the trip could be taken on a very liberal scale. Twenty years ago it was possible to make a trip of this kind as low as $660.00, but the cost of ocean transportation has somewhat increased. It is of course, possible to make large additions to a trip of this kind; with time and money such side trips as Vienna or Sicily and tours among the French chateaus, can be made. PERSONALLY CONDUCTED TOURS Where personally-conducted tours are cited some correspondence should take place with the tourist agency. The following questions should be asked and answered before booking: “What class of steamer accommoda¬ tions? Inside—outside room, number in stateroom?” “Does the rate include nil meals?” “Does the rate include a trunk, and if so of what weight?” "Does the rate include the transport of hand-baggage from the railway car¬ riage to hotel room?” “Are landing and embarking fees included?” “Are fees to hotel servants included?” Some programs fully advise as to these points as well as just what an excur¬ sion includes. Plenty of spending money should be allowed, say 7 to 10 per cent, of the amount involved. Fees to stewards on steamers are not usually included, but they are in some cases, 34 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL and the organizers of the trip will not be slow to announce this fact when it is included in the sum total. Many tours giving specific times, steamers, etc., are included solely to enable the prospective traveler to get a rough idea of what may be expected for about so much money. Remember that all rates are constantly changing and the fares quoted are subject to alteration without notice. This point expense seems to be about the same except in the case of Egyptian, Holy Land tours, and “Around the World” tours, when both the expense and trouble are very much decreased by the personally conducted tours. The large steamship companies often have tours which make immense sav¬ ings with great comfort. These are usually called “Cruises.” It is always better to have a comfortable berth in a Y/”\a \ / \ — ■ / THE BAND Is an institution liked by many travelers on the German Steamers cannot be loo strongly borne in mind. Some of the tours given include no prices, as the itineraries will be changed more or less by the traveler. With this information in mind the reader will have little difficulty in spending his money to the best ad¬ vantage. The question of tours is the most, perplexing and delicate with which the writer has had to deal in this book. There are a number of tourist agencies of the highest class which carry out their engagements to the letter. Many travelers, however, claim that they prefer to go by themselves or in selected parties of friends. The steamer with electric light and electric fans and attentive stewards, than to be in a vermin-infested hotel of a type which does not appeal to American visitors. Some tourist agencies charter entire steamers for extended voyages, par¬ ticularly for trips to the Mediterra¬ nean and the Orient. Thus we find that a German Lloyd steamship was chartered for a trip extending from February 5 to April 19, 1910, a tour of 73 days, costing only $400.00 and up¬ ward. Smaller excursions are run each year from New York and some¬ times from Boston. It should be con¬ sidered that a boat of this size, 13,200 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 35 THE NORTH GERMAN LLOYD STEAMER “KAISER WILHELM II.” Entering the River Weser at Bremenhafen 36 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL tons, is the most comfortable ship for a long cruise. This price includes shore excursions, guides, drives, hotel accommodations, fees and all necessary expenses. It gives ample time, 24 days, to Palestine and Egypt. The trip is arranged so that the travelers can spend 16 days in Egypt and a week in Palestine, or a fortnight in the Holy Land and 9 days in Egypt. Many single rooms are provided for in these excursions at an expense of .$500 and upwards. The cost of the cruise provides also for the return by a number of first class express steamers if a stop¬ over is desired in Europe. Excursions of this kind offer unique advantages. In the first place, there is no un¬ certainty as to hotels, meals or rail¬ roads. The party is under the charge of very competent directors and con¬ ductors. It is possible with excursions of this kind, for small parties of friends to keep together as much as they like, so that there is no feeling of the ordinary “personally conducted” tour. Lectures and entertainments are given at sea during the cruise, and sometimes there are a number of events; thus on March 30 we find the following schedule : 10 A. M.—Travelers’ Club. Topic— Egypt. 2.30 P. M. — Progressive Bridge Whist. 8.30 P. M.—Lecture, “Rome, Ancient and Modern.” Farewell Concert by the Musical Club. This is certainly enough for one day at sea. The question of personally conducted tours is an interesting one, and the traveler must decide for himself. They are recommended, however, to women traveling alone. In any event this book will be useful on the sea even if “personally conducted.” We have be¬ fore us as we write, the programme of tours of the largest company in the business. We find tours which grade from $1,165.00 for 89 days down to 52 days’ tour as low as $310.00. The Hamburg-American Line, the North German Lloyd, the White Star and other lines run cruises annually. Get a programme, which is freely sent with full particulars on application. EDUCATIONAL TOURS. There are a number of people who combine instruction in art and litera¬ ture with traveling in their tours. The following is an example of a tour for ladies offered by an artist. Mrs. Fanny Rowell, 15 Gramercy Park, New York City. The expense of the entire tour is $700. The party started on April 16, 1910, and New York is supposed to be reached on July 9. This will give some idea of what may be expected in a first-class tour of this kind, with advantages of the best guides, car¬ riages, etc. Leave New York Saturday, April 16th, on S. S. Barbarossa (11 a. m.), North German Llyod Mediterranean liner, pass the Azores, entering Spain by Gibraltar, cross to Tan¬ gier; return to Algeciras, Spain, Ronda, Bobodilla, Grenada—The Alhambra, Sevilla, Cordova, Alcazar, Madrid, Toledo, Saragossa, Barcelona. Leaving Spain by the Southern Frontier to Marseilles, France, Riviera, Nice, Monte Carlo, Monaco, Genoa, Italy. May 12th, by North German Lloyd steamer to Naples, remain until 18th; Capri—Sorrento, Amalfi, Pompeii; Rome. 19th—one week. May 26th, Siena; 28th, Pisa to Florence, June 2d, Padua to Venice. 7th, Through Tyro- lean Alps. Coaching—Bellino, Pieve di Cadore, Corteno, Toblach. 14th, Inns¬ bruck, capital of Tyrol. 16th, Munich, capital of Bavaria, Passion play, Ober- ammergau, 19th. 20th, Vienna, 26th, Prague to Dresden. Berlin, 27th, 28th, 29th. Hamburg, 30th, reaching New York by new large S. S. Cincinnati, Hamburg-American line, July 9th. BARGAINING. Except in England, bargaining is almost universal, except in the very large shops, like the Bon Marche, in Paris. In Italy there are few fixed prices. _ A chair has been designed to prevent sea¬ sickness. This chair has been actually tested on a voyage and a number of passengers who were badly upset by the pitching of the ship declared that while they were in the chair they felt no bad effects whatever, but when they no longer used it, the seasickness in some cases at once returned, although not in others. The chair is operated by a motor which serves to give the seat and back motion; the long movements of the vessel are thus broken up and are constantly interrupted by brief movements in the opposite direction, thus counteracting the causes which produce seasickness. _ Remember that the purser only carries a limited supply of foreign currency and that he can only exchange money for passengers to a limited amount. Do not calculate to do any more than pay your ship’s account with steamship checks if you use them. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 37 STEAMSHIP OFFICES. The list (pages 38-39) has been pre¬ pared with great labor. It contains the names and addresses of all of the Steamship Companies having offices in New York City. The list gives the ad¬ dresses of the offices, the location of the piers, whether in New York prop¬ er, in Hoboken, or in Brooklyn, also the telephone numbers of the piers. While every effort is made to make this list as full as possible, it should be mentioned that changes are likely to occur at any time. The telephone numbers have been very kindly revised by the Directory Department of the New York Telephone Company. Of course, if the telephone numbers have been changed, “Central” will be glad to give the new numbers—ask for “Information.” If you use this book after it is more than a year or eighteen months old, dating the time from April 15. 1910, the regular telephone book should be consulted before calling, as neither the writer nor the telephone company can take any responsibility for call numbers after about a year, as changes are very numerous, addi¬ tional exchanges being installed from time to time and old numbers being assigned to new subscribers after about a year. STEAMSHIP COMPANIES IN BOSTON Main 7044 Main 2245 Main 4930 Fort Hill 1472 Main 4930 Main 4353 E. Bost. 110 Main 4930 Main 1860 Main 7144 Main 4930 Main 4930 E. Bost. 135 Main 854 Main 4930 Main 3956 Fort Hill 2390 Main 6920 Main 3956 Main 6456 Allan Steamship Co., 110 State Am. Hawaiian S. S. Co., 9 Doane American Line, 84 State Anchor Line, Bromfield, cor. Wash Atlantic Transport Line, 84 State Cunard Steamship Co., 126 State ' Wharf, East Boston Dominion Line, See White Star Line, 84 State French Line Steamers, 306 Wash. Hamburg-American Line, 90 State Holland-America Line, 84 State Leyland Line, 84 State Leyland Steamship Line, E.B. North German Lloyd S. S. Line, 83 State lied Star Line, 84 State Royal Mail Steam Packet Co., 200 Washington St. John, Boston & Cuba S. S. Co., 221 Board Trade bldg. United Fruit Co., Long Wharf City Passenger Office, 200 Washington 900 Board of Trade bldg. General Office. Main * 3956 Ward Line, 200 Washington Fort Hill 1500 Warren Line Boston to Liv¬ erpool, 110 State Main 4930 White Star Line, 84 State Chasn 27 Dock, Pier 43, 44, Charles¬ town Main 4930 Wilson & Furness Leyland Line, Ltd., 84 State Chasn 112 Charlestown Main 2493 Wilson Line Steamers, 203 Chamber Commerce The following is a list of the New Y T ork offices of various railroads abroad, with addresses and telephone numbers : Telephone. Barclay 7100 Frank]n 2681 Frankln 2241 Frankln 4470 Frankln 4330 Mad.Sq. 6368 Mad.Sq. 4630 Mad.Sq. 4630 Mad.Sq. 1630 Mad.Sq. 4630 Mad.Sq. 4630 Mad.Sq. 4630 Mad.Sq. 3452 Name and Address. Midland Railway, 245 Broadway. Great Western Railway, 355 Broadway. Great Central Railway, 355 Broadway. Netherland State Rail¬ roads, 355 Broadway. Great Eastern Railway, 362 Broadway. Swiss Federal Railways, 241 Filth Ave. Italian State Railways, 281 Fifth Ave. International Sleeping Car Co., 281 Fifth Ave. North Chinese Railway Co., 281 Fifth Ave. Austrian State Rail¬ ways, 281 Fifth Ave. Trans-Siberian Railway, 281 Fifth Ave. London and South¬ western Railway, 281 Fifth Ave. London and North West¬ ern Railway, 287 Fifth Ave. The following addresses will be found valuable for those who wish to plan tours, to look after banking mat¬ ters, etc.: Telephone. Rector 3900 Broad 2617 Broad 1551 Rector 4254 Bryant 4417 Bryant 4417 Barclay 7100 Mad.Sq. 3070 Mur.-hil 3553 Plaza 1407 Name and Address. American Express Co., 65 Broadway. Davies, Turner & Co., forwarders, 24 White¬ hall St. Pitt & Scott, forwarders, 60 Pearl St. Allison, Alexander D. D„ 45 Broadway. Clark, Frank C., Times building. Clark’s Tours, Times building. Cook, Thpmas & Son, 245 Broadway. Cook. Uptown Office, 1200 Broadway. Cook. 5th Ave. Branch, 563 5th Ave. • Cook. Mad. Ave. Branch, 649 Madison Ave. 38 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL W o £ w Z fa o H fa o CL, OQ fa w t-H Oh Q Z < m W o I—I fa fa O 02 fa 12; i—i fa fa i—i K CQ ( S <* fa! H gq . a>

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OGQ GO GO 'S?®a>® & d.T: . o o cS ©pi P g-— Q d .—i © -O © -fa d © Isalij* ^°dg ■£ 5 3 o o STEAMSHIP LINES, OFFICES AND PIERS, PORT OF NEW YORK —Continued 39 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 0 fl O XI Q. *0 H o ■ o Q 0 > c3 0 i-3 0 g o3 0 m o £ 0 a o -fl & 0 0 H o t- o £ 0 0 a 3 £ 7} £ c3 0 -4-2 CO 0 £ c3 £ 0 be a T3 O fgg£ >/n£ cs q, fl PQ ooB 0*0 1C 00/0 ,2-fliS-fl • -* - 05 L- H Tf w Q : gpE fttj? rt< : h ocoo h n h ^ L. f- *_ p-| Li lO +? L CO r-H fi.2SS.2S.2[gS.2.2 a afe rtPn a J^d —-i?o’ — d 2 Jsd d °>i O O^- 0^1 O^H^H P3 Ph Stf CO • og CO o so 1 ® t- fcl a) a) SS pqsspQeQ^pj^ffim^;^ oo LL SpSp t— ‘ T L L S-i S— ' -- ' wO'C • o'O'C o o o o~ c3+->c5fl+ J AA+ J ''4- J -‘- , +- > A+ J 'A O 0 0-0 0QO0000O0O t,0un0%Hj-H0000^0fc- 1 a^pq^p^eqmciitftf pPcqkw rf OhiMOiOON>0(NOOOO IOCOOOCOOCOCO(NIOOU0050CO (NNNIOHNCOCO^OHOHCO h H (MW (MCMOIrHcOCOCMCM *2 >2 rr ^ 0 0 CA. 0 (D j) d b£ fs I’S-o « -• ■*-* ;gggq «a 23 opQoa VfflNM co oj rH co 0 0 0 0 K*} H | cc 7 A A c3 O -p +j h r SjW «r-(N 05-HOI 0 d c3 0 b£ fl c3 c3 o £ b'g w 0 c3 T3 c3 -t2 O 0 0 . 0 > CO Is A 0 ^ £ A rt o *■< flpq-fl o ” ^CQCQ x s - , r/} 02 \T M ^ P CQ J2 ^ 05 r-4 *-< ^ ►—< u. Z -j— d • r;’ 0 J-iLMj 0__-0’ fl A ■ - COG WS ’ d ZT ] if' ^ f-i fl fl d —^ Cl £ hP ^■2- gjd: vm-%’2 g 0-OTJnfl ^^§.£*fl d 0P •rfl 000 OOgE r Ph dK pp P- Sh c 2 (K H d ^ P o 4d c q 3 a >-. j3 Broad 4715 Frank! n 1940 Broad 4715 C’tland 5113 Gramrcy 359 Styvsnt 1082 Bryant 788 Lenox 498 B'kman 4863 Broad 4715 Mad.Sq. 5432 Mur.-hit 123 Gramrcy 372 Mur.-hil 1464 Frankln 4470 Broad 6002 Bryant 1933 Mad.Sq. 6270 Columb. 4797 Columb. 4797 ("tland 4057 Mad.Sq. 3628 Rector 3730 De Potter Tours, 32 Broadway. Frank Isaac, 347 Broad¬ way. Gastineau, Edmoud, 32 Broadway. Gibson Tourist Co., 99 Nassau. Gillespie-K i n p o r ts, 1 Madison Ave. Harris, Louie J., 142 E 14tk. Hodgman’s European Auto Tours, 25 W. 42d. International Traveling & Money Exchange Co., 1*190 2d Ave. Iveewaydin Camps Co., 150 Nassau. Manley, It. M., 32 Broadway. Marsters, G. E., 31 W. 30th. McCann's Tours, Broad¬ way & 34th. Me C I u r e ’ s Tourists Agency, 44 E. 23d. McGrane's Catholic Tours, 505 Fifth Ave. Netherland State Rys., 355 Broadway. Northern Tourists Bu¬ reau, 18 Broadway. N. Y. Tourists Agcy., Times building. Raymond & Whitcomb Co.. 225 5th Ave. Royal Tourist Car Co., Broadway & 62d. Royal Shop, 80 West End Ave. Smith, Aiming J., 149 Broadway. Tabet's Tourists Agcy., 389 5th Ave. Weinacht, Richard, 59 Broadway. For other addresses see the classified business directory, or the classified telephone book. This is usually pro¬ duced only on request at pay stations, and is called the “Red Book.” No apology is at all necessary for publish¬ ing lists of this kind as the informa¬ tion conveyed is intended to help the prospective traveler. CONSULATES IN NEW YORK. Telephone—Broad 1178, Chinese Con¬ sulate, 18 Broadway. Telephone—Broad 5949, Colombian Consulate, 24 State St. Telephone—Broad 5552, Consul Gen¬ eral of Costa Rica, 06 Beaver St. Telephone—Broad 1217. Consul Gen¬ eral of Denmark, 130 Pearl St. Telephone — Broad 321, Consul of Guatemala. 2 Stone St. Telephone — Broad 334, Consulate General of Bolivia, 2 Stone St. 40 SCIENTIFIC AMERICAN Telephone—Rector 3714, Consulate General of Ecuador, 11 Broadway. Telephone—Broad 1498, Consulate General of Norway, 17 State St. Telephone—Broad 1549, Consulate General of Panama, 18 Broadway. Telephone—Broad 2115, Consulate General of Peru, 25 Broad St. Telephone—Broad 4999, Consulate General of Spain, IS Broadway. Telephone—John 459, Consulate Gen¬ eral of Venezuela, 1 Liberty St. Telephone—Broad 3559, Consulate of Nicaragua, 66 Beaver St. Telephone—Worth 2319, Consulate of Paraguay, 309 Broadway. Telephone—Rector 1313, Dominican Consulate, 31 Broadway. HANDBOOK OF TRAVEL Telephone-—Broad 5902, Honduras Consul, 66 Beaver St. Telephone—John 1108, Japanese Con¬ sul, 60 Wall St. Telephone—Murray Hill 4695. Per¬ sian Consulate General, 501 5th Ave. Telephone—Spring 6185, Russian Con¬ sulate General, 22 No. Washington Square. Telephone—Broad 6099. Swedish Chamber of Commerce, Produce Ex¬ change Annex. Telephone—Broad 6619, Turkish Con¬ sul General, 59 Pearl St. Telephone numbers subject to change, but “Central” will give chances. AMBROSE CHANNEL LIGHTSHIP PIER PERMITS It is a mistake to suppose that your friends can come on to the pier to meet you on arrival in New York, al¬ though it is true that they can meet you at the exit of the pier. In order to go on a pier and be present while the baggage is being examined requires a permit from the Collector of the Port, countersigned by the Surveyor of the Port. Such permits can be se¬ cured by sending a letter to the Col¬ lector of the Port stating the name of the steamer which it is desired to meet, and the probable day of arrival; stamps should accompany this appli¬ cation. Applications may be made in person in Room 241, Custom House, Bowling Green. According to rule only two permits are given to meet each passenger, but there is usually great latitude in the enforcement of Gat. No. SJJ*. CUSTOMS SERVICE. ©flier nf the S'ururynr. Jlart nf Nrm hark. Admit within customs lines on pier of Steamship BERUN Mr. ( mar l 19 10 A*£ urve ^ / 2—6J7 X^L^/.ViC^^ling Secretary FACSIMILE OF PIER PERMIT SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 41 the rule, and it is not likely that an application will be refused. Take no bags or parcels to the pier and stand clear when the inspectors are working on your friend's baggage. While it is quite a good deal of trouble to get one of these permits, the advantage of meeting dear friends fully an hour be¬ fore they will see them otherwise al¬ ways makes the effort worth the while. Permits to meet the incoming vessel at Quarantine are given only in extreme cases, and they should not be asked for except in such extraordinary emergency as fatal illness, etc. VISITING STEAMSHIPS It is usually possible to visit a steamer the day before sailing, and it is always possible to go on board an hour or so before sailing to say good- by to friends. It is the practice of some companies to issue a permit to visit a ship any time when she is in port. When a vessel sails early in the morning, friends of passengers should go on board and say good-by during the evening. Where the vessel sails at a reasonable hour, say nine or ten o’clock in the morning, or in the af¬ ternoon, visitors are welcome. They should, however, leave promptly when the bugle or whistle sounds and when the stewards make their call in the passage: “All ashore that are going ashore.” Visitors who are carried awav from the pier are likely to find their return by the way of a tug or the pilot boat disagreeable. In extreme cases passengers who have been delayed are sometimes put on board the steamer in mid-stream from tugs. Do not trust to this, however. Be in New York or other port of de¬ parture the day before. You will save much anxiety by doing this, and you will also be sure of your baggage. Do not trust to Sound or coastwuse steamers to make connections for you. HOW TO GET TO HOBOKEN. The stranger who is within, our gates is often bothered to know how to get to Hoboken, where three large steamship lines dock: namely, the Hamburg-American, the North Ger¬ man Lloyd, and the Holland-America lines. If you go by carriage or auto¬ mobile you can go by Barclay Street Ferry, Christopher Street Ferry, or Twenty-third Street Ferry, the latter being the nearest to the Grand Cen¬ tral Station and the new Pennsylvania Terminal at Thirty-third Street and Seventh Avenue. The Fourth Ave¬ nue cars transfer to the Twenty-third Street cars, so that the trip can be made from the Grand Central Station in thirty minutes. From the new Pennsylvania Terminal, take the Sixth Avenue car and transfer at Twenty- third Street to cars going west. Ac¬ cording to the rule, only four auto¬ mobiles can be carried on one ferry¬ boat, so that ample time should be al¬ lowed. There are other routes which can be taken by those who are very familiar with the city, but their use is not advised for strangers. The tunnel routes to Hoboken are especially rec¬ ommended. The running time from Twenty-third Street and Sixth Ave¬ nue is only seventeen minutes, or fif¬ teen minutes from the Hudson Ter¬ minal Building, Fulton and Church Streets, New York City. The fare in the tunnel is five cents, the cars are clean and well lighted, and the service is very frequent. Those who leave the Pennsylvania Station in Jersey City, can get to Hoboken in a few minutes by taking the proper train. The il¬ luminated signs make it almost impos¬ sible to take a train going in the wrong direction. Passengers arriv¬ ing by the Erie Road can also be taken to Hoboken bv the tunnel. The most convenient way for passengers arriving at the Grand Central Station to reach Hoboken piers is to take a subway express train to Fulton Street, and then walk one block west to the Cortlandt Street station of the Hud¬ son and Manhattan Tunnel Co., there taking a tunnel train to the Lacka¬ wanna Station at Hoboken. The en¬ tire running time may be usually fig¬ ured at thirty-five minutes, but steam¬ er passengers should take no chances, and at least an hour should be allowed. Those who live in Brooklyn can take the subway under the East River to Fulton Street, and then walk over one block west to the terminal of the Hud¬ son and Manhattan Tunnel Co. and take the frain to Hoboken. When you come out of the ferry house at the tunnel station in Hoboken you should proceed north ; any person around the ferry house will be glad to show the direction. The walking in the street along the front of the piers is apt to be very bad in winter and in stormy weather. The first piers are those of the Hamburg-American Line, then come those of the North German Lloyd Line, and finally the Holland- America Line. 42 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL ENGAGING STEAMSHIP PASSAGE Tlie cost of a first-class passage to Europe varies with the line and the season of the year. Vessels of the first class command a very high minimum rate even "out of season.” At the time of writing it is hardly possible to obtain a first-class passage for less than $87.50, on good ships, and good accommodations will cost $110.00 to $125.00 on other than Mediterranean steamers. The choicer cabins bring extremely high prices, and it is noth¬ ing unusual to find accommodations than the express steamer which races through the water at a high rate of speed with constant vibration. The number of passengers is also much more limited and there is more room for promenading and for the steamer chairs. Those who wish to rest at sea should bear this in mind. The traveler who desires comfortable lounges, palm-gardens, Dutch cafes, gymnasiums, and Turkish baths, elec¬ tric baths, etc., should be willing to pay some $25.00 or more extra for THE “KAISERIN AUGUSTE VICTORIA” OF THE HAMBURG-AMERICAN LINE which are a thousand dollars or more for cabins for one or two persons. There are many factors connected with the price of staterooms; the time of passage must be considered, for every increased knot of speed means a vastly increased coal con¬ sumption, which is almost inconceiv¬ able to the layman; the saving of a day in passage may mean double coal consumption. The costliness of ships must also be considered. It naturally costs more to travel in a vessel which lias involved the expenditure of $7,000,000 than in a comparatively small and cheap ocean liner costing five or six hundred thousand. A slower boat with large freight-carrying capacity is often more comfortable each passage. The proper plan to pursue is to write to the New York office of the five or six principal trans-Atlantic lines. The intending traveler will receive courteous letters accompanied by diagrams and with price lists of all staterooms; this will enable one to select accommodations within his means. The minimum fares which are charged when accommoda¬ tions arc available are given beyond, so apply early if you are seeking low fares. Berths are usually not considered engaged unless secured by a payment of 25 per cent, of the passage money, and never less than $25.00 per berth for first cabin accommodations. The balance of the passage money, both SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 43 outward and return, should be paid and the receipt surrendered at least three weeks prior to the date sched¬ ule^ for the sailing from the port of New York. Otherwise the company reserves the right to dispose of such reserved accommodations to others and the sum paid is forfeited if the engaged berth or berths have not been resold. In case of sickness or death the company usually refunds all ex¬ cept agent's commission. In case of necessity the lines have the right to substitute some other steamer or steamers, and even change the date of money, unless notice is given not later than three weeks previous to sailing, or the accommodations have been re¬ sold. When passengers are kept from sailing by misadventure, the company usually allows them to sail on other steamers of same line. A steamship company is a business corporation, and their good nature, which is large, should not be imposed upon. Prepaid tickets are good for a year and are not transferable, and may be extended by paying the difference between the rate in effect at the date of issue and date of sailing. Each North German Lloyd S. S. Co. No. OtORtih, Washington First Cabin Ticket. NOT TRAN3FKJ4ABLE deceived .$ , Berth 7 • Stateroom No. . ^ % ior the passage cl AduttS. Children bet.» A »o y ear*. Inf»m umlvr » y £>ervam«. on the North German Lloyd Steamship GEORGK WASHING TUN to toil •^'1 * tf'O at /c o'clock vf. Ml, from North German Lloyd Pi.rs, .n Hoboken, N.J.. unless prevented by unforeseen circumstances, to y and thence by rail to for which rail transportation a ticket o( the Railway Company will be furnished by the pur;e- on surrender ol this ticket U »$ mutually agreed that this ticket i* issued by the North Herman Lloyd S. S. Co. mid accepted by the passenger on ' the fdlfdwkig conditions; S 1 " W Cv»Al(v,t j'ane.A” . , TtkiriLio tffitfl .( , the ' V. - |rabfcs-»l»'«>KSJt'l.iAIJkWl*ttl^>‘luP!Mrucr»niW>i* Ii.-M.-.V'-Sl'if. r b ftto-JVIV-dgf. V!' •«*»»!&),-»«/ t«fl. -0 <>>* wv>'.d V '» aitV -H •'••• •« -to . ’ : WkW.vvr >,*- i-WwAyt wt -■a.. «tUi .-V ' .act «w.C for t. ti- Ik-tsu*. <>v pur,- u viV-t-i fo*iK'tiwBic. ao-.l * lui'Jicr «siiics)nuuat, ,ul yvi • ftp it? - I •in » >ieib H>* yt -a. • ,**. .. , i,'• I Ul‘*lai'*r!a'.yur.tt»*rii'jtb-r.thi'*h - t>n'»T5<'r.IC.r' i* pafteawc lyryto SKirtT - ir, " — •* '■«•» euWhi'i Auiftc*. -»t ’•i'Jrt-- /iw i Afar !h'f -*V «•-- Vr '- Li'jrtrt Pay ai4MUvi*y.l ,. T tn U,*i : Ui|<>b' AM *))o r imw ■ aj*rt.brft»-tEtt>i,...... ' BAtlACjf • .arviiore-rnol'.trri t.-' »t t e ,.,ir . -• ■ N^Aiinw>«Wli<»tUiKO)4sr«'MI'W«9S'a^-l AfJi, pwwon-O -r b.VaJl w tert l-A <<%w avoiR sr.tfci*»nityic«d 4 tu*jn»w> wit oitAfraW l iJn.ipfe v' - ' ■ sW Le*. . ’•New Vork. , -4u ^Cf-. > to /«r..a*- f.«t t-owage l?r>k. - jjfar&e \ h.-’. •* ir. v» U>hL ftc i va« 'u-v W w .briny i* .tbttVM? «( luevasn, A M rg t- :St • (»Im(Vv k. vr'(j)v«it «{3t>wu- |AK>fc f-i tyltl Wr«* >-11 .ae Wwo toi? |-At ttJ C.- .)iegr«twMtt tif t!--* y l 3jv>|i.^.vjv7;iT;vxi. *ivViw?F?isy;wiF 4 .... ^cv;. ^ 4 . „ PASSENGERS ARE URGENTLY REQUESTED «o have their baggage otiecKcd at the Bsggaje master s desk on the PIER BEFORE GOING ABOARD THE STEAMER FACSIMILE OF FIRST CABIN TICKET sailing without notice, and passengers have no claim or demand upon the companies except for a refund of the amount paid on account of the ac¬ commodation reserved. When apply¬ ing for berths, either by mail or wire, the name of the steamer, date of sail¬ ing. the number and sex of passen¬ gers, and the desired class of accom¬ modations should be stated. Passen¬ gers who do not sail on a steamer for which they have engaged accommoda¬ tions, or purchased a ticket, will for¬ feit fifty per cent, of the passage company has special rules for the can¬ cellation of such tickets. Return tickets may be extended by paying the difference between the rate in effect at the date of issue and date of sailing. There are special regula¬ tions relative to cancellation which mav be learned by addressing the com pany issuing the ticket. Interchangeable Return Tickets.—- The return portion of first and second cabin round trip tickets is available for return passage by any of the fol lowing lines, provided the tickets have 44 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL been issued by one of the other lines or at the option of the bolder will be accepted for passage by any of the fol lowing lines: American Line, Atlan tic Transport Line, Austro-American Line, Canard Line, Dominion Line French Line, Hamburg-American Line, Holland-America Line, Leyland Line, North German Lloyd, Red Star Line, White Star Line. Provided— (a) There be room vacant on the steamer by which the passen¬ ger desires to sail. (d) In the event of the original re¬ turn ticket calling for trans¬ portation on a specific steamer or date, the transfer cannot be made unless application for transfer is presented more than 28 days before such spe¬ cific date, unless the passen¬ ger, at the time of making application for transfer, pre¬ sents the authority of the Line for which the original return ticket was issued, for the transfer being made. * outward tlcKat No— from Now York.- HOLLAND-AMERICA LINE=Carrier ■*•**“- Tort on i AMSTERDAM . .. THE RAOOE . BOUtOQNE-aUB-MEB It Oroaomarkt U Ann* Faulownaa trial * Oarltco^i ... -Bobmlaeh* Eioompu lull I DoaJUoilw MIluitruH . VIENNA.. DRESDEN JLabSSJp rBANBEOBT o,m_ II blnnuuul iKalsarplau) rLOBENCE. .II Blucbamriaaa . r B*notiotpl*ii . I KATltDUU Rondelli ... .. < Babnbofplati . *1 Kotnlcetrasa* . Il-ll Tbeatr* Colocoxlca .I Babiutraiaa Bus da F*tU Cbroo I II wi«den»r a Oiut»U&*“* III K*t*«r Jo*elatrat*« U. OppoilM RkU*k7 SUtlnn 1» Vl» Torutmoni t0Mt .iSl vu-Saditirr COPENHAGEN OOTHENBCBO.* STOCKHOLM _AMERICAN OFFICES: NEW TOBH . it Broad wap CHICAGO. ELL . «» Drirbnrn strt«t BOSTON, MAM. 14 Itat* Itrnl ST. LOtTlS, MO. -Cor. SCbiDd loeuitSU. SAN FBANCUOO, CAL. IS Elll* Btreol MINNEAPOLIS, MINN. . Ill South Third St. NEW ORLEANS. LA- US St Cbartu Strict TOBONTO. ONT. 40 Toronto StTMl MONTREAL CANADA. 1TB St. Jam*! Stroot jfirst Cabin IRcturn flbaseac^ Contract MUST BE SIGNED Raaarvad throutl York Offloat s. '-r-t-_ faaA.A/L' J/iS 'ttr- SoheduUd ti from ROTTERDAM-BOULOGNE-SUR-MER. •|tb #4 to tray port t 7ft£ TAL ~ Adulini - 2 T' Chlldtran . but only upon the torrnn t, N. J-, In oonsldaratlon' of J 'ocalved aa paaaaga money. - rate# aro In force, muat TERMS OF CONTRACT WITH PASSENGER, tt 10 /Dutuallg B(jrcc& by *nd brtwern aid amor and the passenger as follow* Ncilhri aid carrier noi the vyutl nor lit owners nor the lgmti of eilher shall bt responsible for baggage or property, anting Jrom the act of Cod or the public enemy or perils •*“ — - -‘- r " Of delay of or Injury to. «ny passenger or bis negligence in navigation of the steamer or of any vessel 'bom robbers, arrest or restraint of pnnces. rolers of people, rloti." »mWes or stoppage ol labor; from esplosion. bursting of boilers, breakage of '. -*-- -■ appurtenarres of the vessel, though eaisl.iig at^the lime of slilpment or sailing^on the voyage or thereafter aromg provided the own-t* have eterersed ^due diligence to make Ihe vessel seaworthy; nor for sny loss or damage arising from the nature of the goods m lhe Insufficiency of pa.kiges, ror from error, intufficiency or absence of marks, address or description, nor from any loss or damage caused by the prolongation o Ihe voyige, nor from thr\msejworth.ness of Ihe vessel, provrded Ihe owners have exercised due diligence to make Ihe vessel seaworthy. a the vessel shall have liberty to proceed wilhoul p,W to tow and asusl vessels in all situations, to deviate from Ihe direct or customary course, and if prevented from proceeding .n the ord.ru,y course, to Ir.nsih.p Ihe passengers and then baggage by any other steamer vessel or conveyance lo destination whether belonging to Ihe Lompanw or nol. and such tranashlpment ahall t* at the risk of the passenger, provided reasonable care ti eacreoed ut the .election ol THUMB OP CONTRACT CONTINUED OVERLEAP __ Embarkation Slip FIRST CABIN RETURN PASSAGE CONTRACT HOLLAND-AMERICA LINE Name of Agent— Address- Date of Issue— Steamer- Berth No— Additional Payment, $— Refunded. $- For - - ■ — REDUCED FACSIMILE PREPAID TICKET (b) All the conditions in the ticket and regulations of the carry ing line shall be accepted and binding on the passenger, whether tliev are contained in the original return ticket which the passenger holds or not. (c) That the passenger pays the dif¬ ference, if any, between the value of the accommodation called for and the value of the accommodation he selects in the steamer -by which he travels. (e) In the event of the passenger se¬ lecting accommodations of a lower tariff rate than that shown on the original return ticket, the difference between the value of the accommoda¬ tion called for and the value of the selected accommodation will be refunded by the carry¬ ing Line, less 10 per cent. First and second cabin return tick¬ ets issued by any of the above men¬ tioned lines will also he accepted for passage by any other of them, subject to the usual conditions. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 45 Return tickets and prepaid tickets issued at a certain rate will only be available for transportation covered by such rate. Holders of such tickets desiring to sail on a steamer or in accommoda¬ tions for which a higher rate is in force will be required to pay the ad¬ ditional fare, or in case lower priced accommodations are engaged, the dif¬ ference will be refunded, subject to the company’s rules. Return accommodations may be se¬ cured through the company’s general passenger offices, either by cable or pay second class rates, but have ac¬ cess to the first cabin accommodations. If interested, write the company for their rates and rules. feuch is in brief about aJl the gen¬ eral information which can be given on the subject of the securing of berths or staterooms. The practice of the various companies is so widely at va¬ riance that nothing more of a gen¬ eral nature can be given. Each com¬ pany employs a corps of correspond¬ ents who are entirely familiar with the transportation business and whose pleasure it is to reply fully regarding THE OPEN AIR CAFE IS A FEATURE ON THE NEWER BOATS by letter; if by cable, at passenger’s expense.. If a passenger is prevented from sailing on a steamer for which return accommodations have been re¬ served, a transfer to an earlier or later steamer can be made by applying to the company’s general passenger of¬ fice, provided application for this transfer be made not later than three weeks previous to departure of the steamer on which berths had originally been reserved. On some lines servants accompany¬ ing first cabin passengers, if they have access to the first cabin accommoda¬ tions, must pav a special rate, which will be made known on application to the company. On other lines servants such special information as the cost of transporting bicycles, automobiles, dogs and other animals, excess bag¬ gage, and transportation of infants; special regulations as to children, etc. It is very difficult in compiling a book of this nature to avoid a suspi¬ cion of partiality. The editor does not recommend any particular line or any particular steamer. It is mat¬ ter for individual judgment and usu¬ ally the passage money paid is a sat¬ isfactory criterion of the accommoda¬ tions which may be expected. The annexed fable shows the number of cabin and steerage passengers landed at the port of New York for the year 1909 by all the principal steamship 46 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL lines. Tlie relative number of cabin passengers carried has, of course, a certain bearing on the standing of the line. Thus, a line bringing over six, eight, or ten” thousand passengers, is much to be preferred to a line that only carries three, four, or five hun¬ dred first cabin passengers a year. In nearly all cases the smaller number of passengers indicates lower rates. As the names of the agents are given, and they all have offices in New York City (the addresses being given else¬ where), they can be readily addressed tion is made, or steamers are carry¬ ing very few passengers. The steamer companies should in all cases be written to before it is assumed that accommodations at the miiymum rate can be supplied. The big tourist agencies also sell tickets by all lines. While the prospective traveler is assumed in the majority of cases to embark at New York, still the infor¬ mation given applies to other ports as well. The maps of harbors include Portland, Boston, Philadelphia, San Francisco and Seattle. The list of THE SECOND CABIN WHITING ROOM Is prettily furnished; on the walls are found French prints and mirrors for rates, information as to baggage, sailings, etc. All of these agents have telephones and may he communicated with by those living in New York or the immediate vicinity by this means. It is hoped that this table, which is official, may prove of considerable value to the intending traveler. The succeeding table of general rates is subject to change without any no¬ tice whatever, and the editor and pub¬ lishers disclaim any responsibility for the information which is herein con¬ veyed. In a general way, however, it is valuable as showing average mini¬ mum rates. It is of course not pos¬ sible to obtain accommodations at these rates unless very early applica- steamers plying from other ports is covered as far as possible, but changes are very apt to occur which cannot be guarded against in a work of this kind. See chapter on “Statistical In¬ formation.” A new service between New Orleans and Hamburg will shortly be inaugurated by the Hamburg-Americ.an Line. This will divert a portion of the immigration business into the Southern States. Although the sea jour¬ ney is considerably longer, the passenger rates will be the same. The piers and breakwater are being com pleted at Fishguard. This will enable ships to come alongside and embark passengers and mail on Saturday night instead of having to wait five or six hours at Queenstown. TABLE SHOWING THE NUMBER OF CABIN AND STEERAGE PASSENGERS LANDED AT PORT OF NEW YORK DURING THE YEAR 1909 BY 1HE FOLLOWING STEAMSHIP LINES. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL i003*-^Ot>-rf0500»-HLOOOOOai‘Ot^-Oa50C^CDiC»-iOOOi05COcO(NcO'^r ONlOOCD(N(NCOCC'^fO‘OlO>H^rHClC^(MrHniHlMrH ( H HH CO *■ 'COO o £ £ e w Ph o o £ 0 bfi fl m (NDH05HH^cC05 05NOO^MX)OHHOClCOai05HCOO^iCSOOOOO aAOGHCOCOOOiNO'O^O'-'^Tj'cONiOiNOJOrHTf'W^^CDiOiMOMWG CO HOOO l> ^ HHffilO O CO ICN^GCJ'OINHICIOOCDHIOCOCO’H^ -h -h cc co in co o tp o d o o od od c-T r-' r-T o' o o' rf t^' rt t-T o o co' r-T *-T o' OSQ^'^TfCOCOCOCOCOlNClHHHHriHMHHrHHHH o 00 CO K I- fl 0 bfl 0 £ 0 a .& 73 s c3 0 +-> CQ «4-l o 0 s fl OC0005COOiNOCO^NTfOa>^>0 CiOCON^O^COODO^Tfco^WTf GO iO_^CO_ r H (M 03 HOJiO OJ CO rH 00 rH of o' -h rfT o' co' co'oof 00 t> O M iu MU 2 C3 C3 r/) rr ~ w co csOco^xS o ,•< ®ca §,■§.&(,• e-~ " occ”’ -5 .^ 3 S StjTSSO^ 2 0 ) £ ® Cicc «_C Cl) •5 c • • cr “30^ on o o.o <3cS^ 5 rn C^j'C _ 3 £ 2 ci2 2 c g on 3 5 Oi c . g - 1 O D, O Tl o “■O.’aS . __ fl 2W *■ c a;.“ . os a> he pH "(3 W he < u. bl) £< b 6 o «yj2% -C c« C & fl c3 fl c3 cj o *- -gQ«^ S«Uf ® §!q§ OffiWC a j • is fl fl fl fl 0 o o 0 fl +■? +e fl • M flOfl*fl r flfltfbfiflfl fl c fl rt fl fl fl fl <1/ 0 0 0 o -o J >>e O fl P-g fl«e fl zi c £*0 0 bC og J3^C0 "C fl -d o fl 0 -3t3 0 0 fl.j fl 's‘a^ 9 : 33 a° r r H co O Q © .T-l rt oo-acc^-S aafe 03 O’ -1 "SS fl gi-3 5? »«;8 .2 , fl-rl ^ ^)'t3T3 agS‘p«'uaft|§s ; i>^s h6uz Havre (D) tique). 1 Hamburg-Amer. (T) (T) (Cuxhaven) (D) or(T) Cherbourg (T) Dover (D) Hamburg. . . . Dover (D) Boulogne (T) (Cuxhaven) (D) or(T) Dover (D> “ Genoa (D) Gibraltar (T) Palermo (T) Naples . .(T) Naples (T) Holland-Amer. Rotterdam (D) Boulogne-sur-Mer( T) Boulognc-sur-Mer (T) Italian Royal Mail S. S. 1 Co. (Navigazione V Genoa (D) Naples (T) Naples (T) Genefale Italiana).... i North-German Lloyd S. Bremen (D) Plymouth (T) Southampton (D) S. Co. Cherbourg (T) Cherbourg (T) Genoa (D) Gibraltar (T) Naples (T) Naples (T) Gibraltar (T) Red Star. Antwerp (D) Dover (T) Dover (T) Scandinavian-American Copenhagen (D) Christiania (D) Christiansand (T) White Star . Liverpool (D) Queenstown (T) Queenstown ('1') “ 44 Southampton (D) Plvmouth (T) Cherbourg (T) Cherbourg (T) ll II Genoa (D) Gibraltar (T) Naples (T) Naples (T) STEAMERS SAILING FROM BOSTON. Line. Eastern Terminal Port. Ports of Call. Eastbound. Westbound. Allan Line. Glasgow Moville (T) Moville (T) (Londonderry) (Londonderry) Cunard. Liverpool (D) Queenstown (T) Queenstown (T) Leyland. Liverpool (D) White Star. Liverpool (D) Queenstown (T) Queenstown (T) 4 4 Genoa (D) Gibraltar (T) Naples (T) Naples (T) Azores (T) STEAMERS SAILING FROM MONTREAL. Allan Line. Liverpool (D) London (D) Canadian Pacific R’wav | Liverpool (D) Atlantic S. S. Lines... ( London (D) Dominion Line. Liverpool (D) Donaldson Line. Glasgow (D) “D”—Passengers landed at Docks or Piers “T”—Passengers landed by Tender SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 49 TERMINAL PORTS AND PORTS OF CALL OF PRINCIPAL TRANS-ATLANTIC STEAMERS — Continued. STEAMERS SAILING FROM PORTLAND, ME. Line. Eastern Terminal Port. Ports of Call. Eastbound. Westbound. Dominion Line. Liverpool (D) STEAMERS SAILING FROM PHILADELPHIA. American Line. Pusd Star Line. Allan Line. Liverpool (D) Antwerp (D) Liverpool (D) STEAMERS SAILING FROM NEW ORLEANS. Leyland Line. Liverpool (D) London (D) “ D ”—Passengers landed at Docks or Piers. THE SECOND CABIN The question of the second cabin is an interesting and important one. In 1909 there were 130,017 first cabin passengers landed at the Port of New York, while there were 167,252 second cabin passengers landed in the same period. This would tend to indicate that the second cabin was deservedly popularamong a large class. It should be remembered, however, that the second cabin is more largely used by persons who are emigrating to the United States and who cannot afford to pay for the accommodations in the first cabin. There are, however, a consider¬ able number of tourists whose means will not permit of their traveling in the first cabin, and who find the sec¬ ond cabin an excellent substitute. About the only feeling which can be expressed about the second cabin is that the passenger does not have the run of the ship as do the first cabin passengers, although the quarters which are assigned to them are far from being restricted on modern ships. The staterooms in the second cabin are irreproachably clean and are equipped with everything needed for comfort; there are electric lights, electric bells, ample facilities for washing, and the stewards are attentive, although the service cannot be expected to be of as high grade as in the first cabin where the fees to the stewards are larger. It is safe to say that the average ac¬ commodations on all of the modern liners are fully as good as the first cabin accommodations of 20 years ago, where the rate paid was from $80.00 to $100.00. This opinion has been formed only after an examination of the second class accommodations on a number of ships and after consulta¬ tion with a number of shipping men. The food given to the second cabin passengers is excellent and is far better than can be had in many hotels in the United States. The second cabin catering does not contemplate the supplying of hot-house grapes at $1.25 a pound, artichokes, or similar delicacies, which the average traveler does not get at home very often, but still there is an abundance of meats, poultry, fish, and other food. The following bill of fare is taken from the menu card of the second cabin of a large liner, and this table is satisfying enough for any one except those who are in the habit of living on a more expensive scale. 50 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL BREAKFAST. Grape Fruit French Plums Apples Cerealine Oatmeal Porridge—Fresh Milk Fried Sole Codfish Cakes Sirloin Steak—Fried Onions Grilled Bacon Calf’s Liver—Fines Herbcs Fried Eggs Boiled Eggs to order Lyonnaise Potatoes Mustard and Cress Hominy Cakes—Golden Syrup White and Graham Rolls Soda Scones Vienna Bread Jam. Marmalade Tea Coffee Cocoa DINNER. Thick Ox Tail Pickerel—Cornichons Fricassee of Rabbit—Yorkshire Chicken Cutlets—Regence Haunch of Mutton—Soubise Corned Brisket of Beef and Vegetables Boston Squash Rice Boiled Potatoes COLD:—Galantine of Veal - Farina Pudding Apple Tart Shrewsbury Cakes Pineapple Peanuts French Plums Cheese Crackers Tea Coffee TEA. HOT Grilled Yarmouth Bloaters Welsh Rarebits—to order Ragout of Venison Broiled Cambridge Sausage Mashed Potatoes COLD Corned Leg of Pork Ribs of Beef Lettuce Pickles Rhubarb and Custard Sultana Cake Marmalade Preserves Tea Coffee Ladies traveling alone will find the second cabin a very pleasant place. Music rooms, lounges, etc., are pro¬ vided for the second cabin passengers. The saving is very material as will be seen by a perusal of the tariff lists of the various companies. On some of the smaller steamers there is only one class of cabin passengers. This is usually referred to as “cabin class.” This is to all intents and purposes first cabin accommodations at second cabin rates. A passage of this kind is preferable to the second cabin, as there is more liberty, passengers hav¬ ing the run of the ship. The second cabin has its own music room, library, smoking room and usually its own barber. Baths are always provided as in the first cabin. 3RD CLASS ACCOMMODATIONS The third class is a new form of accommodation and is provided only on certain vessels of certain lines. The rate is somewhat higher than the steerage and is a good deal less than the second cabin. Most of the re¬ marks concerning the steerage apply to third class as well. The third class is not recommended for the use of American tourists. STEERAGE On most lines and on most ships the steerage is the third class, although on some • lines, or rather on some steamers of some lines, there is a class intermediate between the second cabin and the steerage, called the third class, which may be looked upon as a kind of “improved” steerage. Accommoda¬ tions in the steerage are almost as good at the present day as second class ac¬ commodations of twenty years avo. All of the stories of overcrowding, un¬ sanitary surroundings, etc., are not true as regards the principal lines, and the Government inspection both here and abroad is most rigid. The steerage is not recommended for the use of tourists, and those who cannot afford accommodations in the second class should postpone their visit until such time as they can afford to travel comfortably. The steerage is, of course, a boon to hundreds of thou¬ sands of immigrants. In the year 1909, 771,380 persons were landed from the steerage at the Port of New York by thirty-four lines. The food is excellent as will be seen by the annexed bill of fare: SAMPLE BILL OF FARE FOR ONE DAY. Breakfast, 8 a. m. Oatmeal Porridge, Milk and Syrup, Boiled Eggs. Vegetable Stew, Swedish Bread and Butter, Ilot Rolls, Jam or Marmalade, Tea, Coffee or Milk. Dinner, 1 p. m. Soups, Reef Steak, Kosher Beef. Roast Mutton, Beans, Potatoes, and Vegetables, Bread, Pickles, Plum Pudding and Sweet Sauce. Tea, G p. m. Boiled Eggs, Corned Beef, Bread and Butter, Currant Buns, Tea, Jam or Marmalade. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 51 LOWEST OCEAN RATES To and from New York, English and Continental Ports. (Subject to change without notice.) Lines. First Class To or From Europe American Line SSs. New York, St. Paul, St. Louis and Phila.. Philadelphia-Liverpool Steamers. Atlantic Transport Line SSs. Minneapolis, Minnehaha, Minnetonka and Minnewaska.•.. $92.50 82.50 2d Class To or From England 2d Class To or From Continent. $50.00 45 00 $57.50 Anchor Line SSs. Columbia and Caledonia. SS. California. SS. Furnessia. Cunard Line. SSs. Lusitania and Mauretania. SSs. Campania and Lucania. SSs. Carmania and Caronia .. Boston-Liverpool Service All steamers. Mediterranean Service SS. Carpathia. SS. Pannonia. French Line SS. La Provence. SSs. La Savoie and La Lorraine. SS. La Touraine. SSs. La Bretagne and La Gascogne. SS. Chicago. SS. Floride. Fabre Line SS. Madonna. All other steamers. Hamburg-American Line. SS. Deutschland. SSs. Ameri a and Kaiserin Aug. Vic . SSs. Cleveland and Cincinnati. SSs. Moltke and Bliicher. SSs. President Lincoln, President Grant and Hamburg. SS. Pennsylvania and other steamers. Mediterranean Service SS. Moltke. SS. Hamburg. SS. Batavia. Holland-America Line SS. Rotterdam. SS. New Amsterdam. SS. Noordam and other ships. Italian Royal Mai) Lines SSs. Verona, Ancona Taormina. SSs. Duca Degli Abruzzi, Europa, Duca de Genova, Oceania and America ... SSs. Brasile, Italia, Argentina. SSs. Liguria and Lazio. Philadelphia-Mediterranean Service All steamers. North German Lloyd SSs. Kronprinzessin Cecilie and KaiserWilhelm II SSs. Kronprinz Wilhelm and Kaiser Wilhelm der Grosse. j SS. George Washington. SS. Prinz Friedrich Wilhelm . SS. Grosser Kurfiirst., SS. Barbarossa and other ships.■. I 72.50 67.50 125 00 102.50 97 50 82 50 80.00 72.50 107 50 97.50 87.50 77 50 80 00 75.00 120,00 112.50 95 00 92.50 87.50 92.50 87.50 105.00 92 50 82.50 70.00 80 00 70 00 70.00 122.50 120 00 112.50 97.50 92.50 87.50 47.50 47 50 45.00 62.50 52.50 55.00 47.50 62.50 57.50 52.50 52 50 52.50 52.50 62.50 62 50 60 00 55.00 52.50 52.50 C5.00 65.00 62.50 60 00 57.50 52.50 57.50 50 ■ 00 67.50 62.50 55.00 57.50 57.50 55 00 65 00 65.00 65.00 60 00 55 00 52.50 65.00 65.00 65 00 67 50 67.50 65 00 60 00 57 50 57 50 52 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL LOWEST OCEAN RATES. (Continued) Lines First Class To or From Europe 2d Class To or From England 3d Class To or From Continent North German Lloyd— Continued.. Mediterranean Service —SS. Berlin. $97 50 $65.00 All other steamers. 87 50 65.00 Red Star Line SS. Lapland. 95 00 $57 50 57.50 SSs. Kroonland, Zeeland and Vaderland. Philadelphia-Antwerp Service All steamers. 82.50 52.50 52.50 55.00 Scandinavian American Line All steamers. 75 00 60.00 White Star Line. SS. Adriatic. 112 50 55.00 60 00 SS. Oceanic. 107.50 55.00 60.00 92 50 50 00 57.50 97 50 52.50 SS. Arabic. 82.50 47.50 Boston-Liverpool Service SS. Cymric. 72.50 Mediterranean Service SSs. Romanic and Canopic. 82 50 65.00 SS. Cretic .‘. 80 00 Boston-Mediterranean Service All steamers. 82.50 65.00 The above are the lowest or minimum rates from port to port. Through rates to London or Paris should be made by adding to the above rates the following railroad rates of class and from desired port: From Liverpool to London : 1st Class, $7.00, 2d Class, $5.05; 3d Class, .14.00. In connection with Second Class ocean tickets a 3d Class rail ticket is furnished for $2.50. From Plymouth to London: 1st Class, $7.50; 3d Class, $3.75. From Dover to London; 1st Class, $4.75; 2d Class, $3.15. From Southampton to London: 1st Class, $2.75; 2d Class, $1.75; 3d Class, $1.40. From Cherbourg to Paris: 1st Class, $8.75; 2d Class, $6.25; 3d Class, $3.60. From Havre to Paris: 1st Class, $5.60; 2d Class, $4.00; 3d Class, $2.50. From Boulogne-sur-Mer to Paris: 1st Class, $5.50; 2d Class, $3.70. Rates for higher-priced cabins will be quoted on request by any Steamship Company or Tourist Agent .STEERAGE DINING ROOM is far from an unattractive place SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 53 HOW TO CARRY FUNDS • “Put money in thy purse”— Iago. Funds may be carried : 1—In cash. 2—Letters of credit. 3—Express checks. 4—Steamship company checks. 5—Cir¬ cular notes. The amount of cash which is carried should be for use on the steamer and on landing; rarely will more than $50.00 be required. CIRCULAR letter of credit. 13 . 683 . 'nllemx ny LETTERS OF CREDIT For sums of $500.00 and over, letters of credit are recommended. They can be obtained from any banker against the deposit of a proper sum plus a fee of usually 1 per cent., except where the amounts are very large. The letter of credit includes a letter of identifica¬ tion which must be signed by the ,(Hx) (3) 05 (s> * 7 tg avruyttn -isis — /tc^^/u)yri^^ou^ isrruii J 123 FALL- M all , Lo NDON; £uc/i c 1 ? stondeV zfyl&uw/ zfylot/ietJ 5 ^ p O 6 yCwt^/L&y/xe^/y*?^ | S^e/a^TLQtcri | ytAey y /fcuyA^>^^/u5y/^J5eA ^/xm^/'A a/£en5co'n y•C//ud/ie£fie4^tfc {^/eaJe^J-eeS/ ^ 'U&uA/yfiA'teesnce^evnylc-cz te/ti/l ^ x?roe//h&kniy yfye^ciSLe/ /Jf/,2.00-/ ecfam/£/ie/ 'Mess?* BROWN, SH L PLEYs Co. /jfa/c/i/ayttJyftnxi l c/laum* ° ' ‘vlo/ V ^413,6 83 30 --— e/c '/f/ie/y u^ruz AcLe'rusi e/ s(&n//&rris&ri/ FAC-SIMILE OF A LETTER OF CREDIT Making money available anywhere in the world 54 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL owner, who will also sign blanks which are sent to the principal correspond¬ ents of the bankers abroad. The letter of credit can be presented at various banks and brokers all over the world at any reasonable hour and the owner is required to sign a draft for the amount. The signature is then com¬ pared with the signature on the letter of credit and the amount is paid over plus exchange—if any. If the balance of trade is in the right direction an exchange of fifty or sixty cents for each ten pounds drawn is not unusual, except in Great Britain and Ireland where drafts are paid pound for pound. Letters of credit should be very care¬ fully guarded the same as money, as in the case of loss all the correspond¬ ents would have to be notified, the ex¬ pense of which is very great. A proper carrying case is provided by most bankers issuing letters of credit. Letters of credit can be issued to two or more persons if desired. Applica¬ tions for letters of credit should be accompanied by letters of introduction from a bank or some well-known firm and such letters should bear the sig¬ nature of the bearer as a means of identification. One of the largest firms of bankers whose letter of credit we reproduce, has the following terms of issue : “(a) Against Cash Payment at our posted rate of Exchange for Demand CIRCULJ Circular notes or travelers’ checks in $10.00, $20.00, $50.00 and $100.00 denominations are another form of express and steamship company checks issued by reputable tourist agencies. The checks are practically the same, but a letter of identification often accompanies it the same as a letter of credit. All of these methods of carrying funds are considered safe, but great care should be taken not to lose any of them. There is little diffi¬ culty in exchanging money at banks or exchange offices at any seaport where there is trans-Atlantic trade. Owing to a peculiar law it is not possible to give fac-similes of foreign coins, although a coin dealer may publish such illustrations in his cat¬ alogue. In other words, in the very books where the information would tend to prevent the cheating of visitors, no reproductions can be given owing to some absurd idea that this would benefit counterfeiters, whereas as a matter of fact the coin catalogues Bills on London and a commission of 1 per cent.—Any unused balance will be refunded at our posted rate of Ex¬ change for Demand Bills on London. (b) Against Satisfactory Guarantee of Repayment as drafts appear.— Commission, 1 per cent, only on amount used. (c) Against Deposit of Cash.—In¬ terest allowed on daily balances sub¬ ject to arrangement. Commission, 1 per cent., payable on amounts used. (d) Against Deposit of Approved Collateral.—Commission, 1 per cent., and drafts charged in account in the same way as in method “c.” Interest or dividends on these securities col¬ lected for one-quarter of 1 per cent, and credited in account. Under Credits issued against guar¬ antee, cash deposited or satisfactory collateral, the drafts will be converted into dollars, in London, at the buying rate of exchange on New York. The Dollar Credits will be found convenient for travelers in all parts of North.America, as well as in Cuba and Porto Rico.” Remember that Letters of Credit are issued for a specified time which is agreed upon at the time of securing same. No funds can be drawn after the time limit has expired without special arrangements or a new letter is issued. For particulars consult the bankers. I NOTES would be much more useful to counter¬ feiters. They would not be liable to go to either one, as the fac-similes would not be good enough for this purpose. The following charts give the prin¬ cipal gold and silver coins of Great Britain, France, Germany, Holland, Norway, Sweden and Denmark, and owing to the peculiar law cited above ir. is not possible to do more than give the actual size of the coins, the metal, the denomination in coin currency, and the equivalent in American money. The importance of these charts will be recognized by old travelers who have often made mistakes on landing, espe¬ cially with English and French money : the half-sovereign and the sovereign being very much alike except as to size. The 5-franc, the 10-franc and the 20-franc pieces are also very often confused. It is not thought necessary to give reproductions as to size of the copper coinage. Tlie English penny, half-penny and farthing being compar¬ atively well known, there is little CURRENCY OF EUROPEAN COUNTRIES. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 55 Copper and Nickel Coins and Approximate Equivalent in U. S. Money. $ .005 .01 .02 CO CO C5 C5 O rH o o • $ .0019 .0038 .0096 .0193 .0386 CM^O OO r-4 £ Far¬ thing. Half Penny. Penny. Sou or 5c. 2 Sou or 10c. lc. 2c. 5c. 10c. 20c. u 05 ... a O C O Q, Hni-h -An O CM Sliver Coins and Approximate Equivalent in U. S. Money. $ .06 . 121 .243 .486 .60S .973 1.216 -AN CO CO CO lO «x05 05 CO CO ^ O H CO o r*N CO CO CD *0 ,-05 05 CO CO rH CO 05 OOOrHCMlO ^ CM rf OO O O ^ O O rH CM rf o rH £ 3d. 6d. Is. Florin or 2s. i Crown or 2s. 6d. 4s. 5s. or Crown O '4-1 '4-. © ’-H 04 iO c5 • • • '-+T ^*-1 £25 hc^io 5c. 10c. 25c. 50c. 1 Gul. 2i Gul. Gold Coins . and Approximate Equivalent in U. S. Money. $ 2.433 4.866 $ .97 1.93 3.86 $ 1.93 3.86 $ 2.01 4.02 £ Half Sov’gn = 10s. Sov’gn = 20s. Francs. 5 10 20 Francs. 10 20 Gulden. 5 ■ 10 Bank Notes and Approximate Equivalent in IT. S. Money. $ 24.332 48.665 97.33 243.325 486.65 973.30 2433.25 4866.50 $ 9.65 19.30 96.50 193.00 ( 0*0000 oococo*oo ^eo o 05 co co rH 05 05 CM*OCOOCMOOOOO OOOHHClTfcoOO ^’tOCOO^OOOHCM rHr-HCMCM^00CMOO rH CM Tt 1 lOOOOOOOO CO HNiOOOOO ^ hc^ioo rH Francs. 50 100 500 1,000 75 C O O O O o OCVHOOOO ci h iO q § 0*000000000 -hhCMtJgOCOOOOOO — • rH CM CO ‘O O 0 Standard. Monetary Unit, and Approximate Value in U. S. Gold. Gold. Pound Sterling: *4.S66i Gold. Franc: $0,193 Gold. Franc: $0.193 Gold. Gulden: $0,402 COUNTRY. MONEY TABLE. GREAT BRITAIN. 4 Farthings = 1 Penny. 12 Pence = 1 Shilling. 20 Shillings = £1. FRANCE. 100 Centimes = 1 Franc. (See Note, page 25.) BELGIUM. 100 Centimes = 1 Franc. NETHERLANDS. (HOLLAND.) 100 Cents = 1 Gulden. CURRENCY OF EUROPEAN COUNTRIES.— Continued. 56 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Copper and Nickel Coins and Approximate Equivalent in U. S. Money. $ .002 .005 .012 .024 $ .002 .004 . .020 .040 $ .0096 .0193 .0386 .0482 $ .0025 .005 .125 copper. Ip. 2p. nickel. 5 10 bronze. lh. 2h. nickel. lOh. 20b. copper. 5c. 10c. nickel. 20c. 25c. bronze. Ore. 1 2 5 Silver Coins and Approximate Equivalent in U. S. Money. O 00 CO ^ CO I s * r ~' 05 ** r- r-H ■S .203 .406 1.015 $ .193 .386 .965 C5 05 (M CO(N rt< C5 99 OO H (N ^ u c d,S E £ £ £ hi ©.9 jA S'S 9 i ag * gA §•0 0.302 . 9 — a o' . co .9 ’0 OTJ £ c3 3 © 3 • +->•-< >1 © £ c c 3 a O g > ft'S® S' OV_* CO .9 *o_ 0-0 ©.£ ' c3 -Jf © £ C fl fa © j_j ^ ^ 2 s 8-~ . o agte rh 0 . 0 . ®. £ >> ■s © 2 -g c goo C 04 kg® 14 Sg-^ PQ ©ai pfs . I Js.s| J = Is° a-3 cp> £>3 H £ £> O U W J « < H ►« W £ o 2 ^^NiONiOOO vo vo 10 f-»,oo i>» 10 HlNlCWlOrHS a © u o o $ .0075 .015 .0375 $ .00175 .0035 .00875 j copper. Kopecks 1 2 5 bronze, j Centimo. 1 2 5 u? «5 10 «,CaONONttJO 100 w OOO>-H-ihH “Om P5 —1 __HN y—t Doubl’n 1-16 JL 8 1 4 i 1 Peseta. 5 10 20 25 03 # d *0 © . V 03 > ©rd s ® c3-i^ <= g © Sm e^= S-g A * P 02 03 0*3 03 £ ^02 bfl rt .a § d j# ©7) ■°n S' T3 d c3 o © «, CO . -2 © « "1© 3 8 al g-o > Ci-H L £ m| oi^ 03 £ O -eg® a-gl C °3 c C rt o3 o3 g;~ ®.a C3 ©” A J 03 Q.! 5: 03 hH “ o j 0 ■g@ icUi « . © c gjlli * ~ Ojg <*h O t, ; O d c3 c a* 8-1 ®3«* 03.22.23 t ■gee J.2 c _- M I: 2 g.g £ c ' 5 ci-l c « e C«> £ © o 9p ©Vh >.° ©^ bo c3 C > o3 ^ g .52 _Q t* _ 3 g 0.9 o © T3 ^ ©^ O w 3 57 58 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Copyright 1910 by Munn & Co., Inc. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 59 Copyright 1910 by Munn & Co., Inc. 60 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL DUTCH (Holland)MONEY COr^l ~T / M O E. i> SILVER 2'/2 Gulden^J.05 SILVER t Gulden - -404: SILVER '/ZGulden-Zot SILVER 25Cents(DUTcn)= t0$ SILVER 10 Cen h$ (dutch ) = 4 4- SILVER 5Centi(DurcH}=2(t PRINCIPAL COIN6 OF NORWAY SWEDEN 8c DENMARK GOLD GOLD 10 Kronor *$2.68 5 Kronor =# 1.3-4 SILVER 2 Kroner =4S>£ SILVER silver silver silver iKr one-244 500re=i2fiv«o ihronfeKfOr Twe nty Do u /vaA'al NO^OOCUTtCrtlR ■ •/ - UO'to - ■ - ok a**v a/:*x*in o ft. n otHta TKftduanouf rut WILL C/.Sr« rvtCSC c> :i!) t!) or currentrates. r WHEN Pi :S WOW INI TWO yj ■GCHtK*. AOE Mtt- STEAMSHIP CHECK silver coinage of Greece should be re¬ jected, as these coins do not pass cur¬ rent in France. A careful comparison of coins the first few days after land¬ ing will save the traveler much ex¬ pense and trouble. FUNDS ON BOARD Where additional passage money is paid for extra accommodations, chair hire, freight, etc., the payments should be made in cash as the purser is not authorized to receive checks. A purser has a limited amount of money to cash circular notes, etc., of his own line. It is not safe, however, to depend on this. At least $25.00 should be carried in American money and foreign money, preferably English gold: the largest sums will be carried in the form of for obtaining funds for use during the voyage. Hotels will usually cash them if the amounts are not too large. Ad¬ ditional amounts can be secured by cable, the money being deposited in New York and the checks Lsued by the steamship office abroad. In case of loss new checks are issued upon satisfactory proof of ownership and the execution of a bond of indemnity with proper security. Checks not used are redeemed at full price. The charge is usually Vj of one per cent., but this may vary. Gibraltar serves as a port of call for the Imperial Mail steamers of the East Asian service of the Norddeutscher Lloyd; also for the steamers of the Italy-New York service; both on the outward and homeward passages. 62 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL EXPRESS CHEQUES The American Express Company is¬ sue express cheques which are avail¬ able to bankers all over the world. These express cheques are in conven¬ ient amounts of $10.00, $20.00, $50.00, etc. They can be purchased at any of the offices of the express company either here or abroad. Letters may be forwarded to their correspondents abroad. All travelers should write the company at 05 Broadway, New York, for information relative to travelers’ checks, also their “Notes of Interest” and "Cable Code” for travelers, which is a duplicate of the one printed in this book. This will enable you to leave a copy at home. This literature is furnished gratis and is recom¬ mended. them by giving them a share of their business either in the transmittal of funds or the purchase of steamship and railway tickets. Letters in regard to mail or telegrams should be on sheets separate from com¬ munications on other subjects. Mar¬ ried ladies, to prevent delay in the for¬ warding of their letters and telegrams, should • state both their own and their husbands’ given or Christian names when requesting the offices to transmit such matter. Enquiries regarding reforwarded mail matter and telegrams will be promptly attended to at the Company's offices in Europe. Patrons should bear in mind, however, that the Company is not ac¬ countable for such matter after mailing. The post office departments through¬ out Europe do not assume '•espcnsibility for the prompt transmission of mail I fcsrtfa* r-isi/AK t. | . :0 O''.'. >..% \ Cfitiiwi >>• !>ut 1GZZ, • e■ ■ l ; I, r... Jr ' ‘ U 4 - If - - - - - ■■■ tr;xvvr-’»>.*>A.: . , - UOfi r .,,s tAHf. r NORWAY .AND M w/reo &tyjr.s aw camasa ■ EXPRESS COMPANY’S CHEQUE SENDING LETTERS ABROAD Be sure and give all of your friends instructions to forward their mail care of a banker or tourist company, or the American Express Co. from whom you purchased tickets, etc. Great care is taken with mail and it is forwarded according to instructions. Select an office of these companies in some large city and have all the mail sent there, and give this office specific informa¬ tion as to your movements. The fol¬ lowing advice is given by the American Express Co. relative to the forwarding of letters and telegrams, also the reg¬ istered cable addresses. Duplicate lists will be found in their “Notes of Interest” which will be mailed by the company on request. Cablegrams sent through them should be arranged for in advance. Travelers are natur¬ ally expected to patronize companies or bankers who perform services for matter: and will not answer enquiries concerning the delivery of newspapers. Patrons requesting Company's offices in Europe to open and reforward by wire their cablegrams and telegrams, will be expected to deposit against, charges. In the absence of such deposit, cablegrams and telegrams will be refor¬ warded by mail, unopened. In going out of harbor, letters may be given to the pilot for mailing, when he leaves the vessel after taking her out. Letters and telegrams for delivery to passengers on board ocean steamships should be addressed as follows : “Mr. Passenger S. S. New York City, N. Y.,” “Roston.” “Liverpool,” or whatever the port may be and the envelope should also show name and address of sender. The following are the offices through which business can be transacted with registered cable address : ANTWERP, 7 Quai Van Dyck, “AMEXCO” SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 63 Is a smoking room for mixed company where much enjoyment is obtained 64 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL BOSTON, 43 Franklin St., “FINAMEX” BREMEN, 139 Am Wall, “AMEXGO” BROOKLYN, 611 Fulton St., “AMEXCO” BUFFALO, Main and Erie Sts., “AMEXCO” CHICAGO, 72 Monroe St., “FINAMEX” CINCINNATI, 16 East Fourth St., "AMEXCO” CLEVELAND, 331 Superior Ave., N. W., “AMEXCO” DETROIT, 19 and 21 Campus Martius, “AMEXCO” GENOA, 17 Piazza Nunziata, “AMEXCO” GLASGOW, 30 Gordon St., “CICATRIX" tt a at'rttt?P f 9 Alsterdamm, HAMBURG ^o Ferdinand Str., HAVRE, 43 Quai d'Orleans, AMEXCO" ‘AMEXCO” LIVERPOOL, 10 James St., "CICATRIX” LONDON, 5 and 6 Haymarket, “CICATRIX” LONDON, E. C., 84 Queen St., “NONCLAIM” MONTREAL, 202 St. James St., “AMEXCO” NAPLES, 23-30 Via Vittoria, “AMEXCO? NEW ORLEANS, 317 St. Charles St., “AMEXCO” NEW YORK, 65 Broadway, “FINAMEX” OMAHA, 1312 Farnam St., “AMEXCO” PARIS, 11 Rue Scribe, “AMEXCO” ROME, Piazza Venezia, “AMEXCO” ROTTERDAM, 17 Gedempte Glashaven, “AMEXCO” ST LOUIS, 417 North Fourth St., "AMEXCO” ST. PAUL, 332 Jackson St., “AMEXCO” SOUTHAMPTON, 4 Oriental Place. “CICATRIX” Or care of following Correspondents : AMSTERDAM, Amsterdamsche Bank, 597 Ileerengracht.“AMSTERDA” BELFAST, Belfast Banking Company, “BELBANK” BERLIN, Dresdner Bank. 38 Behren Strasse. “DRESDBANK” CARLSBAD, Oesterreichische Credit- Anstalt. “CREDIT" CHRISTIANIA, Christiania Bank of Kreditkasse, 7 Stortorvet. “KREDITKASS” CORK, Munster and Leinster Bank, 66 South Mall. “MTTNLIN” DRESDEN. Dresdner Bank. 3 Konig Johann Strasse.... “DRESDBANK” EDINBURGH, Royal Bank of Scotland, St. Andrew Square. “BANK” FLORENCE, French, Lemon & Co.. 4 Via Tornabuoni. “CONCORD” GENEVA, Banque Federate. S. A.. “FEDRALBANK” HONG KONG, International Banking Corporation, 20 Des Voeux Road, “STATEBANK” HONOLULU, Banking House of Bishop & Co. “SNOMAD” LOS ANGELES, CAL., Farmers and Merchants National Bank, “HELLMAN” MUNICH, P.ayerische Vereinsbank, 14 Promenade Strasse, “VEREINSBANK” PRAGUE, Bohmische Union Bank, “UNIONBANK” SAN FRANCISCO, Union Trust Co., Cor. Montgomery, Post and Market Sts. “EXECUTOR” SEATTLE, The Scandinavian American Bank, Alaska Building, Second Ave. and Cherry St. “SCANDIA” STOCKHOLM, Skandinaviska Kredit Aktiebolaget, 7 Storkvrkobrinken, “KREDITBOLAGET” VENICE, Giuseppe Guetta, Ascensione N. 1255-56. “AMERICAN” VIENNA, Anglo-Austrian Bank, 1 Strauchgasse. “ANGLOBANIv” ZURICH, Banque Federale, S. A.. “FEDRALBANK” Messrs. Thomas Cook & Son, 245 Broadway, New York, offer similar facilities for their patrons. They will send information on request. The bankers issuing letters of credit or selling travelers’ checks to the amount of £50 or more offer facilities for forwarding mail through their London or Paris offices. The steam¬ ship companies are also very liberal in this respect. The general advice given, however, is of general applica¬ tion. CLOTHING Warm clothing and rugs should be taken for the ocean trip, as well as for the railway journeys in most Euro¬ pean countries; even in winter the trains are seldom well heated, the primitive hot water can being very much in vogue. Occasionally trains will be found where some of the cars are heated by steam from the engine. At least one rug should be provided for each person. Gentlemen should have at least two suits, as a change of clothing is sometimes necessary ow¬ ing to the fact that decks are damp. It is also desirable to carry a dress suit for use on the steamer, as gentle¬ men dress for dinner on most of the crack liners. Evening dress is not, however, obligatory. Thick rubber- soled shoes will prove a great comfort on the voyage. Golf or soft felt hats should be worn by gentlemen at sea, and ladies wear tam-o’-shanters or similar head-gear with thick veils. Yachting caps are not worn at sea. Heavy underclothing should be pro- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 65 vided for the voyage, and may be left in trunks in the storage warehouse. Any article of clothing which may have been forgotten can be easily purchased abroad. English tailors are noted for the excellence of their material and workmanship, but the cut is not always adapted to our American ideas. There will be little trouble, however, if. a good tailor is selected. The dress¬ makers and milliners of Paris are, of course, famous throughout the world, and are referred to later on in this book. Ladies will find it very desir¬ able to take along an extremely port¬ able workbox equipped with needles, thread, pins, hooks- and eyes, buttons, etc., as these articles are not readily obtainable at sea, although one vessel has inaugurated a “department store’’ where all little necessaries can be pur¬ chased. Stewardesses usually carry needles, thread, pins, etc. Bath slippers should be provided, as occasionally the distance to the bath¬ rooms is quite considerable. A bath¬ robe should also be provided. Men will find that a heavy overcoat is needed even in summer, as the winds are apt to be very piercing. A lighter coat intended for use on arrival is also useful at sea. Ladies should have two cloth suits, flannel waists, one or more silk waists, and several shirt waists with necessary changes of underclothing, etc., and if space permits, a gown for dinner and evening wear. An extra pair of shoes and a pair of rubbers should also be provided. Those who are desirous of. tak¬ ing fur wraps should obtain a Custom House certificate before sail¬ ing, as otherwise duty will be levied on the return. LADIES' LIST OF THINGS NOT TO BE FORGOTTEN. Gowns. Underclothing. Bathrobe. Bath Slippers. Shirt Waists. Ulsters. Cap (not a yachting cap). Extra Shoes, and Rubbers. Umbrella. Rug. Steamer Chair Billow. TOILET ARTICLES. Brush. Hairpins. Tooth Brush. Tooth Powder. Cold Cream. Cologne. Powder. Pins. Safety Pins. Collar Buttons and Cuff Studs. Needles and Thread. Tape. Buttons. Hooks and Eyes. Manicure Articles. Fancy Work. Fountain Pen. Writing Material. Address Book. Hot Water Bag. GENTLEMEN’S LIST OF THINGS NOT TO BE FORGOTTEN. EVENING WEAR. Dress Suit. Dinner Coat. White Waistcoats. Dress Shirt. Dress Ties. Dress Collars. Cuffs. Cuff Studs. Shirt Studs. Patent Leather Shoes. Opera Hat. Silk Hat. Cane. Umbrella. White Gloves. Suspenders. FOR STEAMER. All papers, letters of credit, travelers’ checks, visiting cards, keys, passport, medicines, etc. Collars. Cuffs. Handkerchiefs. Studs Cuff Buttons. Duplicate Prescriptions. Duplicate Eyeglasses. Duplicate Oculist’s Prescriptions. Ties. Row Ties. Shirts. 66 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Outing Shirts. Flannel Shirts. Suit. Suit Underwear. Pajamas. Duck Pants (Southern Trips). Hose. Shoes. Rubber-soled Shoes. Rath Slippers. Bath Robe. Steamer Rug. Suspenders. Belt. Gloves. Cap. Shoestrings. Umbrella. Cane (?). Brush Broom. Fountain Pen. Paper Cutter. Films. TOILET REQUISITES. Hair Brush. Comb. Corkscrew. Tooth Brush. Tooth Powder. Mouth Wash. Nail Brush. Listerine or Borine. Pocket Knife. Shaving Soap. Shaving Brush. Safety Razor. Razor. Razor Strop. Sponge. Bay Rum. Violet Water. Lilac Water. Talcum Powder. Nail Clipper. Nail File. Medicines. Hot Water Bag. STEAMER TRUNKS Trunks and packages required in the stateroom should not exceed 14 inches in height. 2 feet in width and three feet in length. In some staterooms larger trunks may be accommodated, but the intending traveler should con¬ sult the steamship company relative to the matter. A strong steamer trunk should be purchased, as they are often taken off the steamer in lots of three or four, thus racking them severely. The trunks should be kept locked while in the stateroom. Matting suitcases are recommended on account of their light weight. Heavy leather suitcases should not be carried, as their own weight is much against them to begin with. Lightweight leather satchels which have a square opening when opened up, are recommended. “Hold- alls” and shawl straps are very handy for carrying rugs, shoes, and wraps. STEAMER RUGS On some steamers steamer rugs can be hired from the purser at a charge of $1.00 for the voyage. It is not safe, however, to depend on getting a rug in this way unless the company acknowledges the receipt of the order in advance and states that the rug can be furnished. Rugs are very cheap abroad and make acceptable presents. Silk rugs have little warmth. THE OCEAN ELEVATOR First suggested by the Editor to MINIMIZE DISCOMFORT AT SEA CAMERAS AND FIELD GLASSES Travelers will find a hand camera ex¬ tremely useful in retaining and fixing strange sights ana views on the trip abroad. Cameras are particularly use¬ ful at sea, and many of the groups which are taken 3ve warmly treasured after the return. Films are easily carried, not. likely to be broken, and can be had anywhere in Europe, while with plates it is sometimes difficult to obtain the right sizes. Usually cam¬ eras must be checked in museums, SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 67 galleries, etc. It should be remembered that in Europe, and particularly on the Continent, it is forbidden to'take pictures or make sketches of fortresses, arsenals, dock-yards, etc., and the visitor should be extremely cautious in this matter as the trouble is apt to be serious. The United States Consul should be communicated with at once in case of any trouble. A pair of marine glasses add greatly to the enjoyment of an ocean trip. It should be borne in mind that optical goods can be purchased much cheaper abroad than in the United States. Prism glasses are specially recom¬ mended. DARK ROOM On many trans-Atlantic steamers a photographer is carried to take groups at sea and also to develop the films and plates of passengers. The work is done at moderate rates and is a great convenience, and passengers can arrange with the photographer to ob¬ tain the use of the dark room at all reasonable times. Give moderate fee, say 50 cents for voyage. THE PILOT BOAT “NEW YORK” OFF AMBROSE CHANNEL CABLE RATES FROM N. Y. The following is a very brief list of cable rates which has been compiled to interest readers of this book. The rate is for the quickest and cheapest route via ocean cables and foreign land lines. All rates are subject to change without notice, and we do not take any responsibility in regard to the figures given: Austria, per word. 32 cents. Belgium, per word, 25 cents. Denmark, per word, 35 cents. Egypt, via France, per word, 5C t to 58 cents. England, per word, 25 cents. France, per word, 25 cents. Germany, per word, 25 cents. Gibraltar, per word, 43 cents. Greece and Isles, per word, 36 cents. Heligoland, per word. 25 cents. Holland, per word, 25 cents. Hungary, per word, 32 cents. Ireland, per word, 25 cents. Italy, per word, 31 cents. Luxemburg, per word, 30 cents. Malta, per word, 35 cents. Morocco, per word, 40 to 55 cents. Norway, per word, 35 cents. Portugal, per word, 39 cents. Russia, in Europe, per word, 43 cents. 'Russia, in Asia, per word, 50 cents. Scotland, per word, 25 cents. Sicily, per word, 31 cents. 68 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Spain, per word, 38 to 40 cents. Sweden, per word, 38 cents. Switzerland, per word, 30 cents. Tunis, per word, 32 cents. Turkey, in Asia, per word, 45 cents. Turkey, in Europe, per word, 37 cents. AVales, per word, 25 cents. Messages to Turkey must not be in secret language, and messages relating to crimes of anarchists will not be translated or delivered in Portugal. Cable rates to places in the Pacific will hardly interest readers of this book, as if they have occasion to send messages they would undoubtedly send them from San Francisco. Any tele¬ graph company will be glad to give full quotations in detail. REGISTERED CABLE ADDRESS. It is impossible to' register every word desired by those who expect to transact business by cable, for the ca¬ ble companies would soon have so much duplication of registered cable addresses that the message would be undelivered. Any cable company will on request give a registered cable ad¬ dress, and a message sent under this regularly issued code address used by any company will be properly deliv¬ ered.* TRAVELERS’ CIPHER CODE This code is intended for American Express Company’s patrons, for convenience and economy in communicating by Cable with their friends, also with the Company’s offices and correspondents named on pages 62 and 64. Patrons should register their private cable addresses at the Company’s offices and cor¬ respondents referred to above. Otherwise messages for them, sent to care of this Com¬ pany, must be addressed with their full names. Following is the proper form of a Cablegram, in cipher, “Elagabel ” being the private cable address and meaning “Franklin Young.” “Elagabel Care Cicatrix, London— “Fallowist Felsina” When translated, the above message reads: “Franklin Young, Care American Express Co. “5 and 6 Haymark»t, London “ All well. Have forwarded letters as re¬ quested.” *You can get duplicate copies of this code by writing to the American Express Co., 65 Broadway, New York. They will be sent on request without charge. It is necessary in using a cable code to have a copy in the hands of both sender and receiver. It is believed that this solves a difficulty which is often en¬ countered in an economical manner. The cable code is not the worse from the fact that a copy can be obtained free for the stay-at- homes. Additional cipher words at the end of the Code are intended for the entry of special phrases which travelers may find desirable to agree upon for private use with their friends. Care must be taken of course to see that the same phrase is entered opposite each particular code word. To avoid mistakes, each letter of a cable¬ gram should be plainly written ; and in sending or receiving cipher messages, the code words should be carefully checked and re-checked. Fabaraz.ABSENT until ACCIDENT. See “Health.” ACCOMMODATIONS. See “Ho¬ tels, Sailings,” etc. Fabarils.ACCORDING to Fabatorum.. .ACT according to Fabbrico .Act according to your instruc¬ tions (from) Fabbro .Act as you think best Fabella .May I act Fabordao .. .May I act accordingly Fabraterno.. .You may act accordingly Fabrefacto. . .Suspend further action until I return. (See also "Instruc¬ tions.”) Fabricaba.. . .ADDRESS is Fabricador _Address mail to me at. . . .Poste Restante Fabricaron.. .Your mail was sent to. . . .Poste Restante Fabrikherr. . .Address of party named is Fabrique .Address unknown Fabulas .Address will be. . . .after Fabulisant. . . Have mailed you my address Fabulonem.. .My address will be. . . .after Fabuntur. . . .My address for all letters and telegrams is Faccenda. .. .Send me address Facchino. . . . What is address of Faccia.What will be your address after (See also “Letters—Mail.”) ADVISE. (See also “Purchase, Payment.”) Facellina.Important ANSWER should be here by- Facendo.Important you should give some answer Facesse.Important I should have answer at once Facetabat... .ARRANGE as you think best Facetando... .Arrange it for me Facetas.Arrange for my arrival Facetely.All arrangements are made Faceting.Can arrange Faceto.Cannot arrange Facettes.Can arrange as desired Fachada.Cannot arrange as desired Fachearon.. .Cannot arrange as you wish, but can arrange as follows Fachendon.. .Can you arrange? Fachons.Cancel arrangements Fachtafel. . . ARRIVED: well Fachzahn... .Arrived; found all well Facibene.Arrived; have mailed letter-s Facilely.Arrived safely; delayed en route Facilimo.Arrived; all well but. . . . who is iU Facifiter.Expect to arrive at. . . .on Facimola. . . .Expect to arrive at. . . .on. . . . address mail care Facingly.Expect to leave, .on or about. . and to arrive at. .on Facinora.Has. .. .arrived? SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL G9 Facinus..has arrived Facistol...has arrived and is well Facitore..—has arrived and is not well; nothing serious Facitura..has arrived and is very ill Fackel..has not arrived Fackeltanz.. .-will arrive Facolta.Shall arrive at. . . meet me (us) Facondita.. . .When will. . . arrive? (See also “Leave” and “Re¬ turn.”) Facopan.Apply to. . . .for AUTOMOBILE and ship same to me at. . . . Facopit.At what rate per day can you automobile? Facopod.Automobile has broken down Facorad.Automobile has broken down. Am proceeding by train to. . . Facoret.Automobile has broken down. Am returning by train Facorim.Cari you join me for an automo¬ bile tour (date. .. .) about. . . days? Facoron.Cost of crating will be. . . . Facorug.Cost of packing, using old crate, will be. . . . Facosal.Cover insurance, all risks Facoset.Enquire from.... when auto¬ mobile will be ready Facosum.Have you shipped my automo¬ bile? If so. how and when? Facotas.Please take delivery of.my auto¬ mobile from.... and store un¬ til I instruct you further Facotem.When will automobile be ready for shipment? Facoti.BAGGAGE sent to care of Amer¬ ican Express Co's office at. . . Factionr.ry.. .Baggage sent to Factionist.. . .Baggage sent care of Factiosuni. . . Baggage found and sent to Factiotal.Baggage lost Factivel.Cannot find baggage Factorship. . .Deliver baggage to Factricem... .Have found baggage Facturando... Have sent baggage as requested Facture.Hold baggage until further ad¬ vised Facturous... .Have lost keys Facutando. . .Inquire at American Express Co’s office for baggage Fadedly.Keys to baggage lost; force lock Fadeless.Send baggage by American Ex¬ press Co. Fadenblume..Send baggage care of Fadengrade..Send baggage to Fadenkrebs... Send baggage to care of Amer¬ ican Express Co.’s office at. . . Faeculet.Please forward my baggage through American Express Co. as follows- Faedeln.Send keys to baggage Faggots.BRING him Fagotage.Bring. . . .with you Fagotto.Shall I bring-? Fagulha.Do not bring him (her or them) Fagutale.Do not bring-— Fahlore.BUSINESS bad Fahnden.Business good; everything all right Fahne.. .-. . . .Business improving Fahnengeld. .How is business? Fahrgast.Important business Fahrgut.Important business prevents my leaving now CABLE-—See “Telegraph” and “Money, Funds.” Fahrmittel.. .CARE of American Express Co. Fahrnis.Care of Fahrspirr.COME and bring Fahrvoll.Come and bring. . . .and friends Fahrzins.Come as soon as possible Fajan.Come as soon as you convenient¬ ly can Fakkels.Come by steamer. . . .sailing. . . (/rom) Falacer.Come back as soon as possible Falacha.Come immediately Falangetta.. . Do not come today Falangista. . .Do not come today; will explain by letter Falangosi... .Join me (us) at. . . .on . . . Falbalas.Accept hearty CONGRATULA¬ TIONS Falcacar.Offer congratulations CREDIT—See “Money,” also “Time.” Falcada.DELAY is dangerous Falcafort.Delay will be explained by letter Falcastro. . . .Do not delay Falcator.Please explain delay Falcicula.DEPARTURE postponed Falciferum.. .Departure postponed until Falcinelo.Departure postponed; will wire date I (we) leave Falco.Departure postponed; will write (See also “Leave” and “Sail¬ ing.”) Falcoletta.. : . DESIRE-S to know where you can be met en route between now and Falcolotto... . Am very anxious to hear (about) Falconava... . Am (are) DETAINED Falconine.. . . Am (are) detained; cannot say when I (we) can leave Falcorde.Am (are) detained here by . . . . Faldelfa DIED Faldellin Died last night Faldetta.Died this morning Faldistory.died. . . .; notify. . . .and ask him (her or them) for instructions Faldworth... .Arrange with American Express Company to send body home (See also “Health.”) Falerina.DO nothing further until you hear from me Falhado.Do nothing further until you hear from Falisca.Do the best you can Falke.Can do no good by remaining Falkenhof.... Can do no good by remaining shall I (we) return? Falkenrabe.. .Can be of service by remaining Falkonet.Can I (we) do anything (See also “ Act.”) DRAFT—See “Money, Funds,” etc. DRESSES—See “Purchase, Payment,” etc. Fallacious.... Am ENGAGED Fallacy.Will be engaged all Fallador.Will be engaged until Fallanza.ENJOYING ourselves and all well Faliava.EVERYTHING appears to be correct Fallebas.Everything in great disorder Fallecido.Everything satisfactorily ar¬ ranged 70 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Fallender.. . Do not expect me until Fanatiser. . . Do not accept terms (offer) EXTEND—See “Time.” Fanatizo... .Give instructions FAILED—See “Money, Funds,” Fanciful.. . . Repeat instructions etc. Fanciless... .Why were my instructions not Fallevole... . .Do not FORGET acted upon? Fallgarn... . . Have you forgotten Fancy. . KEEP this strictly private Fallgeld.... . . Have not forgotten Fandango.. . Keep for me until I return FORWARDING—See Index Faneca. . . . . Keep me advised of your move- FUNDS—See Index ments Fallholz.. . . .Use HASTE Faneront... ..Will keep you advised of my Fallido. . . Do not use too much haste movements Failivel.Advise me as to HEALTH of Falloppa.All in good health Fallowist.All well Fallsack..is better Fallsacht..is much better Falltho..is (are) we’l Falltuch..has recovered Fallunt..has met with serious acci¬ dent Fallwild..has met with accident; not serious Fallzins.Health is good Falobar.Health is bad Falotico.How is (are) Falripas..is ill Falsammo. . .-is very ill Falsardo..is dangerously ill; come at once Falsarono.. . .-is ill and will remain here for the present Falsatoris__is about the same Falsavate... .-is worse Falsedad...is very low Falsening...-is very low; be prepared for the worst Falsero...is very low; be prepared for the worst; inform Falsism.HOLD matter in abeyance until I return (See also “Arrived.”) HOTELS—See Index. Falsorum... . IMPORTANT that you Falstaff.If anything important occurs, let me know Faltado.If anything important occurs, let... . know Faltar.If anything important occurs, will let you know (See also “Telegraphs.”) Faltaron.INFORM friends Faltenrock.. .Inform friends; boy; both well Faltenzahn.. .Inform friends; girl; both well Falucho.Inform him (her or them) Falzbank. . . .Inform by wire Falzbein.Information received Falzbock.INQUIRE at American Express Co.’s office Falzhobel... .Inquire at Famacido... .Inquire about Famecula... .Inquire at hotel Famgams_Inquire at post-office Famigeret... - Inquire at station Familism... .Inquire at wharf Famine.INSTRUCTIONS acted upon Famous.Instructions not acted upon Famulating. . Instructions received and under¬ stood Famultatis.. .Instructions received but not understood Fanabat.Instructions received; impossi¬ ble to comply Fanabunt.... Accept terms (offer) Fanam.Await instructions Fanaremus. ..Awaiting instructions Fanatical. . . Cancel instructions .train .; send it (them) at once send it (them) to take care of it .and KNOW—See Index Fanfaluca... .Cannot LEAVE Fanfarone... .Cannot leave today Fangball.Cannot leave tomorrow Fanggeld.Cannot leave for several days Fanghund... .Cannot leave before Fangless..expects to leave Fangosa.Has. . . .left? Fangot.Left today Fangs.Left yesterday Fangstock... .Has left Fangtuch... . Left on. Fangzahn... . Left. Fanhonho.... Left. Fanino.Left. Fantasme.... When can you leave? Fantassin... .When do you leave? Fantem.Will leave Fantesche... .Will leave today Fantibus.Will leave tomorrow Fantil.Will leave by next train Fantome.Will leave by first train; meet me (us) Farabi.Will probably leave Farabutto... .Shall remain here until. . then go to (See also “Departure,” “Time,” “Sailings.”) LETTERS—See Index. Farage.LOST my code; send me du¬ plicate Farala.Lost my passport Faramalla... .Lost my. . . .at the Farandole... . Lost my....in the cab; in¬ quire at lost property office Farbebad. . . .Lost my.at the. . . .; make inquiries Farbenbild.. .Lost my. . . .; what shall I do? Farbenofen.. .Lost my. . . . in cars; inquire at lost property office (See also “Money” and “Hotels.”) Farbenrand. . LOVE and best wishes MAIL—See Index. Farbensatt.. .MARRIED on the Farbenton... .-was married on the Farbentrug. ..MEET me at Farbcnwelt.. .Meet me at Exposition grounds Farbholz.Cannot meet you as desired Farbmalz. . . .Cannot meet you at time men¬ tioned, but can do so- Farbstoff.Meet train Farcant.Will meet train Farcements. .Cannot meet train Farcilite.Meet steamer Farcinabit... . Will meet steamer Farcinant... .Cannot meet steamer Farcissant... .Can meet. . . .as desired Farctum.Will meet. . . .as desired Fardagem... .Can meet. . Fardamento. .Can meet. . Fardeler.Can meet. . . at . at. . .at. . today . tomorrow Fardulfe.Will meet. .. .at - Faredo . Will meet. . . .at. . . .today SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 71 Farelhao.Will meet.... at... . tomorrow (See also “Hotels” and “ Time.”) Faretrado.... MISSED Steamer Farfanes.Missed steamer; will come by next Farforth.Missed steamer; will not come Farfullar.Missed train Farfullo.Missed train; will come by Fargard.Missed train; will remain at .... tonight Faribole.Missed train; will remain here tonight Farina.Missed train; do not expect me MONEY—See Index. NUMBERS—See Index. OBTAIN—See “Purchase,” “Payment” etc. Farinella.No OPINION either way Faringea.No opinion, but rather in favor Faringitis... .No opinion, but rather against (See also “Money ”) Fariolum.... PARTICULARS necessary be¬ fore deciding Fariscar.Full particulars Farmable.. . . Further particulars Farmento... .Send full particulars Farmery.Send full particulars by mail Farmost.Send full particulars by tele¬ graph PAYMENT—See Index. POSTPONED—See “Leave.” Farmyard... .PREFER that you should PURCHASE—See Index. RELIABLE—See Index. Farnesim... .Shall REMAIN here until Farolazo.Shall I remain until Farolear.Do not remain (See also “Leave.”) Farolon.REPORT at- Farpar.Report as soon as possible Farragem.... Report here (See also “Reliable.”) Farraginis... REPLY by mail Farrapao.Reply by telegraph Farrochs.Replies as follows Farroma.Why do you not reply to my telegram (of) Farrusca.RETURN at once Farsange.Return" at once; .... is ill Farseris.Return at leisure Farserunt.... Return as soon as possible; important matter requires your attention Farsettone.. .All well; there is no necessity to hurry back Farsilis.Can return at any time Farsola.Can return- Fartado.Can return today Fartavel.Can return tomorrow Farthing.Cannot return before- Farturam... .Cannot return before tomorrow Fasanella... .Cannot return unless Fascelis.Cannot return unless you send funds Fascicle.May not return for few days Fasciculo. . . .May not return for few days; if you want me telegraph Fascinador.. . If nothing requires my attention, will not return until- Fascinate... .Nothing here requiring your return Fascolma... .Prepare to return in case we telegraph you SAILINGS, STEAMSHIPS, etc. —See Index. Faselochs... .Have SEEN Faserkalk... . Have seen.... and he (she or they) will do as requested Fasern.Have seen.and he (she or they) decline to do as re¬ quested Fasertorf.Have you seen- Fashioned.... Have not seen- Fashionist... .SEND by American Express Co. Fasmate.Send by mail Fassacate .... Send by telegraph Fassband. . . .Send by train (See also “ Purchase, Pay¬ ments, and Forwarding.”) SHIPPED—SHIPPING—See In¬ dex. SICK—See “Health.” STORAGE—See Index. Fasterman... Accept my sincere SYMPATHY Fastidious... .See. ... and offer my sincere sympathy (See also “Wish.”) Fastidosas... .TELEGRAPH me care of Arner- ican Express Co., at Fatandolo... .Telegraph me care of- Fatandum... .Answering your telegram in reference to- Fatassimo... .Please reply by cable (telegraph) at my expense Fatatura.Telegraph amount Fatebor.Telegraph amount needed Fatefully.Telegraph when you leave Fateri.Telegraph when you will Fatherland.. .Telegraph as follows Fatherly.Await my further telegram Fathom.Before telegram was sent had Fathoming.. .Cancel my message about- Fathomless.. .Cannot understand your tele¬ gram Faricando... .Cannot understand your tele¬ gram; repeat in plain lan¬ guage Faticavate. . .Cannotunderstand the. . . .word in your telegram; please repeat Faticino..word in my telegram is- Faticosa.Do not telegraph me until you have seen- Fatifer.Have not received your tele¬ gram of-- Fatigabat.. . .If any telegrams for under¬ signed, please repeat at my (our) expense to the following address- (NOTE.—The above phrase is available with offices of AMERICAN EXPRESS CO. only by patrons who have previously arranged with the Company’s Agents to forward their telegrams.) Fatigador... .Keep me informed by telegraph Fatigarent.. .Received your telegram of- Fatigatam... .Received your telegram of. . . . and will act accordingly Fatigosas. . . .Received your telegram of. . . . and cannot act as requested Fatilegi.Referring to your telegram of Fatimite.Referring to my telegram of Fatiscas.Repeat this message to- Fatiscet.Refer to my telegram of- Fativel.The remainder of this telegram is in Lieber’s Code. Amer¬ ican Express Co., New York, Boston, Chicago and Euro¬ pean offices hold copy. Apply to them for translation. 72 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEI Fatoris.Your telegram is received and understood Fatras.You can reach me by telegraph at- (See also “ Letters,” “ Money,” ‘‘ Purchase.”) TERMS—See “Instructions.” TIME—See Index. Fatsoen.Do you UNDERSTAND? Fattore.I (we) understand (that) Fattrice.I (we) do not understand Fatucli.UNITED STATES CONSUL (at) WELL—See “Health.” Favagello... .WHAT is (are) the Favea.WISH you a Merry Christmas Favelle.Wish you a Happy New Year Favellero. . . .Wish you many happy returns of the day Faventat.Best wishes on the occasion of your Faventem.. . .Do you wish me to (See also “Sympathy.”) HOTEL ACCOMMODATIONS, ETC. Faventis.Can you get accommodations? Faverella. . . .Can get accommodations Faverolle. . . .Can you reserve one single room for me? Am due to arrive- Favillis.Can you reserve one double room for me? Am due to arrive- Favinha.Can you reserve the rooms men¬ tioned below for the number of persons stated, dating from the following time- Favisoris.Cannot accept the accommoda¬ tions offered Favolo.Cannot get accommodations Favorado. .. .Cannot secure accommodations (at) Favoravel.... Engagements will not permit of reserving, .room-s for you as requested Favorisant. . . Have secured accommodations (at) Favorite.Please reserve one single room for me. Am due to arrive- Favorosa.Please reserve one double room for me. Am due to arrive- Favubat.Please reserve one single room and bath. Am due to arrive Favubol.Please reserve one double room and bath. Am due to arrive Favule.Please reserve the rooms men¬ tioned below for the number of persons stated, dating from the following time—— Faxim.Please secure hotel accommo¬ dations for. . . .persons Fazanten .... Shall be able to reserve room-s for you as requested Fazzolet.What other accommodations are open Fealty.Will accept the accommodations offered Fearless.Will get accommodations Feastfull.Please search room-s I occupied for the following articles and if found forward by American Express Co. to the following address- Feathers.Please send a porter with badge or cap bearing the name of .... hotel to meet me (or us) on arrival of the following train or steamer Feazing.If the following named person is at. . . .hotel please request him (or her) to advise me by telegram at the following address- LETTERS—MAIL. Felpa.Apply at American Express Co.’s office for letter-s Felpilla.Apply at. . . .office for letter-s Felsblock. . . .All letters up to date have been sent Felsenbahn.. .Anything the matter? No let¬ ters or telegrams received Felsenbett... .Await my (our) letter-s (of) Felsengrab. . .Before letter was received had Felsenhart. . .Did you receive my letter-s of Felsenlage. . . Do not forward any letter until you hear from me again Felsenlast.. . .Do not forward any letter after Felsenzahn... Forward letters and telegrams care of American Express Co., at Felsgebirg.... Forward mail and telegrams Felsgnat.Forward mail and telegrams to Felshorn.Forward mail and telegrams care of Felsina.Have forwarded letters as re¬ quested Felskamm. . .Have not forwarded letter-s as requested Felskluft.Have not forwarded letters as requested, but will do so at once Felskopf.Have letter-s for you Felsrinne. . . . Have letter-s for you; where shall it (they) be sent? Felsspalte.. . . Have letter-s from Felsstock. . . . Have letter-s for you from. . . .; shall it (they) be forwarded? Felsthal.Have received no letter from you since Felstone.Have obtained letter-s from post-office and have forwarded it (them) Felswand .... Have written you fully concern¬ ing Felters.Have you any letter-s for me? Feltmaker... .Have you any letter-s for me? If so forward to Feltrar.Have you received any letter from- Feltrarlo.Have not received your letter (of) Feltrinos.Have you any registered letter-s for me? Feltro.Have you any registered letter-s for me? If so, forward to Feltrollo.Have you forwarded letter-s as requested? Felugem Hold letter-s Femeaco.Last letter received from you is dated Femelaars... .Letter posted to-day should be directed to Fcmellarum.. Letter received without enclos¬ ure; please investigate Femelle.No letter-s at post-office; have inquired Femellis.Please advise me fully at the following address- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 73 Femelot.Received your letter of- Femeniles... .Received your letter of....; and will act as requested Femeninas.. .Received your letter of....; cannot do as requested Femenino... .Where will letter reach you? Fementida. .. Where will letter reach you? have important communi¬ cation Feminabit.... WTiere will letter reach you if mailed to-day? Feminacy....Why do you not reply to my letter of-? Feminalis... .Wrote you Feminantem..Wrote you to Feminarent. ,W T rote you care of Feminela. . . .Wrote you last on the- Feminidade. .Wrote you by last mail (See also “Address” and “Telegraph.”) MONEY, FUNDS, CREDIT, ETC. Feminil.American Express Co.’s Foreign Draft =s Femininely.. .American Express Co.’s Travelers Cheques Feminism... .American Express Co.'s Travelers Letter of Credit Feminize.American Express Co.’s Com- mercial Letter of Credit Femnie.Am in need of funds; please remit American Express Co.’s Travelers Cheques (for $....) Femminella. .Am in need of funds; please send at once American Express Co.’s Foreign Draft (for $. . . ) Femminetta.. Am in need of funds; please remit at once by cable through American Express Co. at- (#. ■ ■ •) Femminino... Arrange to have bank either mail draft or telegraph to Treasurer American Express Co., 65 Broadway, New York, with instructions to cable the amount following care Amer¬ ican Express Co. at Femminona. .Arrange to have American Ex¬ press Co. CABLE instructions to deliver to me Travelers Cheques for the following amount in dollars at the fol¬ lowing city or address ($...) (city or address. . .) Femminuzza.Arrange to have American Ex¬ press Co. MAIL instructions to deliver to me Travelers Cheques for the following amount in dollars at the fol¬ lowing city or address ($....) (city or address. . . .) Femoral.Arrange with American Ex¬ press Co. for issue of Travelers Letter of Credit Femorales....Cable funds through American Express Co. at- Femore.Cable funds through American Express Co., 65 Broadway, New York (if no agent of that Company at your place) Femur.Cable .?.... through American Express Co. at- Fenbury.Cable .1? . through American Express Co., 65 Broadway, New York (if no agent of that Company at your place) Fenchel.Carry your funds in American Express Co.’s Travelers Cheques Fendendo... .Deposit the amount of ($. ...) to my credit with American Express Co. Fendendoli.. .Deposit the amount of ($....) to my credit with- Fenderemo.. . Have Cabled funds as requested Fenderent... .Have cabled $. . . . through American Express Co. Fendesse.Have mailed you American Ex¬ press Co.’s Foreign Draft Fendevate... .Have mailed you American Ex¬ press Co.’s Travelers Cheques for $. . . . (addressed to....) Fendicis.Have received on your account $. . . . (from. . . .); instruct me as to disposal Fendille.Have arranged for additional supply of American Express Co.’s Travelers Cheques to be delivered by Fendinha. . . .Please open credit in my name with American Express Co. at. . . . Wire me when it is opened, giving amount Fenditore.. . .Have lost my Travelers Cheques numbered.... to...; amount-s . . . . ; stop payment until further advised Fenecida.Have lost my Circular Letter of Credit numbered. . . .; stop payment until further advised Fenerandi.... Please remit Fenerandum..Purchase for my account. . . . shares of. . . .stock Fenerata.Purchase for my account.... bonds of Fenerates... .Sell for my account. . . .shares of... .stock Fenestravi. . . Sell for my account. . . .bonds of Fengeld.SEND money Fenicaro.Send money by American Ex¬ press Co. Fenigmo.Send me all money now to my credit with you Fenisector... .Settlement has been effected Fenmen.Make best settlement possible Fennel.Telegraph funds through Amer¬ ican Express Co. Fennish.The price has fallen to (.. ..); do your instructions still hold good? W T ire Fenowed.The price has advanced to (....); do your instructions still hold good? Wire Fenster.Is (are) reliable Fensterlen. . .Am informed that. . . . has fai’ed Ferbebunt_Am informed that. . . .has failed. Is this true? Ferbescis.Avoid the person or firm you inquire about Fercullo.Do not think well of- Ferdwit.Consider him (them) good Ferebant.Consider him (them) good for a reasonable sum Ferentis.Consider him (them) good for any amount Feretory.What do you know? Feretra.Do not know him (them) Ferge.Prefer not to express any opinion Ferhad.Party (parties) named is (are) favorably regarded 74 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Fericula.Party (parties) named is (are) favorably regarded but means are unknown to us Ferinely.Party (parties) named is (are) not favorably regarded Ferinita.Is there any truth in report about. . . . Feristo.Unfavorable rumors about Feritade.The rumor is without foun¬ dation (See also “Time.”) AMOUNTS—NUMBERS. Feritarent... . Vs Festtracht. .... 52 Feritcart.... . H Festucine.... .53 Feritela. . Y% Festung. .... 54 Ferithen . . . . ....55 Feritman... . . % Fetabo. ....56 Feritont. . 3 4 Fetabunt. . . . 57 Feritplace. . . .... 58 Feritrice. . 1 Fetarent. . . . .59 Ferlet. . 2 Fetaveris. .. to Fermanza. . . . 3 Fetched. .61 Fermata. . . . 4 Fetching. 62 Fermentado. . 5 Fetiches. .... 63 Fermerous... . 6 Fetidorum. 64 Fermillet.. . . . 7 Fetificet. .... 65 Fermons.. . . . 8 Fetlock. . 66 Fernblick... . . 9 Fetlocked. 67 Fernglas.... .10 Fetor. .... 68 Fernshaw. . . . II Fetosum. .... 69 Fernsicht.... .12 Fettbol .... 70 Feronia. .13 Fettering. ....71 Ferrante. . . . .14 Fetterlock. .... 72 Ferrigno. .15 Fettgar. .... 73 Ferrugo. .16 Fettgrund. .... 74 Fertig. .17 Fettkohle. .... 75 Ferulago. . . . .18 Fettlore. .... 76 Feruling. . . . .19 Fettolina. ... .11 Ferulstab. . . .20 Fettsacht. .... 78 Ferverent... .21 Fetura. . . . . 79 Fervidity.... .22 Feturati. . . ..80 Ferville. .23 Feturatuin . 81 Fescelle.... .24 Fetwah . ... 82 Fescina. .25 Feverwort. . . ... 83 Fesels. .26 Fewness. ... 84 Fesseln. .27 Fibel. . ... 85 Fessitude.. . .28 Fibelknate.... . ... 86 Festally. . . . .29 Fiblabo. .87 Festasti. .30 Fiblabunt. . ... 88 Festbacher.. .31 Fiblamus. ... 89 Festchor. . . . .32 Fiblandum. 90 Festevole.. . .33 Fiblant. . ... 91 Festgeber.. . .34 Fiblarent. . ... 92 Festgesell .35 Fibras. . 93 Festichino. . .36 Fibratorum. . . 94 Festin. .37 Fibratuni. . . . 95 Festinetis. . . .38 Fibreless. . ... 96 Festival .39 Fibrenus. . ... 97 Festive. .40 Fibril. . ... 98 Festivum. . . .41 Fibrille. . . . 99 Festland ... .42 Fibrillose. . . . f CO Festmahl .43 Fibrinous. . . . 200 Festmorgen. .44 Fibrolithe. . . 500 Festmuth .45 Fibrome. ...400 Festosetto... .46 Fibula. . . 500 Festpokal. . . .47 Fibulabat. ... too Festrock.... .48 Fibulatam. . . . 700 Festsaal ... .49 Fibulis. . .. fOO Feststadt . . .50 Ficatum. ... too Festthaler... .51 Ficcarlo. .. ieco Ficcollo. ..Dollars Fichant. . Hundred Dollars Ficheron .... Thousand Dollars Fickle. .Pounds Sterling Fictive.Hundred Porinds Sterling Fida gal.Thousand Pounds Sterling Fidamen.Francs Fidarle.Hundred Francs Fiddlest.Thousand Francs Fidecula.Marks Fideela.Hundred Marks Fidelidad.Thousand Marks Fidelity.Lire Fidentem.... Hundred Lire Fidget.Thousand Lire Fidgetal.Kroner Fidgetant. . . . Hundred Kroner Fidgetate.Thousand Kroner Fidgetbat. . . .Guilders Fidgetboz. . . . Hundred Guilders Fidgetbun.. . .Thousand Guilders Fidgetcan.... Kronen Fidgetdab.. . . Hundred Kronen Fidgetdel.Thousand Kronen Fidgetdim... . Rubles Fidgetdon.. . .Hundred Rubles Fidgetdus.Thousand Rubles PURCHASE, PAYMENT AND FORWARDING OF GOODS, ETC. Finctores. . . . Have executed your commis¬ sions through American Ex- press Co. Findable.Please advise. . . that goods Findbar.Bootmaker will have goods ready Findebant.. . .Bootmaker will not have goods ready (till) Findelkind. . .Please pay all charges and debit me (us) Findest.Please collect goods as specified Finedraw. . . .Charge for collecting will be Finestiil.Please advise cost of forwarding goods herein specified (to) Finestuff.Will endeavor to ascertain cause of delay Finger.Please advise. ... that goods ordered by me (us) must be delivered by Fingermal... .Please advise. . . .at. . . .that un¬ less goods are delivered by ... . will not accept them Fingertuch.. .Goods detained at Customs Finical.Dresses received; will forward immediately Finify.Do not pay dressmaker’s bill unless goods are delivered by Finir.Have forwarded dresses Finitely.If you can get our dresses from dressmaker and forward to us here before we sail, pay for them; otherwise, do not re¬ ceive them Finitivo.Please advise our dressmaker .... that our dresses must be finished by. . . .otherwise too late Finitura.Please advise our dressmaker at following address that goods must be delivered by ... .or cannot accept Finkengeld... Forward goods by American Express Co. Finkenzug. .. Forward by American Express Co. Finlike.Forward goods to care of Finnen.Forward goods so as to reach here by SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 75 Finnikin.Cost of forwarding will be Finora.Do not forward my goods Fintamente... Have forwarded goods by Fircus.Have forwarded your goods to Fireballs.Have you forwarded? Firebill.Have only received. . . .; is this all you forwarded? Fireboard ... Please ascertain and advise me by telegraph date of shipment, name of forwarder and route sent, and to whom and place consigned, of the following described article-s in custody of (or to be shipped by).... on or about Firebox.The shipment referred to in your telegram was (or will be) forwarded from here Firebrick.Milliner says will have goods ready by Fireclay. . . . ..Milliner says cannot complete order till Firedamp.. . .Cannot obtain goods Firefly.Cannot obtain goods till....; what shall we do? Firehook.Have obtained goods, please advise address to send them to Firepan.Please obtain from. . . and for¬ ward to me here by American Express Co. Fireplug.Please obtain from. . . .and for¬ ward to me here Fireship.Will not be ready till Fireside.Please advise if goods have reached you Firestick.The goods advised as sent have not reached here; have you forwarded-r Fireswab.Have my goods been placed on board (the)-? Fireward.Your goods have been duly placed on board Firewood .... Goods shipped as directed Firework.Have you anything in storage for me? Firkin.Have in store for you the fol¬ lowing package-s Firmamen . . Have nothing in storage for you Firmandum. .Tailor says clothes will be fin¬ ished on Firmary.Tailor says clothes will not be finished till Firmatrix. . . .Have found trace of your goods Firmezas.Have not found trace of your goods RAILWAY TICKETS, ETC. Firmgan.Reserve first-class seat-s per .... train.... (date) to.... ; will call and obtain tickets Firmgor. . . .Reserve second-class seat-s per .... train.... (date) to.... ; will call and obtain tickets Firmgum... .Reserve third-class seat-s per .... train.... (date) to....; will call and obtain tickets Firmhar.Reserve sleeper berth-s per. . . train.... (date) to....; will call and obtain tickets Firmhet.Secure tickets through American Express Company, via. . . . Firmhid.Send full particulars per first mail of fares, time, etc., to. . . Firmiana . . . . Book your passage through American Express Co. SAILINGS, STEAMSHIPS, RAIL= WAYS, ETC. Firmicus.Consult American Express Co. and secure accommodations through them Firmidao.Expect to be in. . . .on or about Firmitude.. . .Expect to be in your city on or about- Firmpathe... Expect to be in the place re¬ ferred to on or about- Firnstoss.Expect to leave (....) on or about. . . .; and to arrive at . . . .on- Firnwasser.. . Have engaged passage on steam¬ er. .. ., sailing-- Firsthood.... Have engaged passage on steam¬ er. . . ., sailing. . . . Arrange to travel on same steamer if possible Fiscalin. If possible, wire name of steam¬ er and port at which you dis¬ embark Fiscella.Left on. . . .steamer Fischangel.. .No accommodations to be had on... . (sailing) Fischbank... . Passenger on board steamer- Fischdarm... Please have one of your staff meet me (us) on Landing Stage on arrival of steamer— Fischgabel. . .Please send one of your staff to meet Mr. . . ., passenger per steamer- Fischholz. . . .Please send one of your staff to meet Mrs. .... passenger per steamer- Fischkelle.. . .Please send one of your staff to meet Miss. . . ., passenger per steamer- Fischlager... .Please send one of your staff to meet Mr. and Mrs.. pas¬ sengers per steamer-- Fischmarkt... Please send one of your staff to meet Mr. . . . and family, pas¬ sengers per steamer-- Fischrogen.. .Please secure stateroom on. . . . (sailing) Fischtag.Have secured stateroom on. . . . (sailing) Fischtrog. . . .Reserve accommodations for me (us) on steamer...., sailing . . . .and forward particulars to the following address-- Fischwirth. . .Reserve accommodations as fol¬ lows on steamer. . . .sailing Fiscinis.Shall sail by- Fisdur.Shall sail by. .... leaving Fisgado.Wish you a pleasant voyage Fisgar.When do you sail? Fisgona.Will leave by steamer Fishbasket.. . Will leave by steamer....; expect to arrive (See also “Leave” and “Missed.”) STEAMSHIP LINES. Fishbeam .... Steamer of - Fishblock... . Allan Fishdam.American Fisherboat. . .Anchor S. S. Fisherman. . .Atlantic Transport Co. Fishfag.Atlas | Fishfins.Austro-Americana 76 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Fishfiek.Canadian Pac. Ry. Co.’s Atlan¬ tic S. S. Lines Fishfowl.Clyde Fishful.Compagnie Gent 5 rale Transat- lantique (French Line) Fishgigs.Cunard S. S. Fishglue.Dominion Fishknife. . . . Fabre Fishlamb. . . .Great Northern S. S. Co. Fishlike.Hamburg-American Fishmarket... llolland-Ainerica S. S. Co Fishmaw.(Same as Fishdam) Fishmaze. . . . Lamport & Holt Fishmazot... La Veloce Fishmeal.Leyland Fishment. . . . Lloyd Italiano Fishmill.Lloyd Sabaudo Fishmonger. .Messageries Maritimes Fishnail.Munson S. S. Fishnote.Navigazione Generale Italiana Fishplate.N. Y. & Cuba Mail S. S. Co. Fishpond.N. Y. & Porto Rico S. S. Co. Fishpool.Nippon Yusen Kaisha Fishpot.North German Lloyd S. S. Fishwife.Occidental A Oriental Fishwoman.. Oceanic (Am. & Australian Line) Fisicando. . . .Orient Fisketh.Pacific Coast Fismoll.Pacific Mail Fisocele.Panama R. R. Line of Steamers Fisode.P. & O. S. S. Co. Fisofolo.Prince Fisonco.Quebec S. S. Co. Fispel.Red Cross Fissarla.Red " D” Fissata.Red Star Fissavatc. . . Royal Dutch West India Fisseranro. . Royal Mail Steam Packet Co. Fisseremo.. . . Scandinavian-American Fissesti.Union Castle, to South Africa Fisseza.United Fruit Co. Fissipedc.White Star Fissofora.Wilson T1HE, CALENDAR, ETC. Fissollo.Any time Fissure.Arrived on time Fistellam .... As long as possible Fistelton.As soon as possible Fistolosa.At what time Fistucet.Can arrive in time Fitful. . . Cannot arrive in time Fitinha.Can you extend? Fitness.Can you extend time? Fitogeno.Can you extend time to-? Fitolaga.Cannot extend time without great inconvenience Fittingly.Here in time Fivelar.Must be here in time for- Fixable.Must be there in time for Fixant.Should time and circumstances permit- Fixedly.The best time Fixidadc.Time of arrival is Fixing.Time of leaving is Fixiste.Time the steamer sails Flabant.T ime the train leaves Flabile.Time is your own, therefore do not w'orry Flabrum.We will extend Flaccidity... .We will extend time to Flaccilla.Will be in time Flacher.Will not be in time Flachland. You are taking too much time Flachsader_You arc not taking enough time Day of Mo. Dav of Mo. JANUARY MARCH Flachwurf Flemish 1 Flacon 1 Flemmone 2 Fladen 2 Flensed 3 Flagelador 3 Flensing 4 Flagellant 4 Flenzen 5 Flagitabit 5 Fleshly 6 Flagitator 6 Fleshpot 7 Flagorner 7 Flessore 8 Flagrance 8 Fletando 9 Flagrantly 9 Fletchers 10 Flagration 10 Fletomo 1 1 Flagrifer II Fletser 12 Flagro 12 Flevonem 13 Flagstaff 13 Flibot 14 Flamand 14 Flicker 15 Flamboyant 15 Flickwort 16 Flameless. 16 Fligebant 17 Flamette 17 Fligentem 18 Flaminale 18 Fligerent 19 Flamingo 19 Flimsily 20 Flaminical 20 Flintglas 21 Flammable 21 Flippant 22 Flammard 22 Flirtation 23 Flammation 23 F ispern 24 Flammeo 24 F ittene 25 Flammidum 25 Flitters 26 Flammofen 26 Floated 27 Flamy 27 Flocado 28 Flanconada 28 Floccida 29 Flanged 29 Flocculent 30 Flankard 30 Flocked 31 Flant 31 Flockiger Day of Mo. Day of Mo. FFBRUARY APRIL Flapjack Flodden I Flapping 1 Flogite 2 Flarent 2 Flogosis 3 Flashily 3 Flohbiss 4 Flashlight 4 Flohstich 5 Flassade 5 Flomide 6 Flatlong 6 Flooded 7 Flatly 7 Flooding 8 Flatter 8 Floors 9 Flattering 9 Florally 10 Flaturale 10 Florant 11 Flatwise 11 Florbinde 12 Flavedo 12 Florebunt 13 Flavimus 13 Florendo 14 Flavona 14 Florescit 15 Flawless 15 Floresta 16 Flaxseed 16 Floretten 17 Flebotomo 17 Floribus 18 Fleche 18 Florigeras 19 Flechten 19 Florinha 20 Fleck 20 Florkappe 21 Flectamus 21 Floroon 22 Flecterent 22 Flortuch 23 Flector 23 Florula 24 Fledern 24 Floscupo 25 Fleecing 25 Floskel 26 Flcgel 26 Flossholz 27 Flegelhaft 27 Flosswerk 28 Flehend 28 Flotantes 29 Fleming 29 Flotation 30 Flotsam SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL DAY of Mo. MAY Flott 1 Flottage 2 F ottons .3 Flowerage 4 Flowerful 5 Flowerless 6 Flowing 7 Fluently 8 Fluffy 9 Flughafcr 10 Flugritt I I Flugs 12 Fluhband 13 Flussab 14 Flussbad 15 Flusshafen 16 Flusskarte 17 Flussname 18 Flussring 19 Flussthal 20 Flustra 21 Flutabat 22 Flutant 25 Flutenist 24 Fluthen 25 Fluthig 26 Flutiste 27 Flyblow 28 Flyfish 29 Focador 30 Focena 31 Focile Day of Mo. JUNO Foeinhada 1 Fodandam 2 Fodandis 3 Foddered 4 Foderata 5 Fodicant 6 Fodicet 7 Foeman 8 Fofos 9 Fogalla 10 Fogaril 11 Fogbank 12 Foggily 13 Fogones 14 Fohlenhof 15 Foldnet 16 Folganca 17 Folgekarte !8 Folgercde 19 Folgern 20 Folgestern 21 Folglieh 22 Folgorato 23 Folgoro 24 Folhagem 25 Folhento 25 Foliculo 27 Folioter 28 Folklore 29 Folkright 30 Follasti Day of Mo. JULY Follentem 1 Folletage 2 Folleto 3 Follicant 4 Folliful 5 Follow 6 Folter 7 Folterbett 8 Folterten 9 Fomentaban 10 Fomentato 11 Fomitem 12 Foncage 13 Fondava 14 Fondello 15 Fondime 16 Fondness 17 Fondscn 18 Fonebol 19 Fongible 20 Fonico 21 Fonkelde 22 Fonolite 23 Fontalis 24 Fontange 25 Fonticola 26 Fonticule 27 Fontinal 28 Fonto 29 Foodful 30 Foolscap 31 Football Day of Mo. AUGUST , Footboy Footcloth 2 Footfalls 3 Footpaths 4 Footway 5 Foppen 6 Foraged 7 Foramello 8 Forandi 9 Forasmuch 10 Foratum 11 Forborne 12 Forbotto 13 Forbye 14 Forcant 15 Forceful 16 Forcipated 17 Forclore 18 Forclusion 19 Forcuto 20 Fordern 21 Forebrace 22 Forefront 33 Foreground 24 Forehorse 25 Foreknow 26 Forellen 27 Foremasts 28 Foremost 29 Forename 30 Forensic 31 Foresay Day of Mo. SO PTE M BOR Foreslack 1 Forespoken 2 Forestick 3 Forewish 4 Forfang 5 Forfending 6 Forfora 7 Forge 8 Forillo 9 Forkless 10 Forlanc 11 Forlipon 12 Forlornly 13 Formabit 1 4 Formage 15 Formante 16 Formastcr 17 Formband IS Formella 19 Formend 20 Formful 21 Formica 22 Formidator 23 Formidine 24 Formiste 25 Formola 26 Formosam 27 Formsand 28 Formy 29 Fornacino 30 Fornada Day of Mo. OCTOBER Fornello 1 Fornice 2 Forosella 3 Forrabas 4 Forragem 5 Forrays 6 Forschen 7 Forsenno 8 Forstamt 9 Forstherr 10 Forstung I I Forsworn 12 Fortan 13 Fortfall 14 Fortgang 15 Fortgelebt 16 Forthin 17 Forthright 18 Forthward .19 Fortify 20 Fortilage 21 Fortlet 22 Fortnight 23 Fortsatz 24 Fortsoben 25 Fortune 25 Fortwogen 27 Foruli 28 Forwaked 29 Forwardly 30 Forweep 31 Forzava Dav of Mo. NOVEMBER Fosca 1 Fosfato 2 Fosforana 3 Fosforo 4 Fosgeno 5 Fossage 6 Fossar 7 Fossick 8 Fossimo 9 Fossipede 10 Fossulate 11 Fostership 12 Fotmal 13 Fotofobo 14 Fotografa 15 Fotoruni 16 Fotsa 17 Fovela 18 Fovilla 19 Foxlike 20 Foxtrot 21 Fracasar 22 Fracentem 23 Frachten 24 Fracida 25 Frack 26 Fractore 27 Fragatao 28 Frage 29 Fragelle 30 Fragewort Day of Mo DECEMBER Fraglich 1 Fragola 2 Fragor 3 Fragrant 4 Fragranza 5 Fragsucht 6 Fragten 7 Frailness 8 Fralda 9 Framable 10 Framengo 11 Franando 12 Franavano 13 Francarlo 14 Francisca 15 Francolin 16 Francotes 17 Frangalho 18 Frangible 19 Frangiona 20 Frangollar 21 Frankatur 22 Franken 23 Franklino 24 Frankly 25 Fransch 26 Frapler 27 Frapling 28 Frappola 29 Frascola 30 Frasera 31 Frastorna 78 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Frattanto.1905 Frattura.1906 Frattuso.1907 Fraturat.1908 Fraturol.1909 Fratutop.1910 Frad. Fredame. Freddata. Fredegar. Fredonne . Freehold. Freeness. Freewill. Fregammo. Fregate. Fregatten. Fregerat.,. Fremder.. Fremdwort. Fremere. Fremeva. Fremito."., . Frenandi. Frenarli. There is also an excellent telegraph and cable code, issued by Brentano’s, New Yoi’k City. The expense is $1.00. There are 328 pages filled with code words, enough to fulfil all the ordi¬ nary and extraordinary conditions with which travelers might be confronted. For those who wish to purchase a more extensive code, we can recom¬ mend this one. The North German Lloyd also issues a passenger’s cable code, which is also recommended. Before starting on a trip, the traveler should see that the friend left at home has a copy of the book. TELEGRAPH AND CABLE INFORMATION THE PREPARATION OF DOMESTIC TELEGRAPH MESSAGES A message to be transmitted by telegraph should be written upon the blank provided by the Telegraph Company for that purpose; or it should be attached to such blank by the sender, or by the one presenting the message as the sender’s agent, so as to leave the printed heading in full view above the written mes¬ sage. Write the whole message, date, address, body and signature as clearly as possible. Avoid changes, corrections and unusual abbreviations. Figures, counted and charged for at the rate of one word for each, may be used, but words to represent them are less liable to cause error. Addresses are not charged for, therefore they should be full and clear and written so as to be easily understood. If the person ad¬ dressed is known to be at a considerable dis¬ tance from the office, or in some locality where the services of a special messenger may be required to reach him, this fact should be made known to the Telegraph Company. By such notice a quicker transmission and delivery of the message may be often effected. If the sender’s address is not known to the Telegraph Company, it should be written on the back or at the bottom of the blank. This will enable the Telegraph Company to reach him either for a reply, should one be received or for any possible question which might arise in reference to the transmission or delivery of his message. Rules for counting messages, which will completely cover all the usual and unusual words, abbreviations and combinations used in telegraph messages, cannot be given here. A charge is made for the first ten words or less, and a reduced rate for each word over ten. The address and signature are not charged for. Messages to be sent at night and delivered the following morning are, except in a few cases, accepted at reduced rates. PREPARATION OF CABLE MESSAGES The rules which apply to the counting, transmission and treatment of messages to and from all of the foreign countries’named in following pages are those which apply to International cable messages throughout the World. The sender is responsible for an incorrect or insufficient address. Corrections and alter¬ ations can only be made by another message which must be paid for. No message can be accepted (except at “Sender’s Risk”) when addressed to the care of a registered address unless the words “care” or “care of,” or their equivalent, be placed between the addressee’s name, or designation, and the registered address; thus, a message for Meyer, Berlin, to be delivered to the regis¬ tered address “Dervish, Berlin,” should be addressed "Meyer, care (or ‘care of’) Dervish, Berlin.” All words, except those of the date, are counted and charged for. In the address the name of “place to’’ and the name of the territorial division of the country in which the “place to ” is situated are each counted as one word without regard to number of letters they contain. In messages in plain language the maxi¬ mum length of a word is fixed at fifteen letters. In messages partly or wholly in code the maximum length of a word is fixed at ten letters. Combinations or alterations of words con¬ trary to ordinary usage are not admitted. Groups of letters (in private messages) not forming words, and not used as trade-marks, are not allowed. The authorities of Europe and beyond reserve to themselves the right of refusing the delivery of telegrams containing combinations contrary to the use of the language in which they are written, unless the insufficient charges are first paid by the addressees. Letters forming commercial signs or trade¬ marks are charged same as figures. Groups of figures are charged for at the rate of one word for each five or fraction thereof. Decimal points, commas and bars of divi¬ sion, used in the formation of numbers, are each counted as a figure. Letters and figures must be counted separ¬ ately. Example, A 5 C counts as three words. Signs of punctuation, hyphens and apos¬ trophes are neither counted nor sent. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 79 No claim for refund of tolls on messages exchanged directly between receivers and senders, to obtain corrections, will be enter¬ tained. Applications for an official repetition of any word or words in doubt should be made to the office of delivery. Registration of addresses at places on the Continent of Europe or beyond can be made only by the parties to whom messages are to be delivered. SENDING CABLEGRAMS ON LANDING Immediately on landing the traveler can avail himself of the opportunity to send cablegrams. A registered cable address should be left at home in or¬ der to save expense, for every word is charged for. Usually, abroad, the amount of the fee paid must be indi¬ cated by postage stamps attached to the telegram. Sometimes a receipt for the charges is furnished for a small fee of, say, four cents of our money. Cable blanks will be found on all the steamers and at all the landings. Great care should be taken to count the words and see that there is no overcharge in sending these cable¬ grams. Be sure to count your change; this is particularly necessary at these cable and telegraph offices where the volume of business is so great. MONEY BY TELEGRAPH All telegraph companies accept or¬ ders, both domestic and foreign, for immediate transfer of money by tele¬ graph and cable. It is sometimes imperative to obtain large or small sums at the shortest possible mo¬ ment, certainly within twenty-four hours. Formerly this branch of the business was in the hands of bankers, but now the cable companies and tel¬ egraph companies are able to pay money in places all over the world. The organization of telegraph and ca¬ ble companies is a most complicated one, and there are many factors which control the rates. In general it may be stated that money can be sent any¬ where in the United States at a pre¬ mium of one per cent., minimum charge twenty-five cents, plus the telegraph tolls for a ten-word mes¬ sage. For money sent abroad the premium is one per cent, with the minimum charge of fifty cents, plus of course the cable tolls, which will vary with the length of address, etc. Fullest possible information can be obtained at any telegraph office where a special tariff book of some 250 pages may be consulted. For some coun¬ tries, such as those in Central and South America, the expense is much greater than we have noted. The British Postmaster-General has entered into an agreement with the Western Union Telegraph Company for an exchange through that com¬ pany so they will telegraph money- orders between the United Kingdom on the one hand and Canada and the United States on the other after Janu¬ ary 1, 1910. The largest amount for which a single money-order may be issued in the United Kingdom will be £40 sterling, but for orders issued in the United States and Canada for payment in the United Kingdom the largest amount will be £41 Is. 4d., which is the equivalent of $200. Cable Notes .—Plain messages, that is to say, messages which are neither in code nor cipher, may be written in any language that can be expressed in Roman letters. In such messages, each word of 15 letters or less is counted as a word. Words of over 15 letters are counted at the rate of 15 letters or fractions of 15 letters to a word. Code messages may contain words be¬ longing to one or more of the follow¬ ing languages : English, French, Ger¬ man, Italian, Dutch, Portuguese, Spanish and Latin. The use of words from other languages is not allowed. Code messages may also contain the following words, that is to say. groups of letters so combined as to be pro¬ nounceable in at least one of the eight languages which have been admitted. In code messages, each code word, whether real or artificial, of 10 letters or less, is counted as a word, and no code word of more than 10 letters can be accepted. If any words in plain language of more than 10 letters each are used in code messages, they should be counted at the rate of 10 letters or fraction of 10 letters to a word. In cipher messages, which may be composed of groups of figures or groups of letters, tbe groups are counted at the rate of 5 figures or let¬ ters, or fractions thereof, to a word. It should be remembered that in cabling, every isolated character, fig¬ ure or letter counts as a word. Hy¬ phens and apostrophes are also counted. Signs of punctuation are not counted or sent unless they are formally demanded by the sender, in which case they will be charged for as one word. The letters “ch” coming together in the spelling of a word are counted as one letter. In artificial words, however, the combination is 80 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL TELEGRAPH RATES—NORTH AMERICA BETWEEN NEW YORK CITY AND PLACES IN UNITED STATES AND CANADA. Day rate 40-3, means 40 cents for ten words and 3 cents for each additional word; Night rate 30-2, means 30 cents for ten words and 2 cents for each additional word, etc. Address and signature are free. Western Union and Postal Rates arc uniform. Places. Rate. Places Rate. Day. Night. Day. Night. 60-4 50-3 Mississippi. 60-4 50-3 Alaska: Missouri . 50-3 40-3 3 80-35 3 80-35 60-4 50-3 2.60-23 2 60-23 75-5 60-4 Nome. 4.80-45 4 80-45 Montana. 60-4 50-3 St. Michael. 4.30-40 Nebraska. 1.00-7 1.00-7 Sitka. 2.40-21 2 40-21 Nevada. 50-3 40-3 Skagway. 2.90-26 2.90-26! New Brunswick. 1 10-9 1 00-9 Valdez. 3.40-31 3 40-31 Newfoundland: St. John’s. . 35-2 25-1 1 00-7 1 00-7 25-2 25-1 60-4 50-3 75-5 60-4 British Columbia: Grand New Mexico. Forks, Nelson, New West- New York: 20-1 20-1 minster, Rossland, Van- New York City. 25-2 1 couver, Victoria. 1 00-7 l 00-7 t to - 25-1 Atlin. 3.25-23 All other places.•< 35-2 \ Port Simpson. 2.75-19 2 75-18 50-3 40-3 California. 1 00-7 1 00-7 75-5 60-4 Colorado. 75-5 60-4 North Dakota. 50-3 40-3 CoNNECTI CUT. 25-2 25-1 40-3 30-2 Delaware. 30-2 25-1 Ohio. 75-5 60-4 District of Columbia. 30-2 25-1 Oklahoma. Florida. 60-4 50-3 Ontario: 40-3 30-2 Georgia. 60-4 50-3 60-4 50-3 Idaho. 1 00-7 1 00-7 Sault Ste. Marie. 50-3 40-3 50-3 40-3 1 00-7 1 00-7 Indiana. 50-3 40-3 Oregon.. 25-2 1 25-1 Iowa. 60-4 50-3 i to > to Kansas. 60-4 50-3 Pennsylvania.•< 40-3 cc c 1 to Kentucky. 50-3 40-3 ( Klondike: See Alaska and Prince Edward Island: 75-5 65-5 Yukon Charlottetown. 50-3 40-3 Louisiana. 60-4 50-3 Quebec. 30-2 25-1 Maine: Portland. 35-2 25-1 Rhode Island . 60-4 50-3 All other places. 40-3 30-2 South Carolina. 75-5 60-4 Manitoba: Winnipeg. 75-5 60-4 50-3 40-3 Maryland: Annapolis, Bal- Tennessee. 75-5 60-4 timore, Frederick, Ha- Texas. 75-5 60-4 gerstown. 30-2 25-1 35-2 25-1 Cumberland. 35-2 25-1 40-3 1 30-2 All other places. 40-3 30-2 to V to 1 25-2 1 Virginia.•< 50-3 ) 40-3 Massachusetts.7 to [ 25-1 I 1.00-7 1.00-7 1 30-2 i Washington . 40-3 30-2 Michigan: Detroit, Mount West Virginia . 50-3 40-3 Clemens, Port Huron... 40-3 30-2 Wisconsin: Milwaukee. 60-4 50-3 1 50-3 l 40-3 All other places. 75-5 60-4 All other places.- Wyoming . 60-4 / 50-3 Yukon: 4.00-27 4.00-27 Minnesota . CO-4 50-3 Dawson. As this page is being made up, the “ Maure¬ tania” has added to her laurels by breaking the record over the long Atlantic course of 2,889 knots by 26 minutes, landing her passen¬ gers in New York just before midnight on March 17, 1910. This is the first time that this has been accomplished on the winter route. The time from Daunt’s Rock to the Ambrose Channel Lightship was 4 days 15 hours and 29 minutes, at an average speed of 25.91 knots. One day the liner averaged 26.79 knot$. The best previous record over the long course was 4 days 15 hours and 55 minutes. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 81 counted as two letters. The following examples will serve to fix the inter¬ pretation of the rules for senders: U)o«l +-> A o h 00 M •4-d t-l (-1 C?! Allright . 2 Responsibility (14 letters) .... 1 Unconstitutional (16 letters).. 2 A-t-il . 8 Aujourdhui . 1 Aujourd'hui . 2 Newyork . 1 New York . 2 1 Frankfort Main . 2 1 Frankfurtmain . 1 1 Starokonstantinow (Town in Russia) . 2 1 Emmingen Wurtemberg . 2 1 Van de Brande . 3 Vandebrande . 1 Dubois... 1 Du Bois . 2 Hyde Park . 2 Hydepark (contrary to usage of the language) . 2 Saintjames Street. 2 Saint James Street . 2 44 y 2 (5 figures and signs).... 1 444,55 (6 figures and sigr.s) .... 2 $100 . 2 Onehundred dollars . 2 10 fr. 50 . 3 llh 30 . 3 44 1 44/2 1 2% . 1 Two hundred and thirty four. . 5 Twohundredandthirtyfour (23 letters) . 2 State of Maryland (name of ship) . 3 Stateofmaryland (name of ship) 1 Emvchf . 2 Ch 23 (trade mark) . 1 ap “ . 1 C. II. F. 45. 2 The business is urgent, start at once (7 words and 2 underlines).. 9 Send reply (if any) by mail (6 words and parentheses). 7 Explain “reversal” (2 words and inverted commas. 3 MISCELLANEOUS SERVICE Persons who wish to be notified of the arrival of steamers can make ar¬ rangements with the two telegraph companies to notify them of the ar¬ rival. The companies maintain sig¬ nal stations at Fire Island. The High¬ lands, and Sandy Hook; also at Quarantine, for the purpose of re¬ porting and sighting the arrival of steamers from soreign ports. To those who live in New York, or in nearby towns and cities, the notice will be received in ample time to reach the dock by the time the steamer warps in. The service for New York, New Jersey and Hoboken is $1.00. Par¬ ties in other places who are interested in incoming steamers can be notified by paying this fee of $1.00, plus the usual telegraph tolls for the ordinary ten-word message. Of course, for places not adjacent to New York, the notice conveys the intelligence of the near approach of home-coming steamers, but hardly in time to enable the steamer to be met. On March 5, 1910, the night letter service was inaugurated. The under¬ lying thought in establishing this ser¬ vice was to give the public the benefit of the unemployed wires at night to quicken correspondence at low rates to take the place of letters by mail. The rates charged are the standard day rates for ten-word messages. For the transmission of fifty words or less plus one-fifth the initial for each additional ten words or less. To be entitled to this rate the message must be written in plain English language and destined for points where the telegraph com¬ panies have offices. Code messages will be charged for at standard day or night rates as the case may be and night letters will not be accepted for other line points. Night letters will be accepted and collected on call in any hour of the day or night for delivery at destination on the morning of the next ensuing business day by mail or messenger. They will be transmitted at the company’s convenience during the night. The special form, known as “Form 2289,” should be used for writ¬ ing the night letter. Night letters at the option of the telegraph company may be mailed to the destination of the addressee and the company shall be deemed to have discharged its obli¬ gations in such cases with respect to delivery by mailing such night letters at the destination, postage prepaid. By the time this book is in the hands of the reader it is probable that the combined telegraph and telephone service will be in effect. The plan is to allow those telephone subscribers whose local telegraph office is closed for the night to call up central and send a telegraph message, which central will transmit to the next telegraph office, so that a telegram may be accepted from a telephone subscriber at any time during the twenty-four hours. It is possible that this may be modified 82 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL TYPES OF CABLE AND WIRELESS BLANKS 83 SCIENTIFIC AMERICAN iu some manner when complete in¬ structions are prepared, but this .is about what the combined telegraph- telephone service will be. WIRELESS TELEGRAPHY Wireless telegraphy is, in theory, closely allied to heliograpby, or signal¬ ing with flashes of light. The light used, however, is produced electrically and is invisible to the naked eye, owing to the fact that it is made up of very long waves, called Hertzian waves, which vibrate too slowly to affect the retina. The eye can only discern waves which make from 4,000 billions to 7,000 billions vibrations per minute. However, the Hertzian ray resembles light in that it can be reflected by a metallic plate and can be refracted by a prism of pitch, can be brought to a focus with a pitch lens, and may be polarized. Owing to the great length of the Hertzian waves, almost all substances are transparent to them. The Hertzian waves were discovered by Professor Heinrich Hertz, a young German philosopher, during his ex¬ periments with the spark discharge of Leyden jars and of the Ruhmkorff coil in 1886 and 1887. He found that when a spark leaped the gap between the terminals, electric oscillations took place in these termi¬ nals which set up magnetic waves in the surrounding space, capable in turn of setting up similar oscillations in any adjacent conductor lying at an angle to them. The waves were de¬ tected by using a “resonator,” which was merely a circle or a rectangle of copper wire formed with a gap in one side. When the induction coil was in operation and the resonator coil was held near the coil, a tiny stream of sparks would leap across the resonator gap. To better understand this phe¬ nomenon take as a crude example two vertical rods in a pool of water and on each a float free to slide vertically on the rod. Now, if one of these floats be moved up and down upon its rod, it produces waves in the water just as the electric oscillation produces waves in the ether. These spread out in all directions and on reaching the other float cause it to oscillate up and down, just as the magnetic waves produce electric oscillations in the resonator. Without going into a detailed his¬ tory of the development of wireless telegraphy from Hertz’s experiments, it may be stated that the essential difference between the apparatus used HANDBOOK OF TRAVEL by Hertz in his experiments and the several systems now commonly in use lies in the receiver. The transmitter is practically the same. A vertical wire called the antenna is connected to one terminal of the coil, and the other terminal is connected with the earth, the purpose being to increase the electrical capacity of the terminal rods and produce larger waves. In¬ stead of producing the oscillations by means of an induction coil, they are now ordinarily produced by a dynamo and a step-up transformer except for telegraphing over short distances. But even with these changes we would not be able to telegraph over any appre¬ ciable distance if dependent upon the Hertz resonator for receiving a mes¬ sage, for, owing to the fact that the waves spread out in all directions from Sending Telegrams and Cables at Fishguard the transmitting antenna, the receiv¬ ing antenna is acted upon by a very small proportion of the power ex¬ pended by the transmitter, and this proportion decreases very rapidly as the distance between the transmitter and the receiver increases. In order then to detect the rays at long dis¬ tances, a very sensitive instrument called the “coherer” has been invented. The coherer in its usual form consists of a glass tube with two metal pistons fitted therein between which a quan¬ tity of nickel filings is placed. The latter forms an imperfect electrical contact between the pistons, and takes the place of the spark gap in the re¬ ceiving antenna. When the oscilla¬ tions are set up in the antenna by the 84 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Hertzian waves, due to their high pres¬ sure or voltage, they break through the imperfect contact of the coherer, causing the filings therein to cohere or string together and thus produce a much better electric path through the coherer. The action is microscopic and cannot be detected with the naked eye. However, the coherer, aside from being a part of the antenna circuit, is also made a part of a local battery cir¬ cuit, which contains a telegraph re¬ ceiver, and whenever the electric os¬ cillations open a good path through the filings for the local circuit, the tele¬ graph instrument will be energized by the local’ battery only. In order to break this path after the oscillations have ceased, or, in other words, to cause the filings to decohere, they are constantly jarred apart by means of the “tapper,” which is in reality an electric bell with the gong removed and the clapper striking the coherer tube instead. Carbon granules may be sub¬ stituted for metallic filings, and ‘in this case no tapper is necessary, the co¬ herer being self-restoring. In transmitting messages a tele¬ graph key in the primary circuit of the induction coil is operated according to the usual Morse code, and this causes sparks to leap the spark gap at corre¬ sponding intervals. These signals will then be transmitted by the Hertzian waves to the receiving station, where they will be recorded by the telegraph receiver. The coherer is not by any means the only wave detector in use. Every wireless telegraph company has one or more different types of detect¬ ors. The Marconi Company also an¬ nounce the opening of a station at The Breakers, Palm Beach, Florida, for handling messages to ships fitted with the Marconi system trading south of New York. Rate $2.0(b—12 plus land¬ line tolls. In addition to the station at The Breakers, arrangements have been made with the United Fruit Co. for the use of the following stations : WIRELESS STATIONS IN THE UNITED STATES SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 85 For Ten Words or Less. New Orleans, La.$2.00—12 Burrwood, La. 2.00—12 Cape San Antonio, Cuba 2.00—12 Swan Island . 2.00—12 Port Limon. 2.00—12 Bocas del Toro. ....... 2.00—12 Bluefields, Nicaragua... 2.00—12 Rama, Nicaragua.2.00—12 Messages for transmission via all of the above-mentioned stations are counted and charged for in accordance with the methods used by the land¬ line companies for domestic messages. Wireless messages to be sent to steamers, either outgoing or incoming, should be addressed as follows: Charles Smith, S. S. Campania, via Seagate, New York, or Charles Smith, S. S. Campania, via South Wellfleet, Mass. All wireless messages must be prepaid. Should the wireless station via which the message is first routed fail to reach the steamer addressed, the fact will be reported to the orig¬ inating office, so that, if the sender orders, the message may be sent to another station. When this is done, tolls must be computed via the new route, • and any necessary additional tolls collected. In case the Wireless Co. fails to reach a steamer and the sender does not order it forwarded, the “other” line or “wireless” toll may be refunded. The following is a list of all of the stations equipped with the Marconi telegraph in the United Kingdom : Caister, Crookhaven, Seaforth, Liv¬ erpool, Lizard, Niton, North Foreland, Rosslare, Withernsea, Broomfield, Fraserburgh, Haven, Poldhu, Clifden, Fastnet, Inishtrahull, Flannan Islands, Malin Head, Butt of Lewis, Cross Sand Light Vessel, Bolt Head, Sunk Light Vessel, Tongue Light Vessel, Gull Light Vessel, East Goodwin Light Vessel, and South Goodwin Light Ves¬ sel. The most important stations are Poldhu and Clifden. The former trans¬ mits news to ships carrying special long-distance Marconi apparatus, and the letter is used for transatlantic communication with the station at Glace Bay, N. S. The ordinary (Continued on page 88) WIRELESS STATIONS IN EUROPE 86 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL WIRELESS INFORMATION. Travelers by the principal passenger vessels listed have at their disposal when at sea, a Public Telegraph Service in the Marconi Wireless Telegraph System, working in con¬ junction with the ordinary Inland Telegraphs and the International Cables throughout the World. Telegrams are accepted on board ship for transmission to all parts of the world through such Marconi Telegraph Stations as the vessel may pass. Through rates can be obtained from the Pursers and Operators on the ships. Telegrams are also accepted for passing ships fitted with Marconi Telegraphs, either for delivery on board or for re-transmission through shore stations. Prepaid telegrams for transmission to ships at sea are accepted at the offices of the Postal and Western Union Telegraph Companies, and at the Marconi Company’s Head Office, 27 W’illiam Street, New York, where full in¬ formation can be obtained. The Company’s Shore Stations in North America are situated at Sea Gate, L. I., Sag- aponack, L. I., Siasconset, Mass., and com¬ municate with the vessels listed below at times when they are four, eight and four¬ teen hours respectively from New York. The Canadian Marconi Company’s Station at Camperdown, N. S., is also available and may be used when vessels are 36 hours from New York. A charge is made for the first ten words or less and at a reduced rate for each word over ten. The address and signature are not charged for. For 10 words or less. Via Sea Gate.$2.00 Sagaponack. 2.25 “ Siasconset. 3.00 “ Camperdown. 4.00 The above rates are the Wireless rates; senders will pay in addition thereto, the regular tolls to or from the points named. The vessels marked with an asterisk (*) may be reached at any time within 60 hours from New York by routing telegrams via this Com¬ pany’s High-Power Station at South Wellfleet, Mass. The charge for such messages is $5.00 for 10 words or less, plus the regular tolls to South Wellfleet. A new station at Palm Beach has just been opened, rate $2.00. PARTIAL LIST OF MARCONI TELE¬ GRAPH OFFICES ON SHIPBOARD. ♦Caronia Carpathia Cedric Celtic ♦Chicago ♦Cincinnati ♦Cleveland Columbia Cordova Corsican Cretic Cymric ♦Deutschland Dominion Duca D’Abruzzi Duca de Genova Emp’s of Britain Emp’s of China Emp’s of India Emp’s of Ireland Emp’s of Japan ♦Etruria Europa Finland Florida Florizel Friedrich der Grosse Furnessia * George Washington Germania *Graf Waldersee Grosser Ivurfurst Grampian ♦Hamburg Hesperian Indiana Ivernia ♦K’rin Aug. Vic. *K’r Wilhelm II *K’r Win. der Grosse Konig Albert Konigen Luise ♦Kroppz. Wilhelm ♦Kronpz. Cecilie Kroonland Lapland ♦La Bretagne ♦La Gascogne ♦La Lorraine ♦La Provence ♦La Savoie ♦La Touraine Laura Lazio Liguria Lombardia ♦Lucania ♦Lusitania Madonna Main Majestic M. Washington ♦Mauretania Mendoza Minneapolis Minnehaha Minnetonka Minnewaska ♦Moltke Neckar ♦New Amsterdam New York ♦Noordam Nord America Oceania (Ital.) Oceanic Pannonia ♦Patricia ♦Pennsylvania Philadelphia ♦Potsdam ♦President Grant ♦President Lincoln ♦Pretoria Princ. di Piemonte Prinz Fried. W’m Prinzess Alice Prinzess Irene Re d’ltalia Regina d’ltalia Rhein Roma Romanic Rosalind ♦Rotterdam ♦Ryndam Sannio San Giorgio San Giovanni Sardegna Saxonia Sicilia ♦Statendam St. Louis St. Paul Taormina Teutonic Tomaso di Savoia Tunisian Ultonia Umbria Vaderland Venezia Verona ♦Vjctorian ♦Virginian Zeeland The company is prepared to announce the arrival of the above vessels 48 to 4 hours be¬ fore docking at a uniform charge of $1.50 per vessel. Adriatic Alice America (Italian) ♦Amerika Ancona Arabic Argentina Baltic Barbarossa ♦Batavia Berlin ♦Bliicher ♦Bulgaria Caledonia California ♦Campania Canopic ♦Carmania Requests for these reports must be made at the Company’s Head Office, 27 W T illiam St., New York. Note. —Telegrams routed via South Well- fleet, must be filed with the Western Union Telegraph Company, or at the Marconi Com¬ pany’s offices. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 87 MARCONI TELEGRAPH. COMM UNICAT ION_CH A R T. - JANUARY _ 1910. - TIME to be useo WEST OF 40* LONGITUDE NEW YORK tine .east of *o‘ longitude crecnwich time INTERSECTION OF LINES SHEWS EARLIEST TIME SHIPS CAN BE IN SAME LONGITUDE AT BEST AVERAGE SPEEOS COMMUNICATION SHOULD BE ESTABLISHED AT EVERY INTERSECTION EXCEPT AT CERTAIN POINTS OF TNE ROUTE WHEN ONE VESSEL IS ON THE NORTHERN AND THE OTHER ON THE SOUTHERN TRACK EXAMINATION OF A NORTH ATLANTIC TRACK CHART WILL SHEW THE DISTANCE BETWEEN ROUTES OF DIFFERENT SHIPS OURING ANY VOYACC MARCONI CHART Posted in companionway to show possibilities of communication for one month. ©1/ SS_ SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL (Continued from p :ge 85) land stations for a vessel pro¬ ceeding to Plymouth would be to pick up the following: Crookhaven, The Lizard, Bolt Head, and Niton. Ves¬ sels proceeding to Liverpool would first pick up Crookhaven, then Ross- lare and Seaforth or Liverpool. The following are the stations in Belgium: Nieuport and Antwerp. The stations in Italy are as follows: Capo Mele, Palmaria, Capo Sperone, Forte Spuria, Cozzo Spadaro, Monte Mario, Becco di Vela, Asinara, Ponza, Santa Maria di Leuca, Viesti, Monte Cappuccini di Ancona, Venice Arsenal, Torre Piloti di Malamocco, Bari, Ca¬ gliari, Palermo, Naples, San Giuliano di Trapani, Messina, Villa San Gio¬ vanni and Reggio. There are also stations at Antivari, Montenegro: and Tort Said and Port Tewfik, m Egypt. The stations in the United States are as follows: Cape Cod, Sea¬ gate. Sagaponack, Siasconset, South Wellfleet (Cape Cod), the sta¬ tion at Cape Cod transmits, news to ships carrying special long-dis¬ tance apparatus: Hotel Plaza (New York City), and The Breakers. The Canadian stations are as follows: Camperdown (Halifax, N. S.), Cape Sable (Nova Scotia), Sable Island, St. John (New Brunswick), Cape Race (Newfoundland), Cape Ray (Newfoundland), Point Rich (New¬ foundland), Fame Point (Quebec), Whittle Rocks (Quebec), G rosse Isle (Quebec), Glace Bay (N. S. Trans- Atlantic Station), Father Fount (Quebec), Clarke City (Quebec), Heath Point (Anti Costi), Cape Bear (Prince Edward Island), Point Amour (Labrador), Chateau Bay .(Labrador), Belle Isle, Battle Har¬ bor (Labrador), Venison Island (Labrador), American Tickle (Labra¬ dor), Domino (Labrador), Indian Harbor ( Labrador), North Sydney, Montreal, Three Rivers. There are also stations at Punta del Este. Uru¬ guay : and Bernal and San Martin, in Argentine. UNITED WIRELESS The United Wireless Telegraph Service maintains a large number of stations, and a considerable number of Atlantic, Gulf and Great Lake steam¬ ers, as well as Pacific Coast boats, are equipped with their system. The rate is .$2 for ten words or less, and ten cents for each additional word. Mes¬ sages sent to or from inland or coast points, where the company has no wireless station, bear an additional charge for transmitting the message by the Western Union or Postal Tele¬ graph stations, the amount of the ad¬ ditional charge being according to the tariff rate of the company controlling the land lines. No charge is made for addresses or signatures. THE DAY BEFORE SAILING. It is always wise to visit the steamer the day before sailing when this is possible. This enables the nec¬ essary inquiries, such as the location of seats at the table, and steamer chairs, etc., to be settled decidedly. If the seats cannot be assigned at that time, at least a reservation can be made. BAGGAGE. Each steamship company has rules relating to baggage which should be carefully observed. The amount car¬ ried free is usually eighteen cubic feet, but this anTount varies. Eighteen cubic feet mean about 200 pounds. The remarks relating to baggage may be regarded as a kind of composite pic¬ ture of the subject and the informa¬ tion given should not lie considered as final. Always address the companies for detailed information. They will cheerfully supplement this with written directions if necessary. When you pay for your steamer ticket always ask for baggage tags which are freely, provided by the steamship company. Be sure that the right labels are attached to every piece of baggage. Use the stateroom tag for the steamer trunk and other articles of baggage which are to be placed in the staterooms. If you, are likely to want access to a trunk during the voyage, a “Wanted” label should be put on. Baggage which is not likely to be called for during the voyage is put in the hold, using the “Hold” or “Not Wanted” label. Special labels for each port are furnished, and care should be exercised in using the proper tags in order to avoid delay or loss. Labels on trunks and cases should not be placed on the sides, or on the top, but on both ends. The name of the passenger should also be marked legibly and durably on every piece of baggage apart from the label, in case the tags are lost or damaged. Baggage may be sent to the pier a few days in advance of the sailing day. Passengers arriving in New York by train may have their trunks checked to the pier by the baggage express agent, who passes through the train shortly before its arrival. All baggage SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 89 UNITED. WIRELESS COMPANY’S ATLANTIC AND GULF COAST STATIONS Atlantic City, N. J. Albany, N. Y. (Ten Eyck Hotel.) Boston, Mass. (2) (Boston Herald Bldg.) (Broad Exchange Bldg.) Bridgeport, Conn. Baltimore, Md. (Balto. American Bldg.) Cape Hatteras, N. C. Charleston, S. C. Elizabeth City, N. C. Eastport, Me. Fort Morgan, Ala. Galilee, N. J. Grand Island, La. Galveston, Tex. Havana, Cuba. Jacksonville, Fla. (Hotel Aragon.) Key West, Fla. Long Beach, L. I. (Nassau Hotel.) Mount Beacon N. Y. (Beaconcrest Hotel.) Mobile, Ala. New York City. No. 42 Broadway. (Manhattan Beach.) (Waldorf-Astoria Hotel.) Norfolk, Va. (Garrett & Co. Winery.) New Orleans, La. (Hotel Grunewald.) Philadelphia, Pa. (Bellevue-Stratford Hotel Port Arthur, Tex. Providence, R. I. Santo Domingo City. San Juan, Porto Rico. Savannah, Ga. Tampa, Fla. J Tangier Island, Va. Washington, D. C. (New Willard Hotel.) Wilmington, Del. SHIPS EQUIPPED WITH UNITED WIRELESS SYSTEM— ATLANTIC, GULF MALLORY LINE Denver Colorado Concho Sabine San Jacinto Alamo N ueces Lampasas Brazos San Marcus Rio Grande Comal R. M. S. PICT. CO. Orinoco Nile Oruba Clyde Tagus Thames Trent Oratava A trato Ortana Magdalena Berbice OCEAN S. S. CO. City of Columbus Nacoochee City of Memphis City of Augusta City of Atlanta City of Savannah City of Montgomery City of St. Louis City of Macon N. Y. & P. R. S. S. C.O Carolina Ponce San Juan Coamo RED “ D” LINE Philadelphia CONS. COAL CO. Tug “Savage'' Caracas ♦Wireless rates on steamers North Star, Anne, Manhattan, Yale and Harvard are SI .00 word. MAINE S. S. CO. ♦North Star *Manhattan Northland PANAMA R. R. CO. Ancon Colon Advance Cristobal Panama Allianca EASTERN S. S. CO. Calvin Austin . WILSON LINE Estrimo OLD DOMINION S. S. CO. ♦Hamilton *Monroe ♦Jamestown *Princess Anne ♦Jefferson LAMPORT & HOLT S. S. CO. Vasari Verdi VACARRO BROS. IND. S. S. CO. Vacarro Rosina MERRIT & CHAPMAN D. & W. CO. Relief AMERICAN MAIL S. S. CO. Admiral Schley Admiral Dewey Admiral Farragut PENINSULAR & OCC. S. S. CO. Gov. Cobb Miami INTER. OCEAN S. S. CO. Sierra Hamilton, Jamestown, Jefferson, Monroe, Princess for ten words or less and 7c. for each additional There is an ordinance in the village of Oberammergau forbidding the use of power cars in the village territory. The Passion Play committee, however, have succeeded in rescinding this ordinance during May, June, July, August and September^ of 1910. Furthermore, the Passion Play committee has built a fireproof garage with accommoda¬ tions for 200 cars and their attendants. A leading firm has contracted to keep the roads free from dust by the use of oil. It. is ex¬ pected that a dirigible balloon will also make daily trips between Munich and Ober¬ ammergau. The distance is 43 miles. THE WIRELESS OPERATOR Is a Power in Time of Need, Flashing his “C. Q. D.” or “S. O. S." into space SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 91 must be claimed at the pier prior to boarding the steamer on. the day of sailing. Passengers are advised to keep all small pieces of baggage, such as hand bags, satchels, etc., in their possession, and take them on board personally on embarkation. The expenses connected with the transfer of baggage from the pier to the steamer or from the baggage depot to the lighter or tender, thence on board the ocean steamer and from it to the delivery room, are borne by the company. All matters with reference to bag¬ gage must be arranged with the bag- gagemaster on the pier; other em¬ ployees of the company are not per¬ mitted to accept commissions to at¬ tend to any matters which do not per¬ tain to their duties and positions. On some lines the checking system used by American railways has been introduced to facilitate the transporta¬ tion of baggage between New York and ports of call of the steamers, as well as inland points in Europe, Lon¬ don, Paris, Hamburg, to which pas¬ sengers ai-e forwarded by special trains. To effect this through checking, a perforated check is used, one part of which is fastened to the baggage, and the other given to the passenger. EXCESS BAGGAGE. Each cabin passenger, including each child who pays half fare, is en¬ titled to the free carriage of hand baggage and of a stateroom trunk about 36 inches in length, 22 inches in breadth and 14 inches in depth, or of a similar piece of baggage about that size, to the place of des¬ tination. This applies to German lines only. For each piece of additional baggage, not exceeding 18 cubic feet in measurement and 200 lbs. in weight, the following charges are made : 1. Between New York and Ham¬ burg, Cherbourg, Bremen, Boulogne S. Mer, Southampton, Plymouth, Gibral¬ tar, Genoa or Naples : eastbound, $1.00, or westbound, M. 4, Frs. 5, 4 Sh., or Lire 5. _ . 2. Between New York and Paris via Boulogne S. Mer: eastbound, $2, or westbound, M. 8, or Frs. 10. 3. Between New York and Pans via Cherbourg : eastbound, $3, or west¬ bound. M. 12, or Frs. 15. 4. Between New York and London via Plymouth or Southampton: east- bound, $2, or westbound, M. 8, or 8 Sh. 5. Between German and French or English Channel Ports, also between French and English Channel Ports, also between the Italian Ports of Genoa and Naples : $0.50, or M. 2, or Frs. 2.50, or 2 Sh., or Lire 2.50. If the measurement or weight limit above stated is exceeded, the charge will be increased proportionately two, three or more times the above rate. The liability of the company for damage or loss, as well as for delay in delivery, and any responsibility which may legitimately attach to the shipowner for the baggage, is limited to $100.00 for each first cabin trunk; $50.00 for each second cabin trunk; $40.00 for each third cabin or steer¬ age passenger's baggage. If the value of the baggage exceeds these amounts, and greater compensa¬ tion is desired in case of loss or dam¬ age, the value and contents of each package must be declared to_ the bag- gagemaster before boarding the steamer, and a charge of 1 per cent, on the excess value must be paid. The company does not assure re¬ sponsibility for loose baggage, prop¬ erty or personal effects of any kind which remain in possession or care of the passengers during the voyage. Claims regarding damage or loss of baggage must’ be made to the com¬ pany’s representatives immediately after arrival of the steamer at the port of destination. ARTICLES NOT ACCEPTED AS BAGGAGE Onlv regular baggage is accepted at the rates stipulated. For merchandise and packages of a commercial shape, if accepted by the company for trans¬ portation as baggage, double the high¬ est rate of the company’s tariff is charged with a minimum charge of M. 20, Frs. 25, westbound, or $5.00 east- bound, per piece. Merchandise, money, valuable docu¬ ments or articles of value ..will not be accepted as baggage, and the company will accept no responsibility for such articles when shipped as baggage. BICYCLES For the transportation of bicycles on board the steamer, a charge of $2.50 eastbound, or M. 10, Frs. 12.50, 10. Sh., or Lire 12.50 westbound, per bicycle is made. Bicycles must be I crated or boxed. Motor cycles must 92 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL also be crated and their tanks must be empty. The charge made for carrying same is $5.00. TRANSPORTATION OF ANIMALS Dogs, cats, monkeys, birds and other animals must be properly caged and are kept below deck, in care of one of the ship’s employees. DOGS. Dogs are not admitted into Great Britain without a license from the Board of Agriculture, and will not be received on board any steamer without such permission. The companies will give detailed information to interested parties. The expense of transporting dogs is usually from $10.00 to $25.00. They are taken care of by the butcher, who should receive a fee for the same. Dogs are not allowed at large on the decks, although on some boats they can be exercised with a leash. Trav¬ elers should ascertain this point, how¬ ever, from the purser or proper of¬ ficial on board. TLANTS. The German Government does not permit the landing of living plants in the German Empire. Passengers carry¬ ing such plants render themselves liable to fines and penalties. BAGGAGE INSURANCE Steamship companies’ liability is limited to the amount specified on the steamship contract ticket; marine in¬ surance can, however, be effected at very moderate rates, and the conditions are so favorable that it is surprising that more passengers do not avail themselves of this opportunity. In¬ surance can be effected at any steam¬ ship company’s office. Insurance against burglary can also besecured, and many insurance companies issue clothing policies which cover all kinds of contingencies. The following information relating to baggage insurance is about the same as the regulations of all other companies, and may be considered as typical: The Company’s liability for baggage is strictly limited, but arrangements have been made whereby passengers can have same in¬ sured against loss by sea or land, including risk of fire, breakage, theft or pilferage, from the time the baggage is received by the lines or their Agents at port of departure, and until delivery at destination. Other risks can also be insured against, and the following table of premiums payable is given for the infor¬ mation of passengers wishing to avail of this arrangement, viz.: Rate per $100 1. $0.20 New York or Boston, to any of the principal Cities or Towns in the United Kingdom. 2. $0.20 New York to Cherbourg or Paris. 3. $0.32 Yi New York or Boston, to any of the principal Continental Cities, via United Kingdom. 4. $0.12 Paris or Berlin to United King¬ dom only. 5. $0.33 H New York or Boston, to Cairo, Alexandria, Genoa or Naples. 6. $0.37 Vi New York or Boston, to Cairo, Alexandria, Genoa, Palermo or Naples via United Kingdom. 7. $0.16 2-3 Paris or Berlin to Genoa, Naples, Alexandria or Cairo. Or Vice Versa in Every Case. 8. $0.16 2-3 between any of the ports of call in the Mediterranean. In addition to the above, Stamp Duty at the rate of 6 cents per $500 or any part thereof must be charged in every case. Crockery, China, Glass and Pictures free of breakage unless caused by the vessel being stranded, sunk, burnt, on fire or in collision. The Company strongly recommends pas¬ sengers to insure their packages whenever practicable, as in the event of loss or damage to baggage, the companies cannot under any circumstances accept any liability beyond the amount specified on their steamer contract ticket. Another form of insurance, known as the “Tourist Floater,” covers the loss or theft of baggage or personal effects in transit by rail or water, or loss by fire while in any ordinary repository, i. c. dwelling, hotel, store¬ house, railway station, etc. It is a desirable form of insurance owing to the limited liability of trans¬ portation companies as expressed on their tickets and sustained in the courts. RATES TER $100. For 1 Month (or part thereof) U. S. and Can. $0.40 Foreign $0.50 For 2 Months (or part thereof) U. S. and Can. $0.60 Foreign $0.75 For ,3 Months (or part thereof) U. S. and Can. $0.80 Foreign $1.00 For 6 Months (or part thereof) IT. S. and Can. $1.40 Foreign $1.75 For 12 Months (or part thereof) U. S. and Can. $2.00 Foreign $2.50 STORAGE AND FORWARDING OF BAGGAGE It is possible to leave the steamer trunk at one port and have it for¬ warded to another, in anticipation of the return voyage. Transportation charges and storage must, of course, be paid. The purser or baggagemaster on the vessel will give full information as to the proper method to pursue. In case the traveler is to sail from another port, the keys of the trunks must be left with the proper officials. Always write to the office of the steamship SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 93 company at the port of departure when baggage is forwarded, in order that the baggage may be gotten out of stor¬ age, and so that it may be placed on the _ vessel without loss of time. It is wise to ask the steamship company to acknowledge the receipt of such instructions, as nothing is worse than to have a trunk miscarry at the wrong time. CHECKING OF BAGGAGE IN BOND The principal railroads have in¬ augurated a system of handling bag¬ gage in bond to and from points in Canada and Vancouver; also to San Francisco for immediate shipment from there to the East. Baggage in¬ tended for immediate exportation to \MSH!P LONDON ALEXANDRIA | Norddeufrscher Llovd PASSENGERS NAME. TO SAIL STATEROOM N? BERTH FOR BAGGAGE ROOM Passenger,_ S.S.__ .Date DESTINATION— TYPES OF BAGGAGE LABELS The Big “B” shows how Baggage is Marked for Gustom Sorting 94 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL these points, arriving at the Port of New York, is forwarded in bond and no examination is therefore necessary on the part of the United States Cus¬ toms officials. Ordinarily, under this plan, baggage will go forward on the same train with the owner; no charge is made for the service except for wagon transfer of such baggage from the company’s piers to the railroad station. The uniformed agents of the railroads meet all incoming steamers and will make all arrangements for the checking and bonding of baggage upon request. A similar system is in operation in Europe for the transfer of baggage be¬ tween cities having Custom-house facilities. Baggage may be forwarded by fast or slow freight. Slow freight is not recommended as it takes too much time. Passengers traveling to either Cher¬ bourg or Hamburg, and whose ultimate destination is London, can arrange with the baggagemaster on board steamer to have their surplus baggage landed at Plymouth for the purpose of being forwarded by the local Ply¬ mouth agents, for storage. Such bag¬ gage will be examined by the Customs authorities at Plymouth, and duty, if any, charged on articles subject there¬ to, viz., wines, spirits, perfumery, to¬ bacco, cigars, cigarettes, etc. STORAGE CHARGES In forwarding baggage all incidental expenses, including customs duty, por¬ terage, dock dues, cording, are payable by the passengers. Storage rates average about twenty- five cents per month for each piece not exceeding 100 pounds. This rate does not always cover insurance which should be arranged for specially. Local transfer charges vary in different places, but average about twenty-five cents for each piece. EXPRESS RATES The following is a tariff of all rates for express packages. If should be re¬ membered that rates of this kind are subject to change without notice, and they are published solely in the inter¬ ests of the traveler. These rates may be considered to be maximum. Thus we find another company offering ship¬ pings to Italy as low as 40 cents a single pound to Genoa, 00 cents to Rome, and 65 cents to other railway stations. Also a rate of 30 cents a pound to Paris and 25 cents a pound for shipments to London, via South- GG H X W § Ph l-H X GG fal l-C GG X o fan pq Eh GG gg H CP Oh X w X c o o ’001$ -13(1 OOUTUI1STIJ *001$ •»«! 9n[B^ •spunod os j'euorpppy ipBg GG* 5 rQ2 GG O XO ro O XCO O lOiOOOOOCfiCOO CO COCOtJi>04 O 0101000*000*0*0 CO Tf Tf Ttt *C TP lO *0 O to o *o ooooo 1000*0^ ooooo 04 O 04 *0 04 C0T^C0^C0^Ht*0O*0 o o CO 500000 ooooo co ^ co 04 • -CO COCO • CO CO ^ *Q CO*o ooooo rHTjiHO 500000 * *o *o 04 o GG o X L- co O XO GG o X' *o GG o X TH GG O Xco GG O X04 GG o X -H GG r x c fa o w fa o £ w If P* co fa O CO CO w H fa CO co w at fa X w GG w u 3 Ah o $ O •J o Uh w = o H 04 COCOCOrtlCOCO^TfOiO oooooooooo O^OJOOOO^WOOX 0 4 (N CO (N co (N CO CD rf ' o o oooooooooo NOh 00040*000 04C004C004C0T^C0*C'«rf O OOOOOOOOOO *000*0c0^00040404 O404O4C0O4C0C0C0*Ot*< O *o oooooooooo 04^040^0*0000000 040404C004 04C004"TCO o 04 oooooooooo Q0000*000*0040404c0 <1-H 04 tH 04 CO 04 r* CO O o oooooooooo 04Tf040C005*OC5Xt^ h-h <—i >-h Cvj r—i h (Mh co 04 *o L- OOOOOOOOOO 00005^0W©COO*0 *o o 00 * 00*000000 P»G5t>*O4t^T-(c0^00C0 »o *o S o*oo*oooooo NOO'DOOOUOr' *o 00 * 00*000000 lOiOOOOiONNO^O *o CO 00 * 00 * 00000*0 TfTP^OTf*0*OI^Ot^ O *0*0000*0*0000 CO CO CO *0 rf CD *0 P- a ~0 a o3 tS a a* S’^’o a 'a'in cJ-a o c3 t>.P bfi 05^ i-2a ■s-s ^ 5 .n«J 08 •►hh W i, •c.Sr.flP 3 >, S fl E M ® 2 ^ « d3 0 2.0.0 The above rates are figured to cover a thoroughly first class express service. *A11 towns where there is a R. R. Station. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 95 ampton. The rates on say a hundred pounds do not vary in quite the same ratio. It is believed that with this tariff of rates the intending traveler can make his arrangements as to ship¬ ping packages of guide books, etc., rather more intelligently than without it. Rates to South Africa, North Africa, Asia, India, Japan, Australia, the West Indies, Porto Rico, Central America and South America are not included, as these rates vary so radi¬ cally that it is impossible to get any accurate idea of what the shipment would actually cost without the pub¬ lication of a more extensive table than space will permit. HAND BAGGAGE, ETC. If possible only hand baggage should be taken by the traveler on the Con¬ tinent, as in many countries nothing will be carried free in the baggage vans, as is the case with Italy, Switzerland and Germany. Austria and Denmark allow 55 pounds free; France and Spain 66 pounds ; Belgium and Holland 55 pounds on through routes only, while in England 150 pounds on each first class ticket, and 100 pounds on third class tickets, is allowed. The baggage is charged by weight where nothing is allowed and no definite rates can be given. A re¬ ceipt is given for all money paid for the transportation of baggage and this corresponds to our check. It should be borne in mind that a passenger cannot claim more space for his hand-baggage than is comprised in the space under his seat, or in the netting overhead ; it should, therefore, be condensed as much as possible. As a rule the seat space does not exceed 22 inches in width. On the mountain railways there are frequently no racks for hand-baggage. If possible, the tourist should only take a small valise or suitcase that he can carry in the hand. It should he of simple construc¬ tion, so that it can be opened in an instant for Customs examination. All baggage should be marked with the owner’s name and place of destination in full, and fastened with case locks. Padlocks and straps are objectionable, being liable to damage or removal. Canvas coverings are also undesirable, their removal often leading to the loss of the package. Jewelry and other valuables should not be placed in reg¬ istered luggage. The Rhine is very shallow; the depth at Cologne is only 10 feet. MISDESCRIPTION OF FURS Consul-General John L. Griffiths re¬ ports that the London Chamber of Commerce, through its fur and skin trades section, has issued a note of warning to furriers, drapers and others throughout the United King¬ dom in regard to common “misde¬ scriptions” of furs. The following is a list of the most common misdescriptions included in the list: “Real Russian sable”—American Stiblo “Sable”—fitch, dyed. “Bear”—goats, dyed. “Fox”—hare, dyed. “Lamb or broadtail”—kids. “Mink, sable, or skunk”—marmot, dyed. “Sable”—mink, dyed. “Mink or sable”—musquash, dyed. “Seal,” "Electric seal.” “Red River seal,” and “Hudson seal”—musquash, pulled and dyed; or nutria, pulled and dyed ; or rabbit, sheared and dyed. “Beaver and otter”—nutria, pulled, natural. “Beaver”—opossum, sheared and dyed. “Seal”—otter, pulled and dyed. “Sable or French sable”—rabbit, dyed. “Ermine”—rabbit, white. “Chinchilla”—rabbit, white, dyed. “Skunk”—wallaby, dyed. “Fox”—white hare. In addition, white hairs are in¬ serted in foxes and sables to make “silver foxes.” The secretary of the section invites purchasers who have doubt about the genuineness of furs to refer to the Vigilance Committee, which is ready to give expert opinion free of charge. SHIPMENT OF HOUSEHOLD GOODS TO AND FROM EUROPE An ideal w T ay to ship furniture, household effects, works of art, etc., is by means of lift furniture vans, which are loaded, locked and sealed in the presence of the owner of the goods. They are then taken to the steamship dock, where they are lifted bodily from the wagon truck into the hold of the steamer, and are not opened until they reach their destination abroad. These vans are constructed entirely of steel, and are moved with equal facility by road, rail or sea. The charges are in¬ clusive from door to door, with or without insurance. PART II THE VOYAGE It is a good rule to always be at the dock a full hour before the adver¬ tised time of sailing. This will enable you to look after your baggage and see that the smaller articles of baggage are placed in the stateroom. The stewards will usually, on request, lock the stateroom to prevent the possible theft of hand-baggage, rugs, umbrellas, etc. The company assumes no re¬ sponsibility for loose baggage unless placed in the hands of the baggage- master. Visitors from other cities should aim to reach New York the day before sailing, and the same re¬ marks apply to those who sail from Philadelphia, Boston, etc. It is very essential that ample time be allowed to transfer baggage from railroad sta¬ tions to the pier. After a reasonable time has been allowed for the express company to make the transfer, the pier should be called up and the baggage- master should be inquired for, then make your inquiries as to whether the baggage has been received, specify the number of pieces, and the style, as “steamer trunk,” “Saratoga trunk,” etc. In case of non-receipt, call up the express company and have the matter traced at once. If visitors are stopping at a hotel or private house where all the baggage is collected, a cab should be taken to the pier. Allow ample time not only for the run. but for waiting at the pier, as there will be many carriages on the day of sail¬ ing. When the vehicle comes near to the gang-plank the passengers should alight and the baggagemaster should be asked to put the steamer trunk and hand-baggage in the stateroom. Stew¬ ards are on hand to make the transfer. Trunks which are not wanted at all during the voyage should have a “hold” label or label which says, “not wanted.” Trunks which may be needed during the voyage should have a “wanted” label attached : they will then be put in a place where access can be had at any time during the voyage upon proper notice to the purser, or other official in charge. The baggage having been disposed of, the visitor should buy such reading matter as will be needed from the newsstand and then the stateroom should be sought. If the stewards lock up the baggage there will be less anxiety than if the stateroom is left open. The passenger should then repair to the deck to meet his friends. In the height of the season and on a large steamer, it is sometimes wise to ask your friends to meet you in some fore¬ ordained place, such as the music- room, the lounge, the main saloon, the main deck, or near the purser’s office. Lists of passengers in printed form can be obtained at the purser’s office, chief steward’s office, or in the saloon before leaving. It should be remem¬ bered that many persons engage passage a few hours prior to sailing, so that the steamer lists are only ac¬ curate in a general way. There are usually enough steamer lists so that visitors can take one away with them. The seating at table is referred to elsewhere, also steamer chairs. Ocean steamers sail promptly un¬ less they are held back by some un¬ foreseen circumstance, such as fog. After bidding good-bye to friends it is interesting to stay on deck until the vessel warps out and she turns her bow seaward in midstream. The trin down the bay is, of course, always in¬ teresting even to New Yorkers. Ellis Island, the Statue of Liberty, Staten Island, and Coney Island, are all soon left behind. In the meantime the sailors have been getting out the sea ladder for the pilot’s descent; at last the steamer is abaft the pilot boat with its yellow funnel looking not unlike a private yacht. A rowboat is put off from the steam pilot boat and the sailors throw the rowers the rope and the boat is trailed alongside and brought underneath the sea ladder. There is a sharp clank-clank in the engine-room of the signals and the machinery stops, while the pilot with his little bag of mail shakes hands with the captain and disappears over Q6 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 97 the rail. lie reaches the rowboat, the rope is cast off, and as soon as it is a safe distance from the ship, clank- clank goes the engine signal from the bridge, and the machinery is not usu¬ ally stopped again until a foreign port is reached. The dropping of the pilot is the last bit of excitement which the passenger is apt to have unless another vessel is sighted during the trip, or a possible whale, or in ex¬ treme cases, an iceberg ; gulls and por¬ poises can be seen almost daily during PASSENGERS’ QUARTERS The ventilation in modern ships is practically perfect, and inside rooms are liked by many travelers who pre¬ fer those rooms which are apt to be very much warmer in winter, and also by those who do not like to be re¬ minded of the sea and the motion of the vessel. The inside rooms are usu¬ ally by far the cheapest, and those wishing to make the trip as economi¬ cally as possible can secure accommo- SPACIOUS COMPANIONWAY OF THE the trip. The sight of a whale is not so unusual at sea as a passenger may think ; he may see two for each five voyages. This is based on the ex¬ perience of the writer. The next point of land which will be seen will usually be the coast of Ireland or the Scilly Islands, and the passenger is now free to enjoy the good cheer and the amuse¬ ments which the ship affords. With the wireless the traveler does not feel so entirely cut off from the world as in former years when the only news of any descrintion which could be re¬ ceived was when another vessel was met somewhere in the great ocean lane. “ LUSITANIA ’’—SHOWING ELEVATORS dations in such rooms to advantage. It must not be supposed that because a room has a port-hole, this port¬ hole can be kept open at all times; they are usually closed by the stewards at night except in very fair weather, as a change in the course of the ves¬ sel might result in the shipping of water to a considerable extent which might damage the personal property of the occupant of the room and might even endanger the safety of the ship provided there were a number of port¬ holes open at one time. Rooms on the promenade decks usually have win¬ dows opening out on the deck which 98 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL may be kept open at all times except when heavy seas are being shipped and spray is apt to enter the rooms. The vessels are heated either by steam or electricity. Electric heating is very insidious, the heat appears to be given out very slowly, but as soon as the heater has reached its maxim, the heat is intense, and care must be exercised that nothing in the way of clothing should be placed on or near the heater. The writer knows of one sea captain who went to sleep with his feet on the stewards bring around hot water haif an hour before dinner time. On many lines a bugle call is sounded half an hour before each meal, giving a chance to make any necessary changes in clothing. Where it is necessary to have two seatings at the table, the room steward will wake up the pas¬ sengers who eat at the first table in ample time. On retiring, the door should be fastened slightly open with the aid of the hooks which are pro¬ vided. One of the first things which AT HOME IN A LUXURIOUS STATEROOM With French prints on the walls and all the Service that a First-Class Hotel Affords innocent radiator in his chart room. The subordinate officers walked the bridge for two weeks. Electric curl¬ ing irons, bed-warmers, and electric warmers for milk for children are pro¬ vided on some lines. Electric light will be found on all trans-Atlantic steamers, and the rooms are ade¬ quately lighted. Electric bells serve to call the stewards and stewardesses, and on many steamers telephones are also installed, which enables the pas¬ senger to make known his wants at once. Frfesh water is provided for washing, also soap, a new cake being provided for each passenger, each trip. There are plenty of towels, and warm water for washing and shaving is provided on request, and usually a sailor learns when he goes to sea is not to be locked up in a room while afloat, and passengers may well note this. In case of a collision, or other emergency, it might prove very dan¬ gerous if the passenger’s door" could not be opened immediately. All sur¬ plus money, valuables, etc., should be left with a purser, who will receipt for same. The passageways are con¬ stantly patrolled at night, but cases of theft, while not common, do occur. On the whole, considering the number of passengers carried, the personal property of voyagers is safer than m hotels on land. First class passengers are not al¬ lowed to enter second or third class compartments, and vice versa, as com- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 99 plications might arise under the quar¬ antine regulations. Visits to the steerage can only be made by special permission. The modern steerage is .an entirely different place from that which fiction has penned, and on a modern liner it need not offend any¬ one. On some of the newer German ships, the inside staterooms have an opening on a narrow passageway about a foot and a half wide, which is closed at the passageway by an iron gate. This narrow opening affords abundance it safely. Many, however, find the ladder unnecessary and ask for its re¬ moval. Life preservers will be found in every stateroom. Illustrations show¬ ing the method of putting on the life preservers will be found in the state¬ rooms or in the passageways. It is only necessary to put on the life pre¬ server in cases of very grave peril. When the ship is roiling very badly, steamer trunks, satchels, etc., should be lashed to the berth supports or the sofa supports, to prevent them injur- A GYMNASIUM Is Found on the Latest Liners Equipped with Swedish Gymnastic machines of the Latest Type. It is open to Men and Women Alike of light and air and is an ideal way for constructing a steamer. On reaching a vessel, if you have a berth and a stateroom with another person, seek them out at the earliest possible opportunity and exchange cards. Occupants of the same room should practice much mutual for¬ bearance in the disposal of their per¬ sonal effects ; it should be remembered at best that the accommodations are very much cramped. A ladder is provided to enable the occupant of the upper berth to reach ing the passenger. The steward will attend to this matter. Passengers should avoid loud speak¬ ing in the corridors and staterooms during the night-time, as this is apt to keep other passengers awake. It is to the mutual interest of all con¬ cerned that the ship should be kept as quiet as possible at night, and the stewards are specially charged to see that this quiet is maintained. On some lines promenading on the upper decks is not permitted after a certain hour. 100 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Avoid asking the officers questions about the navigation of the ship; re¬ member that they have had to answer these questions many thousands of times, and eventually this becomes wearisome even to the most good- natured officers. The information contained in this book ought to be sufficient for the average traveler. Passengers should under no circum¬ stances attempt to visit the navigating bridge while the vessel is under way, THE PURSER’S SAFE DEPOSIT VAULT as this is absolutely against the rules and interferes with the work of the officers, who are responsible for the safety of the ship. VALUABLES Steamship companies are not re¬ sponsible for money, jewels, or other valuables of passengers. They should not he kept in the staterooms, but should be given to the purser for safe-keeping in the safe which is pro¬ vided ; he will receipt for same. On some vessels safe deposit vaults are provided, thus giving the passengers the same protection that they would have at the bank or safe deposit com¬ pany at home. It should be remem¬ bered, however, that the company ac¬ cepts no responsibility for loss or dam¬ age, however arising. The passengers can protect themselves by insurance, which see under “Baggage.” SEATS AT TABLE Application should be made to the chief steward on boarding the steamer for seats at table. The chief steward assigns all seats at table. Where a number of persons are sailing on the same vessel and wish to be placed to¬ gether, this fact, together with the names, should be sent to the company a day or so in advance of sailing, and the necessary arrangements will be made. Room stewards will arrange with bath stewards for reservation of a bath-room for a certain hour. Dur¬ ing the busy traveling season it is wise to write ahead for such accommoda¬ tions. The annexed diagram indicates the seating arrangements on a typical liner. It shows that some of the ta¬ bles have accommodations for two, while some of the tables accommodate ten people. Of course the arrange¬ ment varies on every steamer, but it gives an idea of what may be expected on an average liner. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 101 STEAMER CHAIRS. A deck or steamer chair is abso¬ lutely essential to comfort. Appli¬ cations for steamer chairs should be made to the deck steward, who will issue a receipt for the amount, which is $1.00 for a trans-Atlantic voy¬ age. Travelers will find it entirely unnecessary to take along their own steamer chairs, which will only prove a source of annoyance and expense. The very wealthiest travelers no longer carry their own steamer chairs. In the height of the season it is wise to however, be placed on electric radia¬ tors, as this is apt to char them. In making the eastward trip, the steamer chair should be nlaced on the south side of the deck in as shady a spot as possible. It is not considered etiquette of the sea to move the posi¬ tion of a steamer chair when once se¬ lected. Be sure your name is placed on the chair in some conspicuous po¬ sition, either by a tag or otherwise. A pillow for the steamer chair is a luxury which can be readily provided. It should be supplied with ribbons or tapes so that it can be fastened to the back of the chair. Pillows should be ATTENTIVE STEWARDS Bring Soup and Tea to those who Desire it and Meals to the Ailing write for a steamer chair two or three days in advance of sailing, as this will insure proper attention. The chair should be placed on the windward side of the vessel. Chairs are paid for when assigned. A deck steward will ask per¬ sons to vacate the chairs after they have been rented on request of the pas¬ senger renting the same. At least one heavy woolen steamer rug should be provided for each passenger. These rugs are very apt to become wet with the spray and should be taken to the stateroom at night. They should not, small enough to be used as a head¬ rest. Other pillows for the bottom of the steamer chair can be provided. They can be readily left in the steamer trunk to await the return travel. PACKAGES DELIVERED ON STEAMER Baskets of fruit, boxes of books, as supplied by Brentano’s, should reach the steamer in ample time before sail¬ ing—if possible the day before. Flowers should reach the steamer an hour before sailing. Florists are used 102 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL to this kind of trade and make all the arrangements with almost unerring success. Passengers can have flowers kept in cold storage until ship ar¬ rives. Liquors should not be sent as presents, as it is forbidden for pas¬ sengers to supply their own liquors. The stateroom number should be put on all package labels. CHANGE OF TIME At sea the ship’s time changes daily, and the clocks which are usually found in the companionways are corrected. Travelers’ watches should be set ac¬ cordingly as the hours of meals, etc., are dependent entirely upon these clocks. TIME AND WATCH ON BOARD SHIP. Watch. For purposes of discipline, and to divide the work fairly, the crew is mus¬ tered in two divisions; the Starboard (rip-lit side, looking forward) and the Port (left). The day commences at noon, and is thus divided:— Afternoon Watch First Dog Second Dog “ First Middle Morning Forenoon noon to 4 p. m. 4 p.m. to 6 p.m. 6 p.m. to 8 p.m. 8 p.m. to midnight. 12 p.m. to 4 a.m. 4 a.m. to 8 a.m. 8 a.m. to noon. This makes seven Watches, which enables the crew to keep them alternatively, as the Watch which is on duty in the forenoon one day has the afternoon next day, and the men who have only four hours' rest one night have eight hours the next. This is the reason for having Dog Watches, which are made by di¬ viding the hours between 4 p.m. and 8 p.m. into two Watches. Time —Time is kept by means of “Bells,” although there is but one bell on the ship, and to strike the clapper properly against the bell requires some skill. First, two strokes of the clapper at the in¬ terval of a second, then an interval of two seconds; then tw T o more strokes with a sec¬ ond’s interval apart, then a rest of two sec¬ onds, thus;— Bell, one second; B., two secs.; B. s.; B. ss.; B. s.; B. ss.; B. 1. Bell is struck at 12.30, and again at 4.30 6.30, 8.30 p.m.; 12.30, 4.30, and 8.30 a.m. 2 Bells at 1 (struck with an interval of a second between each—B. s. B.), the same again at 5, 7, and 9 p.m.; 1, 5, and 9 a.m. 3 Bells at 1.30 (B. s, B. ss, B.) 5.30, 7.30, and 9.30 p.m.; 1.30, 5.30, and 9.30 a.m. 4 Bells at 2 (B. s, B. ss, B. s, B.) 6 and 10 p.m.; 2, 6, and 10 a.m. 5 Bells at 2.30 (B. s, B. ss, B. s, B. ss, B.) and 10.30 p.m.; 2.30, 6.30, and 10.30 a.m. 6 Bells at 3 (B. s, B. ss, B. s, B. ss, B. s, B.) and 11 p.m.; 3, 7, and 11 a.m. 7 Bells at 3.30 (B. s, B. ss, B. s, B. ss, B. s, B. ss, B) and 11.30 p.m.; 3.30, 7.30, and 11.30 a.m. 8 Bells (B. s, B. ss, B. s, B. ss, B. s, B. ss,. B. s, B.) every 4 hours, at noon, at 4 p.m. 8 p.m., midnight, 4 a.m., and 8 a.m. MEAL HOURS AT SEA The hours for meals at sea vary with the line and vessel. Breakfast is usually served at from eight to nine o’clock; luncheon, from one to two o’clock, and dinner at seven P. M. Where there is a second seating these hours are apt to vary. Times for meals are usually posted in the state¬ rooms or the stewards will be glad to inform the passengers. Bouillon and crackers are served on deck and in the companionways, and tea is served at Notice that, Clock will be set For¬ ward or Backward four o’clock. On some lines it is pos¬ sible to get a supper at nine o'clock in the evening, and on other lines there is a buffet supper in the smoking room in the evening, which is apt to be elaborate. Passengers hungry at any time can always obtain something on application to the steward; no one need ever go hungry at sea. The sea air is so invigorating that the steam¬ ship companies expect to furnish very full meals, except for those who are physically incapacitated on account of seasickness. The Cunard Steamship Company have decided to eliminate Queenstown altogether as a port of call for their eastbound mail ships. The slower liners "Caronia” and “Carmania” will call at Queenstown on both their east and westbound trips in the summer. By the saving of time in dropping Queenstown, it is expected that passengers from the "Maure¬ tania” and “ Lusitania” will reach London on Monday in time to connect with the nine o’clock mail train via Dover-Calais, which will land them in Paris at 5.50 a. m. Tuesday morning. This will land passengers in Paris from eighteen to twenty-four hours earlier than by the present Cherbourg service. Special carriages for passengers to the Conti¬ nent via the Great Western Railway will be slipped at Reading, thus cutting out London on the trip to Dover. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 103 CULINARY DEPARTMENT The Galley’s Best Advertisement Iii former years the supply of salted meat, hardtack, etc., for the equip¬ ment of the steamer formed the most essential part of the catering, which was occasionally improved by carry¬ ing cattle on the hoof, and the victual¬ ing and culinary arrangements closely connected therewith, belonging to the most important department of the modern passenger vessel, have been considerably improved and changed during the last twenty years, owing to great advancement in the art of cold storage. These improvements and changes have attained a degree of per¬ fection which is not excelled in the first-class hotels in even the largest cities. The improvement made even in the catering for the steerage passen¬ gers during the last two decades plays an important part in the kitchen ar¬ rangements. The competition of the steamship lines, as well as govern¬ mental regulations, have both been ef¬ fective. The arrangements which have had to be made by the kitchen and bakery, owing to this great advancement, have given rise to the adoption of arrange¬ ments which are totally different from those formerly used. The modern bakeries, situated between-decks, bake delicious bread and rolls of all kinds, while the bakeries of the pastry cooks and confectioners are famous. A steward of one of the large trans- Atlantic liners told the writer that the allowance for food for each first class passenger was $2.50 a day, without counting fuel, cooking, or any charge for service. On one of the large coast¬ wise lines, the boast of the manager of the line was that the food for the first class passengers cost only 67 cents a day per passenger. From this it will be seen that there is every de¬ sire to be liberal as regards the table of the first class. The table of the second class is equally good, consid¬ ering the passage money paid, and is far better in every way than will be found in the ordinary country hotel. The food is better cooked and better served, and there are apt to be fully as many fresh vegetables. The necessity of catering for 1,000 or 1,200 first and second class passen¬ gers on the modern express steamers Poultry from the Cold Storage Room is Always in Good Condition presents conditions which are paral¬ leled only by the most luxurious hotel. About twenty kinds of warm dishes, besides hot beverages, must, as a rule, be prepared for breakfast on the mod¬ ern passenger steamer. The luncheon comprises, in addition to the introduc¬ tory course and salads, which latter are prepared daily and in a large num¬ ber of different ways, three or four different soups, and eleven or twelve warm dishes, besides four or five dif- 104 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Jerent vegetables and au ample supply of cold dishes. The dinners on some of the ships consist of ten or twelve courses. The culinary apparatus used on the modern steamers comprise steam boil¬ ing apparatus for boiling vegetables, as potatoes, kitchen ranges of the most modern construction and ample facilities for grilling. The mechanical equipment is very considerable, con¬ sisting of coffee mills, spice grating machines, cream whipping machines, mayonnaise mixers, meat mincing ma¬ chines, knife cleaning and sharpening machines, and buffing heads for polish¬ ing silver, as well as the dish washers. All of these are actuated by electricity. So perfect is the ventilation that there rooms in which the supplies are issued, also the wine vault and the cold storage rooms for meat and poul¬ try. All passenger steamers are now equipped with refrigerating machines, by which not only the saloon passen¬ gers, but also the steerage passengers, can be supplied with fresh meat daily, as well as fish, fresh vegetables, butter and beverages which must be kept cold. The cost of provisions two years ago for one line was four million dollars for one year. A vast number of employees are necessary for preparing and serving the meals for the first class passen¬ gers alone. The entire management for the saloon is under the control of * 1 ' j j THE GALLEY With their Steam Cookers the Galleys are kept Scrupulously Clean is absolutely no odor of any descrip¬ tion in the first class saloon. Adjoining the kitchen are the pan- tries, where the warm beverages are prepared. Here will also be found the ingeniously constructed mechanical ap¬ paratus for boiling eggs, which raise the eggs out of the hot water in ex¬ actly the number of minutes required. Here are also the great plate jwarmers and refrigerators necessary t* supply the vast number of hungry passengers. The issue room and storeroom are closely connected w r ith the kitchen and pantry. The issue room provides for the daily supply and resembles a large grocery store. Below are the store- the chief steward and his assistants. The work schedule of stewards is so arranged that you never have the same room and table steward. The training of the kitchen person¬ nel is most important, and one line has, for a period of fifteen years, been sending its head cooks to the European capitals and to New York for pur¬ poses of special study in the first-class hotels, in order to suit the taste of every passenger. Within a year or two it has been possible to carry living fresh fish, and also to dress the same at any time during the passage. One is amazed when the fresh fish tanks on the awn- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 105 ing deck are seen for the’ first time. Here carp, pike, trout, etc., may be found contentedly swimming around in the tank. When they are needed the cooks take them out of the water with nets and they are taken down to the galley. On one line engaged in trans-Atlantic traffic there is a kitchen garden with strawberries, etc., in pots, which permits of hothouse delicacies being served en route. own selections, suggestions are often made in the form of small menu cards which will be served on request. On some lines, special menu cards are printed for little dinners given by parties, and we give an example of such a dinner. Tomatoes San Francisco Consomme Theodora Boiled Sole, Sauce Muscovite Filet of Beef St. Florentine THE PANTRY Everything Possible is Hung Up to Avoid Breakage The price paid for ocean passage may at times seem high, but it should be remembered that everything must be carried on the steamer, even to a glass of water. This necessitates, of course, great expense, for the weight of everything must be considered as freight. On some lines the meals are a la carte, on other lines the dinner at least is served like a table d’hote dinner. For the convenience of pas¬ sengers who do not wish to make their Philadelphia Capon Lettuce Salad Tutti Frutti Ice Cream Anis Pastry The following is a bill of fare on one of the English lines, the meal be¬ ing dinner. It will be seen that almost all tastes can be gratified. Blue Points Lax on Toast Radishes Green Turtle Pot age Bloum Halibut, Shrimp Sauce Noisettes of Veal, Milanaise Broiled Squabs on Toast 100 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Sirloin of Beef, Potato Croquettes Haunch of Mutton, Currant Jelly Duckling, Apple Sauce Brussels Sprouts Carrots & Turnips Boiled Rice Boiled & Souffle Potatoes Partridge, Crumbs, Bread Sauce Cold Cumberland Ham Salad Pudding au Citron Apricots, Conde Madeleines French Ice Cream Cod Roe I. Ilors d’oeuvres a la Suedoise Chervil Soup with Dumplings Fried Sole, Sauce Tartare Roast Hare it l’Allemande French Pullet Compot Salad Ice Cream Panache II. Consomme, Vermicelli Blue Tench, Butter, Horseradish Tournedos, Mushrooms Glazed Sweetbreads a la Trianon THE GALLEY Is where Delicious Food is Prepared by Experienced Chefs for the Cabin Passengers Here is a dinner menu from one of the German lines: Thickened Oatmeal Cream Soup Consomme Andalouse Boiled Haddock, English Egg Sauce Roast Pork Green Kale Potatoes Parisienne Leg of Mutton Stewed Prunelles Romain Salad Fruit Pie Here are two more menus for dinner and one for supper, also on a German liner: Pheasant Compot Salad Nesselrode Pudding, Sauce Chaudeau III. (Supper). Potage Diplomate Filet of Perch Pike au vin blane Larded Fricandeati of Veal A la Milanaise Tutti Frutti Ice Cream Vanilla Tastry These are in turn selected from the carte du jour, which is here given in extenso: 107 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Ilors d’oeuvres : Hors d'oeuvre & la Suedoise Potages: Chervil Soup with Dumplings Consomme, Vermicelli Potage Diplomate Poisson : Fried Sole, Sauce Tartare due Tench, Butter, Horseradish Filet of Perch Pike au vin blane Entrees : Roast Hare & l'Allemande Tournedos, Mushrooms Glazed Sweetbreads a la Trianon Pheasant Legumes : Cauliflower Early June Peas a l'Anglaise Asparagus French Fried Potatoes, Parsley Potatoes Mashed Potatoes Compote : Preserved Cherries Prunes Salade : Lettuce Salad—Tomato Salad Salad Romain Entremets : THE GALLEY On an Ocean Liner is Firmly Anchored so that- it is Secure in all weathers Larded Fricaudeau of Veal a la Milanaise Ragout of Chicken il l'lndienno Corned Tongue in Burgundy Grill i,To Order 15—30 min.) : M'xed Grill, consisting of: Filet mignon, Lamb Chops Kidneys, Sausages, Tomato Tenderloin Steak, Entrecote, Sirloin Steak Lamb Chops, Mutton Chops Plats du jour: Leg of Lamb, Pommos Paysanne R6tis : French Pullet Ice Cream Panache Nesselrode Pudding, Sauce Chaudeau Tutti Frutti Ice Cream Chocolate Ice Cream Vanilla Pastry Cheese: Camembert, Prairie, Swiss Fruit Coffee A breakfast menu is as follows: This might be served on any line, English or German. BREAKFAST. Apples Oranges Grapefruit Oatmeal Hominy Milkrice 108 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Salted Codfish in Cream Grilled Sole Maftre d' I Intel Kippered Herring From the Grill : Beefsteak “ “ French Mutton Chops Fried Sausage, Mustard Sauce Rostock Steak Vienna Veal Steak Filet Mignou Rossini Fried Yorkshire Ham Fried Wiltshire Bacon Saute and Baked Potatoes French Fried Potatoes Potatoes Macaire Griddle-Cakes : Cerealine & Buckwheat New-laid Eggs Every first class passenger has access to the restaurant. The prices charged are similar to those of the grill romp in the famous Carlton Restaurant, London. Ail allowance of $25.00 is made to every first class passenger on ships where the Ritz’s Carlton restau¬ rant service is in commission, provided that no meals be taken in the main saloon. In some cases where the passengers eat little, if at all, this ar¬ rangement is rather economical, espe¬ cially on a very fast steamer which only occupies a small number of days in making a passage. Passengers who A MECHANIC AL Kid CHEN Which Makes the Cook’s W r ork Light, by Grinding, Cutting and Pressing Scrambled Eggs Orientale Omelette Parisienne Eggs De Lesseps Banana Pancake German Pancake Fruit jelly Marmalade Ginger Cocoa Chocolate Coffee Tea Coffee freed from Caffeine Fresh Milk & Cream COLD: Itoastbeef Turkey Assorted Sausage Gorgonzola & Edam Cheese We also reproduce a carte (Ju jour of the 'Ritz’s Carlton restaurant on board a large express steamer. The idea of having a restaurant on an ocean liner is rather novel. Steamers which have this innovation have the restaurant in addition to the private dining room. appear regularly at the ship’s tables will usually find at the end of the voyage the restaurant has been much more expensive than if they had taken their meals on the regular plan. It is possible to change from the regular service to the restaurant service on the first day, provided notice is given to (lie purser immediately after sailing. The special regulations, etc., relating to this matter vary on different lines, and the purser should be consulted. Passengers who have engaged their passage without meals, and who on ac¬ count of seasickness desire to have their meals served in their rooms or on deck, will receive their order either from the kitchen of the restaurant. Olarnburg^OLmerika Xoinie.^ ‘Rite's Carlton Restaurant 0 an Qlord des/t). ..(Kgijerin tstugujle Victoria" t-J iJ0ctti-uzd eravito /.SO C/rcurrncm. u^nca X ■* euner Q/OIS C/jsUfc /Uo XPCCOVUOC/ C/rtC-A/ria X - 'Q/o/rti. £egumesQ/o7'Utz/Z xWa /sc (LA ^OrZcR/cJ ^Ay/.- Gntremeis &ueeo 2/ou so rendre comple ou\* dernierei elec¬ tions que l’electeur aux opinions moderees etait entre en revol¬ ve. Nous pensons que si I’empire brita unique doit etre sauve, la reforme des impdts seule peul le sauver malS a condition que la nouvelle unnee commence avec un nouveau gouvernemepL Au Sinat Paris M. Gaudin de Villain^ ; aU$enat tjuP-TAngleterre avait Tintention.de ceder Gibraltar a PEspagne. E 11 revanche elle occuperait Tanger et les lies Shaffarines qui commandent .le detroit de Gibraltar. La Coupe Michelin j . Paris Le c^lebre aviateUi* frart^ais tierin' Karman reste detenteuf de la jeoupe Michelin pour l’annee 1909. La jtetraite de M. Lane Londres M. Lane, doyfin des magistrats de Lomlres se retirera la se- i maine prochaine pour raison de sanUb opres soixante-dix an- , nees de services inioterrompues. The if Figaro" says : In nn interview oil. the british political situation. Sir Charles Dilke declared that the victory of the liberals would mean check to. the brilish armaments and the adoption of a more timid foreign policy. Sir Charles Dilke replied there was ho difference between the naval and military policy; either party each would consent like sacrifices for the national defence. The “ Times '* says : Ministers may discover this month at the polls that the so¬ ber thinking english voter has risen in revolt. We believe that if the empire is lo be saved. the tariff reform alone can save it;, the molto of the nation this month must be a new govern¬ ment for the new year. At the Senate Paris Mr GaudindeVillaine createdsensationintheSenatebydeclaring fhak England in -near future was intending ceding Gibraltar to Spain.; in return it would occupy Tangiers and the Shaffarioes' islands which command the passes of Gibraltar. The Michelin Cup. Paris The well known french aviator Henri Farman secures the« Michelin Cup for year 1909.. Mr Lane retires London Mr Lane Senior London magistrate will retire next week through ill healh after seventy years of continuous service. i No leiponiibility undertaken for fusible inaccoraciea in the news published. THE DAILY PAPER Is a Reality on Many Steamers. The News Items are Rather Brief, blit without the Wireless there would be None will often relieve headache and other forms of nervous ailment, and also pro¬ duce refreshing sleep. In cases of in¬ digestion, the massage with antago¬ nizing massage rolls are recommended. On some vessels the gymnasium is open certain hours for gentlemen and certain hours for ladies. In other cases they are open for both at all times. TYPEWRITER Some vessels carry one or more typewriters who do copying and take dictation from passengers. As far as possible business should be left at the gang-plank on embarking. A small package of toilet paper is often useful, particularly in Italy and Spain. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 115 DECK GAMES AND AMUSE¬ MENTS Deck quoits, shuffle-board, Dull- board, and other games are provided on the deck without any charge, un¬ der the direction of the quartermaster. Chess, dominoes, and other indoor games can be obtained on application to the library steward. Games of cards are also permitted in the loung¬ ing or other public rooms. Gentle¬ men should be very cautious _ about playing cards, or other games', with strangers, as professional gamblers are MAKING READY ON THE ELECTRIC PRESS to Print the Daily Newspaper with the Marconi Messages constantly crossing the Atlantic, look¬ ing out for the unwary. There is noth¬ ing unusual in the captain posting a notice in the smoking room warning passengers against gamblers. Games of chance are not usually allowed on Sundays in any of the public apart¬ ments in deference to the views of the greater number of passengers. The pillow fight on the spar is a source of great amusement. Two men armed with pillows sit astride the spar and try to knock each other off. It requires a great deal of knack to keep one’s balance while someone is pound¬ ing you with pillows. The players are not allowed to touch the spar with their hands. When a man begins to waver, the other redoubles his attack, and slowly, but surely, the defeated player tumbles off the spar into the canvas which has been spread to save him. One of our engravings shows Ex- President Theodore Roosevelt acting as umpire in a pillow fight. THE POOL OF THE SHIP’S RUN. There are two kinds of pools on the ship’s run, which are made up in the smoking-room. The simpler variety is known as “Hat Pool" because the drawing is done from a hat or cap. The smoking-room steward prepares papers like a ballot numbered 1, 2, 3, 4, 5, (!, 7, 8, 9, and 0. Ten take part in the pool by paying ten shillings or $2.50 each. This entitles them to draw a number from the hat. The one who draws the number which coincides with the last figure of the ship’s run in sea miles at the time when the log is taken at noon the next day gets the entire sweepstakes. Thus if the run was 508 miles, the one who drew No. 8 would win $25.00. It is customary for the winner to give ten per cent, of his winnings to the smoke- room steward who arranges the de¬ tails of the drawing. The “Auction Pool’’ is more com¬ plicated. It is more interesting in a way, as the players really bid against the actual run. Twenty people get together and pay twenty shillings for the privilege of drawing a number blindly from a hat, the numbers run¬ ning from say 540 to 500, or in other words, from 540 to 500 sea miles based on the captain’s calculation, which is asked from him by courtesy. After the first drawing has been done by the original members of the pool, each number is auctioned off by some one who is appointed as auctioneer. Each of the original members of the pool who have paid their twenty shil¬ lings must enter the competition if they wish to retain their number. They can also compete for any other number. The bidding is apt to be brisk and when the number is knocked down, one-half of the money paid goes to the original member of the pool who drew the number which was con¬ tained in the hat. and the other half goes in the pool. If the original owner of that number bids his own 116 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL number back he has to pay one-half of his bid to the pool. When all the numbers have been auctioned off they put to auction what are called the “high field” and the “low field.” The “high field” includes all the numbers above the highest number which has been auctioned in the pool; thus, to go back to our 560, everything above 560 should be in the “high field.” The “low field” includes all the numbers below the lowest number of the pool; thus, 539 would belong to the “low field.” These two fields, high and low, usually sell for a high price at the auction. The pool is always arranged EDITING THE DAILY NEWSPAPER for the evening before the run of the ship at the time when the log is made at noon. The captain’s calculations may be correct provided the conditions of weather, etc., remain the same as when the guess was made. Here, however, comes in the element of chance; if head winds, heavy seas or fog are encountered, a low field would be run: but if clear weather, fair winds should predominate, the result would be entirely different and the ship might run ahead of the sea miles which the captain guessed. The suc¬ cessful holder of the winning number is entitled to the entire pool, which is always a matter of hundreds of dol¬ lars, and it is not unusual for the pool to be worth as much as $5,000. Some¬ times a certain percentage of this is given to charity for the widows and orphans of seamen of the line. “DECK QUOITS” In playing this game six rope rings are used, the object being to throw the largest number of rings over a spindle attached to a horizontal piece of wood which sets on the deck of the vessel. The proper distance for throwing the rings is eight feet for ladies and twelve feet for gentlemen. The start is usu¬ ally made nearer to the spindle and the distance is* then increased. The score is kept upon a small blackboard, which is usually provided, or with pencil and paper. Any number of per¬ sons can play the game. “BULL BOARD” “Bull Board” is one of (lie favorite games at sea. It is played with the aid of a padded board which is like an inclined plane. This board has num¬ bers upon it, also a square lettered “B.” Rubber disks or little bags of sand are thrown at the board, the aim being to get the discus or the little bag of sand on the highest numbers. Six disks are used in playing the game, and the one having the highest score wins. If a disk falls on the B the player is disqualified or else lie loses his score and is obliged to begin again. Any disks knocked off numbered spaces are lost. rules for playing shuf¬ fle-board On page 127 is shown the way in which the sailors lay out the diagram in chalk on the deck of the vessel. The game gives exercise, and several parties are usually playing at the same time. The paraphernalia, which is simple, consists of weights which are pushed by sticks, as shown in our en¬ graving. Each one plays in turn, and nothing is scored until the finish of the round, when the players are credit- mi with tlie number of points marked in the squares occupied by their weights. The piece of an opponent may be struck out of the square al¬ together. Should one of the weights remain in the apsidal at the bottom, marked “minus 10,” this is deducted SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 117 from the player’s score. In order to win, the player must score exactly 50 points ; all over that number are sub¬ tracted from 50. Tlius, if a player scores the 40 and he scored 8 points more, 4 would be added to make his count 50 and 4 would be deducted, which would thus leave a score of 46. Sailors are always glad to give details as to playing ring toss and other games. MUSIC On many lines small string orches¬ tras are carried on the steamers, and their services are paid for by the com¬ pany, but occasionally a plate is passed around by some of the passengers on often surprising, is obtained from the passengers. Only those who can really do something worth while should ac¬ cept an invitation to take part, as the audience is apt to be critical. A con¬ tribution is often taken for the bene¬ fit of some seamen’s charities. Pro¬ grams (six pence or a shilling) are sold for the same purpose. National anthems form a part of the program, and it is regrettable that so few Americans have not more than a pass¬ ing acquaintance with “America,” or “The Star Spangled Banner,” while an Englishman is sure to know “God Save the King,” and “Rule Britannia.” To assist the memory, words and music ft - — ^ j j QUOITS Serve to While Away the Morning the day before landing, and on some of the German lines there is a band and passengers are expected to contribute for their benefit. The offering is made when the steward collects for the passengers’ wine bills; the word musik being printed across the bottom of the bill. Nearly every steamer carries a piano which can be used by pas¬ sengers. CONCERTS A concert is often held at sea, al¬ though they are not as frequent as in former vears. The talent, which is of the National Anthems follow ; ver¬ sions vary greatly, particularly in the “Marseillaise,” so the French words are given as well. The increasing shortness of voyages seems to be the cause of the decadence of the ship’s concert. On German boats the cap¬ tain’s dinner takes its place. On one or two vessels a winter garden is provided, tastefully decorated with palms, tropical plants, and flowers, affording a most delightful re¬ sort for passengers who can listen to' the orchestra. AMERICA ■Rev. S. F. Smith. Henry Carry. 1 i ~j =£=l -j-i k i 1 i —J b*r r~. — 1. My coun - tjflM ’tis of thee, Sweet land of 1 2. My na - tive coun - try,thee—Land of the r 3. Let mu - sic swell the breeze, And ring from 4. Our fa - thers’ God! to Thee, Au - thor of ] •f- r- t 1 ib - er - ty, io - ble free — ill the trees, ib - er - ty, P. • LA • V I 1 7- \ \ r i» r* t s i _ S 11 .1 i W 9 r r r ■ 9 9 r *+ 1 r l Li 1 T ^ |i*r ¥ 1 it a j — i 5 z5>7 i i i Of thee I sing; Land where my fa - thers died! Land of the Thy name I love; I love thy rocks and v rills, Thy woods and Sweet free - dom’s song; Let mor - tal tongues a - wake; Let all that To Thee we sing; Long may our land be bright With free-dom’s f-L A 4 mm A- ^5... ^ -T *— p ———• • [-•—i*—^—3 —t tr r r Uj Pilgrim’s pride! From ev - ’ry moun-tain side Let free-dom ring, tern-pled hills; My heart with rap-ture thrills Like that a - bove. breathe par - take ;Let rocks their si - lence break, The sound pro - long, ho - ly light ;Pro - tect us by Thy might, Great God, our King. r- n i THE STAR-SPANGLED BANNER. Francis Scott Ke£ -, N — —1-[V- . $ -A -«-T— Js- 4r—-v-::- —|-fW=—N— 31 b— j. $ 1. Oh,- say, can you see, by the dawn’s ear - ly light, What so 2. On the shore, dim - ly seen thro’ the mists of the deep, Where ^tfie 8. And.,, where is that band who so vaunt - ing - ly swore That the 4. Oh,.... thus be it ev - er when free - men shall stand Be rv* u o J £ * t- 0—' - 0 - r f — t—r -i . 1*l r • S A , • j j L L p . v —^ J v 4- v UJ V V f- * -P-i V J 2a. And., war’s clam - ors o’er, with her man - tie hath Peace Once a d: rTT=r proud foe's hav tween T u V - ly we hailed at the twi-light’s last gleam-ing, Whose broad haught - y host in dread si - lence re - pos - es, What is oc of war and the bat - tie’s con - fu - sion A. their loved homes and wild war’s des - o - la - tion; Blest with -- l ± gain. V in its folds, the.... na - tion en-shroud - ed,; Let no Eft*-j — i- — i rt- — 7^i -M -1 J =4 J-£- A— "« p i ~.j=E r r i —\ --4- b-l — &- v ^ J —-1-1—- -*-=— 0 — g — stripes and bright stars thro’ the per - il - ous fight O’er the ram - parts We that which the breeze o’er the tow - er - ing steep, As it fit - ful - ly, home and a coun - try should leave us no more ? Their blood has washed vie - t’ry and peace, may the heav’n-res-cued land Praise the Pow’r that hath J - tr r ?0 _ 0 j J p —. 2 • i j 0 _ i 1-3 zr w i- "i -- — j0 ! 1* i j ^ " Y* - . -M —:- m - m —4 — -1-- y * LT-:--L 4- □—r— frat • ri - cide hand up - lift - ed e’er be, The., glo - ry to rt f FT watch’d were so gal - lant - ly stream-ing? And the rock - ets’ 'red blows, half con - ceals, half dis - clos - es? Now it catch - es the out their foul foot - steps’ pol - lu - tion I No.... ref - uge could made and pre - served us a na - tion I Then.. con - quer we 4 -5 -i—j — i— -1--— dim which.. now is un - clouu - ed. Not as North or as < Note.— The stanza numbered 2 a was written for the Great Peace Jubilee, held at Boston In 1872, where it was sung by a chorus of 10,000 voices. THE STAR-SPANGLED BANNER. 1 ^ 1 3g: M B 3S z glare, (the) bombs burst - ing in air, gleam of the morn - ing’s first beam, save the... hire - ling and ' slave must, when our cause it is just. .Gave.. proof thro’ the In full glo ry From the ter - ror And... this c be y 3 -t—t- »- re • of our s £ -G>- T But as broth - ers u South in the fu • ture we’ll stand. P X nighfi fleet flight mot that ed, or to,: -0- our now the “In flag shines gloom God 1 was ofl of is still the the our there, stream, grave, trust 1 ” r nit ed through * out the broad land. 0 h I * ' i s En! j ZJ- iz, *1-1 S 0 "t . 1 m * 11 rn\™ 1 j N- " J i ’ - —ill bz#-- 0 r—v J U-L.--- Z—i — t —^J • II and the home of the brave! and the home of the brave! and the home of the brave! and the home of the brave! C*" wave O’er P the land of the free, wave O’er Jhe land of the free, wave O’er the land of the free. wave O’er the land of the free, ggEg^EEg JV- wave O’er the land of the free, and the home of the.bfavel COD SAVE THE KING. Ma»H»so. 1-i— =3= fi P 1. God save our gra-ciousKing,Long live our no - ble King, 2. O Lord our God a - rise. Scat-ter his en - e - mies, 3. .Thy choic-est gifts in store, On him be pleased to pour. -C jr & Thomson. Unison. RULE, BRITANNIA. SONG WITH (AD LIB.) CHORUS. Dr. Arne (1710-1778). $m 5 FT T . at Heav’n’s com-mand A-rose . . so blest as thee, Must in tic shalt thou rise, More dread . with free-dom found Shall to 1. When Bri-tain first . 2. The na-tions not . 3. Still more ma - jes - 4. The mu - ses still . from out the their turn to ful from each thy hap - py 1 1 I i m m as uremain, a - rose, a - rose, a - rose from out the az - ure main, rants fall, must in their turn, must in their turn to ty - rants fall, eign stroke, more dread-ful, dread-ful, dread-ful from each for-eign stroke, re-pair, shall td thy hap-py coast, thy hap - py coast re - pair, This was the charter,the char-ter of the land, And guar-diaican - gels sang the strain. While thou shalt flourish, shaltflour-ish great and free, The dreadand en - vy of them all. As the loud blast, the blast thatrends the sky,Serves but to root thy na-tive oak. Blest Isle with beauty, with match-less beao-ty crown’d And man-ly hearts toguardthe fair. gits 1 ifSPi dE r £ £ =nr THE MARSEILLAISE Hi I Rouget de Lisle, 1792. N - N Sk. Z T ■ 2 S-\ N i \ T! | : • : : • v : ' k 9 * J I ^ a 1 a '»J . v 7 27 ' • J* 1 J- ■^S J 2^ • s s i T* u * . r cries I Shallhate-ful ty - rants,mis - chiefs bree tame? Too long the world has wept, be - wail .1 M. N N N a J 1 - -#■ ,w d-ing, With hire-ling -ing, That falsehood’s rv • ■ u i 1 rv i iv • » « r r j • < Ji dJ 0 • 0 0 • d #• d 7 3 3 *1 7 r r i i i i —p J 4- I== t= L + c \J V / nfti. , s f 1 s s h , fs '—Lv-i-^5- S' J 0 , N r 1 n ^ na > a m n • i U* mg. J^-mA et - ' a—a * “ 9 ^ 9 I • • S LA ! * - J 2 2 2 2 _ 2 * 1 1 c li losts, a ruf - ag - ger ty - » f ? Liu .. " ■ r r flan band, Af-fright and des-o - late the land, While rantswield; But free-dom is our sword and shield, And * I ... . m . - J'-S ) r-v . TI S - # . 0 _ 0 ‘ivT y? s» *1 F a • a 0 a 1 ■ t. . (3. $ 0 Z7 V Z - *- • 2" ^ 1 r r r 1 1 j i ^ 1 -«—< -- P- b [==b—t=£ — *—u -U-1—J THE MARSEILLAISE. TIIE WATCH ON THE RHINE. Poetry by Max Schneckf.nburgkr Allegro energico. Music by Uarl Wilhelm. 1; A roar like thunder strikes the ear,Like 2. A hun-dred thousand hearts beat high.The 3. When heavenwards as-cends the eye,Our 4. As long as Ger-man blood still glows,The 5. We take the pledge, the stream runs high,Our t clang of arms or break - ers near.Rush for-ward for the Ger-man Rhine! Who shields thee,dear beloved flash darts forth from ev - ’ry eye, For Teu-tons brave,inured by toil, Pro-tect their country’s holy he - roes’ ghosts look down from high ; We swear to guard our dearbe-quest, And shield it with the Ger-man Ger - man sword strikes mighty blov. s.The Ger-man marksman take their stand,No foe shall tread our na-tive ban-ners proud are waft - ing high; On fo* the Rhine.the German Rhine, We, all diefor our na-tive -f —i-r r - S Y* • 9 A | - L — | m . P 1 i r - - . r P a- — i~ r r * r - -n i r * -t* — WCT7 & * »\ h- -0 -0 -0 \ H L.' ^ L Rhine? Dear Fa - ther-land.thou need’st not fear,Thy Rhineland watch stands firmly here! Dear land,dear soil. ■ breast, land! Rhine. Hence,Fa - ther-land, be of good cheer,Thy Rhineland watch stands firmly here 1 Dear land,dear A 1 S ■ • 1 „ J W L7-i r i i r « •. *. .J- -H H ( I-X J- ' if i • s * -'- m T* • * * » ^-5 $—S - ~ * * * M E r r~ * 4 f— b| P .... *±-»AT S —S [-1—- — C0 A t= ie=t- t —> F—r~ L h * r DIE WACHT 1 F.r blickt hinnvf in Himmelsau'n, Da HeUlen Voter niedesch.au'n, Und srhicort mit stolzer Kampfeslust, “Du Iihein bleibst deutsch wie meine Bruit." Lieb Vaterland, etc. t So tang ein Tropfen Blut noch gliiht, Noch esne Faust den Degen r.ieht, AM RHEIN. Und-noch ein Arm die Biichie rpannt. Betritt kein Feind hier deinen Strand I Lieb Vaterland , etc. 8 Der Schwur erschallt. die Woge rinnl, Die Fahnen flattern hoch im Wind, Am Iihein, am'Iihein, am deutschcn Iihein, Wir alle wollen Hixtter sein I Lieb Vaterland, etc. 126 SCIENTIFIC AMERICAN SEASICKNESS The subject of seasickness is an all- important one to eighty per cent, of the ocean travelers. It must be said that the boats of large tonnage have mini¬ mized this distressing ailment to a re¬ markable degree; the bilge keels have also tended very materially to reduce this discomfort. The causes and eti¬ ology are as yet imperfectly under¬ stood. Some hold the cause depends upon the altered or affected functions of the nervous centers, others refer the cause to the regurgitation of bile HANDBOOK OF TRAVEL sons with particularly irritable stom¬ achs or of highly sensitive nervous system are particularly liable to sea¬ sickness, while with certain individuals the symptoms of seasickness are ex¬ hibited simply by going on a vessel at a pier. In this case, imagination is a potent factor. The fact that visual impressions predispose travelers to sea¬ sickness, suggests that a sensitive in¬ dividual when on deck should shut his eyes. Many preventive • measures have been suggested, and numerous nos¬ trums have been sold for this GAMES AT SEA into the stomach, and still others to irritation of the liver by the unusual movements of the body. There is something to be said for each one of these alleged causes, but one thing is very certain, that when a landsman goes to sea, unless he is an excellent sailor, the movements of the ship and the shifting lines and surfaces un¬ settle his visual stability, as the dif¬ ferent inclinations unsettle his mus¬ cular sense. The consequent derange¬ ment thus caused reacts on the nerve centers and upon the visual sense, thus producing nausea and vomiting. Per- —-BULL BOARD purpose, but preventive measures are practically limited to the regula¬ tion of diet before a voyage. Food for some days previous to sailing should be plentiful, but of a light and nutritious character; food should not be taken for at least five or six hours before going on board. The bowels should be kept open with a saline aperient water or by calomel. If you are susceptible to seasickness always get as near the center of the dining saloon as possible, and try to get as near the companion way as possible. Grape-fruit, limes, etc.,'are excellent SCIENTIFIC ' AMERICAN HANDBOOK OF TRAVEL 127 in cases of seasickness, also brandy and ice in small doses. Champagne is recommended by many doctors for this ailment; it should be taken in small doses, using a champagne tap. Use Hunyadi or Apenta water freely or laxative salts. A hot-water bag placed at the pit of the stomach is sometimes efficacious. Three or four drops of chloroform on a lump of sugar often prevents a bad attack of illness. Con¬ siderable doses of sodium bromide and antipyrine often give relief. The best all-around remedy is chlorobrom ; this as space will permit. Remember that seasickness is only a matter of two or three days in most cases; in the majority of instances symptoms are all over by the third day, and by the fourth day the traveler could visit the steerage with impunity. Some travel¬ ers, however, are always sick from port to port, and they naturally dread the voyage intensely. There is very little hope for the comfort of people who are so afflicted. A little aromatic ammonia or cologne water is often very pleasant in cases of illness. The SHUFFLE BOARD The Greatset Game at Sea is a combination of chloramide and potassium bromide. It should be noted that this is not chloroform. Ammo¬ nium bromide is often efficacious. Great care should he used in eating if you are disposed to seasickness. All greasy meats, pastry, etc., should be eschewed. Ham and bacon, pork in all forms, should be left severely alone. Of all beverages, beer and stout are undoubtedly the worst for j those who are predisposed to seasick¬ ness. Remain on deck as much as possible if you feel ill. and get as far away from your neighbors who are ill I ship’s doctor can do very little to re¬ lieve passengers who are seasick. If they knew of a really successful rem¬ edy, they would hardly be in the mer¬ chant marine service, as they would be enabled to put a really reliable preparation on the market with great profit to themselves. One remedy which has often been recommended is morphine in small doses, say a fiftieth of a grain. The writer, however, re¬ members an instance when one-fiftieth of a grain of morphine was used and the traveler who took it was the only one sick out of over five hundred pas- 128 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL sengers. Enough has been said about this disagreeable concomitant of the sea, except to give a few more “rem¬ edies” : Mosel-Lavalee recommends as a rem¬ edy for seasickness the following prepa¬ ration : Menthol . 0.1 gramme. Cocaine hydrochloride 0.2 gramme. Alcohol . 60.0 grammes. Sirup . 30.0 grammes. A dessertspoonful to be taken at in¬ tervals of half an hour. The following is recommended by a physician, as a preparatory treatment, to be begun belore the trouble mani¬ fests its presence : Sodium bromide. 4 drachms. Ammonium bromide ... 2 drachms. Peppermint water .... 3 ounces. A teaspoonful before meals and at bed time. Begin treatment three days be¬ fore going on board. When preparatory treatment has been neglected and the difficulty fully established, put a tea- spoonful in half a tumblerful of water, add a drop of fluid extract of ipecac, and give a teaspoonful every five min¬ utes. It is said to generally relieve in less than half an hour. Another doctor recommends the fol¬ lowing : Oxalate of cerium.... 2 grains. Tincture valerian, am- moniated . 1 drachm. Water . 1 ounce. Take at one dose. A German doctor gives the following, not as an absolute preventive, but as producing good results : Sulphate of atropine . . r /o grain. Sulphate of strychnine % grain. Peppermint water .... 10 fl. drachms. Fifteen minims of this solution is said to give a patient ease within half an hour of the time it is used hypodermi¬ cally. The doctor does not depend whol¬ ly upon the above formula, but falls back on the following when the other fails him : Caffeine . 64 grains. Salicylate of sodium. 48 grains. Distilled water.160 minims. A solution of the above is to be made by the aid of a gentle heat. The rem¬ edy is administered hypodermically, the same as the former solution. GETTING TIIE “SEA LEGS” Landsmen are often .joked by mari¬ ners, ancient and otherwise, about their “sea legs,” but with a little care, however, it is possible to find one’s “sea legs;” in fact, it is much easier than learning to dance. Select some sheltered corner of the deck for prac¬ tice, where there is an absence of breeze. A long quiet roll is the sim¬ plest motion on the whole to over¬ come. When the ship rolls and pitches alternately the problem is vastly com¬ plicated. It will be readily understood that any permanent upright object on the deck of a vessel will be tilted or listed to an impossible angle as the ship rolls. Naturally, the only way in which such an object can maintain its equilibrium is for it to change its position to remain perpendicular de¬ spite the position of its base. The whole trick of keeping one’s sea legs consists in keeping the body as nearly to a perpendicular position as possi¬ ble, without any regard for the angle of the deck beneath. When the ship rolls, as it were, away from one, the body must be thrown in the opposite direction to maintain the balance. As the ship comes back the body should be swung over to the other side. The body, in short, should swing like a re¬ versed pendulum. As the ship’s deck falls away from the horizontal, the tendency will be for the body to go in the same direction. The ordinary land lubber who is taken off his guard by such a motion, involuntarily takes a step, or it may be a plunge, in the direction the ship takes. The scien¬ tific thing to do is obviously to throw one’s body in exactly the opposite di¬ rection. There are several ways of doing this. One is to maintain his equilibrium by bracing the body with either foot. The beginner will brace himself by sticking out his foot to the high part of the deck. The plan, however, is awkward and calls for more effort than any other. The old salt braces himself from the other side easily and without, as a rule, chang¬ ing the position of his feet. It will be well for the beginner to practice this single step like a figure in dancing until it has been quite mas¬ tered before making any more ambi¬ tious attempt. It will, of course, be found much easier to practice stand¬ ing with the ship pitching before try¬ ing to walk. The whole trick is in maintaining one’s balance easily and without effort. The rest will come naturally. The first lesson, it will be seen, seems ridiculously simple, but the difference between the theory and practice is great and is only to be mastered with much practice. If the ship have much motion the exercise will be found to be downright hard work. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 129 The sailor stands easily and firmly. His feet are braced against the mo¬ tion of the ship, but from long prac¬ tice he balances himself so easily that there is no suggestion of effort in his pose. In maintaining his balance in this way the old salt rarely changes the position of his feet. An interesting object lesson may be had, for instance, when the officers take the sun or make other observations in rough weather. No matter how violently the ship rolls or pitches, a sailor will stand without moving his feet while he makes such embalm the body. He is entitled to a fee of twenty pounds for so doing. Deaths at sea are few, and bad health should not deter any one from making the voyage. NURSE An experienced trained nurse is car¬ ried by most large liners and is at the disposal of passengers who may be¬ come seriously ill. FEES. The question of the fees which are to be given on ocean steamers is a ELEVEN O’CLOCK SOUP ON THE SUN DECK a reading. A sailor again will scorn to hold on to anything, and yet his position is absolutely secure. The ex¬ planation is very simple. The body is balanced entirely from the knees. This is, of course, an advanced stage of the art and comes only after long practice. DEATH OF PASSENGERS It is a mistaken notion to believe that first or second class passengers who die at sea are consigned to the deep. In fact, every first-class steamer carries •caskets, and the surgeon will most important one, not entirely from the amount of the largesse involved, but owing to the possible annoyance which may be caused by a misunder¬ standing of the unwritten rules of the sea. Various books dealing with the subject of European travel give the very vague information that ten shil¬ lings, or $2.50, is to be given to each of the stewards, namely, the room steward and the table steward. This rate, however, is not fixed by any manner of means. The writer has prepared the following table after con¬ sultation with an ex-purser who has 130 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL been for many years in the trans- Atlantic trade, and it is believed to be both equitable to the stewards and fairly economical to the passenger. The fees which are to be given to the table steward may be reckoned at ten shillings, or $2.50 for each person oc¬ cupying a seat at the table, but where there is a number in a party this amount can be slightly shaded. Thus, if there are five in the party, $10.00 would be considered to be an ample fee. The following sliding scale of fees for stateroom stewards of the steward who has charge of the room, per person. This is about what would be given had the baths been taken in the common bath-rooms. The bath steward will expect a fee of a dollar if several baths are taken. A fee of one shilling should be given for a single bath. The boys who clean the stairs, passageways, etc., are tech¬ nically called “boots,” and receive, on English lines, half a crown (two shil¬ lings and sixpence), and the equiva¬ lent would prove satisfactory on other lines. There is no difficulty at the end \ -y/eatmam ■ ' - ; EX-PRESIDENT ROOSEVELT UMPIRING A SPAR PILLOW-FIGHT AT SEA Kermit Roosevelt is not absent is based upon the passage money paid i per berth occupied : Per Person. $80. . $2.00 $100. . 2.50 $125. . 2.50 $250. . 3.00 $350. . 3.50 $400. . 4.00 $500. . 5.00 No scale of fees can be recom¬ mended to those having private suites, as the fee should be based on the ser¬ vices rendered. Whore staterooms have a private bath, about $1.00 extra should be added to the compensation of the voyage in ascertaining who has been the particular person who has had charge of the shoe polishing. Shoes should be left outside of the door and they will be found cleaned in the morning. The deck steward, provided that he does anything for a passenger, should receive about $1.00, or four shillings. It is not obligatory to fee the deck steward unless he has performed some actual services. Where ladies are in the party, it is customary to fee the deck steward, as he is apt to perform many services, such as locating steamer chairs, adjusting steamer rugs, etc. On some lines the smoke SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 131 room stewards are not allowed to put out a tray for the reception of coins at the end of the voyage. If one has used the smoke room quite a good deal, a fee of fifty cents should be given. On some lines passengers ar¬ range a subscription for the orchestra or band, and on some of the German lines the offering for “musik” is made when the payments are made to the steward for the wine account. Pas¬ sengers should not feel, however, that this fee for “musik” is obllgatorv. The band is a source of great annoy- senger. Passengers who object on principle to the paying of fees will find the end of their voyage very uncom¬ fortable, and they will undoubtedly end in paying the fees which they have begrudged. It should be remem¬ bered that the stewards only receive a very small compensation from the company, and they nearly all have families depending upon them. Al¬ ways figure that if you were not com¬ pelled to pay fees, your cost of ocean passage would be increased. The fees in the second cabin are about one- THE ROOMY PROMENADE DECK Gives Ample Room for Chairs and Exercise ance to many passengers, and they should not be compelled to pay for something which they did not enjoy. This is practically the list of fees as regards the male members of the party. Stewardesses who assist ladies should be given fees which may be reckoned at about two-thirds the fees which are given to the room stewards. Where no services have been rendered, no fees are expected. There are, how¬ ever, very rare instances where this occurs. The fees to the room stew¬ ards, table stewards, and bath stew¬ ards, should not be evaded by the pas- half those paid in the first cabin. All fees are payable at the time of debarkation. Under no circumstances pay any fees whatsoever until the end of the voyage, as stewards’ memories are apt to be somewhat short. A care¬ ful perusal of the hints relative to feeing will prevent annoying misun¬ derstandings. Some persons recommend that the head steward be feed immediately on coming aboard. This seems, however, like an unnecessary expense, as the conditions under which he is hired are entirely different from those of the or- 132 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL dinary steward. New conditions have introduced new problems into the fee¬ ing question: thus the gymnasium steward should be feed if the gymna¬ sium has been used—fifty cents should be sufficient. OCEAN STOP-OVER Passengers who wish to disem¬ bark at a port of call when the steamer is going to other ports should notify the baggage master, or if there is none on board, the purser, in order that the baggage may be looked up righted books; they are liable to be confiscated if found. Passengers land¬ ing in England are allowed to bring in a pint of drinkable spirits, or a half pound of cigars or tobacco. Such articles must, however, be de¬ clared to the Customs inspector. All tobacco must be declared at the Ital¬ ian Customs under penalty of a heavy fine. Living plants must not be brought into Germany, and the importation of medicines is pro¬ hibited in a number of countries on the Continent, such as France. Nor¬ way, Russia and Sweden. A sufficient % '■ - ~ V * ■3V* / ) l Uj p w 1 * ’ W ll t i THE KITCHEN GARDEN ON THE “ AMERIKA” First Strawberries are Grown in Pots and landed. Stop-over privileges are usually allowed on steamships, and the necessary arrangements can be made with the purser. No general rule can be given. FOREIGN CtSTOMS There are a number of articles which must not be imported into some countries. Thus, foreign matches and playing cards must not be imported into France, matches l>eing a national monopoly. In England it is forbidden to bring in reprints of English copy- quantity for the journey, however, is usually allowed. On the Continent enough cigars are usually allowed for a railway journey, say a cigar case full. Guns must pay duty in Ger¬ many, Belgium and Portugal. Special permits are required for the importa¬ tion of guns in Spain. Dogs are free in most countries; we have already referred to the importation of dogs into Great Britain without a license. The tables under statistical infor¬ mation give distances from principal ports abroad to places in this country. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 133 THE SEA POST OFFICE. On many of the trans-Atlantic lines having mail contracts a “marine post office” is in operation. There are sea post offices on nearly all of the ex¬ press steamers belonging to lines hav¬ ing mail contracts. The post office proper is usually located on the main deck of the steamer, while below it, say, two decks lower, is a large stor¬ age room. The post office is provided with the requisite sorting shelves, pigeon holes, packing and stamping cabin, and the subalterns in the second cabin. On one of the German lines, for example, the staff consists of two German and two United States post office clerks, and three German post office subaltern officials, furnished by the postal administration of the Ger¬ man Empire alone, because this class of officials is not known in the United States postal service, where the work done by the German subalterns is at¬ tended to by the post office clerks. In the direction towards America, the German post office clerk, and on the THE ANCHOR WINDLASS Is of Immense Size. Note the Size of the Man tables, as well as bag stands, which serve to secure the bags for the recep¬ tion of the sorted letters. Through a window in the door of the room the officials communicate with passengers (when necessary). The registered mail is sorted m a specially screened off space. The storage rooms are usu¬ ally connected with the post office by electric elevators. If the mail is so bulky that the office rooms are not sufficient for its accommodation, part of the sealed mail sacks are stored in the hold of the ship. The post office clerks are accommodated in the first trip to Germany, the United States post office clerk, is the chief official of the sea post office on board, and consequently is responsible for the mails. The passengers are not admit¬ ted to the sea post office rooms. It is the principal business of the post office clerks on the trips to New York to sort the United States mail, particu¬ larly lettei’s and postal cards, in such a manner that they are ready either for immediate delivery in New. York City or for transfer by the next inland mail; on the trips to Germany the mail for the German terminal post 134 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL offices is to be dealt with so as to have a large portion of the German mails ready for disembarkation at Plymouth and Cherbourg, whence they are for¬ warded to the places of destination by the faster overland routes. The post office clerks are, moreover, responsible for the methodical transfer and safe storage of the mails, for the emptying of the ship letter boxes and the han¬ dling of the correspondence deposited therein, they have to attend to ordi¬ nary and registered correspondence handed in at the post office window by granli messenger provided by the post office of the said port. The sea post offices keep a stock of postage stamps, etc., of both the German and United States postal administrations for sale ; for the payment of the postage, Ger¬ man postage stamps must be used when the articles are posted in German ports or on the trip from Germany to New York, and postage stamps of the United States must be used when the correspondence is posted in ports of the United States or during the trip from New York to Bremer- SEA POST OFFICE ON THE “OCEANIC” Here the Mail is Sorted En Route the passengers and crew, to sell post¬ age stamps, postal cards, etc., to the passengers and crew, to distribute cor¬ respondence arrived for the latter, and to watch over the safe delivery of the closed mails at the ports of call and the terminal port of the voyage. Fur¬ thermore, it is the business of the sea post office clerks to receive telegrams from the passengers and crew, during the trip from the last port of call to the German terminal port, to pre¬ pay them and forward them to the place of destination immediately after landing in the German port by a tele¬ haven. During the stay of the steamer at ports of call, only such letters can be received as are prepaid by postage stamps of the country in which the port of call is located. Since January 1, 1909, a new tariff is in force by which letters are carried between the United States and Germany, and the United States and England, for two cents per half ounce. The ship letter boxes must be emptied at least once a day, and immediately before the arri¬ val at each port touched on the line. All correspondence taken from the boxes is stamped with the date stamp, SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 135 which is changed daily. During the stay of the steamer at ports of call the ship letter boxes must be kept closed, so as to avoid letters prepaid by other than the stamps admissible for the respective country being dropped into them. Upon the arrival of the steamer at Quarantine Station at Staten Is¬ land the United States mail steamer is found in waiting to take the mail and convey it quickly to the harbor post MAILING A LETTER AT SEA office in New York, when the mail carts carry it to the district post offices or to the railway stations. The time is surely near when all fast steamers plying between New York and foreign ports will be fitted with floating post offices in which European and United States post office clerks will effect the postal traffic between the three continents of Europe, Amer¬ ica and Asia for the benefit of trade and industry. CIGARS Cigars are good and cheap in Hol¬ land, fair in Germany and England, and are extremely bad in France, and the Italian cigars, particularly the so- called “Virginias,” with a straw and broom corn to assist the drawing of the smoke, are beyond the pale. Those who do not enjoy the smell of tobacco smoke should seek compartments la¬ beled, “For non-smokers,” but where the universal custom is to smoke, as in Holland, the visitor has no guar¬ antee that this is a safeguard, but if a passenger objects to smoking while seated in a non-smoking compartment, he can compel the officials of the train to stop the offender. Ladies traveling alone should occupy the special com¬ partment res, ved for them, usually marked “Dames,” or “Darnen,” on the Continent, as this is the only guar¬ antee that they will not have to en¬ dure smoking. SHORT DAY TOURS FROM LONDON Southend. By London, Tilbury & South- end Railway from Fenchurch St., Great Eastern Railway, Liverpool St., Midland St., Pancras. 45 miles. Cheap fares every day during summer. Popular pleasure resort at mouth of Thames, 2s. 6d. round trip. Tunbridge Wells. South Eastern and Chatham and London, Brighton & South Coast Railways, 32 x /> miles. Fares 3rd class 5s. 5d. round trip. Cheap tickets on frequent days during season. Chalybeate Springs, Old Promenade, "Ye Pantyles,” Church of King Charles the Martyr with magnificent plaster ceiling. A central point for reaching many historic castles and seats in the neigh¬ borhood, many of which are now ruins, includ¬ ing Penshurst Place, the home of the Sidneys; Hever Castle, the home of Anne Boleyn, now the residence of Mr. W. W. Astor; Bridge Castle, the seat of Marquess of Abergavenny; Bayham Abbey, residence of Lord Camden; Tonbridge Castle; Knole Park, home of the Sackvilles; Ightham Moat, one of the finest examples of an Old English Manor House; Bodlam Castle; Mayfield Palace; Brambletye Ruins. Magnificent scenery. Hastings and St. Leonards. South Eastern and Chatham Railways. Popular pleasure resort on south coast. Cheap tickets on frequent days during the season. Baute Abbey, site of Hastings battlefield, a few miles to north, and spot where Harold fell. Margate, Ramsgate, Broadstairs, Sand¬ wich, Deal, Dover, Folkestone. Popular pleasure resorts on South Eastern Railway. Cheap tickets on frequent days during the summer. Boats also ply daily between these points and London Bridge, affording an excel¬ lent impression of shipping on Thames. Canterbury. South Eastern & Chatham Railway. Cathedral and its historic points such as Becket’s Tomb; St. Martin’s Church; associations with Charles Dickens (David Copperfield); Old English Houses. Remember that Parisians do not care to see foreigners at their places of amusement in traveling costume: dress well and suitably. If you brought evening clothes with you, do not hesitate to wear them. PART III THE SHIP THE PRINCIPLES OF SUIT DESIGN. Each ship afloat is displacing, ac¬ cording to the size and shape of her hull, a mass of water which would be otherwise occupying the same position as is now being occupied by the vessel itself. The ship is being pulled down¬ ward by that invisible cord of attrac¬ tion which drags at its center of grav- , ity. The same upward thrust which supported the mass of water displaced by a ship supports the ship herself when she displaces that water. This upward thrust may be regarded as con¬ centrated at the point which was the center of gravity of the displaced water, which point is therefore called the “center of buoyancy.” When a ship is floating on an even keel in stiil water these two points, the center of gravity and the center of buoyancy, are always in the same vertical line, but seagoing ships are very seldom on an even keel, for the wind and the waves always tend to incline the ship away from the upright. It is of su¬ preme importance to the safety of the ship, when she is thus inclined, that she should be of such a form as to tend to return to the upright position, rather than to depart further from it. When this is the case the sliij) itself is always struggling to remain upright, and she is said to be in “stable equilib¬ rium.” On the other hand, if, when heeled over by external forces, such as the wind or waves, she tends of herself to heel still further—in other words, to capsize—she is said to be in “unstable equilibrium.” Naval architects have computed all of these elements in ship design with minute accuracy, and by means of models and towing tanks they are usu¬ ally able to determine the possible per¬ formance of the boat prior to construc¬ tion. The nomenclature of naval architecture is rather confusing to the lay mind, with its “transverse meta- ce'ntre” and meta-centric height” and other terms. A ship is not meant merely to float; it must also make progress through the water. The facility with which she can do this is important in two ways—first,- it reduces the cost of power, in other words, it decreases the coal consumption; secondly, it in- • creases the earning power of the ship. The more quickly a vessel can per¬ form a given trip, the more trips she can make in a year, and the larger the sum for freight and passage money will be which she can earn. The under-water portion of a ship’s hull may be of any degree of fineness from the shape of a rectangular tank or a “Noah’s Ark” down to the sharp, “easy” form of a 2fi-knot “flier.” Broad and chunky boats are said to be “full bodied” or “full linedbut when the degree of fineness becomes more pronounced, the ship is said to have fine lines, and the obtaining of the proper “coefficient of fineness” is one of the most difficult problems of the naval architect. The best exam¬ ple of fine lines run riot is in the mod¬ ern racing yacht. In designing a cargo-carrier there is less scope for the skill of the designer than in drawing the plans for the express passenger steamer, which must make the trip in record time through all kinds of seas. The builders of a ship have to reckon not only with fair weather, but with foul, and upon her behavior in a sea depends the comfort of a ship’s pas¬ sengers, the popularity of the ship and her earning power as a money pro¬ ducer for her owners. A ship’s motion in a sea is of two kinds—“pitching” and “rolling,” the rising and falling of her two ends and the rising and falling of her sides. A cross sea may produce a kind of cork¬ screw motion, which is really a com¬ bination of both and which is usually disastrous to a bad sailor. Steamers usually roll more than sailing ships, 136 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEI 13 7 because of their flat bottoms and also because the pressure of wind on the sails tends to keep the sailing ship steady. Until a few years ago even steamships engaged in' trans-Atlantic traffic carried sails and sailors to oper¬ ate i them to steady the vessel. This was in constant use twenty years ago, but is unknown to-day. On" the other hand, the sailing ship usually pitches more than a steamer. Either of these two movements has a very serious effect upon a vessel’s speed, but of the two pitching has the greater effect in Waves are said to have been observed that were over 2700 feet long, and they have frequently been observed to be 500 to GOO feet long; but 200 feet is the ordinary length. The shorter the wave length—that is, the more fre¬ quent the wave—the slower is the rate of travel, but the more violent the up and down motion. Rolling is a per¬ sistent trouble with steamers and may develop into a very dangerous oscilla¬ tion, though its effect in reducing speed is not nearly so marked as is that of pitching. Though it may become dan- U /Jr. w! .Tf aFFtI iff*** '' ' ‘f [ THE KEEL OF THE “OLYMPIC” The New Steamer of the White Star Line. With Her Sister Ship the “Titanic” she is one of the Largest Ships in the World, which will be placed in commission in a few months retarding the vessel. When the screw begins to be lifted out of the water and “race,” and the ship takes in a good deal of water over the bows, the engines are slowed down. It is, there¬ fore, the ship that moves most easily over the waves without needing to slow down on account of weather that makes the most regular and punctual voyages. A very important factor in reducing the liability to pitching is the great increase in the length of ships. It was noticed when the “Great East¬ ern” was in commission that she was much less liable to pitch than smaller boats. A wave length varies greatly. gerous, rolling is not often fatal. r l here are several structural devices for checking rolling, such as wing tanks, but these are not adopted for passenger steamers, where the accom¬ modations are required for outside cabins. The bilge keel, however, tends to minimize the rolling of vessels. It is a keel-like projection on the bilge or curve of the ship’s floor. They are fitted in^ pairs, one on each side of the ship. The bilge keel is usually about one-third, sometimes as much as one- half, the total length of the ship. Its width varies from nine inches to as much as three feet. Bilge keels are 138 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL often fitted fore and aft, from amid¬ ships, side to side, where their action is most pronounced. There are two types of bow in mod¬ ern ships—the straight, which fre¬ quently rakes a little, and the clipper. The former is used for nearly all steamers and the latter is used for most sailing ships. A ship has two bottoms, several feet apart, and the space between is divid¬ ed by longitudinal and transverse plat¬ ing into hundreds of separate water¬ tight cells. If the outer bottom is per- the distortion is called “sagging.” The latter condition occurs when the ends are supported on two waves; the for¬ mer when the ends are comparatively unsupported and there is a wave at i the center. Such are, in brief, a few of the con¬ ditions which have to be met and con¬ quered by the naval architect, whose work is almost beyond belief. THE CONSTRUCTION OF THE SHIP. This section is abstracted in part from Mr. .T. R. Howden's book, enti- SS J t mm 1% * la {Tfe j CONSTRUCTION OF THE GEORGE WASHINGTON Showing the Spectacle Frames for the Propeller Shafts forated, the inflowing water fills only the cell that is affected. Similarly the whole interior of the hull is divided into large compartments by bulkheads that run clear across the ship from side to side. In designing the structure of the ship the points of strain must be known and provided for, both when a ship is running in ballast as well as when she is fully laden. On the whole, the ends of the ship tend to droop and the center to bend upwards, and the deflection is called “hogging.” On the other hand, when the center tends to droop and the ends to bend upwards, tied “The Boys’ Book of Steamships,” which should be in every library. The principal member of the longi¬ tudinal framing is the center keel with its keelson. In large vessels the keel and keelson are joined together by a rigid web, which virtually forms one extremely safe and strong beam. On either side of the keel are arranged one or more keelsons, varying with the size of the ship. The outermost of these is placed where the bottom of the ship begins to turn upward to the sides, and is termed the “bilge keel¬ son.” Other longitudinal beams run along the ship’s side nearly the whole SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 139 length of the vessel; these beams are called stringers, and the lowermost of them is the bilge stringer. The ship’s longitudinal framing is finished off by a stem and stern post, to both of which the center keel and keelson are secure¬ ly attached by massive castings. The strain to which the decks are subject¬ ed at the stern arises principally from the vibration set up by the propellers. At the bows, however, concussive blows from the waves are often experi¬ enced, so that the stem of the ship must be well reinforced. The side keelsons and stringers are stopped a little abaft the stem and their ends are then united by stout V-shaped gusset plates, called “breast hooks.” These breast hooks securely lock the string¬ ers and side plating of the ship to¬ gether and form a valuable support to the massive stem bar in its oftentimes violent impact with the waves, as well as in the case of the more serious event of an end-on collision. This lat¬ ter risk is still further provided against by a massive collision bulk¬ head, placed, according to Lloyd’s rules, at a distance of one-twentieth of the ship’s length abaft the stern. This collision bulkhead has often done good service, as when the Guion Line steamer “Arizona” ran full tilt into an iceberg in 1879, her bows crum¬ pled up like tissue paper, but the bulk¬ head stood, and she reached St. Johns, Newfoundland, in safety. The writer has made one voyage in this vessel, which was in no way impaired by the accident. 'Flie transverse framing consists of very deep plates fitted between the keelsons on the ship’s bottom. Above the turn of the bilge these run up into the side frames, which are very numerous and are spaced about two feet apart. The “Mauretania” has 300 frames in her 790 feet of overall length. Most of these frames are spaced 32 inches apart, an interval which is diminished to 26 inches for¬ ward and 25 inches aft. All large ships nowadays are built with double bottoms, the plan which was first adopted by Brunei for the “Great Eastern.” The depth of the double bottom of the “Mauretania” is gener¬ ally five feet, increasing to six feet under the engine rooms. Sometimes this doubling of the ship’s plating is carried some distance up the side. The space so obtained is available for water ballast when necessary. The third and last element of a ship’s structure is the shell plating. Several different methods of arranging the steel plates are in vogue. The neatest is the edge to edge or flush system. But usually some way of overlapping the plates is preferred. Recent improve¬ ments in the rolling of plates have en¬ abled them to be made of considerable size. This is a great advantage, as it reduces the number of joints which need to be made. The heaviest and largest plates in the “Mauretania” weigh from four to five tons and meas¬ ure forty feet long. Plates of this size are fitted at the turn of the bilge. The ordinary plates in this ship are thirty- four feet long. When plates are fitted edge to edge, a covering strake, as it is termed, is usually worked over the joint. A vessel’s deck, in addition to its primary function of keeping the inte¬ rior of the ship dry, may also be made to 'contribute greatly to the longitudi¬ nal strength. To do 1 this two condi¬ tions must be fulfilled—the deck must be continuous, that is, without any complete break extending right across it, and also it must be of steel. A wooden deck, even if laid on steel beams, is of little or no help in secur¬ ing structural strength, because the stout holts which secure the deck planking will shear through the wood as it expands and contracts, and thus work loose, long before the steel hull has begun to stand in need of any addi¬ tional resisting power which a deck might impart. Accordingly, in large ships, decks are built of steel plates laid on and secured to steel beams. A ship thus built takes the form of an exceedingly strong steel box, the deck or decks being virtually continuations of the vessel’s sides and securely tying together stem and stern. On page 145 is given a graphical idea of the difference in size between the “Mauretania,” the “Half Moon” and the little “Clermont.” The advent of this Hudson River boat, which marked an epoch in steam navigation, was fit¬ tingly celebrated in September, 1909. by imposing marine and land pageants. The coal bunkers are near the stoke¬ hold, so that the trips of the coal pass¬ ers are minimized as much as possible. A ship is coaled either by hand or by machinery ; where the latter is used it is sometimes possible for a vessel to discharge cargo and coal and get away within twenty-four hours, as was done in January, 1910, by a vessel of the American Line. One of our engrav¬ ings gives an idea of what the stoke¬ hold is like. There are 204 firemen 140 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL and 120 trimmers on the “Maure¬ tania.” They are divided into three watches of 08 firemen and 40 trim¬ mers each. Each watch is on duty continually for four hours at a time. The trimmers are busy all the time, some are trimming the coal in the great bunkers so that no sudden lurch of the ship may cause any serious shifting, which may endanger the lives of the men in the bunkers, or even the cleaned in order to prevent the checking of the draft to the fires. The ordinary Scotch boilers, which are made in vari¬ ous sizes up to 18 feet in diameter and as much as 20 feet in length, are fired from both ends and there may be two or even four furnaces at either end. On the “Mauretania” there are eight furnaces for each of her 23 double-ended boilers. The products of combustion as they are formed on the LONGITUDINAL SECTION OF THE TWIN SCREW - 1 . Second Class Promenade Deck 14. Vienna cafe (smokers) 2. Reserve rudder machine 15. First class cabin 3. Rudder machine 16. Bathroom 4. Second class Smoking room 17. Lavatory 5. Second class cabin 18. Post office 6. Second class Ladies’ saloon 19. Second class pantry 7. Second class Dining room 20. Second class kitchen 8. Baggage room 21. Firemen and trimmers 9. Shaft tunnel 22. Engine room 10. Rudder 23. First class Smoking room 11. Screw 24. First class cabins 12. Double bottom 25. Doctor’s cabin 13. Vienna cafe Shelter 26. Barber’s room stability of the ship ; others are shov¬ eling coal into the wheelbarrows, in which it is conveyed to the firemen and dumped down before the 392 furnaces. The business of firing demands great physical endurance, also considerable judgment and skill in feeding the fire properly, as it must be kept clear and burning brightly. The furnaces must also be cleaned and the clinkers and ashes knocked out into the aslipans be¬ neath. The ashpans must in turn be grate are drawn through the furnace by the fierce draft into the combustion chamber at the back, where these gases are mingled wfitli air passing under¬ neath the grate. To increase the flow of air to the combustion chamber vari¬ ous devices are employed. Sometimes the boiler room is airtight, and the air in it is constantly kept at a greater pressure than that of the atmosphere outside. This plan is not often adopt¬ ed except in the Navy, as it has sev- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 141 eral objections. Sometimes only the furnace and ashpit are closed in, and air is forced in under pressure. The system, known as “Howden's,” from the name of its inventor, is largely in use in the Merchant Service, and con¬ sists chiefly in heating the air before it enters the furnace ; this is the plan adopted in the “Mauretania.” Yet a fourth plan is to suck air through the furnace by a blower placed at the base flame. Some idea of fuel consumption may be obtained from figures regard¬ ing the “Deutschland,” the boat which has made the eastward passage from New York to Plymouth at an average speed of 23.51 knots an hour. The gross tonnage of this vessel is 10,502 ; her horsepower has been developed to 36,000. Her 112 furnaces burn about 560 tons of coal per day. We now come to the question of the IgJMb’ IS EXPRESS STEAMER “KAISER WILHELM II.” 27. First class kitchen 40. Navigating house 28. First class pantry 41. Chart house 29. Scullery 42. Captain’s rooms 30. Coal bunkers 43. Reading and Writing room 31. Boiler room 44. Steerage kitchen 32. Vienna cafe (non-smokers) 45. Steerage 33. Grand staircase 46. Provision department 34. Dining room 47. Goods hold 35. Social Hall 48. Chains 36. Children’s saloon 49. Sails 37. Chief Steward’s office 50. Sailors 38. Imperial suite 51. Anchor machine 39. First class cabins 52. Anchor of the funnel. The actual height and engines. The early tra diameter of the funnel itself has a very . marked effect on the air circulation within and through the furnace. The “Mauretania’s” funnels reach no less than 153 feet from the baseline of the ship. The water tube boiler is also used, particularly on naval vessels, as steam is raised quicker than in the or¬ dinary Scotch boiler. This is accom¬ plished by bringing the water into more intimate connection with the steamers were propelled across the ocean by paddle wheels, but this was abandoned for the screw, although there was a transition period when a combination of screw and paddle wheel was used, as in the “Great Eastern.” On the early screw steamers it was found that the engines were too slow for the screws and the speed had to be increased with the aid of gearing. Much trouble was experienced from the 142 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL breaking of the gears under the heavy strains imposed. Later, as the engine speed increased, the engines were coupled directly to the propeller shaft. To-day the steam turbine actually runs too fast for the propeller; and gear¬ ing is again proposed, not as in the early engines to increase, but to de¬ crease the propeller speed. bunkers. The compounding of marine steam engines did not come into gen¬ eral use until 1870. Compounding is simply a means for getting more work out of a given quantity of steam, and as this cannot efficiently be done in any one cylinder, however early may be the cut-off, a second, third and even a fourth, is employed, wherein the par- THE COMPLICATED GEAR OF A LARGE VESSEL. Photograph taken on the “George Washington.” 1 Main Deck. 8 Cargo Winches. 2 Lower Promenade Deck. 9 Rigging. 3 Upper Promenade Deck. 10 Derrick for Heavy Cargo. 4 Boat Deck. 11 Smoke Funnel. 5 Bridge Deck. 12 Ventilators. 6 Cargo Beams. 13 Boats 7 Mast. 14 Back Stays. 15 Skylights. The subject of the reciprocating en¬ gine is extensive and need not concern us here. Steam is used in either triple or quadruple expansion engines. The multiple expansion engine has revolu¬ tionized sea transport. It is driving the sailing vessel off the sea and is en¬ abling a vessel of moderate size to carry coal sufficient to steam half round the world without refilling her tially expanded steam is allowed to part with still more of its contained energy. The resulting economy has been remarkable. It is possible to have the coal consumption as low as 1.33 pounds per indicated horsepower per hour. The adoption of these vari¬ ous forms of multiple expansion en¬ gines has helped to facilitate one very important improvement to which a SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 143 great deal of attention has been direct¬ ed of late years. One of the most un¬ pleasant features of the screw engine in many steamers is the constant vibra¬ tion which it sets up when in motion. Bad enough in smooth water, the shak¬ ing becomes almost unendurable when accentuated by the racing of the screw set up by the vessel pitching heavily in a head sea. It has, however, been discovered that, by a careful arrange¬ ment of the cranks of an engine, the heavy moving parts can be made to so balance one another that the vibra- tania,” which will be described a little later on, revolve at the rate of 180 per minute. In 1904 the Allan Line brought out two large triple-turbine steamers for their Montreal service, the “Victorian” and the “Virginian,” both 12,000-ton ships, 540 feet long and with a speed of 17 knots. These were the first ocean-going steamers fit¬ ted with the new machinery. In 1905 the Cunard Steamship Company ap¬ plied the system to a 20,000-ton liner, the “Carmania.” At the same time a sister ship was built and propelled by AMIDSHIPS THERE IS MORE SPACE TO WALK ON THE SUN DECK. 1 Smoke Stack. 2 Winter Garden. 3 Boat Deck. 4 Sun Deck. 5 Boats 6 Quadrant Davit. tions which each sets up are more or less neutralized by those of its neigh¬ bor, and, as a result, not communicat¬ ed to the ship’s hull. The engine room an a modern liner is absolutely closed to passengers unless they have very powerful introductions to some one in the engineering division, and on some boats even the engineers have no au¬ thority to show the engine room to any one. The first turbine boat, called the “Turbinia,” was built in 1894. Her turbines made 2100 revolutions per minute. The turbines of the “Maure- 7 Boat Tackle. 8 Ventilators. 9 Various Deck Houses. 10 Boat Winch. 11 Cargo Beams. 12 Awning Stanchions. quadruple expansion reciprocating en¬ gines. The “Caronia” attained a speed of 19 knots, while the “Car- mania,” with her turbines, attained a speed of 20.19 knots. Both are eco¬ nomical ships of high speed. The per¬ formances of these beautiful boats were soon eclipsed by their large sisters, the “Mauretania” and the “Lusitania.” There is an absence of vibration in the turbines which is inseparable with the most perfectly balanced reciprocating engines. This is true with ocean steamers : but on some small steamers, particularly the Channel boats, the vi- 144 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL rue Qvcfh. /'J03 tS/ero/tM* H, V» Can uva, /SO f. I vst/A*/* A Mutter» m/a /SO/. OiVMP/c, /.?//> migmxm S*-1 w fjp rr Copyright 1909 by Jiuim & Co. DEVELOPMENT OF THE TURBINE {STEAMSHIP The illustration shows the growth in size of turbine steamships from the small yacht "Turbinia” to the “Olympic” of the White Star Line, the largest vessel now building. The midship section of the “Olympic” shows how much space is available for the use of passengers and freight which in vessels fitted with reciprocating engines would be taken up by machinery. The over-all length of the “ Olympic” is 890 feet; beam, 92 feet; plated depth, 64 feet; displace¬ ment at 37J feet draft, 60,000 tons. It is to be equipped with engines with 45,000 horsepower and is designed to have a speed of 21 knots. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 145 THE ~MA URE TA A//A Length 7+ Beam 8 Molded Depth 6 Ona ft 3t the Clermont LEN6TH /SC Beam /J Molded Depth 7 Dpaet Z the 'Half Moon Length < Beam Molded Depth Dhatt -a H. Copyright 1909 by Munn & Co. THE DEVELOPMENT OF OCEAN VESSELS IN THE PAST THREE CENTURIES. The “ Half Moon” of 1609, if the wind favored, could sail about 6 knots. The "Clermont” of 1807 made 4J knots. The "Mauretania” in 1909 crossed the Atlantic at a 26-knot gait. The engine and boiler rooms of the Mauretania could accommodate five Clermonts placed end to end. The "Half Moon” could be placed athwartship on the deck above with her hull and masts entirely within the ship’s structure. 146 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL bration is most disagreeable. This ab¬ sence of vibration is much appreciated by the passengers, and there is also a great saving in machinery weights and spaces, and also in the weight of the engine foundation and other hull fit¬ tings. This is not, however, entirely true of the first attempts, as the sav¬ ing in favor of the “Carmania” tur¬ bines over the “Caronia’s” reciprocat¬ ing engines was only 5 per cent. The center "of gravity is much lower with the turbine, thus adding to the stabil¬ ity of the ship. Moreover, the high rate of steam expansion in the turbine leads to increased speed, combined with economy of vrorking. The higher rate One of the Furnaces in the Stokehold of revolution leads to the use of a smaller propeller, thus lessening the liability of racing of the screw. The “Lusitania” and the “Mauretania ’ are each propelled by four screws. The two outermost are driven by the high- pressure turbines, while the two inner shafts are driven by the low-pressure turbines; each of these latter shafts also carries a high-pressure turbine ar¬ ranged for going astern, since the tur¬ bine cannot be reversed like the ordi¬ nary reciprocating engines. When going ahead these reversing turbines are revolving idly. Each of these high- pressure turbines is in a room by itself, while the two low-pressure ahead and high-pressure astern tur¬ bines are in w T hat may be called the main engine room in the center of the ship. It is believed that a more ex- ' tended account of the “Mauretania” and “Lusitania” as being the largest and fastest vessels in commission at the time this book goes to press, and which will continue so for another year or so, may prove of interest. The following material is taken from the Scientific American : The dimensions of the “Maureta¬ nia” are interesting, as will be seen by the following tables: Length over all. 790 feet Length between perpen¬ diculars . 760 feet Beam extreme. 88 feet Depth molded. 60 ft. 6 in. Gross tonnage. 33,200 tons Net tonnage. 31,900 tons Maximum draft. 37 feet Displacement at this draft 45,000 tons These dimensions render these ves¬ sels by far the largest ever built or projected, except the “Olympic” and “Titanic,” referred to elsewhere. They are 88 feet 6 inches longer than the swiftest of the big liners, the “Kaiser Wilhelm II,” and the “Mauretania” is 2 1 /-2 knots faster than that ship. They are over 100 feet longer even than the “Great Eastern,” and of 5 feet greater beam. The “Mauretania” has nine decks— the lower orlop, the orlop, the lower, the main, the upper, the shelter, the promenade, the boat, and .the sun deck. The motive power, including engines, boilers, and coal bunkers, oc¬ cupies 420 feet of the mid-length of the vessel from the main deck to the hold, and therefore it can be readily understood that there is practically no space for cargo, the vessel being purely a mail and passenger ship. The passenger accommodation is pro¬ vided on the six decks above the ■water line, from the main deck upward. The shelter deck is given up to the of¬ ficers and crew, the latter being for¬ ward and aft. On this deck also are specially isolated hospitals. A feature which will be greatly appreciated by invalids and those who may be. tem¬ porarily indisposed, is the provision of two electric passenger elevators at the center of the ship, with landings at each of the six passenger decks. It is a curious fact that the use of ele- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 147 valors at sea was first suggested by the writer, although the idea was promptly appropriated by a number of different lines. Some of the elevators as installed were not placed as the writer planned, and are therefore of rather less utility than might be ex¬ pected. They are properly con¬ structed, however, in the “Maureta¬ nia” and “Lusitania,” being near the center of the ship. The “Maureta¬ nia” and her sister ship are con¬ stantly breaking record after record during the busy season, so that even the figures given elsewhere in this book may be superseded at any time. Perhaps the greatest interest at¬ taching to the “Mauretania” centers in her turbines, which were con¬ structed by the Wallsend Slipway and Engineering Company. The motive power is developed on four shafts, each carrying one propeller. The two outer shafts are driven by two high- pressure turbines and the two inner shafts by two low-pressure turbines. At the after ends of the low-pressure turbines, and on the same shafts, are located the turbines for driving the ship astern. The inner shafts turn outward and the outer shafts inward. The total contract power is 6S,000, di¬ vided equally upon the four shafts. The speed of revolution is about 180 per minute. We direct attention to the very in¬ teresting plan of the turbine plant, which gives an impressive idea of its vast proportions. Thus the high- pressure turbine has an internal di¬ ameter of 10 feet and is over 27) feet in length, while the total length from the forward end of the low-pressure turbine to the after end of the astern turbine, which is placed immediately after the low-pressure, is not far short of 100 feet. The low-pressure turbine casing is a truly enormous piece of work, having an internal di¬ ameter of 10 feet G inches. This, be it noted, is slightly larger than the diameter of the Rapid Transit tunnel tube below the East River. It is es¬ timated that the weight of the ro¬ tating parts of the low-pressure and astern turbines combined is more than 200 tons, and yet so accurately is the work being done that the methods of lining up adopted provide for an ad¬ justment of this 200 tons of about 1-3,000 of an inch. Moreover, al¬ though the circumferential speed will be about 11.7)00 feet per minute, there will have to be a minimum clearance in the high-pressure of 0.1 inch be¬ tween the blades and the surface of the casing. All the casings of the turbines are of cast iron, while the rotors and dummies are made of Whitworth fluid-pressed steel, as are also the disk wheels of the rotors. The low-pressure rotor is 12 feet in diameter. The casings are fixed to the bedplate at one end, but the other end is free to slide longitudinally in slipper guides under expansion and contraction. Other dimensions show¬ ing the great size of the turbines are those of the exhaust ports from the low-pressure casing to the condenser, The Starting Platform of the Engine Room which measure 11 feet by 16 feet in the opening. The blades of the tur¬ bines vary from a few inches in length at the admission end of the high-pres¬ sure turbine up to a maximum length of 22% inches at the exhaust end of the low-pressure turbine. The high- pressure turbine shafting is 27 inches and the low-pressure 33 inches in diameter. Twenty-five cylindrical boilers are necessary to supply steam to the above-described turbines. Twenty- three of these boilers are double-ended and two are single-ended, and between them they carry 102 furnaces. The 148 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL double-ended boilers are 17 feet 3 inches in diameter, and 21 feet long. They are to work under the Howden forced-draft system. Between them they have 160,000 square feet of heat¬ ing surface and nearly 4,000 square feet of grate area. The pressure at the boilers is 180 pounds, and at the turbines 160 pounds. The boilers are in four separate stoke holes, with seven boilers in the forward stoke hole and six in each of the others. In our illustration the boilers are shown ar¬ ranged in the erecting shop exactly as they now stand when looking Since the ship does not move on a solid base, like, for instance, a cart on the road or a train on the rails, but travels in the liquid element, the latter is liable to knock her off her course, even from an insignificant cause. She must, therefore, be perma¬ nently maintained on her course by powerful, absolutely safe working or steering gear. Since she accommo¬ dates thousands of people, to say noth¬ ing of large quantities of cargo of immense value, a ship must be fitted with devices which will enable her to successfully detect and overcome in- ONE OF THE ENGINE ROOMS OF THE “SAVOIE” Showing the Traveling Crane athwart the ship. For each group of six boilers there is a smokestack which extends to a height of 152 feet above the keel of the ship, and these smokestacks, which are elliptical in section, measure 17 feet 6 inches by 23 feet 6 inches. SAFETY AT SEA General Considerations .—First of all, the ship, like any other self-pro¬ pelled conveyance, must have a pro¬ pelling mechanism, enabling her to reach her destination safely without assistance, even, if one or another part of this mechanism be out of gear. ternal dangers, such as fires, epidem¬ ics, etc., and above all. such dangers as threaten her from without, in the nature of storms and waves, darkness and fog. This becomes all the more necessary, since on the lonely voyage across the ocean, assistance from with¬ out cannot, as a rule, be relied upon. It often happens that not a single ves¬ sel will be sighted from shore to shore; moreover, in cases where the ship is unable to reach a port, means must at all events be provided on board to insure the safe landing of the passen¬ gers. The fulfilment of all these conditions SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 149 makes the ship a complicated body and adds enormously to the expense of construction and equipment. The ship owners, fully conscious of their great, responsibility for the safety of their steamers, the size of which is constantly increasing, and for that of the ever increasing number of passen¬ gers entrusted to their care, have been ever progressing in the development of technical appliances which make for safety, as well as such changes in the construction of the hull as make the vessel more seaworthy and add more to the comfort of the passengers. The locomotive mechanism, whether reciprocating engine, turbine or a com¬ bination of both systems, must be in ENGINE ROOM OF THE “CECILIE” 150 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL absolutely working order. The en¬ gineer’s duties do not cease with the landing of the gang plank ; for every part of the engine must he overhauled in the most rigorous manner, and pre¬ pared for the forthcoming voyage. It is not always possible for much time to elapse in port. One of the vessels of the American Line, in January, 1910, reached port on Saturday, after a stress of weather, and discharged her cargo, coaled, and sailed at 10 o’clock on Sunday morning. This is, perhaps, a record performance. It is wise, however, to always allow the boilers to become cool between voy¬ ages. Engines and Boilers.—This perfec¬ tion of working order is achieved, in the first place, by employing none but the most durable and expensive mate¬ rials for the entire engine and boiler plant; secondly, by limiting the wear and tear and not' exceeding a certain sure in the boiler exceeds the regu¬ lation limit and until the normal pressure is restored. Another important part of the loco¬ motive mechanism of the ship, besides the boiler and engine, is the propelling apparatus, which, in the case of trans- Atlantic steamers, is of either one o>- more screws driven by shafts, which in turn are worked by the engines or turbines. It goes without saying that the screws, as well as the shafts, must be constructed of only the best mate¬ rials, and they must have the requi¬ site strength of structure, since a de¬ fect would reduce one of the engines or turbines to helplessness. Of highest importance to the safety of the ship has been the twin screw system, which began to be adopted in the early ’80’s, and which is almost universally in use to-day. In some of the turbine steamers there are four propellers. The value of twin screws PLAN VIEW OF THE MOTIVE POWER PLANT OF THE “LUSITANIA” The Boilers Supply Steam to the Turbines. The High-Pressure Turbines are the Sides. The Larger Inner Turbines are Low Pressure, with High Pressure Reversing Turbines Toward the Center of the Vessel percentage of the resisting power of the plant; and lastly, by appropriate and regularly repeated over-pressure tests of those parts which are par¬ ticularly strained by the high pres¬ sure of the steam, thus insuring a constant control of the conditions of the materials in the constituent part of the whole plant. For all of these elements, which, as experience teaches, are subjected to an especially heavy strain, that is to say, the mobile parts of the engine and bearings, reserve tools and implements are provided, so that the damaged parts may be re¬ placed or repaired without an inter¬ ruption of service. Of great importance to the _ boiler plant is an automatic regulation of the steam pressure, in order to avoid boiler explosion, which is practically unknown on modern passenger ships. This end is achieved by the introduc¬ tion of safety valves, which divert the steam into safe channels—channels of least resistance—as soon as the pres¬ ses in the fact that if one of the pro¬ pellers be damaged in any way, the ship is still able to continue the voy¬ age without outside assistance. The Rudder .—The rudder is also of vast importance, for the screws, as a steering device, can only be regarded as an expedient in case of emergency. For the safe manceuvering of the ship an independent and reliable steering gear is required above all this, and no part of the construction of the ship is watched with greater attention than the rudder. Formerly, the rud¬ ders of large ships were constructed of cast steel. Now they are usually built entirely of wrought iron or forged steel, which metals offer the greatest possible safety against fracture. The rudder is worked by the main steering engine, which is located at the stern of the boat. The steering device is worked by the quartermaster at the wheel, which lies directly back of the bridge. A simple turn of the hand actuates the shaft, which runs the SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 151 length of the boat, communicating with the valves and their mechanism of the steering device. Besides the main steering engine one or two auxil¬ iary engines are provided, as well as the device by which the rudder may be worked by hand power, if the auxiliary engines should likewise fail. a hydraulic system is also provided on some vessels in place of the shafts. A duplicate system is often employed where the hydraulic plan is used. In order that the helmsman may at any time ascertain the position of the rud¬ der, an electric steering indicator is placed in front of the wheel. Secondary Bridges .—On the large steamers there is a second bridge abaft. Some vessels have even a third one amidships. These bridges are fitted with the respective appliances for a continuous communication by tele¬ graph or telephone with the forward bridge, which is the brain of the ves¬ sel. This is necessary, especially dur¬ ing manoeuvering within the harbor or in warping in to the pier. Engine Telegraph .—In order to in¬ sure the accurate carrying out of the manceuvers a reliable engine-room telegraph is provided. These large signal dials on their brass posts seem out of all proportion to the service which they have to perform. It is necessary, however, that the telegraphs stand the shock of the waves without impairing their efficiency. The pe¬ culiar sound of the “clank-clank” of these signals can be heard, especially when the speed is reduced to take on or off the pilot. In the case of the engine-room telegraph being out of or¬ der,. there are speaking tubes and spe¬ cial telephones arranged from the bridge to the engine-room. The engine telegraphs have dials which correspond with each other on both the transmitter and receiver. By means of a hand lever a hand can be moved to one of the divisions marked “stop,” “slow speed,” “half speed,” etc. The hand of the receiving in¬ strument immediately moves to the same division, while a bell signal calls the attention of the engineer on duty to the signal. The order is carried immediately, while another engineer brings the lever of the receiver in line with the signal indicated, which im¬ mediately transmits the signal to the bridge, showing that it has been cor¬ rectly understood and obeyed. The bell signal in the transmitter also rings, so that all of the officers on the bridge can hear it. There are also special indicators showing the position of the rudder and all its movements. Other devices indicate the speed of the main engines, on the bridge. The loud speaking telephones are necessary on account of the great noise of the machinery. Anchors .—Sometimes it becomes necessary to stop the ship, especially before entering a port. In order to prevent the vessel from being swung to and fro by the currents that are, as a rule, to be found in such places, the anchor is dropped. In view of its great importance to the safe ma- The Engine Telegraphs are on the Bridge and other Parts of the Vessel noeuvering of the ship, the anchor, as well as the chain cables and the wind¬ lass, must be very strongly con¬ structed. Moreover, there are always several reserve anchors on board. For the warping of the ship alongside of her pier a number of capstans are provided, distributed fore and aft, to¬ gether with means for handling or fastening the hawsers. The Bridge . — Practically everything, including the manipulation of the an¬ chor, is controlled from the bridge, 152 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL which has the important instruments and signals, including the compass. The wheel house, etc., are carefully closed in. This is not, however, any guarantee against damage, as the “Lusitania,” whose bridge is 80 feet above the level of the water, sustained severe injuries iu the January, 1910, storms. The glass and the windows were of immense thickness, and yet they were smashed like paper, while the wires, steering gear, etc., were disarranged temporarily, and one of the stairways, which led to the bridge, was carried away, while the The Shaft Alley other one was very much injured. From this it will be seen that the navigator has anything but a pleasant time of it, even if he works in an enclosed bridge. Of course, there are open spaces around the bridge with duplicate telegraph instruments, so that the captain or navigating officer can superintend the warping in of the vessel, the dropping of the pilot, etc. The Practically Vnsinkable Hull .— The hull of a modern 20,000-ton ves¬ sel is constructed with a double bottom extending over its entire length. The hull is also divided by bulkheads into, say, twenty-six separate compartments. The double bottom in the largest ships is from five to six feet deep where it forms a support for the engines and it is divided like a honeycomb into hundreds of watertight cells. The larger ships are divided into from fif¬ teen to twenty compartments by means of bulkheads. Besides these, there is a longitudinal bulkhead in the engine room. These compartments are so proportioned that, even when two com¬ partments are filled with water, the stability and buoyancy of the vessel is not seriously affected. In one of the notable ships about seventeen steam pumps are available, of a size capa¬ ble of emptying the compartments of more than 300,000 cubic feet of water per hour. These pumps take their steam from boilers situated in other compartments than those which the en¬ gines occupy, so that the .pumping may be effected, even though the engine room be flooded. As the four pump- rooms are separated by watertight compartments steam is always avail¬ able, even in case of a collision. On some vessels auxiliary oil engines are geared to pumps, these engines being in the upper part of the ship. Closing Bulkhead Doors .—With all the measures of precaution against col¬ lision, stranding, fires, etc., the abso¬ lute safety of the ship is not guaran¬ teed. It must be taken into considera¬ tion that all precautions are of no avail since a collision from the outside is a possibility. In such a case the thing to do is to- keep the damaged vessel afloat. To attain this end the hull is divided up to the upper deck into watertight compartments divided by bulkheads closing by a number of bulkhead doors, so that the ship keeps afloat, even if a single compartment becomes completely flooded. In the case of express steamers and big steamers this is not sufficient, and the ship is divided into a number of com¬ partments, so arranged that even if two adjacent compartments become full of water the ship still preserves its buoyancy. The bulkhead must be built strong enough to resist the pres¬ sure of water. In former years it was found that the bulkheads were too weak, and in order to remedy this de¬ fect new rules as to the construction of bulkheads were laid down. The doors required in the bulkheads in order to insure communication within the ship must, of course, be perfectly watertight; also of special importance is a quick and efficient device for the closing of those doors which connect the various compartments, otherwise SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 153 the whole ship would be flooded. On modern vessels this is done in three ways: First, by moving the doors down by vertical screws; secondly, by dropping the doors by simply discon¬ necting the closing gear, and, lastly, by a hydraulic pneumatic device, the so-called “Stone-Lloyd” system, which is operated from the bridge or the chart house. The value of this inven¬ tion is more and more appreciated by steamship companies. A single turn of a wheel is sufficient to cause the bulkhead doors to close throughout the ship. It can be operated by any of the officers on the bridge. We give illus¬ trations of an officer closing the bulk¬ head doors, and also a bulkhead door. There is another system, called the “long arm” system, which employs electricity for a motive power. A sys¬ tem of alarm bells is sounded before closure of the bulkhead doors, in order to allow of egress in good time of per¬ sons who happen to be in the com¬ partments which are to be closed. In the large passenger steamers there is often a bulkhead indicator in the chart house. As soon as one of the bulkhead doors closes a small electric bulb flashes up in the respective square of the indicator, so that the captain may at any time keep himself informed as to which doors are open and which closed. Quick ascertainment of this fact is essential to the safety of the ship, especially in case of a collision. The closing of the bulkhead doors is usually inadequately described. In the Stone-Lloyd system hydraulic power is used, the pressure on the pis¬ tons being derived from water in a main which runs the length of the vessel. The pressure required is main¬ tained by two Duplex double-acting vertical pressure pumps placed in the engine room, and which are nor¬ mally both working. The pumps are fed from the vessel’s main steam sup¬ ply and are each of sufficient capacity to close all the bulkhead doors in about twenty seconds, when running at about forty strokes per minute, consequently should either one of the pumps be stopped, the other pump is still of ample capacity to fulfill the above requirements. When the doors are not being operated the pumps work at about two strokes per minute and discharge into a circulating valve into the exhaust main, thus allowing a constant supply of water through¬ out the entire system without loss of pressure. A governor automatically regulates the amount of steam passing to the pumps. The water has a cer¬ tain amount of glycerine added to it so as to form a non-freezing corn pound. This also serves as a lubri¬ cant and preservative. If a number of the crew should be shut in a com¬ partment they are able to move the controlling handle on either side of the bulkhead door to allow one or more persons to pass through, the The Wheel on the Bridge Operates the Rudder Several Hundred Feet Away door closing automatically behind; it cannot be left open. A mechanical bell is fitted to every door and rings automatically as the door closes. An arrangement is also provided so that the officer on the bridge can see by means of an electric indicator the posi¬ tion of each door, whether open or closed. Boats and Life Belts . —There are many minor safety devices on the ship, such as life belts with automatic light¬ ing attachments, which become lighted 154 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL as soon as they strike the water. These are kept on the bridge. Devices also exist by means of which life belts are cast automatically into the water by a single turn of the wrist; after they have all been released a light Hashes up, indicating this to the offi¬ cer. The lookouts are able to keep in communication with each other in case the cry “man overboard” is raised. The news can be wigwagged from end to end ; life belts can be thrown over, and a special small boat, which is al- boat drills, which take place every trip. Every boat is equipped with compass, night signals, water and pro¬ visions. Over 90 per cent, of the sea¬ men, engineers and stewards on a ves¬ sel are proficient in the handling of boats. In case of the .cry "man over¬ board” there is immediately released from the bridge a large copper life¬ buoy provided with a calcium carbide tank, which, on contact with the water, is lighted, so that the location of the man overboard, if he reaches THE STEERING ENGINE Moves the Rudder and is Controlled by the Wheel on the Bridge ways kept in readiness, can be lowered at once. The apparatus which makes for safety is inspected daily and is frequently tested. The lifeboats are maintained in perfect condition and can be launched in an incredibly small space of time, particularly where the quadrant davits are used. It is a mistake to suppose that the boats are not to be used because they are covered with canvas. This is for their protection. They would soon be useless if exposed constantly to the ele¬ ments. The crew is very proficient in the buoy, can be readily discerned at night. Fire Precautions .—The greatest danger which can arise within the ves¬ sel is, of course, the danger of fire, since it might readily cause the loss of the ship and thereby also cause the loss of many lives and much valuable property in the shape of the ship itself and her cargo. Where several million dollars are involved in the construc¬ tion and equipment of a ship, no chances can be taken with fire. The introduction of electric light on board 155 SCIENTIFIC AMERICAN ships and the introduction of iron and steel construction have greatly de¬ creased the loss by lire, and, strange to say, many of the most disastrous lires which have occurred in vessels have happened when tied up at piers. Absolute safety against lire cannot be guaranteed. Prevention, however, is considered to be particularly valu¬ able in this case. Electric thermostats are distributed all over the principal parts of the ship and are connected with electric fire alarms extending to every part of the crew’s quarters. By means of signals on the bridge a crew HANDBOOK OF TRAVEL not decompose until a temperature of 2000 degrees C. is reached, which rare¬ ly occurs during fires on ships. Every vessel carries the ordinary hydrant and hose system, with the requisite steam and hand pumps, and the steam fire extinguishing plant can be called into instant requisition. On many lines there is a steam distributing plant on the bridge, by which live steam may be allowed to reach any bunker or compartment. On the “Lusitania,” “Mauretania” and other vessels the Rich marine fire extin¬ guishing device is in use. This system gained the Scientific American medal for life-saving devices, which was awarded in 1908. In brief, it consists of a square case located on the bridge, which serves as a terminal for a num¬ Closing the Bulkhead Doors in Twenty Seconds from the Bridge can be called together for the purpose of fighting lire without the passengers knowing that there is the slightest cause for alarm, and a cargo often burns for several days without a sin¬ gle passenger knowing that there is the slightest trouble. Water and steam are the principal agents used in quenching fire at sea, but some vessels have in addition a device for generating carbonic acid gas. Other systems call for the use of sulphurous acid gas and nitrogen. This gas has a great extinguishing power and does The Hydraulically Closed Bulkhead Doors are Closed in Twenty Seconds from the Bridge ber of pipes, one running to each bunker or compartment of the hold. These pipes terminate in flaring mouthpieces visible through a glass door, or, in some cases, an iron door is provided, which can be opened peri¬ odically. An electric fan at the top of the case runs continuously, exhausting air from the bunkers and helping to ventilate them. It can also be ar¬ ranged so that a clock starts this fan periodically. It is required on some vessels for the officer of the watch to inspect the apparatus and start the fan going every fifteen minutes. In case smoke comes up through any of the pipes it is immediately detected, the flaring mouthpiece is taken off the 156 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL pipe, and the hose is attached and live steam is run into the compartment. This device has been the means of sav¬ ing many ships. There are, of course, fire extinguishers and extinguishers holding fire extinguishing powder scat¬ tered all over the ship. Another safe¬ ty device against the spreading of fire in the ship are the bulkheads, by means of which a fire can be limited to its original seat. These bulkheads, being above the water line and readily accessible, are closed by the stewards, who are also instructed how to use fire buckets and wet blankets. Fire drills are incessant, and danger has been sufficient, so that passengers are usu¬ ally kept below in the heaviest storms. A requisite number of good-sized scup¬ pers in the bulwark allows the water to escape from the decks. The Compass .—External dangers may likewise arise from the lack of means of ascertaining the whereabouts of the ship on the high seas, especially at night or in a fog. For guidance the compass is used ; but its reliability is easily impaired by the steel hull of the ship itself or by any other mass of iron. The compass which is actu¬ ally used for navigation is corrected by a standard compass wherein means GETTING THE BOATS READY TO LAUNCH very much minimized by such splendid discipline as is in vogue on all of the principal lines. Fire bulkheads are placed athwartship at certain inter¬ vals above the bulkhead deck. Oil for Waves .—An effective means of soothing the waves is the treatment with oil, which is referred to else¬ where. Bilge keels and large free¬ boards also tend to prevent the roll¬ ing of the vessel. The sides of the ship are furnished with permanent railings of a height sufficient to pre¬ vent persons standing on the open deck from being washed over by a wave. There have, however, been cases on record where even this was in- are provided for doing away with the magnetism of the ship itself. Nautical Instruments .—Nautical in¬ struments of great accuracy are pro¬ vided, which are referred to elsewhere, by means of which the angles at which the stars stand above the horizon can easily be ascertained, and the position of the ship at the time of observation be calculated. In the same way the direction of the compass is controlled by taking, as often as possible, the al¬ titudes of the sun, the moon and the stars, and, whenever the opportunity arises, bearings of fixed points on the coast. The attainment of correct re¬ sults and accurate computation of the SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 157 time by means of absolutely reliable chronometers is, of course, essential. Each ship carries in the chart house several such chronometers, carefully protected from danger. These chronom¬ eters are nearly always regulated and adjusted in astronomical observa¬ tories, and they are accompanied by certificates from these institutions. If the stars are dimmed by clouds the ship can only be steered by aid of the compass and by what is known as dead reckoning. Two most important aids to navigation, which are referred ships meeting on the same course, in order to avoid a collision, and it goes without saying that the navigators must have a most accurate knowledge of these rules, which are known as "Rules of the Road” and which are referred to elsewhere. The starboard light is green ; the port light is red. It is often difficult for laymen to know which is the port and which is the starboard side of the boat. As you face the bow, the starboard is at your right, while the port is at your left. LAUNCHING to elsewhere, are the lead and the log, the former serving chiefly for ascertain¬ ing the nature of the bottom in shal¬ low waters, which is an indication of the whereabouts of the ship when close to the coast,* while the latter is used for recording the speed of the ship. Electric speed indicators have also been used successfully. At night all ships must carry lights, the color, po¬ sition, etc., of which are regulated ac¬ cording to international agreement. Precise international rules also deter¬ mine the manceuvers necessary for two THE BOATS The port light is red, like port wine. This will help the memory. Ship Lights .—The lights which burn in the side lights are connected in series with corresponding lamps in a controller apparatus provided in the wheel house. If for any reason this side light stops burning it will be noticed by the extinction of the in¬ candescent lamp in the controller ap¬ paratus. A further precautionary measure against the unnoticed extinc¬ tion of the side light consists in the feature of the incandescent lamps 158 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL containing two filaments, only one of which, however, glows. When this filament burns through the lamp is not extinguished, but the other carbon filament is automatically set aglow. Many ships are provided with searchlights which are particularly valuable in navigating rivers and ship canals. The searchlight, however, is not as prominent a feature in the mer¬ chant marine as in the navy. The steam whistle for giving warn¬ ings and for course signals is oper international merchant flag. Some of them are illustrated elsewhere. At night colored fires are used for the same purpose and for signalling the ap¬ proach of the steamer to port, in order that the news may be transmitted to her owners, who may make the neces¬ sary arrangements for tugs, tenders, railroad trains, etc. Morse Telegraph .—Another signal¬ ling apparatus which is very useful, especially in communicating with light¬ ship, shore stations, etc., is an elec¬ tric lamp, which is suspended upon the captain’s bridge, which is made to flash up at certain longer or shorter The Fire Helmet with its Air Supply en¬ ables the Crew to Enter a Burning Hold and Fight Fire intervals by the pressure of a key in the chart house, the signals being transmitted by the aid of the Morse alphabet. The Wireless .—The wireless tele¬ graph is perhaps the most valuable ad¬ dition ever made to the science of navi¬ gation after the invention of the com¬ pass. In emergencies, as in the case of the ill-fated “Republic,” the serv¬ ices of the wireless are invaluable, and the signal “C. Q. D” is world famous and is perhaps the most harrowing signal that was ever sent into space to be picked up by the antennae of the ! wireless of a passing ship or the masts Fighting Fire with a Fire Helmet in a Trouble¬ some Corner ated by a drag line from the bridge. The latest steamers have sirens for giving fog and other signals, which are operated by an electric motor. Clocks are often provided which blow the whistle at regular intervals in the fog. Pilot Signals —When approaching the coast it is customary to raise a flag called a pilot flag, which indicates that a pilot is desired. These pilot flags are of various kinds, and usually consist of some modification of the SCIENTIFIC AMERICAN HANDBOOK OF TRAVEI 159 of a shore station or lightship. The wireless serves not only to transmit the commercial messages of passen¬ gers and news of the world, but cap¬ tains talk to each other constantly about the weather conditions, which often enables them to steer another course, getting away from a storm. The system has already been described under “Telegraphs.” Fog Signals .—More difficult and dangerous becomes the navigation of a ship at times when there is a dense fog, since then obstacles are not visi¬ ble until it is too late, and a collision or stranding is unavoidable. In foggy ships are directed. Lights fail in a fog, so that the best expedient is acoustic signals. However, owing to adverse winds and a difference in the thickness of the fog, it is often very difficult and frequently impossible to even approximately estimate the direc¬ tion and distance whence the sounds are coming or to hear them at all. Submarine Bell .—In this respect, a great improvement was brought about a few years ago by the submarine sig¬ nal apparatus, which was the inven¬ tion of two Americans, Mr. Mundy and Professor Elisha Gray. In brief, it consists of a submarine bell, which if: 1. WJ 1 t )* L 4 G \ CLOSING A FIRE BULKHEAD ABOVE THE WATERLINE Stewards are Drilled to use Fire Pails and Wet Blankets weather speed is reduced and the siren blows continuously, and in case of very dense fogs near the coast anchor is sometimes cast until the fogs lift. The siren, which uses steam from the boiler, consists of a rotating disk, through which the steam is allowed to penetrate. The siren can be blown electrically from the bridge, or manu¬ ally from the same place. In practice on the best ships a clock blows the whistle once every minute, the blast lasting for several seconds. There is very little sleep possible on board when the siren is blowing. As fogs occur most frequently near the coast, spe¬ cial means are provided by which the is attached to shore stations and light¬ ships, buoys, etc. Hie ships them¬ selves carry no submarine bells, as they would not be able to transmit signals owing to their moving through the water. They have, however, a re¬ ceiving apparatus, which is installed within the hull at the bows, whence the bell signals are transmitted by wires to the telephones in the chart house. A receiver is placed at each side of the ship inside of the plating between the keel and the water line, and by this means it is possible to de¬ termine with absolute certainty, as is proved by experience, whether the lightship is at the port or starboard 160 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL side. It should be remembered that sound carries about four and one-half times quicker in water than in air, and that signals of this nature can be distinguished at a distance of four or five miles, and sometimes even at greater distances, so that ships fitted with this apparatus are capable of keeping to the course directed by the signals, even in the densest fog. Else¬ where-will be found a complete list of all of the shore stations, lightships, tenders, etc., which are equipped with this apparatus and the signals there¬ for. The Rich Fire Detector Gained the Scien¬ tific A merican Medal for Safety Devices Lighthouses, Charts and Other Aids to Navigation .—Skippers cannot bring their ships safely into a harbor when the fairway is unknown to them and they are not sufficiently acquainted with its peculiarities. They also re¬ quire assistance even if they can clear¬ ly see the fairway they have to fol¬ low. The water to be crossed in front of them is expansive, yet there are frequently obstacles concealed therein which may prove disastrous to the ves¬ sel. This is more apt to be the case along the coast or on a river than on the high seas. Moreover, where a lim¬ ited fairway is provided, there are rocks and sandbanks to be encoun¬ tered. With the aid of hydrographic charts, which are made on the basis of a careful hydrographic survey, and give the captain an approximate idea of the depth of water which he has under his keel, and further with the aid of frequent soundings, as well as frequent astronomical observations, it is comparatively easy for the mariner to cross the ocean. It is only when a vessel is compelled to steer near the shore or along the river bed that navigation becomes difficult. The wide expanse of water is often very de¬ ceptive and the conditions of the chan¬ nel are frequently such that it is im¬ possible to bring vessels safe and sound to their destination without as¬ sistance. By an extensive illumina¬ tion of the coast by lighthouses, light¬ ships, and by the aid of whistling buoys and bell-buoys, and by an exact indication of the width of the channel by means of buoys and beacons, the difficulties of navigation along the coast and on the rivers have been reduced to a minimum. The landmarks are of great importance for coasting pur¬ poses. A distinction is made between “day marks” and “night marks con¬ spicuous points, such as church tow¬ ers, steeples, groups of houses, etc., may serve as landmarks, but on a low coast beacons, high, tower-like frames of wood which are of such a shape and so conspicuous as to be seen from a great distance, are of much value, as are also the lighthouses and light¬ ships, which are accurately illustrated on the chart and which serve their purpose both as day marks and night marks. The charts of navigators are complicated for the layman, but the plans and illustrations given elsewhere are not intended in any sense to be of value to the navigator, but will give an idea to the layman of the location of lighthouses, etc. We have already re¬ ferred to the submarine bell, which forms a part of the equipment of many lighthouses. The best of arrangements on board are of avail only in the hands of a well-disciplined staff of officers and crew, and if the ship is commanded by an energetic captain who is aware of his great responsibility. On many ves¬ sels the captain belongs to the naval reserve of his country, and in time of war he would render valuable services. One English line and a German line maintain sehoolships for the education of sailors for their services. Equipment for Health and Comfort. —One of the drawbacks of sitting on the deck is that there is apt to be a strong wind, which brings more or less spray aboard. Now, however, many vessels are equipped with wind shei- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 161 ters on their promenade decks. Until the introduction of this device there were but few sheltered corners avail¬ able on deck into which the passengers could retire on windy days. These were such corners as were accident¬ ally formed by the projections of the walls of the superstructures, but there were not nearly enough of tnem to af¬ ford shelter to the many passengers who wished to stay on deck. More¬ over, such sheltered spots are usually engaged by experienced travelers im¬ mediately on sailing, or even before. On fine days passengers can sit on deck quite pleasantly, but on windy or rainy days all those who are not in the happy possession of a sheltered nook crowd over to the sheltered or leeward side, for even the canvas cov¬ ers that are laid down at the railings give but insufficient protection. The new wind shelters, which have been re¬ ferred to, are very simple and consist of partitions attached in a very in¬ genious way to the roof over the prom¬ enade deck. These are adapted to fasten with bolts to the deck. These partitions are made of wood or wooden frames lined with canvas. The can¬ vas partitions are usually fastened by means of ropes and metal rings or cleats. In warm weather in the trop¬ ics the upper panels are removed to provide a good ventilation without draughts. The Ventilation of Ships .—The ven¬ tilation of ships presents a number of difficulties which are uot encoun¬ tered in designing plants for build¬ ings. This is partly due to the very confined space available for the ven¬ tilating apparatus, and partly to the motion of the ship, which in rough weather exposes the machinery and duct-work to heavy strains. With a land installation it is always advan¬ tageous to centralize the plant as far as possible, but in marine work this is not at all desirable, because a single ventilating plant on board ship would mean an exceedingly complex system of piping, involving the use of large mains, which would occupy far too much valuable space; consequently, it is general practice to install small units, each of which takes care of a certain portion of the vessel. This ar¬ rangement applies more particularly to large vessels taking long voyages. For small vessels, however, a central ventilating plant is frequently used. The fans are usually driven by elec¬ tricity, and do away entirely with the odors of the ship, which were so prominent in vessels of fifteen or twenty years ago. So perfect has the ventilation of ships become that cat¬ tle may be carried on vessels w'hich are properly equipped without the slightest inconvenience to the passen¬ gers. Hygiene on the Ship .—The mod¬ ern passenger steamship is a hygienic wonder. The ventilation, the water supply, are all that could be de¬ sired and, owing to a new inven¬ tion, the cabins on the promenade decks, which have large windows, can be opened at any time, and even the cabins on the lower decks have win¬ dows which, in the event of a heavy The Ship’s Lights—Port (Red), Starboard (Green) sea, permit the cabins to be supplied with external air without running the risk of shipping water. A cork float obstructs the path of the incoming wave and renders the passage accessi¬ ble to the air again after the outflow of the water. The inside cabins on most vessels obtain the daylight partly from windows of the upper decks. The cabins are also supplied in many cases with electric fans, especially on those vessels which are going to the tropics or the Mediterranean, so that a most refreshing breeze can be produced at will. In many cases the upper berths 162 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEI. can be folded up out of the way, giv¬ ing a more spacious looking stateroom. There are also a large number of baths available for the use of passengers, with hot and cold fresh water and hot and cold sea water. The baths are re¬ ferred to elsewhere in this book. The rich passenger may indulge in the luxury of having his own bath adjoin¬ ing the cabin if he is willing to pay the rather high price which is demand¬ ed for such luxurious accommodations. On one vessel there is an entire deck where every stateroom has a private bath. There are 85 such rooms on this deck. The dining saloon is now so well ventilated that the smell of cook¬ ing is no longer perceptible. The ter¬ rible smell of coffee being digested in the percolators, which was so prevalent Calling the Crew to Quarters. The Clock Blows the Siren in a Fog on vessels fifteen or twenty years ago, has been entirely done away with. This penetrating odor was the last, straw to the semi-seasick passenger. Cabin passengers who are ill re¬ ceive treatment in their own cabins. If contagious diseases are suspected, the passenger can be isolated and treated in the ship’s hospital or spe¬ cially equipped rooms, so that any dan¬ ger of infection is immediately pre¬ vented. Cabins in which patients have been ill are immediately disinfected on the arrival of the vessel at the next port, formalin being usually used for the purpose. Hie steerage passengers are accommodated in the steerage part of the vessel and especial hygienic means are provided for their protec¬ tion, as a considerable number of them are berthed in one compartment. The sanitary arrangements in the steerage are all that could be desired, and supe¬ rior to those of many hotels which are nearly first class. The rooms in the steerage are admirably ventilated, the foul air being drawn out through pipes having an intake in each com¬ partment. By separating the air sup¬ ply channels from the air outlet chan¬ nels a draught is prevented, which was formerly a nuisance to the steerage passengers so that they stopped up the ventilating channels with all kinds of clothing. All the rooms in the ’tween decks are heated with steam. The food, even of the steerage passengers, is very substantial, as will be seen from a study of the bill of fare which is given under the section devoted to the culinary department. Pasteurized milk is distributed several times daily for the use of infants. Before the steerage passengers come on board they must be passed by the doctor. Passengers with contagious and sus¬ pected diseases are rejected, also chronic invalids and lunatics, unless they are being deported by the proper authorities. The large steamship lines maintain special inspectors at various points in Europe, in order that the passengers may be vaccinated and otherwise inspected. The doctor goes twice a day through all the compart¬ ments on board and examines every passertger. If wind and weather per¬ mit, the passenger must come on deck and pass the doctor. They are left above for some time in the fresh air while the rooms in the ’tween decks are being thoroughly cleaned and dis¬ infected. Every fever patient is im¬ mediately transferred to the hospital. Hospitals are provided according to the number of passengers; there are separate hospitals for men and women, as well as for infectious diseases. They are kept apart from the other rooms in the 'tween decks and are frequently situated in the middle of the vessei. Doors with double hinges make the en¬ trance to the hospital wider, so that patients can be easily carried in and out. The hospitals have all the mod¬ ern sanitary appliances of a hospital on land. There are two, three or four beds with wire mattresses. An oper¬ ating room is also provided, and major operations are not infrequently per¬ formed while the great steamers are SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 163 rushing through the water at the high¬ est possible speed. In fact, several eases of appendicitis are on record where the vessel was not even slowed down during the period of the opera¬ tion, as it was found that there was less motion when the great boat was forcing its way through the water at a 23-knot clip. It has always been a difficult task to properly accommodate the crew on a vessel, the number of which on ex¬ press steamers reaches 650 to 700. The men are separated according to their occupations and are accommodated close to where they have to do their work. The deck crew are berthed in the fore part of the vessel; stewards and the kitchen personnel below or close to the first and second cabins, each with their own bathrooms; the stokers and coal trimmers have accom¬ modations close to the engine. In order that the latter rooms will not be affected by the heat of the stoke- rooms they are insulated with “Kiesel- gulir” cork or asbestos, which is then covered with a thin coating of iron. Several of the stokers are accommo¬ dated in one room, but the ventilation is effective and ample, yielding a suffi¬ cient supply of fresh air. The stok¬ ers also have their own dining room. Ample bath accommodations are nec¬ essary after the fierce heat of the stokehole or the grime of the bunkers. The modern vessels are equipped with means whereby fresh air is forced through ventilators into the stokeholes and directly to the place where the stokers are standing. The large coal bunkers are also provided ith ventil¬ ating machinery. Fresh air is con¬ veyed downward into all of the bunk¬ ers through ventilator heads or swans’ necks, which are fixed on the top deck. In consequence of these ventilating ap¬ pliances, the cases of heatstroke have been reduced to a minimum. Cases of heatstroke in the stokerooms occur chiefly in the Red Sea, Indian Ocean and in the vicinity of the Gulf Stream when the natural ventilation fails to act, as when the vessels are going with the wind. It should be remembered that those who suffer from heatstroke are usually green stokers and coal- passers who have not been hardened to the severe work of the sea. The food for the crew is similar to that given to the steerage passengers, ex¬ cept that it is more ample, according to the hard work to be performed. The crew on the lanre steamers have their own hospital. The kitchens are chiefly on the main deck, and the ventilation therein is so good that the smell of the cooking is entirely done away with. A doctor on board dispenses the medicines himself, and an ample sup¬ ply of drugs is at his disposal. A spe¬ cial room is provided as a dispensary. The greatest possible care is taken at the end of each voyage to fill up the stock which has been depleted. On nearly all steamships filtering plants enable all of the water to be fil¬ tered before using, even for washing purposes. EQUIPMENT OF THE VESSEL Important progress in steam naviga¬ tion dates from the time when owners of merchant vessels resolved to follow the practice of the Navy in dividing the Listening to the Submarine Bell of a Fog- Eelipsed Lightship engine power and providing their ves¬ sels with twin screws. This not only involved greater facilities in manoeu- vering, but also created greater safety. If a vessel even met with the loss of one of its propellers it was not com¬ pletely helpless. Besides, the arrange¬ ments for the comfort of the passen¬ gers could be much improved. The first cost of this arrangement is nec¬ essarily somewhat high, but the safety 161 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL of the passengers and ships is the first consideration, so that twin-screw engines ai - e now the rule for all mod¬ ern passenger ships except where tur¬ bines or a combination of turbines and reciprocating engines is used. For express steamers the main con¬ sideration is that their voyages, even in bad weather, should be of practi¬ cally uniform duration, as a punctual arrival gixarantees correct landing and discharge of passengers and mail, and it is remarkable with what exactitude arrivals can be predicted at various seasons of the year. Auxiliary Engines .—The modem ocean-going steamer presents a tremen¬ dously complicated organism, the boiler plant of which may be compared to the lungs and the restlessly working engines to the heart of the human body. In addition to the propelling mechanism which moves the gigantic The Cylindrical Case contains the Microphone which indicates Bell Sounds on the Bridge hull through the water by means of the pi’opellers, there is a large number of devices designed to insure the per¬ fect working of the main engines, or to check the force of the unfettered ele¬ ments. Besides the auxiliary engines, which secure the smooth opei’ation of the main engine plant, there is needed a variety of special devices, by the aid of which the vesse'l is forced to keep the course prescribed, and others are necessary to supply the inhabitants of the ship with everything that may be conducive to their safety and com¬ fort. A modern express steamer, for example, let us say, a vessel of 20,000 tons and 45-000 horsepower, is equipped with 126 steam cylinders, of which 16 belong to the engine-driv¬ ing plant, whereas the rest are re¬ quired for the operation of auxiliary engines. Powerful pumping engines are needed to effect the circulation of water and steam between the boilers and the engines, and to these are added engines to put the water in such xi condition as to require as little coal as possible for its evaporation, and to guarantee a minimum of wear and tear on boilers and engines. After the steam has done its work in the engine and has been converted into its origi¬ nal element in the condenser, it is con¬ ducted to a large tank, from which the feed pumps in their turn lead it back to the boilers, after it has pi’eviously passed through one or two filters or oil separator's, to be cleared from oily substances, and has been given a higher temperature in special feed- The Submarine Bell Sounds from Light¬ houses, Lightships and Tenders water heaters, in order to save coal in the process of its re-evapoi'ation. The air pumps and. the boiler feed pumps, which were formerly operated by the main engine, have developed in large steamers into powerful steam pump plants and work quite independ¬ ently of the main engines. The same may be said of the condensing water pumps, which pump the cooling water through the condenser; they are usu¬ ally of the centrifugal type and are likewise operated by engines of their own. Since the water in its circular course between the boilers and the en¬ gine necessarily loses in quantity, salt water evaporator's are provided, in which the salt water is distilled into SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 165 fresh water, for even a partial use of salt water would have an injurious effect on the steel boilers. An exces¬ sive quantity of air in the feed water, which is likewise detrimental to the boilers, is exhausted by special air- discharging devices attached to the feed-water heaters. Reversing Engine .—The most impor¬ tant auxiliary engine for the operation of the main engine is the reversing gear, which enables the engineer to quickly and safely effect a change from a forward to a retrograde motion by the turn of a hand wheel. This is a feature which is of the utmost impor¬ tance in the handling of the ship and on which the safety even of the ship may possibly depend. Ashes .—The considerable quantities of ashes from the fires are removed by a special device, which hoists the ashes and blows them out to sea through a special system of pipes. The old ash hoist with its terrible din is now a thing of the past, except when ashes have to be removed in port. Large steam donkey engines are also employed for the opening and closing of the stop valves that admit the steam from the boiler to the engine. Governors .—In a heavy sea, when the ship rolls and pitches and the screws are frequently lifted out of .the water, the engines are apt to race; that is to say, the number of revolu¬ tions is increased, whereby fractures of parts of the engines may be caused. The governors cut off the steam from the engine by closing the throttle valve. In large engine plants the throttle valve also is manceuvered by donkey engines. Turning Engines .—In order to be able to execute repairs on the main en¬ gine it sometimes becomes necessary to slowly turn the same, and as this can be done by hand power only in the case of small engines steam-driven turning gear is resorted to. In large steamers there is, moreover, a travel¬ ing crane, usually driven by electric¬ ity, which commands the entire length of the engine room, and is able to lift and move the numerous weights and covers, pistons, etc., as if they were feathers. Repair Shop .—All large steamers have a repair shop equipped with elec¬ trically driven machine tools, enabling all minor repairs to be made with des¬ patch. Steering Gear .—The steam steering gear is a most important auxiliary machine for the manoeuvering of the ship and has been referred to else¬ where. Bilge Pumps, IT ’inches and Capstans. —Owing to the improved construction of ships in which the hull is divided into a number of separate watertight compartments, the danger of accidents through the admission of water into the ship has been very considerably diminished, and to-day compartments can be emptied with the aid of special bilge pumps. The bulkhead doors have also been referred to elsewhere. For the handling of freight and coal, for the swinging of the boats in and out, there are freight winches, coal winches, deck cranes and boat hoists of various types, which are operated by steam or electricity. The capstans have likewise developed iuto large en¬ gine plants. Some idea of the work which they have to perform may be gained when it is stated that the weight of a single link of the largest Life Rafts are stored on the Center of the Boat Deck which carries the Life Boats size of an anchor chain is 450 pounds and the anchor itself may weigh up to 10 tons. Electricity .—The electric current re¬ quired for illuminating and minor power purposes is generated, on large steamers, by a plant which would in many cases be able to furnish elec¬ tricity for a whole city. The distribu¬ tion of the current is made at the switchboard, and every safety device known to the electrical engineer is provided. There are, in addition, elec¬ tric bells and telephones. Electric heating is gaining favor every day for steamships, but passengers should re¬ member that electrical heat is very in- 166 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL sidious, and great care should be taken that no articles of clothing, rugs, etc., be left on the radiators. Heating .— Steam heating varies on different shij:s, but it is safe to say that, all these steamers are comfortable and that a passenger will be kept perfectly warm at all times of the year. Ventilation .—The ven¬ tilation of the ship has come in for the greatest possible attention, partic¬ ularly as regards the staterooms, whiel^ are supplied with fresh air regardless of the weather. The engine and boiler rooms are ventilated with air by electrically driven centrifugal ventilators, besides the ordinary air pipes, while in the salons and staterooms the impure air is ex¬ hausted and fresh air is admitted by electrical fan ventilators and by nat¬ ural ventilation through air pipes. Cold Storage .—With the growing shortness of the voyage and the increased demands of fastidious passengers in regard to the cater¬ ing, requirements in the w r ay of facilities for the storage of provi¬ sions have, of course, kept pace. There are provided on board modern passenger steamers a large number of storerooms of various ^inds for the storage of meat, poultry, fish, vegetables,fruit, beer, etc., each room requiring a special tem¬ perature. To these store¬ rooms are added ice-chests in the pantries. The necessa r y “Wigwagging” Signal for Man Overboard.—Releasing the Automatic Life Rings from the Bridge.—Sailors Throwing Over a Life Ring under the Direction of an Officer SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 167 low temperature is created by special refrigerating plants. Kitchens .—Machine power is play¬ ing a very important part in the whole of the culinary department of the mod¬ ern steamship. In the kitchen high- tension steam is exclusively used for the cooking of nearly everything. All kinds of electrically driven machines perform their work most economically and in a tenth of the time required by manual labor. Gymnasiums .—In order to provide physical exercise for the passengers, to counterbalance the effects of a good cuisine and idleness, the latest passen¬ ger steamers are equipped with gym¬ nasiums containing the most compli¬ cated medico-mechanical apparatus. Printing Office .—The printing office has electrically operated printing The Lonesome Bell Buoy is Heard on Every Coast presses for printing the bills of fare, programs, and sometimes the daily paper which is issued on many steam¬ ers, thanks to the wireless telegraph. Without exaggeration, the modern ocean-going passenger steamer may therefore be said to combine all of the achievements of technical science which are in their final purpose al¬ ways employed with a view of provid¬ ing for the safety, well-being and com¬ fort of the traveling public. Many a brain worker finds mountain climbing a wonderful stimulus, and it is not easy work, requiring a level head and steady nerve, but each year the number of alpinists is heavily increased and many well known Americans are among those that each year take walks up a mountain for exercise. THE WORK OF THE SHIP. Of all the works of men's hands and brains few things are quite so impressive and fascinating as a ship. It seems so impossible that any fabric put together by man could possibly endure the great force of ocean waves, still less make its way unerringly across them to a purposed destination. The word “steamship” really stands for two distinct and separable things, a steam engine, or engines, and a ship to carry them. An admirable book is “The Boys’ Book of Steamships,” by J. R. Howden, which is published in London by E. Grant Richards. This title is really a misnomer, and we should be tempted to call it “Every¬ body’s Book of Steamships,” as it is filled with the most accurate informa¬ tion, from which we glean some of the following interesting particulars: The ship’s company of a great pas¬ senger steamer divides itself into three sections, which we may call the deck, or navigation, the engine-room, and the personal departments. The deck department comes first by right of pre¬ scription as well as by the fact that its head, the captain of the ship, has a very important position in the eyes of the law as the ruler over his little kingdom. But increasing responsibili¬ ty seems to be thrown upon the en¬ gine-room, and the captain is indeed powerless if the engine-room reports a serious breakdown. The captain is re¬ sponsible for everything which con¬ cerns the navigation of the ship as he moves her from port to port. To his absolute and unfettered judgment is committed every detail of her han¬ dling, whether in calm or storm, in foggy weather or clear. From his post on the lofty navigating bridge he has every detail of the management of the ship under his control. In the large liners he is in both telegraphic and telephonic communication with not only the engine-room, but with the officers stationed at the great anchor or warping capstans both fore and aft. The ship is always taken into or out of port by the captain himself, of course with the aid of a pilot. On such occasions the bow is in charge of the first officer, who executes the orders telegraphed from the bridge as to get¬ ting up or dropping the anchor, han¬ dling the warps used for mooring or hauling off, and other similar work. The after portion of the vessel is under the care of the second officer, who has charge of the operations in 1G8 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL that quarter. Another officer sees to the carrying out of orders given to the quartermaster at the wheel, another attends to the engine-room telegraph, another to the bow and stern tele¬ graphs, and so on. Everything is planned beforehand ; nothing is left to chance. All is carried out in absolute stillness. This triumph of the ship’s handling is indeed the triumph of or¬ ganization. The man who goes up to his vessel’s bridge and quietly takes into his hands over ten million dol¬ lars’ worth of property, and the lives of about three thousand of his fellow- creatures, must be indeed a man of no tie adjustments and correspondences which make a safe voyage go wrong, then it is that the captain shines in his true colors, giving himself without stint for the safety of his ship and passengers. As these lines are written the cable has brought word that a fire was discovered on the “Celtic” in mid¬ ocean on December 22, and the cap¬ tain did not let the passengers know about it, and, as the flames were not visible, all on board were in entire ig¬ norance of their danger. In fair weather the genial captain of the “Cel¬ tic” spends much of liis time with the passengers, but in an emergency like ^ f 4: yj? r^jwLr 1 1 ki ' jjpjfeA . n I >: Twenty-two Trains of Thirty Trucks, Each Truck Containing Ten Tons, are necessary to Carry the Coal Required for One Trip Between Liverpool and New York of a Giant Ocean Liner ordinary sort. Upon him in the last resort all carefully laid plans must hinge. To him the helpless multitudes clustering on the superimposed decks must look for protection. His mental processes may mean a question of life and death to them. On an ordinary trip, such as a trav¬ eler usually enjoys, these things are all forgotten, and the “skipper” is little more than a pleasant host to the saloon passengers, who vie with them¬ selves in obtaining introductions which will allow them to sit at the captain’s table; but let one of the hundred lit- this he at once ordered that the hatch¬ es be closed and sealed : efforts were made to locate the fire, but the mat¬ ter was carefully guarded from the passengers, whose passage was not made less pleasant by the anxiety of the crew. Above decks there was no evidence of anything unusual, not¬ withstanding the fact that the fire was burning steadily below. In times of fog or storm the cap¬ tain’s care is unceasing; for days and nights together he stands on the bridge, taking no rest, and only snatching his food as he watches, this being brought SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 109 to him in a covered box, as he cannot leave the bridge. The romance of the sailing-ship was one thing, but the ro¬ mance of the steamer is quite as much. To have under one’s care and con¬ trol a vessel GOO or 700 feet long, crashing into the teeth of a blinding Atlantic gale, covering three times her own length every minute, demands as much courage and resource as was needed by the captain of the old sail¬ ing packet. The other officers are cap¬ tains in embryo, and all will in time arrive at that position if they have success. As soon as the harbor “stand-by” is finished, half of the deck department remains on duty while the other goes off. The two halves are called re¬ spectively the port and starboard watches. The day is thus divided : Midnight to 4 a. m.—:middle watch ; 4 a. m. to 8 a. m.—morning watch ; 8 a. m. to noon—forenoon watch; noon to 4 p. m.—afternoon watch; 4 p. m. to G p. m.—first dog watch ; 6 p. m. to 8 p. m.—second dog watch ; 8 p. m. to midnight—first watch. The number of men grouped in these watches varies with the ship. The liner of to-day can carry comparative¬ ly few men in a deck department. The following is a list of the officers in the navigating department on board the “Mauretania" : Captain . 1 Officers . 8 Quartermasters . 8 Boatswains . 3 Carpenters . 3 Lamp-trimmer and yeoman. 2 Masters-at-arms . 2 Marconi telegraphists. 2 Seamen . 40 G9 To the quartermasters is entrusted the steering of the ship. This is ac¬ complished by the steam steering-gear, which is arranged so that a small steering wheel in the wheel-room on the bridge admits sufficient steam to the steering engine to cause it to turn the tiller the required distance in the required direction. The tiller head in large ships consists of a heavy steel quadrant with a toothed edge, with which the steering engine engages by means of a bevel gear. The steer¬ ing engine itself is usually in dupli¬ cate, one engine being worked on one trip, and its fellow on the next, so that either is available in turn as a reserve engine. The tiller quadrant is connected with the rudder head by means of an arrangement of coiled springs, which take up the shock of a heavy sea striking the rudder and pre¬ vent the force of the blow from being transmitted to the engirit. In case of an entire breakdown hand wheels are provided, which can be worked manually by four men. It is the lamp-trimmer’s duty to see that the oil lamps, which are still sometimes used for the ship’s lights, are trimmed, cleaned and filled. Four of the most able-bodied and experi¬ enced seamen are appointed to the po¬ sition of “lookout.” Two of these are constantly on duty in the little crow’s nest perched high upon the foremast within hailing distance of the bridge. The ascent to the crow’s nest is usual¬ ly up an iron ladder within the mast itself. The deck department’s duties in¬ clude everything connected with the keeping of the deck and its gear tidy and clean. As soon as the vessel leaves port the litter and lumber is cleared up, the decks are washed with sand and water and are rubbed with “holystones.” Every morning the earliest sound to reach the ears of the sleeper is the noise of the brooms and water on deck. The smallest dis¬ coloration on the paint is at once no¬ ticed and the spot is promptly painted over. It. is only by such minute pre¬ cision that depreciation is decreased. One of the first duties on leaving port is the preparation of a couple of small¬ er lifeboats, one on either side of the ship, so that they may be ready to render instant succor if the terrible cry of “man overboard" is raised. For this purpose they are swung outward on their davits, and are lashed to pad¬ ded poles secured to the davits to pre¬ serve them from any injury due to the rolling of the ship. They are equipped with oars, mast, sails, baler, water breaker, and other necessaries; thole pins and rudder are secured in their places, and the falls, by which the boats would be lowered into the water, carefully oiled so that a single turn of the wrist will cause life rings to drop into the water on either side, both fore and aft, and a warning light indi¬ cates to the officer in charge when they have all left the vessel. Wig-wag sig¬ nals are also used in case of an emer¬ gency of this kind, to locate the sup¬ posed person in peril. The derricks are then unshipped and laid carefully to rest on the crutches provided, and 170 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL all the miscellaneous gear with which the modern vessel of large carrying capacity is encumbered has to be safe¬ ly stored away. On most of the mod¬ ern ships electrical installation has been provided to run the engines. The deck department includes all signal¬ ing arrangements. The flag signaling is most in use; the flags spell out mes¬ sages according to the international code. The signals are read with the aid of a glass. The distance at which such messages are readable is com¬ paratively short, but of course in a fog, thick squall, or windless calm. important, although they are limited in range. They consist principally of general warnings, such as when a ves¬ sel is about to loose from a dock, etc., also in foggy weather when a long blast on the siren at regular intervals makes night and day hideous. The fog siren is very often blown with the aid of a clock which controls its mech¬ anism, as shown in one of our en¬ gravings. Another use is in narrow waters when vessels are meeting, crossing or overtaking one another. In these cases whistle signals may be used as follows : Telegraph Telephone tiff Attendants & Printers X 390 Engineers - Dept THE PERSONNEL OF A SHIP LIKE THE “MAURETANIA” they are useless. One of the plates in this volume gives all the flags used, and on another page will be found full information regarding the signals. Besides these flag signals, there are sound signals, some of which are also visible, such as a gun fired at inter¬ vals, rockets, flares, blue lights, and other pyrotechnic displays. Each line has special signal lights which are largely used for calling pilots. A gun fired every minute, rockets, flares and shells fired one at a time, are all sig¬ nals of distress. The signals given by means of the steamer’s siren are also One short blast to mean I am di¬ recting my course to starboard. Two short blasts to mean I am di¬ recting my course to port. Three short blasts to mean I am going full speed astern. The rules of" the road at sea are sim¬ ple ; all steamers must keep out of the way of sailing vessels, and all those meeting end on keep to the right. The most fertile cause of collision is when steamers are crossing one another’s track. The rule for steamers crossing one another is that the one which has the other on its right hand, or star- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 171 board side, must keep out of the way. Of course, no rules are of avail when the weather is so thick that ships can¬ not see one another in time, and the more slowly the ship is going, the more slowly will she answer her helm. The care of all the steam whistles is under the control of the officer of the watch, who also, unless the captain be present, superintends the making of all the other signals. These signals are actually made, in most ships, by the quartermasters, upon whom also devolve the raising and lowering of house flags and ensigns. The wireless telegraph, which is re¬ ferred to in extenso elsewhere, is the most valuable aid to navigation since a couple of years ago, when the wire¬ less fell to the deck. In the midst of a terrible storm practically all work was suspended on the decks until the sailors had succeeded in rigging the “aerials” and we were once more in communication with Cape Sable. The installation is not only used as an aid to navigation, but commercial mes¬ sages are received from passengers as well. A chart is exhibited, usually in the companionw T ay, intimating with what passing vessels communications are being maintained. Some ves¬ sels carry a post-office staff of mail sorters, who sort up the mail during the trip, so that as soon as it is land¬ ed it may be scattered at once to its 1300.Cfass . I st Class . p. yea «s * nf&r ■*. 28 ) ’ ||§|j THE PASSENGERS OF A SHIP LIKE THE “MAURETANIA” the invention of the compass. It is to be hoped that before long every ocean-going steamer will be equipped with this very valuable modern inven¬ tion. Perched away in some lofty cor¬ ner of the deck is the wireless opera¬ tor’s house, and from it run the wires which connect to the “aerials,” which are stretched from mast to ipast. Con¬ stant messages as to the weather, post¬ ed in the companionways, sent by other ships or from the land, beget the greatest possible confidence in the safe¬ ty of ocean travel. The writer of this book will never forget the conster¬ nation which was caused on a voyage various destinations without going to a land office. Turning now from the deck to the engine-room, we find that on the "Mauretania” the complement for navigating purposes is as follows : Engineers . 33 Refrigerating engineers. 3 Firemen . 204 Trimmers . 120 Greasers . 33 The duties of the engineers’ depart¬ ment are legion. Besides the main engines, or turbines, as the case may 172 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL be, with their accompanying equip¬ ment of pumps, air, hot well, feed water, etc., there is a vast installa¬ tion of auxiliary machinery. There are dynamos to provide the electric light and power needed throughout the ship, under the charge of competent electrical engineers ; then there are the refrigerating engines, ventilators of all kinds, for the modern liner has no odor of any description. An elaborate pump system is arranged to fill or empty any part of the hidden honey¬ comb of water chambers as the navi¬ gating department, may require, with a view to altering the trim of the ship. Then an adequate equipment of fire- pumps must be always ready at a mo¬ ment’s notice to flood any part of the ship if a danger such as that of fire should threaten. Most or all of these pumps must also be arranged so as to be available for use in freeing the ship of water in the event of collision or any other like peril. Besides all these there are the service pumps for the domestic uses of the ship. Kitchen and pantries need copious supplies of fresh water, both hot and cold; the bathrooms scattered throughout the vessel must be amply supplied with both hot and cold fresh and sea water; while there are also the many lava¬ tories and water-closets to be served. When we remember the number of people, passengers and crew, carried on board a big liner, we can begin to conceive of the complex labyrinth of piping and the extensive pumping ma¬ chinery that these services demand. Other auxiliary machines are the ash hoists, where the pneumatic system of ash ejectors is in use. This ingenious contrivance distributes the ashes in a constant brown stream twenty feet from the ship’s side. Labor is confined to shoveling the ashes into a hopper, time is immensely reduced, and the decks are kept clean. The engineer¬ ing department also has charge of the powerful winch and capstan engines used for getting up anchor, stowing the cargo and baggage, and such like. There is also a large amount of steam¬ piping for heating purposes, although on many ships the cabins are also heated by electricity as well. On the “Lusitania,” for instance, there are no less than 06 auxiliary machines of one sort and another, besides her main tur¬ bines. The engineers’ work is by no means ended when the steamer reaches port. In fact, it is in port that the foundation is laid which will result in freedom from trouble and breakdown at sea. We now come to the stewards’ de¬ partment, and again using the “Mau¬ retania” as an example, we find the complement of the personal depart¬ ment as follows : Doctor . 1 Purser . 1 Assistant pursers. 2 Chief steward. 1 Chief steward’s assistants. 2 Chef . 1 Barbers . 2 Cooks and bakers. 28 Matrons . 2 Stewardesses . 10 Mail-sorters . 7 Typists . 2 Leading stewards, barkeepers, etc. 50 Stewards . 307 470 The doctor is responsible for the health of every person on board the ship, and also for every steerage pas¬ senger, who must undergo the doctor’s scrutiny so as to guard against in¬ fectious diseases being introduced into the vessel. The daily round of inspection be¬ gins at 10 :30 every morning on most ships. This is conducted by the cap¬ tain himself, accompanied by the doc¬ tor, purser and chief engineer. To¬ gether they make the round of the ship to see that everything is in perfect order and to investigate any causes of complaint. The purser is a very hard-worked individual, who can ren¬ der much help to passengers, as can also the purser’s assistant or head steward. The purser receives valua¬ bles, exchanges money, and through his department pass all the ship’s ac¬ counts, as well as those of the pas¬ sengers. The stewards are divided in¬ to two main classes—the saloon stew¬ ards, who wait on passengers at meal time and generally through the day, and the stateroom stewards, whose du¬ ties are sufficiently indicated by their nomenclature. These last are again divided into those on duty by night and by day. Among the minor stew¬ ards are deck stewards and smoke- room stewards, and some of these stewards are allotted to each class of passengers. Everything ■ must be kept in spotless condition to satisfy the ex¬ acting requirements of the traveler for whose money many lines are compet¬ ing, and the chief steward has eyes as keen as any housewife’s to detect any SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 173 signs of slovenliness or dirt. A con¬ stant check must be kept upon the issue and use of all stores. On a first-class liner the cost of the raw materials for food would almost stag¬ ger an ordinary hotel proprietor. The writer has it upon credable authority that on one line the actual cost of materials provided for each passenger costs $2.50 a day without service. On a certain coast-wise line where the table is also well spoken of, the ex¬ pense for the same period was only 79 cents. Of course, hothouse grapes and grapefruit out of season form quite a feature in expenses of this fore, it is hoped that no reader of this book will ever be tempted to take an after-dinner coffee spoon as a souvenir. Similar stock-taking is going on in all articles at the same time. Everything in the way of cooking utensils is thoroughly cleaned and overhauled. All the table and bed linen is collected and sent ashore, usually to the com¬ pany’s own laundry. On a ship like the “Lusitania,” where about 3,000 dinner napkins are used in a day, one will get some idea of what the five- days’ wash really means. Every bit of carpet is taken up and beaten, floors and walls are scrubbed. In THE MERSEY The Training Ship of the White Star Line kind. Elsewhere we give graphical comparisons of the provisions which are consumed by two of the great lin¬ ers. The storerooms, the butcher’s and grocer's shops, and all the ma¬ chinery of housekeeping are a most in¬ teresting sight. The work of the stewards is not confined to the time during which the vessel is at sea. At the end of the voyage the ship undergoes a thorough spring cleaning. Every piece of plate or cutlery belonging to the vessel is collected and checked. If there is any shortage the account is divided up and assessed against the stewards; there- third-class quarters even the mattress¬ es are ripped and the straw stuffing taken out and burned, then the covers are thoroughly purified and sewn up again with fresh straw. The quarters are then whitewashed or painted. The plumbers are engaged in overhauling the plumbing during the same time, while carpenters and joiners and up¬ holsterers are busy. In traveling in winter a hand or foot warmer will be found a great comfort. The best trains are properly heated as at home, but once off the beaten track and discomfort is apt to be encountered. 174 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL STEAMSHIP BUILDERS. The various steamship companies have shown great catholicity in the selection of the builders of their ves¬ sels. Thus we find that the ships of the American Line were built by Wm, Cramp & Sons, Philadelphia, Pa.; Har- land & Wolff, Belfast, and J. & G. Thomson of Glasgow, and the Atlantic Transport Line vessels were all built at Belfast by Harland & Wolff. The Cunard Line, for their more recent vessels, have patronized the Fairfield Co., Fairfield; J. Brown & Co., Glas¬ gow ; John Elder & Co., Fairfield; and Swan & Hunter, Newcastle. The “Mauretania” was built by the latter concern, and the “Lusitania” by J. Brown & Co. The vessels of the French Line, with one exception, were built at St. Nazaire by the Company. The Hamburg-American Line has pat¬ ronized ship builders in the United Kingdom as regards the “Pennsylva¬ nia,” “Amerika,” “President Lincoln,” and “President Grant,” all of which were built by Harland & Wolff. Most of their other boats were built by the Vulcan S. B. Co., Stettin, and by Blohm & Voss, Hamburg. The “Cin¬ cinnati” is the product of the Schichau Yards at Dantzig. The vessels of the IIolland-America Line were all built at Belfast by Harland & Wolff, with the exception of the “Potsdam,” which was built at Hamburg by Blohm & Voss. Most of the vessels of the North German Lloyd were built by the Vul¬ can S. B. Co., of Stettin, by F. Schi¬ chau, of Dantzig, Blohm & Voss, of Hamburg, and J. C. Tecldenborg, of Geestemunde. The “Berlin” was built by the Weser Ship Building Co., of Bremen. The vessels of the Red Star Line were built by John Brown & Co., Harland & Wolff, and two American firms, the New York Ship Building Co., of Camden, and Wm. Cramp & Sons, Philadelphia. The Scandinavia American Line vessels were mostly built by Stephen & Sou, of Glasgow, but one of their boats was built by Harland & Wolff, of Belfast. This fa¬ mous firm of ship builders has con¬ structed all of the vessels of the White Star Line with the exception of the “Cretic,” which was built at Newcas¬ tle, by Hawthorn. Leslie & Co. They are also building the “Olympic” and “Titanic,” the great sea monsters which will soon be launched (October, 1910?). - Remember that in France matches and tobacco arc a government monopoly. Cigars in France are bad and dear. WORLD COMMERCE IN 1909 Allowance being made for advance in prices of commodities, the statistics at present available indicate that the commerce of the world in 1909 was little or not at all greater than the commerce of 1908. Enough is at hand to indicate the volume of the trade movement. The world business of the various nations in 1909 is reported thus: Exports 1909. United States. . . United Kingdom. Germany. France. Austria-Hungary Belgium. Canada. Cuba. Egypt. British India... . Italy. Japan. Spain. Switzerland. $1,728,203,271 1,841,884,000 1,590,031,000 1,063,746,000 469,627,000 501,203,000 269,137,000 124,711,000 128,895,000 547,064,000 363,559,000 204,167,000 175,806,000 211,852,000 Imports United States. United Kingdom. Germany. France. Austria-H ungary. Belgium. Canada. Cuba. Egypt. British India. Italy. Japan. Spain. Switzerland. 81,475,812,580 3,040,300,000 1,954,839,000 1,152,715,000 564,555,000 658,113,000 316,517,000 91,027,000 109,885,000 392,118,000 594,269,000 195,784,000 182,517,000 304,065,000 The following information relative to tides depressing the land was obtained from a recent issue of the New York “Sun”: The elasticity of the earth in relation to its responsiveness to pulls and strains has been the subject of recent tests made by John Milne, the noted engineer and seismologist. He lays claim to having established that the ocean tides have an appreciable effect in depressing land levels. Experiments which are quite distinct from the recent investiga¬ tion of the so-called land tides were made with a modified form of the seismograph at Bisdon Observatory near Liverpool. They proved, according to Milne, that the bed of the Irish Sea becomes depressed from the increased load of water at every high tide, the effect being to pull the shores nearer to¬ gether and make the land slopes steeper. As the amount of deflection is only one inch to sixteen miles, the discovery is rather of scientific than of practical importance. The Norddeutscher Lloyd has two training ships of its own, for the purpose of educating cadets for a higher nautical career and espe¬ cially for positions as officers and captains of the mercantile marine. Both are large four- masted sailing ships, built entirely of steel. One, called “Herzogin Sophie Charlotte,” is 2581 gross register tons, the other, christened “Herzogin Cecile,” has a gross register of 3200 tons. THE OCEAN AND NAVIGATION The area of the ocean is about 2 1 / £ times that of the dry land. The latter is for its greater part aggregated on the Northern hemisphere, the South¬ ern is pre-eminently oceanic. Areas. — The areas of the three grand oceans are given at 07.7 mil¬ lion square miles for the Pacific, 34.7 for the Atlantic, and 1S.6 for the In¬ dian. The two Polar seas are much smaller, but no exact figures can be given. Depth. —The mean elevation of the land surface is estimated at about 3S3 fathoms, and the mean depth of the sea at 2.300 fathoms, hence the latter is about five times as great as the former; but, in spite of this dispar¬ ity, the culminating heights of the land (the Gaurisankar with 29,000 feet) approach very nearly the great depths of the sea (the Guam trench with 5,269 fathoms or 31,614 feet). The mean depth of the three great oceans is about the same, the Pacific is slightly deeper and the Indian rather shoaler than the Atlantic Ocean. Composition and Density of Rea Water. — Although the absolute quan¬ tities of salts in sea water are very variable, the relative proportions are alwrnys very nearly the same. In 1,000 parts of sea water are found on an average 27.9 parts of chloride • of sodium (common salt), 3.2 parts of chloride of magnesium, 2.2 parts of sulphate of magnesium, 1.3 parts of sulphate of lime and 0.7 residue. It is estimated that there are 4,800,000 cubic miles of salt in the sea, which would cover the entire earth to a depth of 312 feet. The Bottom of the Sea. — The bottom of the sea is different in many respects from the surface of the land. The mantle of sea water protects it from subaerial disintegration and erosion, which gives such a varied shape to the landscape, and although sea water may decompose the bottom of the ocean, there are no currents strong enough to transport the residue to distant regions. While the land sur¬ face is constantly reduced by denuda¬ tion, the bottom of the sea receives constant accessions. The materials which contribute to this process are either of continental or pelagic origin. The first are either such as the cease¬ less action of the waves removes from exposed parts of the coast or material brought down to the coast by the rivers. The currents carry these ma¬ terials out to sea, and while the heavier ones, such as gravel and coarse sand, remain near the shore, the lighter ones, as fine sand, silt and mud, are transported to considerable distances before they sink to the bottom. In this way the coast is CROSSING THE EQUATOR OR THE LINE Is celebrated by Father Neptune in sea¬ weed and barnacle dress. lined with a fringe of continental de¬ posits which may be quite narrow, but often attains a width of 100 miles or more. This fringe is designated as continental shelf; when broad it has a moderate slope, and is generally assumed to terminate with the 100 fathom curve. It is succeeded by a well defined steeper slope called the continental slope. Newfoundland Banks.— Continental or terrigenous deposits are often found at considerable distances from 175 176 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL the coast, disconnected from the shore deposits; in such cases they are formed by conflicting currents losing their velocity and depositing the sand silt which they carry. These deposits, called sand banks, often constitute dangers to navigation. In the higher latitudes melting icebergs and floes produce banks; in this way the large Newfoundland Banks, 270 miles wide, are supposed to have been formed. The finest terrigenous material, desig¬ nated as mud, is carried to sea far beyond the 100 fathom limit, and in the shape of blue, red, green, volcanic and coral mud, covers about one- seventh of the ocean’s bottom to depths of over 1,000 fathoms. These "muds” also cover the bottom of the large continental basins with the ex¬ ception of the Gulf of Mexico and the Caribbean Sea, and prevail in the Arctic seas. The continental slope generally descends very gently from the “shelf” to the trough of the sea, but there are instances of quite steep descent; such are met with off the west coast of Europe, Africa, Mexico and South America, also near volcanic and coral islands. But the bottom of the deep troughs and basins nearly everywhere presents the profile of the dead level of a vast plain. Although animal life presents its contribution to the continental deposits in the shape of broken shells of mullusca, etc., they occupy only an accessory position, and it is in the deeper parts of the ocean that they constitute the principal component. Globigerina ooze, composed mainly of the micro¬ scopic shells of a genus Foraminifera; covers over one-third of the ocean’s bottom; it prevails in the medium depths and especially where there are warm currents, like the Gulf Stream. 'The largest area is found in the At¬ lantic Ocean; it predominates in the northwestern part of the Indian, but is restricted to the Polynesian riateau in the Pacific Ocean. The red clay occupies the greater depths of the ocean, and a larger area than any other deposit, more than one- fourth of the earth’s surface. It is a genuine clay and assumed to be the result of the decomposition of pumice and other volcanic materials. A depth of 32.2 feet of ocean water is equal to the pressure of one atmosphere, 15 pounds to the square inch. From this the px-essure at any depth in the ocean may be obtained. The Gulf Stream- 1 —The surface of the ocean is very rarely in a state of perfect rest. Near the coast, in chan¬ nels and estuaries, ocean currents are referred to a variety of causes, among which the tides are the most important, but in the open sea the winds are recognized as the primary cause of all the great currents. The trade winds are those which in the Atlantic and Pacific oceans blow with great regularity all the year round on both sides of the equator; in the North¬ ern hemisphere from the northeast, and in the southern from the southeast. In the Atlantic the southeast trades are the prevailing winds between the Cape of Good Hope and Rio de Janeiro to the equator, the northeast trades be¬ tween lat. 12° N. and about lat. 30° N. The two regions are separated by a region of light changeable wunds, and calms called the equatorial calms or doldrums. The trade winds induce currents on the ocean’s surface called the North and South Equatorial Cur¬ rents respectively. Their limits ap¬ proximate those of the corresponding trade winds. The South Equatorial Current passes north of the equator, due partly to the configuration of the South American coast, which compels the current to take a northwesterly course, and enters the Caribbean Sea. One part of the waters which the North Equatorial Current conveys to the American shores enters the Carib¬ bean Sea and joins those of the South Equatorial; the other part moves along the Bahamas toward the north¬ west. The current through the Strait of Yucatan into the Gulf of Mexico, which is one of the strongest on rec¬ ord (from 60 to 120 miles per day), is solely due to the difference of level between the Caribbean Sea and the Gulf. But these waters do not tarry in the Gulf of Mexico, its level being in turn higher than that of the At¬ lantic : they are, consequently, forced tow r ard the Strait of Florida, where they find an outlet, enter the Atlantic as the celebrated Gulf Stream, a name first used by Franklin. In the narrowest part of the channel, off Cape Florida, it approaches the coast to within 15 miles, occupies the entire width (40 miles) and depth (482 fathoms') of the channel and attains velocities of 60 to 100 miles per day at the surface. After leaving the Straits, the Gulf Stream moves to the northward over a rocky bottom with a depth of 460 to 270 fathoms, and dis¬ tant from the coast about 100 nautical miles. In lat. 34° it enters the deep water of the ocean; w r hen off Cape SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 177 OFFICER PLOTTING THE SHIP’S COURSE la the Chart Room, while another officer is listening to the Submarine Bell of the Lighthouse. 178 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Hatteras, it again approaches the coast, being distant only 35 miles and in depths of over 1,500 fathoms. Its temperature there is between 31° C. in summer and 2G° C. in winter, hav¬ ing lost only about 3° since leaving the Straits of Florida. It is readily recognized by its high temperature and dark blue color, its western edge being especially well defined. It is not a deep current; at the depth of 250 fathoms its temperature is 10° C., under its western edge it is 7.2°, while under its eastern edge a temperature of 15.6° is found. This appears to indicate that it moves over a wedge of cold water which comes from the north and west and descends toward the east into the depths of the ocean. After leaving Cape Hatteras it grad¬ ually changes its northeast direction into due east with constantly diminish¬ ing velocity and temperature until it reaches the southern edge of the Banks of Newfoundland, which it does in summer in lat. 42Ve 0 N. and in win¬ ter in 41 1 / 2 ° N. with temperatures of 22° C. and 10° C. respectively, with a velocity of 24 to 30 miles per day. It is here no longer considered as an ocean current, but a drift, and is called the Gulf Stream drift. The deflec¬ tion of the Gulf Stream toward the east is attributed partly to the rota¬ tion of the earth and partly to the direction of the prevailing winds. While the central part of the Gulf Stream drift makes its way toward the western shores of Europe, one part enters Davis Strait and produces an open channel to the southern part of Baffin Bay during winter; another one passes into Denmark Strait be¬ tween Iceland and Greenland, but it soon sinks into the depths of the sea. A more persistent branch passes be¬ tween Iceland and the British Islands and the coast of Norway, and has been traced to the eastward as far as the west coasts of Spitzbergen and Nova Zembla during the summer sea¬ son. The southern part of the Gulf Stream drift, more properly called Atlantic drift, leaves the main body south of the Azores and, as the North African Current, follows the coast of Africa to Cape Blanco, where it joins the North Equatorial Current. Sargasso Sea .—The vast oval-shaped area enclosed by the North Equatorial Current, the Gulf Stream and the Gulf Stream drift is one of calms and weak drifts, and is called the Sar¬ gasso Sea from the sea-weed which accumulates about its borders. NAVIGATION. At sea, with no land in sight, there are two methods available to the navi¬ gator for finding where his vessel is— by “dead reckoning” and by “observa¬ tion” of the heavenly bodies. Dead Reckoning .—The dead reckon¬ ing depends for its accuracy upon the correctness with which the mariner knows, first, the course, or direction in which the vessel has moved, and, secondly, the distance run; and it is the course and distance “over the ground” that should be considered, for a knowledge of the ship’s progress through the water will not suffice for exact results if the water itself has been in motion. From this it may be understood that errors are always to be expected in dead reckoning, due to inaccuracies in estimating the course and the distance sailed, and to the effect of the unknown movement of the sea itself, that is, the “current.” The Compass .—To obtain the course or direction sailed the com¬ pass is the sole source of knowledge. It may be considered that this is quite sufficient, and so it is when thoroughly understood; but the compass is not the simple and obedient servant of the mariner that it is ordinarily credited with being. “True as the needle to the pole” may be outra¬ geously false, and usually is. The pole that the free magnetic needle seeks is the earth's magnetic pole, situated in Arctic North America (latitude 70 N. and longitude 96 W.), not the geo¬ graphical one to which we are accus¬ tomed to refer; hence the needle points at an angle from the true north, which depends upon the relative direc¬ tions of the two poles at the position of the observer. This inaccuracy amounts to about 9 degrees at New York, about 15 degrees at London, and attains a value of upward of 30 de¬ grees on a voyage between two places; at some points the error is very large, and as may readily be con¬ ceived, in localities between the mag¬ netic and geographical poles the “north” end of the needle points due south. The error caused by this dis crepancy in the indication of the needle is called the "variation” or “declination” of the compass; its value has been determined by observa¬ tions for all the navigable waters of the globe, and the results are accessible to the mariner, who makes allowance for the false pointing of his compass according to the position in which he SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 179 finds himself; he must be careful, however, to employ the value corre¬ sponding not only to the proper place, but also the proper time; for the mag¬ netic pole has a slow motion which is constantly creating differences in the values- of the variation, so that in the course of a few years a material al¬ teration takes place in this error in each locality. In every vessel in which iron or steel is used to any material extent for construction or equip¬ ment, or in which these metals are carried in the cargo, there is exerted upon the compass needle a magnetic effect independent of that of the earth, 3V9/ TZaat C-kM Compass Card and the needle, instead of seeking the magnetic pole, takes up a position that is dependent upon the combined influence of the magnetic force of the earth and that of the ship. This error is called the “deviation” of the compass, and it exerts a different in¬ fluence and therefore produces a dif¬ ferent deflection of the needle, on every different heading of the ship, in every different locality, and on every different angle of inclination from the vertical or “heel” of the ship; in other words, it is different at Yokohama from what it is at Singa¬ pore—different when the ship heads northeast from what it is when she heads southeast, different when she heels to starboard on one slope of a wave from what it is when she heels to port on the other slope. It is not at all unusual for the deviation to amount to as much as 45 degrees. To overcome this error it is customary to “compensate” the compass—that is. to place near the needle artificial deflec¬ tors which will oppose to each of the various magnetic forces of the ship an equal corrective force, and thus neu¬ tralize the disturbance under all the various circumstances that may arise. But even with the compass thoroughly understood there are other errors that may occur in the reckon¬ ing of the course: the helmsman may be inexpert or the sea heavy, and in consequence the ship may not always heave as desired; she may go off side- wise, or, to use the nautical expression, “make leeway,” to an unknown de¬ gree ; and an ocean current for which it is impossible to make accurate al¬ lowance may produce errors of both course and distance. The Log .—The distance run is the second essential element Of the dead reckoning. It is ascertained by var¬ ious methods. In the early days of navigation it used to be determined by tossing a piece of wood overboard from the forward part of the vessel and then having a man walk aft, keeping abreast of it as it was left behind by the vessel; the time it took the man to traverse a known distance on the deck afforded a basis for calculating the speed. The method was replaced by one still in use on many vessels—“heav¬ ing the log.” A “chip” or piece of wood of appropriate shape is tossed overboard astern, being arranged to float in an upright position and thus present a flat surface not easily drawn through the water.; to it is attached a marked line; the chip remains sta¬ tionary while the line is paid out from a reel; the distance that the chip is left astern in a given time (usually indicated by a sandglass) shows the speed of the vessel, the marks of the line being so placed as to give the results directly in knots. THE COMPASS CARD. The compass needle carries a card divided into 32 “points.” A point= angle of 11° 15' and is subdivided into quarter points of 2° 48' 45" each. THE PATENT LOG. The “Patent Log ."—The most modern method of determining speed is by the “patent log.” A small screw- shaped “rotator” is kept towing astern at the end of a long plaited line; as the vessel moves through the water the little screw rotates, the principle involved being the same as that upon which the big screw-pro¬ peller drives the ship; each turn of the 180 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL rotator is transmitted through the tow- line to the shaft of a registering ap¬ paratus, and the distance run at any moment may be read from the reg¬ ister as one tells time by the clock. Some navigators dispense with all instruments and reckon distance by the revolutions of the engine—a suc¬ cessful method if they have a suffi¬ ciently extensive acquaintance with their vessels to know the number of revolutions required to drive the ves¬ sel a distance of one mile through the water under all the different condi¬ tions that may be encountered. working of astronomical sights there are required a sextant, a chronometer and a nautical almanac. The sextant is a light, handy instrument by means of which the angle between two ob¬ jects may be measured. It carries two mirrors, of which one is capable of motion about a pivot, and the other is fixed. There is a telescope through which the observer looks directly to¬ ward one of the objects—in the case of a sea observation, the horizon; the movable mirror is then placed in such a position that a ray of light from the second object (the sun or other BRIDGE OF THE "LUSITANIA” Showing the Engine Telegraph, Telephones, Signals, etc. Observation .—Absolute accuracy of results in Hip recording of distance is seldom attainable, notwithstanding the superior means of determination that exist in these latter days: so that the distance, like the kindred term of the problem, the course, can never be. re¬ lied upon implicitly, and the naviga¬ tor must look for a means to obtain, from time to time, a fresh “departure’’ by which he may start anew his dead reckoning. For this purpose observa¬ tions of the celestial bodies are made. The Sextant .—For the taking and heavenly body) is reflected to the fixed mirror and thence, through the telescope, to the eye of the observer. When the one object, seen directly, and the other, seen bv reflection, ap¬ pear to the observer to be in coincidence the measure is made, and it only re¬ mains to read the amount of the angle from a graduated scale over which an index travels to mark the position of the movable mirror on its pivot: and so nice is the graduation and so effective the method of reading that angles may be measured to the nearest ten seconds, SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 181 or to a 3G0th part of a degree. In the accompanying drawing of the sextant the two mirrors are shown at C and N with the telescope at T. The mirror is fixed to the frame of the sextant, while the mirror C is attached to the index bar D, which at its lower ex¬ tremity passes over the graduated arc of the sextant. At E and F are colored glasses to protect the eyes when the sextant is used for taking measurements of the altitude of the sun. As an example of the use of the sextant, suppose it be desired to de¬ termine the altitude of the sun A above the horizon B (page 184). The fixed mirror of the sextant has an un¬ silvered portion and the observer look¬ ing through the telescope with his eye at D can see the horizon directly through the unsilvered part m of the The- Chronometer . — An instrument of equal importance in navigation is the chronometer, which is nothing more or less than a time-piece in which every known device is employed to insure absolute uniformity of run¬ ning. It is hung in “gimbals” or swinging rings, so that it may remain level as the ship rolls and pitches, and it is kept in a damp-proof, dust-proof and shock-proof case, and treated with the utmost tenderness, being especially guarded from changes of temperature. It is not expected that the chronometer shall always show absolutely the cor¬ rect time of the standard meridian, but the requirement demanded is that its gain or loss shall be precisely the same from day to day ; the latter con¬ dition being fulfilled, the navigator may ascertain, before leaving port, iSnrii&rulsrbrr S’lnyC, Urnnrtt OiiRicxs 1C* XiuudlkiujiC* Kimml »C A Scw.-RAotrttC 4 U»roiaf««mu AsumutrAC* JauOarniiSm Mjam.v Minn .v.i.vtkm ,>o*yTi:s NkwVokk Soi H u ll); ('» X )AVKl Oibk.u.taK »»» b. A' rhnliat tot ' THE OFFICIAL CHART WITH DAILY COURSE PLOTTED mirror. At the same time he will see in the silvered part of the mirror an object reflected from the movable mirror C. If the movable mirror oc¬ cupies the position ah parallel to the fixed mirror the reflected image will show the horizon B 1 and the index arm will be at I. showing that the angle between the object seen directly through the mirror m and the re¬ flected object is zero degrees. If, how¬ ever, the arm be moved to the posi¬ tion I 1 the observer will see the re¬ flection of the sun A coincident with the horizon B in the mirror m and the index arm at I 1 will show what the angle of the sun with the horizon (A C B 1 ) is. the “error” of his instrument, or the amount it varies from the true time at a certain place on a certain day, and the “rate” or amount of change in each 24 hours. In view of the im¬ portance of the chronometer in the de¬ termination of position, the better j equipped vessels carry three or more of these instruments, instead of put- ' ting unlimited faith in a single one. Nautical Almanac .—There is pub- | lished annually, by the government of each of the more important maritime nations, a “Nautical Almanac,” in which are given tables by which the positions of the sun. moon, planets and all fixed stars of material mag¬ nitude may be found for any instant 182 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL throughout the year. The uavigator who is supplied with this book, to¬ gether with a sextant by which he may measure the angular height, or “alti¬ tude - ’ of any visible body above his horizon, and a chronometer rated to the exact time of a standard meridian (such as that of Greenwich), has at hand all the means necessary for find¬ ing the vessel’s position by means of tjie celestial bodies. The computation is not a difficult one, being facilitated, like many other operations in navigation, by tables. When the body observed is on the meridian the problem assumes a par¬ ticularly simple form, and hence it is an invariable rule, if the weather is (dear, to take an observation of the sun when it attains its maximum alti¬ tude at noon, and to work up the day’s run to that time and begin anew the dead reckoning. How an Observation Is Taken .— From the height of the sun above the horizon at noon one is able to deter¬ mine his latitude. At the time of the equinoxes, that is, on March 21 and September 23, the distance of the sun from the zenith (that is, when on the meridian) is equal to the latitude of the observer. For instance, at the equator, or latitude 0, the zenith dis¬ tance would be 0, for the sun would pass directly overhead. At the pole it would be 90 degrees, for the sun would just peep above the horizon. At New York the zenith distance would be 41 degrees, at Liverpool 53 degrees, etc., the latitude of New York being 41 degrees and that of Liverpool 53 degrees. As it is im¬ possible to measure the zenith dis¬ tance with any degree of accuracy, be¬ cause there is no object directly over¬ head on which to train the sextant, the altitude of the sun above the horizon is measured instead and this angle is subtracted from 90 degrees to give the zenith distance or latitude of the observer. But for a given latitude the sun mounts higher each day dur¬ ing the first half of the year and de¬ clines steadily for the rest of the year. It is necessary therefore for the navigator to consult the Nauti¬ cal Almanac to ascertain how much to add or subtract from the observed altitude of the sun in order to find his latitude. The latitude being ascertained, it is only necessary for him to determine his longitude so as to know just where on the surface of the globe he is. The longitude is determined by the chro- J nometer, which, as just explained, is merely an accurate timepiece that keeps Greenwich Time. Not account¬ ing for slight variations in the ap¬ parent motion of the sun, which are recorded in the Nautical Almanac, it will be understood that the sun arrives at the meridian of Greenwich every day at twelve o’clock noon. At one o’clock I*. M. Greenwich Time, the sun will reach the 15th meridian west of Greenwich, at two o’clock the 30th meridian, and so on around the world. An observer who finds that the sun comes to meridian when his chronome- Officers usually make their observations in duplicate to avoid errors. ter points to 3 o’clock, knows that he is at longitude 45 degrees west of Greenwich. Should his timepiece point to 2 :30 the longitude would be 37 1 /-2 degrees west of Greenwich. When clouds and fog prevent the taking of observations, the mariner lias no recourse but to rely upon dead reckoning; but his reliance, in sucli a case, is not implicit, and the captain makes due allowance in approaching the land for possible inaccuracies in the supposed position. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 183 Nautical Charts .—Where the land is in sight and where courses are shaped and positions found from ter¬ restrial objects, the first requirement is a nautical chart, which shows the features of the land and water with a completeness of detail that the landsman would scarcely dream of. Upon it are represented in proper position, the shore-line and the prom¬ inent characteristics of the land— mountains, towns, lighthouses, wind¬ mills, conspicuous trees, and houses, sand beaches, bluffs, rocks, islets—- everything that could possibly be recognized by a person on a passing vessel and utilized for locating posi¬ tion. The water is also depicted, and nearly all that is above and below it— buoys, lightships, and all floating ob- THE SEXTANT SHOWN DIAGRAMMATI- CALLY. jects of a permanent nature; the depth of water at frequent intervals, especially over shoals, reefs, and dan¬ gers ; the character of the bottom in different regions, whether mud, sand, coral, or other substance; the. direc¬ tion and velocity of tidal and other currents that may be expected; and much useful information besides. By this chart the ship may be guided in safety among the dangers that beset her near the land. The Lead .—Among the means of ascertaining the whereabouts of the ship in the neighborhood of the coast or of protecting the vessel from stranding on the shoals, the lead is of great importance. The lead line is marked with strips of leather, cotton cloth and woolen cloth at various intervals as follows: At two fathoms two strips of leather; at three fathoms, three strips of leather: at five fathoms a white cotton strip; at seven fathoms, a red woolen strip; at ten fathoms, a piece of leather with a hole in it; at thirteen fathoms, a blue woolen strip; at fifteen fathoms, a white cotton strip; at seventeen fathoms, a red woolen strip ; and at twenty fathoms, a leather piece with two holes in it. The object of using cotton and woolen strips is to enable them to be dis¬ tinguished with the tongue at night. A considerably improved sounding apparatus was invented by Lord Kel¬ vin. This apparatus is used as fol¬ lows : Without reducing the speed of the steamer an ordinary lead is thrown overboard together with a brass tube, into which latter is inserted a glass tube closed at the top, but open at the bottom, and painted inside with a coat¬ ing of red-colored chromic silver. In proportion to the depth of water at the respective place of sounding, the sea water enters the tube only to a certain height and presses the air contained in it upwards. The chromic silver is discolored by the water so far as the latter has entered into the. tube, and on the principle of Mariotte’s Law the depth of the sea to which the glass tube has descended can be ascer¬ tained. The lead is then hauled in again by means of a strong piano wire, and the apparatus is at once ready for further use. The disadvantage of the glass tubes being fit to be used only once and having to be refitted with chromic silver has been done away with in the case of some steamers by the use of tubes of dull glass which show the height of the water entered into them without a special chemical substance being required, and need only be dried in order to be ready for further use. Engine Room Signals .—One bell means “Ahead slow,” when the en¬ gines are stopped: but when the en¬ gines are working “ahead slow” or “astern slow,” one bell means “Stop.” 184 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL When the engines are working “full speed ahead,” one bell means “Slow down.” The jingle bell means “Full speed ahead” when the engines are working “ahead slow,” and "Full speed astern” when they are working “astern slow.” Two hells means “Astern slow” when the engines are stopped. Four bells means “ Astern” when the engines are working full speed ahead, and four bells followed by a jingle bell means “ Reverse and full speed astern.” The Barometer. —The height of the barometer affords a measure of the pressure on the surface of the earth exerted by the atmosphere, such pres¬ sure being principally caused by the weight of the dry air. For use at sea the mercurial barometer is the more accurate, the aneroid the more sensitive. The former requires four readings: for capacity , owing to the the science of forecasting and make the layman ask, when he does not understand the readings of either the barometer or the face of the sky : Will a basis for prediction ever be secured and popularized so that a traveler studying the probabilities of storm and anti-cyclone may know fairly well when and how to look for the changes intrinsic to the elements? As it is. the tourist on land is troubled the same as the one at sea, because the weather may be stormy when the head of the column of mercury in the tube is soaring in the region of fair, and vice versa, contradictions that do not bother the forecasters of the Weather Bureau, who are armed with their many data from various direc¬ tions at a given moment. If he has no confidence in the official high per cent, of success, to be found in the newspaper summaries if at hand, he ELECTRIC LOG change of level of the bowl as the mercury rises or falls; for capillarity, owing to the depression of the mer¬ curial column, caused by a small glass tube; for temperature, since all obser¬ vations are reduced for comparison to a common temperature of 82° F.; for height above sea-level. Many of the conditions governing the use of this instrument are unsatis¬ factory. For instance, at sea, the nav¬ igator is handicapped through lack of the necessary overland pressure re¬ ports from surrounding areas. Again, there are agencies at work such as the belief in the effect of outside bodies, like the moon, upon the weather; and the state of the weather as indicated by certain signs, the so-called meteoro¬ logical folk lore. These retard to a considerable extent the acceptance of can turn to an interpretation of the sky. This art has been neglected since the publication of weather prognostics, but in the absence of the mechanical details that are slowly systematizing the many accumulating data of pres¬ sures, sky readings are invaluable and of growing importance, especially since the discovery of Ballot’s law of storms, but they belong to the subject of clouds. Still the conclusion is reached even by experts, that there is no direct key to pressure phenomena, no way of fully regularizing baro¬ metric observations until they can he gathered over a still wider area through the service of ships and island stations, a>iul the establishment of weather stations at the farthest ex¬ tremes of continental communication. Until these improvements cpme, pre- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 1S5 dictions must be made on wind- barometer indications now in use in limited areas, and not till then may the avex - age trawler be weatherwise be¬ yond acting on the guide-book advice, “Not to forget, that it is always going to rain.” These wind-barometer indications are: When the wind sets in from points between south and southeast and the barometer falls steadily a storm is approaching from the west or northwest, and its - center will pass near or north of the observer within 12 or 24 hours with the wind shifting to northwest by way of southwest and west. When the wind sets in from points between east and northeast and the barometer falls steadily, a storm is approaching from the south or southwest, and its center will pass near or to the south or east of the observer within 12 or 24 hours with wind shifting to northwest by way of north. The rapidity of the storm's approach and its intensity will be in¬ dicated by the rate and the amount of the fall in the barometer. The direction in which the wind blows is determined by the relative positions of regions of high and low pressure. So Ballot’s Law is as follows : For the Northern Hemisphere. Stand with your back to the wind, and the barometer will be lower on your left hand than on your right. For the Southern Hemisphere. Stand with your back to the wind, and the barometer will be lower on your right hand than on your left. In the northern hemisphere, when¬ ever we are within or on the borders of an area of low barometrical read¬ ings, the wind blows round it counter¬ clockwise, and whenever we are within or on the border of an area of high readings, the wind blows round it clockwise, i. e., in the direction in which the hands of a clock move. In the southern hemisphere the converse is true in both cases. It is not from the point at which the column of mercury may stand that one is alone to judge the state of the weather, but from its rising or falling. When rather below its ordinary height, say down to near 29 1 / 4 inches at sea level, a rise foretells less wind or less wet, but when it has been very low— about 29 inches—the first rising usu¬ ally precedes strong wind or heavy squalls, after which violence a gradu¬ ally rising glass foretells improving weather if the temperature falls. In¬ dications of an approaching change of weather and the directions and force of winds are shown less by the height of the barometer than by its falling or rising. Nevertheless a height of more than 30 inches is indicative of fine weather, except from east to north oc¬ casionally. A rapid rise indicates unsettled weather; a slow rise the con¬ trary ; a steady barometer, when continued, and with dryness, foretells very fine conditions. A rapid and con¬ siderable fall is a sign of stormy weather and rain or snow. Alternate rising and sinking indicates unsettled and threatening weather. The late Admiral Fitzroy, F. R. S., held that weather signs were accessories to the barometer and thermometer for use in knowing the state of the air. Any traveler who vigilantly watches the ap¬ pearances of the sky will find these signs to be as follows : Whether clear or cloudy, a rosy sky at sunset presages fine weather; a red sky in the morning, bad weather or much wind, perhaps rain ; a gray sky in the morning, fine weather; high dawn, wind ; low dawn, fair weather. Soft-looking or delicate clouds fore¬ tell fine weather, with moderate or light breezes; hard-edged, oily-looking clouds, wind. A dark, gloomy, blue sky is windy, but a light, bright-blue sky indicates fine weather. Generally the softer the clouds look the less wind (but perhaps more raiu) may be ex¬ pected, and the harder, more “greasy,” rolled, tufted or ragged, the stronger the coming wind will prove. Also a bright yellow sky at sunset presages wind; a pale yellow, wet; and thus, by the prevalence of red. yellow or gray tints, the coming weather may be foretold very nearly, and if aided by instruments, still nearer. Small inky-looking clouds foretell rain; light scud clouds driving across heavy masses show wind and rain, but if alone, may indicate wind only. High upper clouds crossing the sun, moon or stars in a direction different from that of the lower clouds, or the wind then felt below, foretell a change of wind. After fine, clear weather the first signs in the sky of a coming change are usually light streaks, curls, wisps or mottled patches of white distant clouds, which increase and are fol¬ lowed by an overcasting of murky va¬ por that grows into cloudiness. This appearance, more or less oily or 186 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL watery, as wind or rain will prevail, is an infallible sign. Light, delicate, quiet tints or colors, with soft, undefined forms of clouds, indicate and accompany fine weather, but gaudy or unusual hues, with hard, definitely outlined clouds, foretell rain and probably strong wind. Remarkable clearness of atmosphere near the horizon, distant objects, such as hills, unusually visible or raised (by refraction) and what is called “a good hearing day,” may be mentioned among signs of wet, if not wind, to be ex¬ pected. More than usual twinkling of the stars, indistinctness or apparent multi¬ plication of the moon’s horns, halos, “wind-dogs” (fragments or pieces of rainbows, sometimes called “wind- galls”) seen on detached clouds, and the rainbow, are more or less signifi¬ cant of increasing wind, if not ap¬ proaching rain, with or without wind. Lastly, the dryness or dampness of the air and its temperature (for the season) should always be considered, with other indications of change or continuance of wind and weather. NORTH ATLANTIC ICE MOVE¬ MENTS. Vessels crossing the Atlantic Ocean between Europe and the ports of the United States and British America are liable to encounter icebergs or ex¬ tensive fields of solid compact ice, which are carried southward from the Arctic region by the ocean currents. It is in the vicinity of the Great Bank of Newfoundland that these masses of ice appear in the greatest numbers and drift farthest southward athwart the trans-oceanic steamer routes. In April, May and June icebergs have been seen as far south as the thirty-ninth de¬ gree of latitude and as far east as longitude 38° 30' west of Greenwich; and, although its occurrence is such a great rarity that navigators need not be concerned about it, floating ice may be met. with anywhere in the North Atlantic Ocean northward of the for¬ tieth degree of latitude at any season of the year. TIIE ORIGIN OF THE NORTH ATLANTIC ICE. The bergs which usually appear in the North Atlantic have their origin almost exclusively in western Green¬ land, although a few may come around Cape Farewell from the Spitzbergen Sea and some may be derived from Hudson Bay. A huge ice sheet, formed from com¬ pressed snow, covers the whole of the interior of Greenland. The surface of this enormous glacier, only occasion¬ ally interrupted by protruding moun¬ tain tops, rises slightly toward the in¬ terior and forms a watershed between the east and west coasts, which is estimated to be from 8,000 to 10,000 feet above the sea. The outskirts of Greenland, as they are called, consist of a fringe of islands, mountains and promontories surrounding the vast ice- covered central portion and varying in width from a mere border up to 80 miles. Everywhere this mountainous belt is penetrated by deep fiords, which reach to the inland ice, and are terminated by the perpendicular fronts of huge glaciers, while in some places the ice comes down in broad projections close to the margin of the sea. All of these glaciers are making their way toward the sea, and, as their ends are forced out into the water, they are broken off and set adrift as bergs. This proc¬ ess is called calving. The size of the pieces set adrift varies greatly, but a berg from 60 to 100 feet to the top of its walls, whose spires or pinnacles may reach from 200 to 250 feet in height and whose length may be from 300 to 500 yards, is considered to be of ordinary size in the Arctic. These measurements apply to the part above water, which is about one-eighth or one-ninth of the whole mass. Many authors give the depth under water as being from eight to nine times the height above; this is incorrect, as measurements above and below water should be referred to mass and not to height. It is even possible to have a berg as high out of water as it is deep below the surface, for, if we imagine a large, solid lump of anv regular shape, which has a very small sharp high pinnacle in the center, the height above water can easily be equal to the depth below. An authentic case on record is that of a berg, grounded in the Strait of Belle Isle in 16 fath¬ oms of water, that had a thin spire about 100 feet in height. THE AGENCY OF TRANSPORTA¬ TION OF ICE FROM THE ARCTIC REGION. The Labrador current passes to the southward along the coasts of Baffin Land and Labrador, and, although it occasionally ceases altogether, its usual rate is from 10 to 36 miles per day. Near the coast it is very much influ- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 187 enced by the winds, and reaches its maximum rate after those from the northward. The general drift of the current is to the southward, as shown by the passage of many Icebergs, al¬ though occasions have arisen on which these have been observed to travel northward without any apparent rea¬ son. The breadth and depth of the current are not known, but it is cer¬ tain that it pours into the Atlantic enormous masses of water for which compensation is derived from the warm waters of the Atlantic and from the East Greenland current that flows around Cape Farewell. ICEBERGS. All ice is brittle, especially that in bergs, and it is wonderful how little it takes to accomplish their destruc¬ tion. A blow of an ax will at times GREENLAND ICEBERG split them, and the report of a gun, by concussion, will accomplish the same end. They are more apt to break up in warm weather than cold, and whalers and sealers note this be¬ fore landing on them, when an anchor is to be planted or fresh water to be obtained. On the coast of Labrador in July and August, when it is packed with bergs, the noise of rupture is often deafening, and those experienced in ice give them a wide berth. When they are frozen the tempera¬ ture is very low, so that when their surface is exposed to a thawing tem¬ perature the tension of the^exterior and interior is very different, making them not unlike a Prince Rupert’s drop. Then, too, during the day water made by melting finds its way into the crevices, freezes, and hence expands, and, acting like a wedge, forces the berg into fragments. It is the greatly increased surface which the fragments expose to the melting action of the oceanic waters that ac¬ counts for the rapid disappearance of the ice after it has reached the north¬ ern edge of the warm circulatory drift currents of the North Atlantic Ocean. If these processes of disintegration did not go on and large bergs should re¬ main intact, several years might elapse before they would melt, and they would ever be present in the trans¬ oceanic routes. In fact, instances are on record in which masses * of ice, escaping the influences of swift de¬ struction or possessing a capability for resisting them, have, by phenomenal drifts, passed into European waters and been encountered from time to time throughout that portion of the ocean which stretches from the British Isles to the Azores. They assume the greatest variety of shapes, from those approximating to some regular geometric figure to others crowned with spires, domes, minarets and peaks, while others still are pierced by deep indentations or caves. Small cataracts precipitate themselves from the large bergs, while from many icicles hang in clusters from every projecting ledge. They frequently have outlying spurs under water, which are as dangerous as any other sunken reefs. For this reason it is advisable for vessels to give them a wide berth, for there are a number of cases on record where vessels were seriously damaged by striking when apparently clear of the berg. Serious injury has occurred to vessels through the breaking up or capsizing of ice¬ bergs. Often the bergs are so nicely balanced that the slightest melting of their surfaces causes a shifting of the center of gravity and a consequent turning over of the mass into a new position, and this overturning also fre¬ quently takes place when bergs, drift¬ ing with the current in a state of deli¬ cate equilibrium, touch the ocean bot¬ tom. FIELD ICE. Field ice is formed throughout the region from the Arctic Ocean to the shores of- Newfoundland and yearly leaves the shore to find its way into the paths of commerce. Starting with the Arctic field ice and coming to the southward, we find this ice growing lighter, both in thickness and in quan¬ tity, until it disappears entirely. Ice 188 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL made in the Arctic is heavier and has lived through a number of seasons. After the short summer in high lati¬ tudes ice begins to form on all open water, increasing several feet in thick¬ ness each season. Much of this re¬ mains north during the following sum¬ mer, and, though it melts to some ex¬ tent, it never entirely disappears, so that each succeeding winter adds to its thickness. Small fragments of bergs find them¬ selves mingled with Arctic fields and become frozen fast. These, when liberated to the southward, are called ICEBERG AND FLOE ICE. growlers, and form low, dark, indigo- colored masses, which are just awash and rounded on top like a whale’s back. They are very dangerous when in ice fields which have become loose enough to permit the passage of ves¬ sels through them, and should always be looked for; they can be seen appar¬ ently rising and sinking as the sea breaks over them. SIGNALS IN RELATION TO ICE. Information as to wind, tempera¬ ture, weather indications, and the state of the ice can be obtained by communicating with the marine signal stations of Newfoundland, St. Pierre, and Canada. These are situated at Cape Race, Cape Ray, Belle Isle. Chateau Bay, Amour Point, Galantry Head (St. Pierre), and St. Paul Island. Wireless telegraph stations are operated for the Department of Ma¬ rine and Fisheries of the Dominion of Canada by the Marconi Wireless Tele¬ graph Company at most of these sta¬ tions, and vessels fitted with Marconi apparatus can communicate with them. LANES FOR ATLANTIC STEAMERS. The following routes, agreed to by the prin¬ cipal Steamship Companies, came into force January 15 th, 1899:— WESTBOUND. From 15th January to 14th August, Both Days Inclusive. Steer from Fastnet, or Bishop Rock, on Great Circle Course, but nothing South, to cross the meridian of 47° West in Latitude 42° North, thence by either rhumb line or Great Circle (or even North of the Great Circle if an easterly current is encountered) to a position South of Nantucket Light- Vessel, thence to Fire Island Light-Vessel, when bound for New York, or to Five Fathom Bank South Light-Vessel, when bound for Philadelphia. From 15th August to 14th January, Both Days Inclusive. Steer from Fastnet, or Bishop Rock, on Great Circle Course, but nothing South, to cross the meridan of 49° West in Latitude 46° North, thence by rhumb line, to cross the meridan of 60° West in Latitude 43° North, thence also by rhumb line, to a position South of Nantucket Light-Vessel, thence to Fire Island Light-Vessel, when bound to New York, or Five Fathom Bank South Light-Vessel, when bound for Philadelphia. EASTBOUND. From 15th January to 23rd August, Both Days Inclusive. Steer from 40° 10' North, and 70° West, by rhumb line, to cross the meridian of 47° West in Latitude 41° North, and from this last position nothing North of the Great Circle to Fastnet, when bound to the Irish Channel, or nothing North of the Great Circle to Bishop Rock, when bound to the English Channel. From 24th August to 14th January, Both Days Inclusive. Steer from Latitude 40° 10' North and Longitude 70° West, to cross the meridian of 60° West in Latitude 42° 0' North, thence by rhumb line to cross the meridian of 45° West in Latitude 46° 30' North, and from this last position nothing North of the Great Circle to Fastnet, when bound to the Irish Channel, and as near at possible to, but nothing North of the Great Circle to Bishop Rock, always keeping South of the Latitude of Bishop Rock when bound to the English Channel. At all seasons of the year steer a course from Sandy Hook Light-Vessel, or Five Fathom Bank South Light-Vessel, to cross the meridian of 70° W T est, nothing to the Northward of Latitude 40° 10'. Note.— At times during the season when ice is preva¬ lent an agreement arrived at between the various steamship companies concerned is to follow routes even more southerly than the tracks given above. Flowers, fresh fruit, lettuce, and mushrooms are grown under glass during the voyage on certain ships, that are provided with green¬ houses with movable windows, steam pipes, etc. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 189 BRIEF RULES FOR THE USE OF OIL TO PROTECT VESSELS IN STORMY WATERS. 1. Scudding before a gale, distrib¬ ute oil from the bow by means of oil bags or through waste pipes. It will thus spread aft and give protection both from quartering and following seas. 2. Running before a gale, yawing badly, and threatening to broach-to, oil should be distributed from the bow and from both sides, abaft the beam. 3. Lying-to, a vessel can be brought closer to the wind by using one or two oil bags forward, to windward. With a high beam sea, use oil bags along the weather side at intervals of 40 or 50 feet. 4. In a heavy cross sea, as in the center of a hurricane, or after the center has passed, oil bags should be hung out at regular intervals along both sides. 5. Drifting in the trough of a heavy sea, use oil from waste pipes forward and bags on weather side. 6. Steaming into a heavy head sea, use oil through forward closet pipes. Oil bags would be tossed back on deck. 7. Lying-to, to tack or wear, use oil from weather bow. 8. Cracking on, with high wind abeam and heavy sea, use oil from waste pipes, weather bow. 9. A vessel hove to for a pilot should distribute oil from the weather side and lee quarter. The pilot boat runs up to windward and lowers a boat, which pulls down to leeward and around the vessel’s stern. The pilot boat runs down to leeward, gets out oil bags to windward and on her lee quar¬ ter, and the boat pulls back around her stern, protected by the oil. The vessels drift to leeward and leave an oil-slick to windward between the two. 10. Towing another vessel in a heavy sea, oil is of the greatest ser¬ vice, and may prevent the hawser from breaking. Distribute oil from the towing vessel forward and on both sides. If only used aft, the tow alone gets the benefit. 11. At anchor in an open road¬ stead use oil in bags from jibboom. or haul them out ahead of the vessel by means of an endless rope rove through a tailblock secured to the anchor chain. The simplest method of distributing oil is by means of canvas bags about 1 foot long, filled with oakum and oil, pierced with holes by means of a coarse sail needle, and held by a lan¬ yard. The waste pipes forward are also very useful for this purpose. GREAT CIRCLE SAILING We have been taught in the high school that a straight line is the short¬ est distance between two points. This is far from being true on maps and charts of the earth. All charts are distorted, for the reason that they try to show a spherical sur¬ face on a flat surface. For instance, the ordinary Mercator projection of the world will show that Lis¬ bon, Portugal, is almost due east of Philadelphia, but if a ship should sail along the 40th latitude, which is rep¬ resented by a straight line on the map, it would travel over a hundred miles further than was necessary. A much shorter course would be to fol- "b' GREAT CIRCLE SAILING, low a curve leading far north of the 40th latitude. If a large globe is available, it is an easy matter to prove this by measuring the distances with a string, and it will be found that the shortest distance between two points would lie along the arc of a great cir¬ cle. In other words, should you cut the globe in two along this arc the knife would pass through the center of the earth. If you cut the globe in two along a parallel of latitude above or below the equator you would slice off less than a hemisphere. To illustrate the matter more clear¬ ly, suppose a man who was a mile dis¬ tant from the pole wished to travel to a point an equal distance from the pole, but on the opposite side. lie would not think of pursuing a course parallel with the equator, as indicated by ABC in the figure, but would go directly across the pole along the line A P C. The curvature of the course A I* C would be very flat and almost negligible. Exaggerate this to let th» point A represent New York and G Peking, China, which is at about the same latitude as New York, and al¬ most 180 degrees to the west. If a 190 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL traveler traveled west from New York and another traveled north the former would have 2,500 miles further to go than the latter, because the curve over the north pole would be much flatter than the curve parallel to the equator which would be taken by the traveler going due west. The arcs of great circles are the flattest arcs that can be pursued on the earth, and conse¬ quently represent the shortest distance between any two points. WHAT IS LLOYD’S? This world-famous institution of the shipping world takes its name and derives its origin from a coffee-house established in Tower Street by one Edward Lloyd toward the end of the 17th century, and removed in 1092 to the corner of Lombard Street and Abchurch Lane. In 1773 the brokers and underwriters frequenting the house, to the number of 79, took rooms on the northwest side of the Royal Exchange, where ever since this great institution has been established. In 1870 an Act of Incorporation was ap¬ plied for, and obtained in 1871. The objects were described as being (1) the carrying on of the .business of ma¬ rine insurance by members of the so¬ ciety, (2) the protection of the inter¬ ests of members of the society in re¬ spect of shipping and cargoes and fi-eight, and (3) the collection, publi¬ cation and diffusion of intelligence and information. To carry out the third object Lloyd’s has a staff of about 1,500 agents in all parts of the world constantly reporting to head¬ quarters, where clerks are employed both day and night. Lloyd’s also maintains an extensive system of sig¬ nal stations for reporting vessels, etc., which is of great benefit to the ship¬ ping community. An inquiry office is also maintained, where the relations of crew or passengers may obtain, without cost, information conceniing the movements of the vessel in which they are interested. In addition to “Lloyd’s List,” published daily, the corporation publish “Lloyd’s Weekly Shipping Index” every Thursday, “Lloyd’s Calendar’’ annually, and “Lloyd’s Book of House Flags and Funnels.” A “Captains’ Register” is kept, consisting of a biographical dic¬ tionary of all the certificated com¬ manders of the British mercantile marine, about 24,000 in all. The rec- ord of losses is kept in the “Loss Book.” LLOYD’S REGISTER OF BRIT¬ ISH AND FOREIGN SHIPPING. This is a society voluntarily main¬ tained by the shipping community with the primary object of the classi¬ fication of vessels. It is the l'eeog- nized authority on such matters all over the world. The society’s affairs are managed by a committee of 60 membei-s, composed of merchants, ship¬ owners and undei’writers, elected at the principal shipping centers of the country. In technical matters affect¬ ing the society’s rules for the con¬ struction of vessels and machinery, the committee has the advantage of the co-operation of a body of experts. 15 in number, selected by the principal institutions of the United Kingdom associated with naval ai'chitecture and engineering, the iron and steel and forge-making industries. Branch com¬ mittees of the society are established on the Mersey and on the Clyde. In the case of new vessels, after the plans have been submitted to and approved by the committee, the building of the vessels proceeds under the supervision of the society’s surveyors, who, when the vessels are completed, send a de¬ tailed report to the committee, by whom the class is ' assigned. The highest class for iron and steel ves¬ sels is represented by the character 100A1, and for wooden vessels by Al. It is from the latter character that the phrase “Al at Lloyd’s” is de¬ rived. In addition to the classifica¬ tion of vessels other duties have from time to time been entrusted to the society. Under the authority of Gov¬ ernment it controls the testing of an- choi’s and chains at all the public proving-houses in the country. Dur¬ ing the year ended June 30, 1909. over 345 miles of chain cable and 6,896 anchors wei*e tested. Lloyd's Regis¬ ter has, moreover, been entrusted by Parliament with the duty of assigning freeboards to vessels under the Mer¬ chant Shipping Act, 1894, and the load lines of 14,864 vessels have been dealt with by the committee. The society also conducts the testing of steel used in the construction of ves¬ sels and machinery. During the above- stated period 478,000 tons of steel were submitted to the tests required by the rules. A package of address tags of linen will not come amiss. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 191 USE OF OIL TO CALM THE SEA. A substance, in order to be of use in subduing the violence of waves, should be capable (1) of spreading rapidly over the surface of the sea, (2) of making the tension of the ex¬ posed surface less than the surface- tension of water, and (3) of forming a continuous surface film, whose par¬ ticles are distinct from the particles of water and therefore do not share their orbital motion. The following liquids for calming the sea are listed in the order of their efficiency : Soapsuds, sperm oil, oil of turpentine, rapeseed oil, linseed oil, benzoin, ricinus oil, oil of almonds, oil of olives, petroleum. Of the substances named, petroleum spreads less rapidly than any of the others, its tendency to spread being only a"bout one-lialf that of olive oil, one-third that of linseed oil, one-fourth that of sperm oil, and one-fifth that of soapsuds. This explains, in large part, why seamen have found it inferior to the" other oils, especially those of ani¬ mal and vegetable origin, for calming the sea. According to theory, of all the liquids named, soap water is the best agent for preventing the growth of waves, both on account of its superior spreading power and the reduction of the surface tension that it brings about. Oil of turpentine is the best of the oils for spreading and reducing the tendency of the wind to form waves and increase their size. Moreover, oil appears to have a great advantage over soap water, since it weighs less than water and does not mix with it. HEIGHT OF WAVES. Measurements of the United States Hydro- graphic Office and estimates of mariners and observers at sea indicate that the average height of all the waves running in a gale in the open ocean is about 20 feet, but the height of the individual waves is often found to vary in the proportion of one to two, and there is, in fact, ift a fairly regular sea a not inconsider¬ able range of size among the waves. In any statement that we may make as to the size of the waves in a gale on the ocean we should not neglect the mention of the larger waves that occur at fairly frequent intervals. These, which may be termed the ordinary maximum waves, are perhaps what seamen really refer to when they state the size of waves met with during a storm at sea. “About 40 feet is a common estimate of the height of the larger waves in a severe gale on the North Atlantic, and this estimate is really not- incompatible with a recorded average of a little more than 20 feet. It is difficult to say what may be the great¬ est height of the solitary or nearly solitary waves that are from time to time reported by mariners. The casual combination of the numerous independent undulations running on the sea presumably sometimes produces two or three succeeding ridges or two or three neighboring domes of water of considerably greater dimensions than those of the ordinary maximum waves of a storm. Although these large cumulative waves may be frequently produced, yet they will be comparatively seldom observed, because so small a fraction of the ocean’s surface is at one time under observation. There are seemingly reliable accounts of cases in which these “topping seas” have reached the height of 60 feet. The best method of observing the height of waves at sea that is available to the ordinary mariner who is without special instrumental equipment is to mount the rigging or ascend to some other elevation above the vessel's deck until high enough to just see the horizon over the top of the wave crest. Thus, if the deck is 15 feet above the water line and the observer mount 10 feet above the deck in order that he may just see a wave crest level with the horizon, the height of the wave is 25 feet above the water line; and if at the time of observation the vessel rides upright in the trough of the wave the observed height will be the required height of the wave from the trough to crest without any correction or allowance whatever. Three or four sets of a dozen observations each, taken in this way, will give an excellent determination of the average height of the waves running during the period of the observations. OCEAN CLIMBING If one were to travel in a straight line from Southampton to New York he would be obliged to plough directly through the ocean and through the crust of the earth to a depth of about 400 miles midway of his course owing to the curvature of the earth’s surface. In other words, a vessel sailing be¬ tween the two ports mentioned would have to pursue a curved course that would rise 400 miles above the straight line connecting the two ports. Furthermore, there is an actual climb of the vessel in sailing over this course for the reason that New York is fur¬ ther from the center of the earth than is Southampton. We know that the diameter of the earth at the equator is twenty-seven miles greater than the diameter through the poles. It is due to this bulging of the earth toward the equator that New York, Which is 10 degrees further south than Southamp¬ ton, is actually over a mile further from the center of the earth. How¬ ever. no extra power is required to make this climb because the force that causes the earth to bulge at the equator acts on the vessel and lifts it, this force being the centrifugal force due to the rotation of the earth on its axis. 192 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL* LATEEN RIG RIGS OF SAILING VESSELS. While there are not quite so many different rigs of sailing vessels as there are vessels, there are a great many, some of them differ¬ ing but slightly from others, and there is much confusion of nomenclature, even among those who should know better than to et the rigs mixed in their minds. To aid in ispelling misunderstandings as to the names of the rigs of vessels, or as to how certain named rigs are to be understood, the accom¬ panying illustrations have been prepared, showing a wide range from the smallest and the most simple sailing vessels to the largest and most complicated. In the first place we may make a distinction by reason of the number of masts, which ranges from one to five. The second dis¬ tinction may be in the manner in which the sails are attached, extended, and maneuvered; some being on horizontal yards swinging SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 193 crosswise of the mast, some on yards which lie obliquely to the horizontal, others having booms or gaffs attached at only one end to the mast, and others again having no spirit or spar by which to aid in their extension. Some sails are triangular, others have four well defined sides. Some vessels have all the sails centered at the masts, or are square rigged; in others all the sails are "fore and aft;” and others again have the sails on one or more masts of different type from those on the other or others; while in some, part of the sails on a mast are of one type and the rest of one or more others. Referring to the illustrations, and consider¬ ing only the number of masts: A to I inclusive have but one; J to X inclusive, two; and the rest have three. There are vessels having four and even five masts, but these do not require illustration as the sails on the other mast or masts are of the same general type as those on the three. Of sails we have as distinct types No 5 A, which is a leg of mutton, having a boom to extend its lower edge; 5 B, which is a square sail, having its upper edge extended by a yard and found also at 4 and 5 L, M and N, 4 V, W, X, Y, Z, AA and BA; 5 X, Z, AA and BA, and 6 AA and BA. All these square sails have no yard to extend them on their lower edges. In vessels F and J there will be seen to be one long yard at an angle to the mast and haying its lower end made fast to a convenient point below. This is called a lateen rig. In vessels D, E, G, H, I, O, P, Q, R,»S, T, U, V, W, Y, all sails marked 5 are bent to the mast at their inner edge, and extended by a boom below and a gaff above. These are fore and aft sails. Other fore and aft sails, bent to stays and not to any mast, boom or yard, are the stay sails seen in vessels D, E, I, J, K, M, N, and on all the others from P on, inclusive. The particular sail on vessel A is a leg of mutton sail; on B, a lug sail or lug; on C, a split lug, differing from that on B by’oqe portion being bent to the mast as well as to the yard above. In vessel K may be seen a "sliding gunter,” the upper portion of which is extended by a spar which is hoisted along¬ side of the mast, constituting, practically, a sliding topmast; the sail being bent to both halves of the mast proper. On vessel L there is a dipping lug, and on M a three-quarter lug. In S we see a schooner the topsails of which, marked 12 and 13, are extended by the top¬ mast and the gaff; these being called gaff- topsails; while in T they have at their lower edges comparatively short spars called clubs, by which they may be more flatly strained than where the attachment is made directly to the corner (or clew) of the sail. In BB we see the topsails double; that is, instead of there being only one sail to the topmast, as in AD, 9, 10, 11, they are double, the upper half being bent to the regular yard above, and the other to a yard which is hoisted on the mast; the object being to enable the sail area to be more readily reduced than by reefing one large sail. Taking the different rigs in order as lettered, A, is a leg of mutton, B a lug, C a split lug, D a sloop (having a single mast and only fore and aft sails), E a sloop having a gaff topsail, F a lateen rig, G a skipjack (haying no Bow¬ sprit and no staysail nor topsail)? H a cat- boat (which differs from the skipjack only in the hull), I the cutter as known in the United States Navy (distinguished by being sloop rigged, with a square topsail instead of a gaff topsail or a club topsail), J a lateen rigged felucca, K a sliding gunter (having practically a sliding topmast to which as well as to the mast the sail is bent), L a dipping lug, M a three-quarter lug, N a standing lug (one lower corner of the sail being secured to the mast, and the lower edge being extended without a boom), O a pirogue (having no bow¬ sprit, no staysails, and no topsails, and being fitted with a lee board as shown), P a sloop yawl (having a small mast stepped astern and bearing a leg of mutton sail), Q a sloop yawl with a jigger. R is a schooner having two masts, both fore and aft rigged; this one having no top¬ sails and only one staysail; S a schooner with gaff topsails (sometimes called a gaff topsail schooner), T a schooner with club topsails (sometimes called a club topsail schooner), (J a topsail schooner (having a square top¬ sail on the foremast and a gaff topsail on the mainmast), V a hermaphrodite or modified brig (two masted and having the foremast square rigged and the mainmast fore and aft rigged), W a brigantine (having two masts, the foremast being square rigged and the mainmast having square topsails and but a mainsail extended by gaff and boom), X a brig (a two masted vessel square rigged on both masts), Y a barkentine (having three masts, the foremast being square rigged and the other two fore and aft rigged), Z a bark (having three masts, the foremast and main¬ mast being square rigged and the mizzenmast fore and aft rigged), A A a full rigged ship (having three masts, all square rigged), and BA a full rigged merchant ship (having double topsails as before explained). The sails as illustrated on all the vessels shown bear the same numbers for the same name throughout. In all, 1 is the flying jib, 2 the jib, 3 the foretopmast staysail, 4 the foresail, 5 the mainsail, 6 the cross jack sail, 7 the spanker, 8 the jigger, 9 the fore topsail, 10 the main topsail, 11 the mizzen topsail, 12 the fore gaff topsail, 13 the main gaff topsail, 14, the main topmast staysail, 15 the mizzen topmast staysail, 16 the lower fore topsail, 17 the lower main topsail, 18 the low r er mizzen topsail, 19 the upper fore topsail, 20 the upper main topsail, 21 the upper mizzen topsail, 22 the fore topgallant sail, 23 the main top¬ gallant sail, 24 the mizzen topgallant sail, 25 the fore royal, 26 the main royal, 27 the mizzen royal, 28 the main skysail, 29 the main topgallant staysail, 30 the mizzen topgallant staysail, 31 the .jib topsail, 32 the fore trysail, 33 the staysail, 34 the gaff topsail, 35 the main royal staysail. There are other kinds of sails not shown, as for instance studding sails, which are extend¬ ed by yards on square rigged vessels, and other staysails than those shown may be set when the wind is light and they can be used to advantage to catch any wind which would not otherwise act on the other sails. There are other rigs which embody the features of those already shown, such for example as the three masted, four masted, and five masted schooners, the four masted and five masted ships and the four masted 194 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL shipentine, all of which are an extension of the rigs shown. BUOYS. In the United States it is customary to mark channels with red and black buoys. As the channel is entered from the sea the red buoys are on the starboard, or right side, and the black buoys on the port. Usually there is a difference in form between the two sets of buoys. The starboard or red buoys are of the type known as “nun” buoys, sometimes called “nut” buoys, the part that projects out of the water being conical in form. The port or black buoys are of the type known as “can” buoys, the part that projects out of the water having the form of a plain cylinder or else a slightly tapered cylinder. In winter weather in waters where there is apt to be a great deal of ice, “spar” buoys are used instead of "can” and “nun” buoys, the "spar ” buoys having the shape of a spar as the name implies. In Europe buoys are not as consistently used as in the United States and it is impossible for us to summarize here the significance of the different buoys in various European ports. At night certain channels are marked by “light” buoys; that is, buoys fitted with acetylene, Pintsch gas, or electric lights. NAUTICAL TERMS Abaft: Toward the stern or end of the vessel. Aft: Toward the stern or end of the vessel. Alleyway: The ship’s passageway. Altitude: This is the angular distance of of the pole above the horizon. Bower Anchor: This is an anchor which is ready for immediate use. Bulkhead: A longitudinal or transverse partition. Cart: A sea map. Deadlight: This is a covering of wood or metal used in severe weather to protect glass portholes or windows. Equinox: This is the equal length of the day and night occurring toward the end of March and September. Ebb-Tide: Falling tide. Forward. Toward the bow or front of the vessel. Fore-and-aft: This refers to the length of the ship. Fo’castle: This was formerly the seamen’s quarters, but in the modern vessel they are quartered almost anywhere near their work. Fathom: Six feet. Flood-Tide: Rising tide. Galley. This is the kitchen. Height of tide: This is the difference be¬ tween the level of high water and that of low water. Larboard: The opposite of starboard; port is the later and more preferred term. Lee-side: This is the side away from the wind. Latitude: Distance directly North or South of the Equator. Longitude: Distance directly East or West of the meridian of Greenwich. Lights of vessels. These are the port and starboard lights, red and green, respectively, besides a white light in the foretop. Mid-ship : This means the point which is equidistant between the bow and the stern. Neap-tide: This is low tide caused by the sun and moon being farthest apart. Port: This is the left-hand side of the ship looking toward the bow. Porthole: A stateroom window secured in a massive metal ring adapted to be closed tightly. Starboard. This is the right-hand side of the ship looking toward the bow. Scuppers: Channels for water, usually at the outer edge of the deck. Soundings: Depth of water in fathoms. Spring-tide: This is high tide caused by the sun and moon being on the meridian together. Sheet-anchor. This is a spare anchor which is reserved for emergencies. Thwartship: Crosswise to the ship. Weather-side. This is the side of the ship toward the wind. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 195 TABLE SHOWING THE DISTANCE OF THE HORIZON AT DIFFERENT ELEVATIONS. I Height. | Distance to Horizon Height. Distance to Horizon | Height. Distance to Horizon Height. Distance to Horizon Height. Distance to Horizon Feet Nautical Feet Nautical Feet Nautical Feet Nautical Feet Nautical Miles. Miles. Miles. Miles. Miles. 1 1.15 33 6.60 85 10.59 245 17.98 450 24.36 2 1.62 34 6.70 90 10.90 250 18.16 460 24.63 3 1.99 35 6.80 95 11.19 255 18.34 470 24.90 4 2.30 36 6.89 100 11.48 260 18.52 480 25.16 5 2.57 37 6.99 105 11.77 265 18.70 490 25.42 6 2.81 38 7.08 110 12.05 270 18.87 500 25.68 7 3.04 39 7.17 115 12.32 275 19.05 510 25.94 S 3.25 40 7.26 120 12.58 280 19.22 520 26.19 9 3.45 41 7.35 125 12.84 285 19.39 530 26.44 10 3.63 42 7.44 130 13.10 290 19.56 540 26.69 11 3.81 43 7.53 135 13.35 295 19.73 550 26.93 12 3.98 44 7.62 140 13.60 300 19.89 560 27.18 13 4.14 45 7.70 145 13.83 305 20.06 570 27.42 14 4.30 46 7.79 150 14.06 310 20.22 5S0 27.66 15 4.45 47 7.87 155 14.30 315 20.38 590 27.90 16 4.59 48 7.96 160 14.53 320 20.55 600 28.13 17 4.74 49 8.04 165 14.75 325 20.71 610 28.37 13 4.87 50 8.12 170 14.97 330 20.86 620 28.60 19 5.01 51 8.20 175 15.19 335 21.02 630 28.83 20 5.14 52 8.29 180 15.41 340 21.18 640 29.06 21 5.26 53 8.36 185 15.62 345 21.33 650 29.28 22 5.39 54 8.44 190 15.83 350 21.49 660 29.51 23 5.51 55 8.50 195 16.04 355 21 64 670 29 73 24 5.63 56 8.60 200 16.24 360 21.79 680 29.95 25 5.74 57 S.67 205 16.44 370 22.09 690 30.17 26 5.86 58 8.75 210 16.64 380 22.39 700 30.39 27 5.97 59 8.82 215 16.84 390 22.68 710 30.60 28 6.OS 60 8.90 220 17.03 400 22.97 720 30.82 29 6.19 65 9.26 225 17.23 410 23.26 730 31.03 30 6.29 70 9.61 230 17.42 420 23.54 740 31.24 31 6.40 75 9.95 235 17.61 430 23.82 750 31.45 32 6.50 80 10.27 240 17.79 440 24.09 760 31.66 By this Table also the distance can be ascertained at which an object can be seen according to its elevation and the elevation of the eye of the observer. EXAMPLE.—A tower 200 feet high will be visible at 20f miles to an observer whose eye is elevated 15 feet above the water. Thus:— 15 feet elevation distance visible 4.45 200 “ “ “ 16.24 A FEW FIGURES ABOUT BRITISH LIGHTS. The following are a few facts about British lights taken from a unique pub¬ lication called the Lightkeeper, which is devoted to the interests of light- keepers all over the world, and is pub¬ lished in Belfast. Ireland: The lighting of the coasts and har¬ bors of the Three Kingdoms is managed by three general lighthouse authorities, namely, the Trinity House for England and Wales, the Commissioners of North¬ nautical miles j =20 69 nautical milcs . ern Lighthouses for Scotland, and the Commissioners of Irish Lights for Ire¬ land, and by a number of local lighting authorities. Commissioners of Northern Light¬ houses. The number of lightkeepers, etc., em¬ ployed at the 91 stations under the Scottish Board is 290, and there are four steamers and tugs for visiting pur¬ poses, as well as one light-vessel, with crews of 105 men. The total number of men employed is 410, and the average 196 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL annual cost of the service during the seven years from 1900 to 1906 amounted to £92,642. Commissioners of Irish Lights. The number of lightkeepers employed is 180 at 74 stations, and there are 11 light-vessels and three steamers with crews of 205 men. There is also a store depot and a small engineering es¬ tablishment at Kingstown, with 25 per¬ manent employees, men coming in from light-vessels being also made use of tem¬ porarily at these workshops. The total number of men employed by the Irish Lights Commissioners is 434, and the average annual cost of the service dur¬ ing the seven years from 1900 to 1906 amounted to £117,389. TRINITY HOUSE. Trinity House was incorporated in the year 1514, by King Henry VIII. In the present clay the Trinity House exists in several capacities: (1) As the General Lighthouse Authority for England and Wales, the Channel Islands, and Gibraltar, it deals with the lighthouses, light-vessels, buoys, beacons, fog-signals and removal of dangerous wrecks on the shores, exer¬ cising control over the local light au¬ thorities within their own area, as well as over the other general light¬ house authorities of the United King¬ dom. There are district stations at Rlackwall, Sunderland, Yarmouth, Harwich. Ramsgate, Cowes, Penzance, Milford Haven, Cardiff, Ilolvhead and Gibraltar. (2) As the Chief Pilotage Authority of the kingdom it has the management of all matters relating to pilots and pilotage in the London, English Channel, and certain other districts on the coasts. (3) As an Ancient Corporation it possesses es¬ tates and almshouses, and awards pen¬ sions and bounties to distressed mari¬ ners and their widows. (4) As Nautical Advisers two of the Elder Brethren in turn assist the judges in the Admiralty Division of the High Courts of Justice in determining ma¬ rine causes tried at law. The Elder Brethren consist of members of the Royal Family and statesmen (eleven in number), retired officers of high rank in the Royal Navy, and com¬ manders in the mercantile marine (thirteen in number). STARBOARD AND PORT The right-hand side of a ship is called “starboard” and the left-hand side is called “port.” The name for the left-hand side used to be “lar¬ board,” but in order to avoid confusion due to the similarity in the sound of the words "larboard” was changed to “port.” To distinguish the two sides of a ship the starboard side at night is provided with a green light and the port side with a red light. To assist one in remembering which is which it is commonly pointed out that “port,” like port wine, is red. Another rule to assist in remembering the sides repre¬ sented by “starboard” and “port” is to arrange the words alphabetically thus: Left, “port”; right, “starboard.” In German “starboard” is “steuerbord” and “port” “backbord.” while in French “starboard” is “tribord” and “port” is “babord.” PORT SIDE Fore e'nci % of TesseV* WNA. STARBOARD S/DP FVV —^ -,/S ^ >s Tore end ,yy of Vessel- *wna PLIMSOLL MARK. Through his occupation as a coal dealer Samuel Plimsoll, the English reformer, known as “the sajlor’s friend, became interested in the condition of sailors and the dangers to which they were exposed by unscrupulous overloading of heavily insured vessels. This induced him to enter Parliament in 1868 as a member for Derby. In 1873 he published “Our Seamen,” which succeeded in its pur¬ pose of arousing public attention, and in 1876 the Merchant Shipping Act embodying many of his demands was passed. Among its provisions was a mark known as the Plimsoll mark to indicate the maximum load line of the ship. This has since been required on all English vessels. I. S. means Indian Summer. F. W. means Fresh Water. W. means Winter. W. N. A. means Winter North Atlantic. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 197 KNOTS AND HITCHES The knots and hitches represented in the above engraving are as follows. 1. Simple overhand knot. 2. Slip-knot seized. 3. Single bow-knot. 4. Square or ruf-knot. 5. Square bow-knot. 6. Weaver’s knot. 7. German or figure-of-8 knot. 8. Two half-hitches, or artificer’s knot. 9. Double artificer’s knot. 10. Simple galley-knot. 11. Capstan, or prolonged knot. 12. Bowline-knot. 13. Rolling-hitch. 14. Clove-hitch. 15. Blackwatl-hitch 16. Timber-hitch. 17. Bowline on a bight. 18. Running bowline. 19. Catspaw. 20. Doubled running-knot. 21. Double knot. 22. Sixfold knot. 23. Boat-knot. 24. Lark’s head 25. Lark’s head. 26. Simple boat-knot. 27. Loop-knot. 28. Double Flemish knot. 29. Running-knot checked. 30. Crossed running-knot. 31. Lashing knot. 32. Rosette. 33 Chain-knot. 34. Double chain-knot. 35. Double running-knot, with check-knot. 36. Double twist-knot. 37. Builder’s knot. 38. Double Flemish knot. 39. English knot. 40. Shortening-knot. 41. Shortening-knot. 42. Sheep-shank. 43. Dog-shank. 44. Mooring knot. 45. Mooring-knot. 46. Mooring-knot. 47. Pigtail worked on the end of a rope. 48. Shroud-knot. 49. A bend or knot used by sailors in mak¬ ing fast to a spar or a bucket handle before casting overboard; it will not run. Also used by horsemen for a loop around the jaw of a colt in breaking: the running end, after passing over the head of the animal and through the loon, will not jam therein. FISHES OF THE DEEP SEA. The deep sea is commonly regarded as commencing where the rays of sunlight cease to penetrate (which is estimated to be less than 1200 feet below the surface), and may extend to twenty times that distance or even more down to the bottom of the ocean. Fishes have been dredged from below 12,000 feet. In the deep sea utter darkness per¬ petually prevails, and an unvarying tempera¬ ture as cold as ice, with a pressure ranging, according to depth, from a quarter to three or four tons upon every square inch of sur¬ face. But instead of the total darkness invariably abolishing the organs of vision by disuse, we find that the deep-sea fishes com¬ monly possess eyes, while only a few are blind. In this connection it may be remarked that some surface-water inhabitants are also blind. There are evidences, however, which appear to be characteristic qualities of deep- sea fishes, namely, weak connective tissue and extremely delicate fin muscles, indicating 198 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL still-water conditions: also thin fibrous bones, full of cavities, indicating lugh-pressure conditions While these peculiarities are doubtless well adapted for deep-sea life, an idea of their unfitness for superficial waters may be gleaned front the following extract from Dr. Alcock’s book, which records his observations as naturalist to the ship “In¬ vestigator” of the British navy. He says: “ When a deep-sea fish is brought to the sur- CHASMODON NIGER (CARTER;. Fieh 6% inches long containing in ite stomach a fish 10^£ inches long. face, how gradually and carefully soever, its bones are often like so much touchwood and its muscles like rotten pulp, while its eyes are burst from its sockets, and its viscera are often blown out of the body cavity by the expansion of the air bladder.” It frequently happens that deep-sea fishes are found floating helplessly on the surface of the ocean, with large prey in their stomachs. Their appearance under these circumstances is A fieh less than 4 mcbes long with a fish in its stomach inches long. accounted for by the efforts of their struggling victims to escape from their jaws, causing them to ascend beyond the horizontal zone which they usually inhabit. In addition to the extraordinary rapacious¬ ness of certain deep-sea fishes, there are many which are remarkable for their possession of illuminating organs. These attributes are not limited to deep-sea fishes, but among these fishes there are examples which eclipse anything elsewhere found. With the excep¬ tion of the so-called “lures” of deep-sea fishes, their luminous organs appear to be modified mucous glands, which produce the “ phos¬ phorescent” light. These are said not to exist in the small-eyed fishes, which, instead, possess sensitive organs of touch. But illu¬ minating power may exist without phos¬ phorescent glands. The deep-sea “ angler” or “sea-devil” has a rod-like barbel rising from its head and ending in luminous filaments, which are supposed to act as lures for other fishes. According to Gunther, fishes have frequently been taken from the stomach of the “angler” quite as large as itself. It is commonly from three to six feet long. The specimen of the Chiasmodus niger here illustrated is six and five-eighths of an inch long, but contains a fish in its stomach which is ten and a half inches long. The stomach of the devourer is stretched as thin as gold¬ beater's skin. It has hooked teeth, and teeth which cross each other from opposite sides of the mouth. The empty stomach is contracted and folded up, and projects but little below the abdomen.” 1.— Paronelrodee glomcrome. 2.—Nototcopelus rcaplondena. 8.—Coiyuolophup Reinhardt! SOME PHOSPHORESCENT FISHES OF THE DEEP SEA. The color of deep-sea fishes is commonly black or dark brown. But although it is claimed that light is essential to the formation of colors, some deep-sea fish's are scarlet in parts, or uniform red or roiy. Others are silvery white, while according to Alcock the Neocopelus is “one dazzling sheen of purple and silver and burnished gold, amid which is a sparkling constellation of luminous organs.” It is found that three-quarters of the passen¬ gers on German liners read English books. English, French, and German books are provided on nearly all of the steamers. The proportion on a German line out of 22,000 volumes is 12,000 German, 7,300 English, 1,800 French,700 Spanish,200 Portuguese, and 100 Italian. These books arc not selected at random, but a special librarian has charge if the supervision of all of the libraries on the line. _ When books become very shabby by use in the cabin, they are turned over to libraries for the crew. When their usefulness has come to an end the books are sent to the paper mill and the proceeds are given to the seamen’s fund; thus the printed book occupies all positions from the cabin to the steerage. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 199 ANIMALS OBSERVED IN THE ATLANTIC OCEAN By Prof. C. F. Holder. During a passage across the Atlan¬ tic Ocean, either from New York to Liverpool, or to the South American ports, the traveler, or tourist, observes a large number of extremely interest¬ ing animals, and leaving the port of New York one cannot help observing a great variety of bird life, especially in the vicinity of the lower bay and off Long Island, a large number of gulls and shore birds, flocks of ducks and geese on the following morning after sailing. The tourist, if he looks astern in the wake of the ship, will see following along large numbers of one of the most interesting birds of the ocean, the petrel, Mother Carey’s chicken. These birds apparently fol¬ low the vessel entirely across the At¬ lantic ; they are found one thousand miles out at sea, and undoubtedly re¬ main for days and weeks at a time, in the non-breeding season, many miles out from shore. Vessels often meet land birds far out at sea, being some individuals blown off on the lines of bird migra¬ tion. During a recent trip taken by the writer from New York to New Orleans, large numbers of land birds boarded the ship while out to sea, which were blown off shore in a hur¬ ricane, and up the Gulf of Mexico in its very center we were accompa¬ nied by a flock of hawks, woodpeck¬ ers and birds of various kinds, all of which were so weary they came aboard the ship and tried to alight on the masts and rigging. One of the wood¬ peckers was so weary that I succeeded in catching it in my hand and car¬ ried it into my stateroom until the ship sighted the coast of Florida. Along the Atlantic Ocean, within several hundred miles of land, many large fishes are met with, one, espe¬ cially, off the New England coast, be¬ ing the basking shark, an enormous shark that weighs from twenty to thirty tons and attains a length of sixty or seventy feet. During the Revolution, or about that period, there was a very extensive shark fishery off the New England coast, quite as im¬ portant as the sword fishery is to¬ day. These enormous sharks are har¬ pooned for their oil, and the captain of one of the vessels told me that in the early GO’s he ran alongside of one of these sharks that was longer than his vessel, this indicating a fish over sixty feet long. The ocean traveler is also liable to see a large number of marine mam¬ mals, whales, porpoises, dolphins, and many more; at least three or four different kinds of whales will be seen in crossing the Atlantic, several kinds of porpoises, and if one has very good luck they will see the great killer, Orca gladiator, which will be recog¬ nized by its tall dorsal fin, which stands up like the sail or mast of a ship. These whales are from twenty to twenty-five feet in length and are famous for their ferocious attacks upon the whalebone whales, which are absolutely defenseless. The killers seize them by the side of their mouth, tear the mouth open and literally wrench the enormous tongue from these whalebone whales. THE ALBATROSS. Very similar in appearance to the killer is the black fish, also a whale eighteen to twenty feet long. These go in large schools, and a few hun¬ dred years ago several hundred of them ran aground in a storm on Cape Cod and were killed by the inhabitants riding out into the shallow water and killing them with pitchforks, a most remarkable method of going fishing. The most interesting group of these animals will be the dolphins, the bot¬ tle-nose dolphin and the ordinary por¬ poise, the smallest members of the tribe. They will be seen swimming by the cutwater of the ship and mov¬ ing so rapidly that they pass back and forth in front of the cutwater of big ships like the Lusitania, even when she is going twenty-five or thirty miles an hour. Again, great schools of por¬ poises will be seen dashing along the 200 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL surface of the ocean, rising and sink¬ ing, splashing the water into the air, creating the impression that they are very much larger than they are. Vessels on the northern coast of Newfoundland, in the longitude of Ice¬ land, occasionally see specimens of the narwhal. This is the original of the unicorn of legend, as it has extending out from the head a long, twisted horn of ivory, which really is of little im¬ portance as a weapon of defense, or even obtaining food, being simply an by shooting them with rifles. Several vessels about this region, especially in the vicinity of St. John's, Newfound¬ land, and off the George’s banks, have observed gigantic specimens of the squid, from fifty to seventy feet long, and a number of years ago there ap¬ peared to be an epidemic among these animals, and fifteen or twenty of them were seen by the crews of ships, drift¬ ing around on the surface, some of them partly alive ; and the writer saw one specimen, which was taken at this Photo, by Roy C. Andrews of American Museum of Natural History. “THERE SHE BLOWS ’—FINBACK WHALE SPOUTING. abnormal development of one of the teeth. These whales attain a length of about fifteen feet and are of a light color, often with black spots, very at¬ tractive and beautiful creatures. If the ship is making the trip from Montreal to Liverpool, crossing the great bay at the mouth of the St. Lawrence, large numbers of white whales will be seen. They are so nearly white that, when observed, their heads look like patches of cotton on the surface. The Indians from the various rivers of the north catch them time and brought down to New York, that was about thirty-five feet long. It is this animal, when seen rushing along the surface with its tail out of the water, that people consider a sea serpent, as the tail is pointed, and the long tentacles rising and falling have the appearance of an undulating, snake-like body. In all the ancient works on natural history, dating back to the seventeenth century, the giant squid and the narwhal undoubtedly formed the base of a great many ex¬ traordinary fish stories : as an example, cp FLAG or THE! PRESIDENT. cp REVENUEFLAG. US FLAG. BELGIUM. U. S. UNION JACK. BRAZIL CHILE CRETE. ECUADOR. Cuba SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 201 the “Live Island” described by Magnus and Bishop Pontoppipan of Norway. In tlie course of a trip across the ocean, a number of interesting fishes may be observed besides sharks. Sev¬ eral specimens of flying fish may be seen, and once in a great while the big ribbon fish which resembles a sil¬ very ribbon, its appearance at the surface being entirely accidental, as it is a deep-sea form. Occasionally the great white shark is observed, espe¬ cially following transports loaded with horses or cattle which are liable to be thrown overboard, and in the Brit¬ ish Museum in London there is a specimen over twenty-five feet in length found in the Atlantic and killed by the gun of a man-of-war. If the ship should make the ports to the south impinging on the Sar¬ gasso Sea, a very interesting group of fishes will be seen, which live in this great vortex of seaweed. Nearly all of these fishes partake of the peculiar tint and color of the seaweed, finding protection in this mimicry. One of these fishes not only resembles the weed in color but in shape, its head and various parts of the body being cut up into little seeming tentacles that resemble the fronds of the sea¬ weed. This interesting fish is said to build a nest in the weed, binding it up in the shape of a large ball, or about the size of a man’s head, attach¬ ing its eggs to the various branches. Not only do the fishes mimic this weed, hut all the crabs and shrimps and animals of all kinds seem to have been painted in this way. Floating along in the ocean we may find the great leather turtle, the lar¬ gest of its kind known, with peculiar ridges extending from the head to the tail instead of scales, and in the South Atlantic you may see the loggerhead and the green turtle, the two latter not venturing so far from land as the first mentioned, which is a distinctive¬ ly pelagic form. It is an interesting fact, which the' sojourner on the ocean will undoubted¬ ly notice, that certain parts of the ocean, so far as the animal life is concerned, are deserts ; that is, no ani¬ mal life is seen, except the very minute forms of jelly fishes, and from these locations the ship will enter a great vortex, like the one which has formed the Sargasso Sea. where enormous con¬ gregations of animal life may be seen, attracted, doubtless, by the food sup¬ ply. While the larger animals one may see crossing the ocean are interesting, the smaller ones, as the jelly fishes and other forms, are equally if not more attractive. Thousands of different kinds of jelly fishes are seen, espe- Photo. by Roy C. Andrews of Am. Museum of Natural Hist. TAIL OF A DIVING HUMPBACK WHALE c-ially in the Gulf Stream, and if they are not recognized during the day¬ time they manifest themselves at night by the wonderful phosphores¬ cence of the ocean, as every gleam of light which is seen tells the story of one, or millions of minute animal forms, many of which are so extremely small that their presence would never be suspected, or recognized, if it were not for this radiating power which they have and about which very little is known. The larger of the jelly fishes which one sees from a ship is known to science as the Cyanca artica, and will be met with, in vast numbers, off the Georgia’s banks, often coming in near Cape Cod and into Massachusetts Bay, where some years ago Professor Agas¬ siz found one whose disc was six feet across and whose tentacles were esti¬ mated at one hundred and twenty-five 202 SCIENTIFIC AMERICAN feet long. This animal, when lum¬ inous, as it often is, must have rep¬ resented a vast fiery comet dashing through the waters. These jelly fishes range from this giant down to minute forms that are almost invisible to the naked eye, nearly all being classic in their beauty of shape and the remarka¬ ble tints of pifik and blue and red and white and lavender which mark them. If we could examine one of these large jelly fishes we would find almost every one of them formed a sort of um¬ brella or protection to a number of very small fishes of the mackerel fa¬ mily, which live up under the tenta¬ cles, and some, curiously enough, have taken on the tint and color, and often exactly the shade of the jelly fish, and it is often difficult to distinguish COMMON TERN ON THE SHORE them from the long tentacles which go streaming away from the animal. The great river of the ocean, known as the Gulf Stream, which comes sweeping up from Florida, crosses to England, then passes down the coast of Europe, forming the great vortex of the Sargasso Sea, brings from the tropics large numbers of interesting animals. One of these is the Por¬ tuguese man-of-war, common enough in the Gulf of Mexico and other tropical places, and often noticed from the decks of the trans-Atlantic liners. This animal is a little balloon-like object, four or five inches long, bear¬ ing on its upper portion a sail tinted with pink, and below, under water, streaming away from it, is a mass of purple tentacles of the most virulent and dangerous character. These seem to be imbued with a poison which af¬ fects small fishes exactly as would an electric shock; the moment they touch HANDBOOK OF TRAVEL % . it they turn over and die. Sometimes thousands of these dainty craft will be seen blowing over the oc,ean, sailing before the wind, trailing their long tentacles twenty or thirty feet, which are in reality so many fishing lines and lures to attract their prey, the small fishes. Under this painted ship is found a little fish called the nomeus, which is colored the exact tint of the tentacular parts of the Portuguese man-of-war, one of the most remarka¬ ble cases of mimicry known in the entire animal kingdom. Sometimes these animals are carried over to Eng¬ land and washed ashore along the Straits of Dover. On the English side of the Atlantic we may notice the great tuna, or horse mackerel, one of the largest of the fishes, which ranges up to one thou¬ sand pounds and which may be met in its migrations from the Mediter¬ ranean Sea north as far as the north¬ ern part of Ireland. These fishes con¬ stitute one of the most valuable in¬ dustries along the coast of Italy and North Africa, being taken in enormous nets several miles in length, the en¬ tire business being very picturesque, as the fishermen, previous to the time of catching them, parade through the streets of all the towns and evoke the saints and the Virgin to make the catch as large and profitable as possible. Doubtless there are people who can cross the Atlantic several times a year and never observe anything, but the traveler, or tourist, with his or her eyes open, cannot fail to be en¬ tertained by the vast array of ani¬ mal life which is almost invariably present some time during the day or night. One of the most interesting and persistent animals to be met with is the noctiluca, the smallest and at the same time one which makes the great¬ est display. It is not larger than a currant, or a small shot, yet so mar¬ velous is its power of emitting light, that if a number are taken and placed in a goblet of water they will illumine a room almost sufficiently to read by. A very much larger animal, also found in the Atlantic, is the pyrosoma, or fire body, which, when placed in a glass globe and disturbed, emits a most extraordinary light. In fact, one of the French expeditions captured one of them about four feet long, had it swung in the cabin, actually succeed¬ ing in writing a history of the animal by its own light. cp CP o AUSTRIA -HUNGARY ARGENTINA COLOMBIA COSTA RICA. DENMARK GERMANY GREAT BRITAIN O /IV ROYAL NAVAL RESERVE (with badge, HOME AMO COLONIAL GOVERNMENT DEPARTMENTS ) HAITI o cp e HONDURAS ITALY JAPAN cp IN THE MERCHANT FLAG. THE BADGE IS NEARER THE HOIST PARAGUAY. PORTUGAL TURKEY,TRIPOLI, EGYPT URUGUAY.. GENEVA CONVENTION. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 203 AUSTRALIA BOLIVIA ntncMAHT BULGARIA BURMA H, MCHCHAHT IRELAND MONTENEGRO o 0 , BLUE si i RED_ WHITE aUJ^STAf RED WHITE BLUE RE 6 ST»f MONACO NEW ZEALAND ORANGE-FREESTATF PANAMA SCOTLAND SERVIA MCRCHANT SWITZERLAND TRANSVAAL 204 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL ARGENTINE republic PILOT FLAG DENMARK JA PAN - SLACK ~ RED y WHITE [gj RED ^ VELLOW PILOT FLAG AUSTRIA PILOT FLAG FRANCE pilot flag MOROCCO ft to m i RUSSIA PILOT FLAG SPAIN WHITE BLACK YELUA RED WHITE BLACK RED pi lot flag GERMANY NORWAY PILOT FLAG BELGIUM GREEN YELLOW PILOT FLAG BRAZIL GREAT BRITAIN PORTUGAL BLUE PETER SWEDEN PERU ROUMANIA RUSSIA SALVADOR SANTO DOMINGO SIAM FLAGS AND PENNANTS TO BE USED IN THE INTERNATIONAL CODE. “Code Flag ” and “Answering Pennant.” When used as the “Code Flag ” it is to be hoisted under the ensign. When used as the “An¬ swering Pennant” it is to be hoisted at the masthead or where best seen. V w To open communication by the old Code, show the ensign with the pennant under it. o SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 205 FLAG SIGNALS ADOPTED FROM THE INTERNATIONAL COMMERCIAL CODE SIGNAL BOOK. p J- In distress; want immediate assistance. £? j- We are coming to your assistance. E I Do not attempt to land in your own Y f boats. ^ j- Damaged rudder; can not steer. J- Engines broken down ; I am disabled, p j You are standing into danger. y J- Heavy weather coming; look sharp. [ , | Bar is impassable. I | E V Cast oft. D ( R 1 1 -Make fast—to— I' ' K ( Lights, or Fires will be kept at the best E j place for coming on shore. q j- Keep a light burning. A l Do not abandon the vessel until the tide D 1 has ebbed. J- 1 am on fire. N I I am sinking (or, on fire); send all avail- O \ able boats to save passengers and crew. p [ Want assistance; mutiny. p J- Want immediate medical assistance. Y ( Want a boat immediately (if more than G t one, number to follow). Y | Want a tug (if more than one, number to P t follow). \ W ) | F 'r Slack away. Q j TC I rp ( Shift your berth. Your berth is not safe K j p j- Hold on until high water. p j Remain by the ship. p J- Abandon the vessel as fast as possible p j- Landing is impossible. TC ) P J- Look out for rocket line (or, line). K I Endeavor to send a line by boat (cask, A f kite, raft, etc.). C | No assistance can be rendered; do the X j best you can for yourselves. K | Lookout will be kept on the beach all G I night. £ (■ I must abandon the vessel. i ) j P I p j- Want a pilot. V I What is name of ship or Signal Stat ion G f in sight ? D I Repeat ship’s name; your flags were not U f made out. W (signal not understood, though the flags j are distinguished. N ) C > I can not make out the flags (or, signals ). X J C Assent—Yes. D Negative—No. DISTRESS SIGNALS. (Article 31 of International Rules.) When a vessel is in distress and requires assistance from other vessels or from the shore the following shall be the signals to be used or displayed by her, either together or separately, namely. In the daytime— (1) A gun or other explosive signal fired at intervals of about a minute (2) The International Code signal of dis¬ tress indicated by N C. (3) The distance signal, consisting of a square flag, having either above or below it a ball or anything resembling a ball. (4) The distant signal, consisting of a cone, point upward, having either above it or below it a ball or anything resembling a ball. (5) A continuous sounding with any fog- signal apparatus. At night— (1) A gun or other explosive signal fired at intervals of about a minute. (2) Flames on the vessel (as from a burn¬ ing tar barrel, oil barrel, and so forth). (3) Rockets or shells throwing stars of any color or description, fired one at a time, at short intervals. (4) A continuous sounding with any fog- signal apparatus. 206 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL SPECIAL DISTANT SIGNALS. Made by a single hoist followed by the STOP signal. Arranged numerically for reading off a signal. c c 0 c^- 73 t- d CQ 0 0 73 -73 0> ri 0^73 0 73 • 73 a o> o a t- 0 -4-J 2 O 0 d > a> ^ d -d •c £< C X d a? ffi d ^ 0 H jd *0 a> 73 2 0 0 S-4 d 73 2 & s «s S E - E «4- ro 0) (4-1 O # bp *ro CQ .* 0 C; jH G 0 d P= -ao m 0) § t- c (D 72 >. 0 s* £ d •rH rK d d d ^ g _l fO 0 m >—1 B u d d-d a « CQ 73 C 0) GO rd3 d m O 2 73-2 d d — H s-d d o> c> j2 d^j3 C 72 © o o o a bfi .2 t3 d d ►Q w ® d o , s- ° bfi G d ^ PQ CO c .—i t- .72 O £ a o 73 g *Q>*^ 7? > s - o “ O'- £ K 0)5 S “ E “*•= d--3 2 c « c-s ®.§® ; 72 h bfi rr. — l/ -' w jhz. ^ ^ *£:.*£. j£± *££ a* W ^ co Q ffl 55 3 p s w « H^O w go ^ £ 5 < < < s 3 ® 02 w H S a 2 o s 02 Q O £ X f*o W >H 02 ca w B H GO H W £ tf -< < fc t> £ o’ a 02 Ph 02 w S5 O a SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 207 h ft 3 3 2 Enemy is closing with you, nr, You are closing with the enemy. 3 4 2 Keep a good look-out, as it is reported that enemy’s men-of-war are going about disguised as merchantmen. 1 2 Proceed on your voyage. The information relative to the In¬ ternational Code is taken from the thirty-fifth annual list of the merchant vessels of the United States and is published by the Bureau of Naviga¬ tion, Department of Commerce and Labor. THE FOLLOWING DISTANT SIGNALS MADE WITH FLAG AND BALL, OR PENNANT AND BALL, HAVE THE SPECIAL SIGNIFICATION INDICATED BENEATH THEM IV You are running into Fire, or, Leak; want im- F Short of provisions. ir Aground; want immedi- danger. mediate assistance. Starving. ate assistance. SEMAPHORES. There are many semaphores established on the French, Italian, Portuguese, and some on the Spanish and Austrian coasts, where only the International Code of Signals is now used. Where practicable these semaphores have means of communicating by telegraDh with each other and with the chief metropolitan lines and foreign stations. Passing ships are able to exchange commu¬ nication with the semaphores, and when re¬ quired their messages are forwarded to their destination according to the fixed tariff. On the coasts of Great Britain there are signal stations which offer the same facilities to passing vessels. BOAT SIGNALS. The Symbols for Boat Signals are— 1. Two square flags, or handkerchiefs, or pieces of cloth. 2. Two long strips of cloth, or parts of a plank, or pieces of wood longer than broad. 3. Two balls or hats, or round bundles, or buckets. With these any of the Distance Signals can be made—holding the Symbol at arm’s length: and the Signal is to be made from right to left and read from left to right, thus: Equivalent to Ball above Pen¬ nant, or, “You are running into danger.’’ In making Boat Signals it is important to use only the proper means to attract atten¬ tion, and to avoid those that may occasion confusion or misinterpretation. CYCLONES. [Pilot Chart, Hydrographic Office.] "Rule 1 .—If the squalls freshen without any shift of wind, you are on or near the storm track: heave to on the starboard tack and watch for some indications of a shift, observ¬ ing the low clouds particularly; if the barom¬ eter fall decidedly (say half an inch) without any shift, and if wind and sea permit, run off with the wind on the starboard quarter and keep your compass course. “Rule 2—If the wind shift to the right, you are to the right of the storm track: put the ship on the starboard tack and make as much headway as possible until obliged to lie-to (starboard tack). “Rule 3. —If the wind shift to the left, you are to the left of the storm track: bring the wind on the starboard quarter and keep your compass course - if obliged to lie-to, do so on the port tack. “General Rules, Good for all North¬ ern Hemisphere Storms. —In scudding always keep the wind well on the starboard quarter, in order to run out of the storm. Always lie-to on the coming-up tack. Use oil to prevent heavy seas from breaking on board.” LIFE-SAVING SIGNALS. The following signals recommended by the late International Marine Conference for adoption by all institutions for saving life from wrecked vessels, have been adopted by the Life-saving Service of the United States: 1. Upon the discovery of a wreck by night, the life-saving force will burn a red pyro¬ technic light or a red rocket to signify, "You are seen; assistance will be given as soon as possible.” 2. A red flag waved on shore by day, or a red light, red rocket, or red Roman candle displayed by night, will signify, “ Haul away.” 3. A white flag waved on shore by day, or a 208 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL INTERNATIONAL COMMERCIAL CODE SIGNALS— Continued. white light slowly swung back and forth, or a white rocket or white Roman candle fired by night, will signify, “Slack away.” 4. Two flags, a white and a red, waved at the same time on shore by day, or two lights, a white and a' red, slowly sw T ung at the same time, or a blue pyrotechnic light burned by night, will signify, “Do not attempt to land i n your own boats; it is impossible.” 5. A man on shore beckoning by day, or two torches burning near together by night, will signify, “This is the best place to land.” THE WEATHER BUREAU. The Weather Bureau furnishes, when practicable, for the benefit of all interests dependent upon weather con¬ ditions, the “Forecasts” which are pre¬ pared daily at the Central Office in Washington, D. C., and certain des¬ ignated stations. These forecasts are telegraphed to stations of the Weather Bureau, railway officials, postmasters and many others, to be communicated to the public by means of flags or steam whistles. The flags adopted for this purpose are five in number, and of the forms and colors indicated below : EXPLANATION OF WEATHER FLAGS. No. t. White Flag. No. 2.- Blue Flag. ' ' ■ Clear or fair weather. Rain or Snow. No. 3. White and Blue Flag. No. 4. Black Triangular Flag. No. 5. White Flag with black square In center. Cold Wave. When number 4 is placed above number 1, 2 or 3 it indicates warmer; when below, colder; when not dis¬ played, the temperature is expected to remain about stationary. During the late spring and early fall the cold- wave flag is also used to indicate an¬ ticipated frosts. LIST OF WEATHER BUREAU STATIONS ON THE UNITED STATES SEACOAST TELEGRAPHIC LINES. Atlantic Coast. Nantucket, Massachusetts. Narragansett Pier, Rhode Island. Block Island, Rhode Island. Norfolk, Virginia. Cape Henry, Virginia. Currituck Inlet, North Carolina. Kitty Hawk, North Carolina. Hatteras, North Carolina. Sand Key, Florida. Pacific Coast. Tatoosh Island, Washington. Neah Bay, Washington. East Clallam, Washington. Twin Rivers, Washington. Port Crescent, Washington North Head, Washington Point Reyes Light, California. San Francisco, California. Southeast Farallone, California. Lake Huron. Thunder Bay Island, Michigan. Middle Island, Michigan. Alpena, Michigan. Of the above stations the following, and also Jupiter, Florida, are supplied with Inter¬ national Code Signals, and communication can be had therewith for the purpose of ob¬ taining information concerning the approach of storms, weather conditions in general, and for the purpose of sending telegrams to points on commercial lines: Nantucket, Massachusetts. Block Island, Rhode Island. Cape Henry, Virginia. Kitty Hawk, North Carolina. Sand Key, Florida. Tatoosh Island, Washington. Hatteras, North Carolina. Neah Bay, Washington. Point Reyes Light, California. Southeast Farallone, California. Any message signaled by the International Code, as adopted or used by England, France, America, Denmark. Holland, Sweden, and, Norway, Russia, Greece, Italy, Germany, Austria, Spain, Portugal, and Brazil, re¬ ceived at these telegraphic signal stations, will be transmitted and delivered to the ad¬ dress on payment at the station of the tele¬ graphic charge. All messages received from or addressed to the War, Navy, Treasury. State, Interior or other official department at Washington, are telegraphed without charge over the Weather Bureau lines. GENERAL ALPHABETICAL TABLE FOR MAKING THE INTERNATIONAL CODE SIGNALS BY MEANS OF DISTANT SIGNALS BY FIXED SEMAPHORE. “Preparative,” "Answering,” 2 or “Stop” after each com¬ plete signal. U Annul the Whole Signal. •mm2 1 1 2 cz s’ -) 2 I 1 2 12 L=, S’ =>2 Q o o o A o 6 L pz=D 2 S, j K» 1 B 12 1 cz Y‘ Z— Z3 2 S’ ,i | 2 1 3 cz =32 S' St -1 2 S' 4 E | 2 3 4 cz; t -! 2 St 4 4 z 3 2 4 CZ r v p=3 2 4 c [ 12 2 cz Y’ -1 2 ZZ—1 2 K 2 14 1= 4 S . 2 4 1 cz -1 2 4 S' ■=3 2 4 - 12 SPECIAL. D 1 2 3 cz Y‘ -1 2 ^>3 L 2 2 1 cz; p—I 2 =3 2 S' T 1 2 4 2 cz ! 1 Code Flag Sign. . 4 2 1 4 -1 2 S' E 1 2 4 Y‘ =32 4 M 2 2 3 CZ pz ] 2 p=l 2 ^3 4 u 2 4 3 cz: t ■ pz=>2 4 s. 1 ‘- Alphabet¬ ical Sign. 4 2 2 £- 4 =32 pZZZl.2 F | 1 3 t cz Y‘ s. -1 v 4 N 2 2 4 ' -1 £ =3 2 4 4 V 3 12 cz t =32 1 Numeral Sign. 4 2 3 c- 4 \=*2 \ 3 0 1 4' 2 Y’ 4 =32 0 2 3 1 cz ZZZZ 3 2 w [ 3 2 1 cz l s * S’ 1 4 3 2 •=. > 4 ^,1 „ j> 2 1 1 cz: ► - 132 S' S' p ? 2 3 2 c= > -1 2 X | 3 2 2 cz St =*l = 2 Finishing sign* after completion of word or number, when spelling or making numeral signals. i 210 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL DISTANT 1. Distant Signals are required when, in consequence of distance or the state of the atmosphere, it is impossible to, distinguish the colors of the flags of the International Code, and, therefore, to read a signal made by those flags; they also provide an alter¬ native system of making the signals in the Code, which can be adopted when the system of flags can not be employed. 2. Three different methods of making Distant Signals are as follows: (a) By Cones, Balls, and Drums. (b) By Balls, Square Flags, Pennants, and Whefts. (c) By the Fixed Coast Semaphore. The last method (Fixed Coast Semaphore) is not necessarily a method of making Distant Signals, as it can be, and is, used at close quarters and under conditions when flags could equally be employed. To simplify the "taking in.” ‘‘reporting,” and “reading off” of the distance signals, the four positions of the semaphore arms and the four symbols ha,ve been numbered 1, 2, 3, 4. 1. Representing the semaphore arm point¬ ing upward on the opposite side of the indicator, a cone with the point up¬ ward, or a square flag. SUBMARINE S Until recent times the sound signals gener¬ ally used to guide mariners, especially during fogs, were, with certain modifications, sirens, trumpets, steam whistles, bell boats, bell buoys, whistling buoys, rockets, gongs, bells struck by machinery, and cannons fired by powder or gun cotton. In connection with all these implements the atmosphere is the medium of transmission of the sounds emitted from the sounding apparatus; but it is a char¬ acteristic of the air that, in contiguous spaces of the atmosphere, the temperature, humidity, and pressure vary in such a manner as to produce a state which bears the same relation to sound as cloudiness does to light. The mariner has long since learned to be exceedingly cautious about depending upon aerial sound signals, even when near. Ex¬ perience has taught him that he should not assume that he is out of hearing distance of the position of the signal station because he fails to hear its sound; that he should not assume that because he hears a fog signal faintly he is at a great distance from it, nor that he is near because he hears the sound lainly; that he should not assume that he as reached a given point on his course because he hears the fog signal at the same intensity that he did when formerly at that point, neither should he assume that he has not reached this point because he fails to hear the fog signal as lpudly as before, or because he does not hear it at all; and that he should not assume that the fog signal has ceased sounding because he fails to hear it, even when within easy earshot. Water is a less mobile medium than air, less responsive to marked variations of den¬ sity arising through changes in temperature and pressure, and, therefore, less subject to variations of homogeneity and more reliable as an agency of the transmission of sound waves. As early as 1903, the United States Light- SIGNALS. 2. Representing the semaphore arm point¬ ing horizontally on the opposite side of the indicator, or a ball. 3. Representing the semaphore arm point¬ ing downward on the opposite side of the indicator, a cone with the point downward, or a pennant. 4. Representing the semaphore pointing horizontally on the same side as the indicator, a drum, or a pennant with a fly tied to the halyards, or a wheft. Example of a signal made by fixed sema¬ phore or by distant signals. The signal D N I according to the international code means “Pilot boat is advancing toward you.” Example of a special distant signal. 2 4 1 in the table of special distant signals stands for “Cannot distinguish your flags. Come nearer or make distant signals.” Signals used at Lloyd Signal Stations. This signal indicates that the station at which it is hoisted is temporarily closed and no communication can be held. This signal indicates that telegraphic communication is interrupted and that messages can not be forwarded by telegraph, but will be forwarded by other means as soon as possible. (See illustrations, page 212). UND SIGNALS. House Establishment furnished the light- vessels at Boston, Nantucket, Fire Island, and Sandy Hook with submarine fog bells. The equipment consisted of a bell with strik¬ ing mechanism actuated by compressed air, suspended at a depth of 30 feet or so beneath the surface of the sea from a davit at the side of the vessel; a small and compact air com¬ pressor driven by a kerosene engine or by steam from the boilers of the lightvessel, for the purpose of furnishing power to operate the bell; aud a code ringer also conhected with the compressor engine, and adapted automatically to control the strokes of the bell so as to cause its ringing to send out the code number of the lightvessel. The sound waves going out from the light- vessels below the surface of the sea could be heard for a distance of some miles by passing ships equipped with microphones to receive submarine sound signals. These sound receivers are located inside of the hulls of ships below the water line, and connected with the chart room or bridge by a telephone circuit. On either side of the forehold there is fitted a small tank on the inside of the skin of the ship, without cutting the plating or making any alteration whatever in the hull of the vessel. A small opening in the top permits the introduction into the tank of a dense liquid in which the receiving micro¬ phones are suspended. By listening at the telephone, whose circuit includes both the port and starboard microphones, and switch¬ ing the instrument from the starboard to the port microphone and back again, the tones of the lightvessel’s submarine beil could be heard on coming in range of it. If the tone was louder on the starboard side than on the port, the mariners would know that the light¬ vessel was on his starboard side, and if the tone was exactly the same in both micro¬ phones, he would know that the lightvessel was dead ahead. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 211 Equally effective as aids to navigation are the submarine bells that have been fitted to buoys, where they are worked by the motion of the sea, and those that have been suspend¬ ed from tripods on the sea bottom, where they are controlled electrically from shore stations and serve to give warning of dangers or to mark turning points along the routes of commerce. Many of the lightvessels and buoys in European waters have been similarly furnished with these bells, and they have been likewise established in the region of the Gulf of St. Lawrence. COMPLETE LIST OF SUBMARINE SIGNAL STATIONS UNITED STATES Lightships Atlantic Coast Cape Elizabeth Boston Pollock Rip Shoal Pollock Rip Great Round Shoal Nantucket Shoal Hedge Fence Vineyard Sound Brenton Reef Cornfield Point Fire Island Ambrose Channel North East End Five Fathom Bank Overfalls Fenwick Island Shoal Winter Quarter Shoal Cape Charles Tail of the Horseshoe Thirty-five Foot Channel Diamond Shoal Cape Lookout Shoal Frying Pan Shoal Brunswick Bar Golf of Mexico South Pass Heald Bank CANADA Lightships St. Lawrence River Red Island White Island Lower Traverse White Island Gulf of St. Lawrence Anticosti Nova Scotia Lurcher Shoal Electric Shore Stations Nova Scotia Louisburg Chebucto Head, Halifax Cape Forchu, Yarmouth New Brunswick Negro Head, St. John ENGLAND Lightships Outer Dowsing Tongue East Goodwin Royal Sovereign Bar North West Outer Gabbard Owers Shambles EN GL AN D-Continued Lightships Spurn Nab Kish St. Governs Coningbeg (oil order) Daunt Rock Shore Stations Lizard Queenboro Pier North Stack Holyhead Pier Hell Buoys Wolf Rock GERMANY Lightships Amrumbank Elbe I Weser Aussenjade Norderney Borkumriff Ausseneider Gabelsflach Fehmarn Belt Adlergrund Buoys Sassnitz SPAIN Electric Shore Stations Tarifa FRANCE Lightships Sandettic Bell Buoys Havre Tenders North Hinder Cherbourg (North German Lloyd) Boulogne sur Mer (Holland America) HOLLAND Lightships Terschellinger Bank Haaks Maas Schouwen Bank Shore Stations Vlissingen Pier BELGIUM Lightships Wandelaar Bank Wielinger Channel (on order) N. Hinder W. Hinder DENMARK Lightships Gjedser SWEDEN Lightships Trelleborg Trelleborgnead 212 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL NIGHT SIGNALS OF TRANSATLANTIC LINES. Allan. —Three blue lights, forming a triangle, apex upward, in mizzen rigging, followed by red light, Liver¬ pool ; when followed by blue light, Glasgow. American. —One blue pyrotechnic light forward, one red pyrotechnic light amidships, and one blue pyro¬ technic light aft, fired simultaneously. Anchor. —Red and white lights, alternately. Atlantic Transport. —Green, white and red balls, repeated, from Roman candles. Canadian Pacific Railway Company. —Red pyrotechnic light at bow and stern, yellow amidship, followed by blue, Liverpool. Canard. —Blue light and two Ro¬ man candles, each throwing six blue balls in quick succession. Dominion. —Roman candle throwing six red stars, at intervals of five sec¬ onds. French. —White, blue, white, red light. H a m b u rg-A merica n. —R ed, white, blue lights, followed by red light. Holland-America. —Green lights, one fore, one aft, and one Roman candle throwing six red stars, all simul¬ taneously. Leyland. —Red pyrotechnic lights, three singly, in rapid succession. North German Lloyd. —Blue, red lights, two burned simultaneously, one fore, one aft. Red Star. —Red light forward, one on bridge, one aft, simultaneously. White Star. —For New York ser¬ vices, two green lights simultaneously. For Boston services, same, preceded and followed by red pyrotechnic light. 4 Indicator DISTANT SIGNALS See page 210 LLOYD’S SIGNALS See page 210 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 213 214 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 215 216 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL THE MORSE TELEGRAPH CODE. (Used in the United States.) l - n - n - o- - p - o -a- — s -r— u - v - PERIOD -- COMMA - COLON (M.O.) -- - SEMICOLON - OR (S. /) -- INTERROGATION - EXCLAMATION - PARAGRAPH - PARENTHESIS -- OR AT BEGINNING (P. N.)- - - - — - - OR AT END (p.Y.) — — -- — — - QUOTATION - OR AT BEGINNING (Q n) -- O R AT . E N D (a. J.J QUOTATION WITHIN QUOTATION (Q.x)~ -- DASH (o. X.) -- - - — «!• UNDERLINE — - — - — — OR AT~BE GINNING (u-X.) -— —— - — OR AT END (u.J.) --- HYPHEn(h.X.)~ - -- DOLLAR SIGN (s. X.) --- DECIMAL POINT - THE INTERNATIONAL TELEGRAPH CODE. (The Cable Code.) did opted at London '7903 h - l - m - n - ?i - a - a - p --^-- - r -- s — t t4 — — 6 - 7 - ? - 9 - O - Bar for fraction - - - - ■ - period — — — - - — semicolon - — — — — - COMMA, — - — - — - COLON - - - — — — fN TERROGA T ION — — - — — — EQUAL — - — - - EXCLAMATION -- HYPHEN OR DASH - PAR E NT HE SlS - Quotation — — - — underline — — — error — — — — — — — — cross — — x , — — - INVITA T ION TO TRANSMIT —— — - WAIT -— — - Short Code used only in repetitions and in leerl written entirely infiyurPS 0 0AR FOR FRACTION SCIENTIFIC AMERICAN HANDBOOK OF TRAVEI 217 LARGEST STEAMSHIP OWNERS IN THE WORLD. Owners of over 100,000 gross tons in order of tonnage. Lines. Head Office. Total Tonnage Over 20 Knots 20 Knots. Under 12 Knots. 19 18 17 16 15 14 13 12 Hamburg-Amer.. . Hamburg. 911,279 • 1 1 2 3 5 4 7 14 40 89 Norddeutscher Lid Bremen. 752,000 4 i i 5 15 9 20 25 114 White Star. Liverpool. 461,000 1 2 i 5 4 1 11 1 4 Brit. Ind. St. N.Co. London. 453,000 2 4 4 8 5 24 64 P.& O.Steam N .Co. London. 400,000 2 i l 14 3 7“ 3 16 2 6 Liverpool. 350,000 1 3 5 53 Elder, Dempster & Co. Liverpool. 346,000 1 2 3 6 11 16 74 Furness-Withy Co. Ltd West Hartlepool 344,000 5 8 97 Liverpool.•. . . 312,000 2 3 6 25 44 Compagnie Gene- rale Trans. Paris. 309,000 3 1 l 9 4 6 5 2 10 36 Nippon Y usen Tokio. 307,000 1 9 10 23 5 31 Messageries Mari- Paris. 295,000 10 4 1 23 27 London. 294,000 9 2 3 3 13 i i Navigazione Gen. 293,000 3 5 7 5 22 17 50 Bremen. 250,000 52 249,000 6 9 10 n Austrian Lloyd.. . . Trieste. 242,000 2 3 3 9 13 12 30 217,000 28 10 5 Cunard. Liverpool. 216,000 4 2 2 2 1 3 1 5 Royal Mail S.P. Co London. 212,000 17 1 2 6 24 211,000 4 3 14 12 Clan. Glasgow. 203,000 19 30 197,000 9 1 1 5 33 Can. Pacific Itail’y Montreal.. 193,000 _2 2 5 3 7 12 32 Hull. 191,000 1 5 11 9 69 Hamburg. 186,000 * ' 16 22 183,000 9 10 3 1 s 1 1 Paris. 160,000 5 i 1 10 10 Deutsch-Austral- 158,000 3G Union S.S. Co. of N. Zealand. Dunedin. 157,000 1 1 1 2 5 8 6 9 31 Allan. Glasgow.. 156,000 2 2 3 1 3 6 10 Forenede Damps- 150,000 5 3 2 5 2 105 150,000 48 133,000 40 Anglo-American Oil Co , Ltd .... 128,526 30 125,000 1 1 4 6 124,000 4 1 3 8 Red Star. Antwerp. 123,000 3 9 9 Newc’tle-on-Tyne. 121,000 2 28 New Zealand Ship- ping Co. 118,000 1 9 2 5 Osaka S. K„ Ltd. 115,000 2 9 89 Anchor. 114,000 2 1 i 4 7 6 Booth.. 114,000 1 4 3 6 22 St. Ives. 113,000 37 Bucknall S.S.Lines Ltd.. 1 London. 112,000 3 12 13 Anglo-Saxon Pe- 110,000 30 Rotterdam. 108,000 7 4 8 Newc’tle-on-Tyne. 107,000 Nederland Line Amsterdam. 106,000 . . . . 1 1 4 i7 *3 •*-> o Eh 166 195 30 111 56 62 113 110 79 77 79 65 41 109 52 42 72 43 10 50 33 49 42 63 95 38 44 27 36 64 27 122 48 40 30 12 16 14 37 17 100 20 36 37 28 30 19 31 23 21 s SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL OO 050 XN cot>T Q P ! 1 P • • O £ w M §J n rf i H P g*c o« O CO 55 O HH o o Eh Oo <1 o o* ICO CO 55 rH cT W • • a t-H 1 I Eh • . M • • P . t n . V rn . -p> . ^ O a? d te £d Pup oo oo oo oo lO os rH CO : d 0) rJ ®So 2 HH Eh <5 P .p S o o 55 !?: o H SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 219 NUMBER AND NET AND GROSS TONNAGE OF STEAM AND SAILING VESSELS OF OVER 100 TONS, OF THE SEVERAL COUNTRIES OF THE WORLD, AS RECORDED IN LLOYD’S REG¬ ISTER FOR 1909-10. Steam. Sail. Total. Flag. Num¬ ber. Net tons. Gross tons. Num¬ ber. Net tons. Num¬ ber. Tonnage. British: United Kingdom. 8,419 1,339 10,027,813 722,761 16,472,602 1,230,112 1,072 735 905,334 218,394 9,491 2,074 17,377,936 1,448,506 Total. 9,758 10,750,574 17,702,714 1,807 1,123,728 11,565 18,826,442 American (United States) 1,106 1,059,012 1,618,508 1,793 45 1,172,774 112,469 6,237 2,899 2,791,282 538 1,520,961 2,005,807 38,017 583 2,118,276 Philippine Islands.. . . 81 23,639 27 108 44,254 Total. 1,725 2,603,602 3.662.332 1,865 1,291,480 3,590 4,953,812 197 77,647 128,544 80 29,556 277 158,100 347 465,172 744,676 9 5,481 356 750,157 152 171,960 268,459 4 3,296 156 271,755 317 137,902 222,110 79 20,705 396 242,815 95 68,268 106,857 51 40,570 146 147,427 60 48,402 75,258 60 75,258 55 38,726 61,832 7 1,343 62 63,175 558 398,238 677,098 312 65,060 870 742,158 Dutch. 503 564,903 904,536 98 37,704 601 942,240 French. 884 836,617 1,445,976 625 447,617 1,509 1,893,593 German. 1,808 2,379,36/ 3,889,046 363 377,667 2,17 I 4,266,713 287 304,430 484,193 122 32,428 409 516,621 5 2,017 3,387 5 3,387 Italian. 437 584,209 961,132 663 358,785 1,100 1,319,917 Japanese. 861 729,546 1,150,858 4 1,942 865 1,152,800 Mexican. 46 17,533 29,072 20 4,363 66 .3.3,435 Norwegian. 1,292 841,427 1,388,423 833 605,201 2,125 1,993,624 Peruvian. 14 6,968 10,919 • 47 21,174 61 32,093 75 42,988 69,878 129 36,104 204 105,982 23 16,702 32,448 1 285 24 32, / 33 708 450,790 760,785 638 211,612 1,346 • 972,397 5 2,253 3,717 5 3,717 10 7,122 11,464 10 11,464 479 420,579 686,875 80 23,143 559 710,018 Swedish. 960 463,729 774,288 543 148,510 1,503 922,798 174,744 Turkish. 143 69,833 112,849 - 188 61,895 331 U ruguayan. 48 44,670 71,616 26 17,722 74 89,338 Venezuelan. 9 2,172 3,939 9 1,282 18 5,221 Other countries: Bulga¬ ria, Colombia, Costa Rica, Ecuador, Egypt, Honduras, Liberia, Nicaragua, Oman, Panama, Persia, Sal¬ vador, Samos, Zanzi¬ bar, etc. \ 48 16,422 27,821 28 8,012 76 35,833 Total. 21,909 22,564,768 1 36,473,102 8,631 4,976,665 30,540 41,449,767 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 220 (1) ( 2 ) Date 1833 1838 1840 1849 1854 1856 1858 1856 1862 1845 1850 1858 1868 1869 1871 1873 1874 1875 1879 1882 1883 1879 1881 1884 1886 1888 1889 1890 1892 1893 1895 1897 1899 1900 1901 1902 1903 1904 1907 FROM STEAM PACKET TO STEAM PALACE. Wood Paddle-boats. (3) Iron Screw Steamers. (5) Steel Twin-Screw Steamers, Iron “ (4) Steel “ Name of Steamer. Owners. Remarks. Royal William. . .(1) Sirius. Quebec & HalifaxS.N.Co. -j British and Amer.S.N.Co. . Great Western S.N.Co. . . . Transatlantic SS. Co. Cunard Line. Collins “ . From Pictou (N.S.), 1st to cross the Atlantic. From Cork, 1st departure from U. K. “ Bristol, 1st built for Atlantic. Liverpool, 1st departure. Liverpool, 1st carriedBritish mails. New York, 1st carried U.S. mails. Glasgow, 1st steamer of Line. 1st “ Hamburg,1st “ Last Sailing of Line. From Bremen to New York. Great Western. Royal William.(2) Britannia. Atlantic. Adan “ . Borussia. Hamburg-American Line . Coilins Line. Bremen. Norddeutscher Lloyd. Persia. (2) Scotia. Cunard. 1st Cunard iron paddle steamer. Last Great Britain. . . . (3) City of Glasgow. Great Eastern. . . . Italy. City of Brussels. ... Oceanic (1st). Great Western S.N.Co. . . . Inman Line. East.anil Australian SS.Co. National Line. Inman “ . 1st Atlantic iron screw steamer. 1st to carry steerage passengers. Paddle wheels and propeller. 1st Atlantic ss. with comp, engines. 1st “ “ “ steam steering gear. 1st with’midship saloon, &c. 1st sailing of Line to Liverpool. 1st to exceed 5,000 tons, Great Eastern 1st with electric light. [excepted. Watertight compartments floated her. 1st ‘‘ocean greyhound.” Sunk outside New York; every one saved by N. D. Lloyd ss. Fulda. White Star Line. American “ . White Star “ . City of Berlin. .. . Inman “ . Guion. . “ . Oregon. j “ “ (1). 1 ) Cunard “ (2).(‘ Buenos Ayrean. . (4) Servia. City of Rome. America. J Umbria. { | Etruria.f A Her. Allan Line. Cunard “ . J Inman (1) Line.( 1 Anchor(2) “ .j National “ . Cunard . Norddeutscher Lloyd. 1st Atlantic steel steamer.* 1st Cunard Fitted with three funnels. 1st and last express ss. of Line. 1st with 20 knots speed. 1st triple-expansion express ss.f \ City of NewYork(5) Inman &International( 1) f American Line (2) .j 1st twin-screw ocean expresses, t 1st to exceed 10,000 tons,G.E.excepted Designed as mercantile cruisers. 1st under 6^ days from Southampton. Record Havre to New York, 6} days. Lucania: highest day’s run 562 knots. Liverpool to New York records. Largest express steamers ever built in America. Record day’s run, 580 knots. [tons. Balanced engines, 1st to exceed 15,000 Fastest ocean steamer in the world. 1st to exceed 20,000 tons. Largest express steamer in the world. Largest ss. in the world—-726x76x49. 1st fitted with turbine engines. Largest and fastest in world. Fitted with turbine engines. Record day’s run, Mauretania, 673 knots. ) Teutonic. 1 1 Majestic.1 White Star Line. Hamburg-American lane . Compagnie Generale Trans. Cunard Line. I American. t Norddeutscher Lloyd. . . . White Star Line. Hamburg-American Line.. White Star Line. Norddeutscher Lloyd. Norddeutscher Lloyd. White Star Line. La Touraine. 1 Campania.1 1 Lucania.f / St. Paul.) 1 St. Louis.J KaiserWilhelm d.Gr. Oceanic. Celtic. Kronprinz Wilhelm Kaiser Wilhelm II. . Allan Line. Lusitania. Cunard Line.1 “ “ .J * Union Co. of N.Z.’s Rotomohana, 1,763 tons, was first ocean steel ss.. 1879. t Martello, 2,432 tons, of Wilson Line, was first Atlantic cargo triple-expansion ss., 1884. j Notting Hill, 3.921 tons, of Twin Screw Cargo Tine, came out so engined, 1881. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 221 FROM STEAM PACKET TO STEAM PA LA CE —Continued ■ Reduction of Passage. Days. Tons. 1862. Under 9 from Queenstown. Scotia. 3,871 1869. “ 8 “ “ City of Brussels....'.. 3.081 1882. “ 7 “ “ Alaska. 6,400 1889. “ 6 “ “ City of Paris.10,669 1S94. “ 5H“ “ Lucania.12,950 1897. “ 6 “ Southampton. Kaiser Wilhelm der Grosse.14,349 1903. “ 5 ‘-4 “ Cherbourg. Deutschland.16,502 1909. 4d. 10 h. 51 m. from Queenstown. Mauretania . 32,000 Progress in Length. Feet 1838. 1st to exceed . .200 1845. it .300 1858. .680 1871. • t (t .400 1881. a .500 1893. “ .600 1899. “ .700 1904. ti “ .725 1907. t 4 ;4 .790 Tons. Great Western. 1,340 Great Britain. 2,084 Great Eastern.18,918 Oceanic (1). 3,807 Servia. 7,392 Campania.:.12,952 Oceanic (2).'.17,247 Baltic. 23,000 Mauretania. 32,000 OCEAN STEAMERS. 20 Knots and over. In order of Tonnage. Built in N ames. 1907 Mauretan a Owners. Gross Tons. Cunard 32,000 1907 1908 1902 1899 1900 1901 1897 1893 1893 1897 1900 1900 1895 1895 1888 1889 1890 1889 1890 1884 1884 1898 1898 1898 1898 Lusitania. Kronprinzessin Cecilie . . Kaiser Wilhelm II. Oceanic. Deutschland. Kronprinz Wilhelm. Kaiser Wilhelm der Grosse Campania. Lucania. Kaiser Friedrich . La Lorraine. I La Savoie. \ St. Louis.| St. Paul.t New York. Philadelphia (ex Paris). . . Majestic. . '. Teutonic. Kaiserin Maria Theresa. . . Umbria. Etruria. Moskva. Smolensk. Isis. 1. Osiris. \ N. D. Lloyd. N.D. Lloyd. White Star. Hamburg-American N. D. Lloyd. Cunard. F. Schichau. Com. Gen. Trans.-. . International Mer- I cant ile Marine. Co. | White Star. N. D. Lloyd.! ! Cunard. Russ. Vol.FIt.Assoc. P. & O. 32,500 19,503 19.360 17,274 16.502 14.908 14.349 12,950 12,950 12,480 11,869 11,864 11,629 10,798 10,786 10,147 9,984 8,278 8,128 8,120 7,297 7,270 1,728 Dimen¬ sions. Spd. Builders. 790x88x77 r 26 | l Swan& H’nter and Wigham Richardson, 785x88x77 26 Ltd. Clydebank. 685x72x40 234 Stettin V. Co. 678x72x38 231 StettinV. Co. 685x68x44 21 Harland & W. 662x67x40 234 Stettin V. Co. 640x66x43 23 “ 627x66x35 224 “ 601x65x37 22 Fairfield. 581x63x44 22 Schichau. 563x60x35 20 Owners. 535x63x37 21 Cramp&Sons. 527x63x22 20 Clydebank. 565x58x39 20 Harland&W. 528x51x36 20 Stettin V. Co. 501x57x38 20 Fairfield. 487x58x26 20 Clydebank. 300x37x17 20 Caird «» r, 'Ui 1• U 1 bOC VwVwi * ne"ntn)> 4oo lona wat« >&. mulioi\ 1100 Ibi lAnib. ; :u^, y\*H' >^^4000 Ujj pouHy-gnme 90 bbis-floor. Copyright, J901, by Munn & Co. SUPPLIES OF THE “DEUTSCHLAND.” SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 93 90 c-akes, pies, and the toothsome odds- and-ends of the pastry cook’s art, there are taken on board at each trip 90 bar¬ rels of flour,each weighing 195 pounds, this item alone adding a weight of 8 V 2 tons to the cooks’ stores. To this also we must add 350 pounds of yeast and GOO pounds of oatmeal and hominy. Under the head of liquids the most important item is the 400 tons of drinking water, whose bulk is ade¬ quately represented by the circular tank shown in our engraving. This is supplemented by 12,000 quarts of wine and liquors, 15,000 quarts of beer in kegs, besides 3,000 bottles of beer. Last, but not by any means least, is the supply of 40 tons of ice. Of course, it will be understood that, as in the case of the coal, it is not to be supposed that all of this supply will be consumed on the voyage. There must be a margin, and a fairly liberal margin, of every kind of provision. Moreover, the extent to which the larder and cellar are emptied will vary according to the condition of the voy¬ age. In tempestuous weather, where the trip is a succession of heavy gales, and the dining room tables are liable to be practically deserted for two or three days at a stretch, the consump¬ tion will be modified considerably. Stormy voyages of this character, after all, occur at infrequent intervals, and as a rule the supplies are pretty well consumed by the time the pas¬ sage is over. Now, having dealt with the general food supplies, we will deal with the food supplies of another large liner for a single trip. PROVISIONING THE “ KRONPRINZ WILHELM ” FOR A SINGLE TRANSATLANTIC TRIP. The Book of Genesis does not record the tonnage of the huge vessel which finally stranded on Mount Ararat, af¬ ter finishing the most wonderful voy¬ age ever described in the annals of mankind. But it is quite safe to as¬ sume that the dimensions of the Ark, that old-time floating storehouse, are exceeded in size by the largest of steamships now crossing the Atlantic. Not the least striking evidence of the size of these modern monsters of the deep is afforded by the vast quan¬ tities of food which must be taken aboard for a single six-day trip across the Atlantic. For the 1,500 passen¬ gers and the several hundred men con¬ stituting the crew, carloads of food and whole tanks of liquids are neces¬ sary. To enumerate in cold type the exact quantities of bread, meat, and vegetables consumed in a weekly trip would give but an inadequate idea of the storing capacity of a modern liner. We have, therefore, prepared a picture which graphically shows by compari¬ son with the average man the equiva¬ lent of the meat, poultry, and bread- stuffs, as well as the liquors used. Each kind of food has been concen¬ trated into a g.'ant unit, compared with which the figure of the average man seems puny. On the “Kronprinz Wilhelm,” of the North German Lloyd Line, which steamship we have taken for the pur¬ pose of instituting our comparisons, some 19,800 pounds of fresh meat and 14,300 pounds of salt beef and mut¬ ton, in all 34,100 pounds of meat, are eaten during a single trip from New York to Bremen. This enormous quan¬ tity of meat has been pictured in the form of a single joint of beef, which, if it actually existed, would be some¬ what less than 10 feet high, 10 feet long, and 5 feet wide. If placed on one end of a scale, it would require about 227 average men in the other end to tip the beam. For a single voyage the “Kronprinz Wilhelm” uses 2,640 pounds of ham, 1,320 pounds of bacon, and 506 pounds of sausage—in all, 4,466 pounds. Since most of this is pork, it may well be pictured in the form of a ham. That single ham is equivalent in weight to 374 average hams. It is 7% feet high, 3 feet in diameter and 2 feet thick. The poultry eaten by the passen¬ gers of the steamer during a trip to Bremen or New York weighs 4,840 pounds. Suppose that we show these 4,840 pounds of poultry in the form of a turkey, dressed and ready for the oven. The bird would be a giant 10 feet long, 8 feet broad, and 5 feet high. Sauerkraut, beans, peas, rice, and fresh vegetables are consumed to the amount of 25.320 pounds. Packed for market, these preserved and fresh vege¬ tables would be contained in 290 bas¬ kets of the usual form, which piled up make a formidable truncated pyramid- A GRAPHICAL COMPARISON OF THE PROVISIONS OF A TRANSATLANTIC LINER. 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It remained in use only till the 31st December, 1805. The Gregorian Calendar was restored January 1st, 1806 (Nivose 10, Year XIV.). The months varied in different years, thus Nivose 1 commenced December 21st. in 1793, December 22nd in 1795, December 21st in 1796, December 22nd in 1799, December 23rd in 1803, and December 22nd in 1804 and 1805. The following are the dates for the year 1804, the last complete year of the Calendar:- Vendemiaire {Vintage), 23 Sept, to Oct. 22 Brumaire Frimaire Nivose Pluviose Ventose {Foggy), {Sleety), {Snowy), {Rainy), {Windy), 23 Oct. to Nov. 22 22 Nov. to Dec. 21 22 Dec. to Jan. 21 21 Jan. to Feb. 20 20 Feb. to Mar. 21 Germinal Floreal Prairial Messidor Therraidor Fructidor ( Budding ) {Flowery), {Pasture), {Harvest), {Hot), {Fruit) 22 Mar. to Apr. 21 21 April to May 20 21 May to June 20 20 June to July 19 20 July to Aug. 19 19 Aug. to Sept. 18 The months were divided into three decades of ten days each, but to make up the 365, five were added at the end of September; {Primidi), dedicated to Virtue; {Duodi) to Genius; (Tridi) to Labor; {Quartidi) to Opinion; and the 5th {Quintidi) to Rewards. To Leap Year, called Olympic, a sixth day. the 22nd or 23rd September {Sextidi), “Jour de la Revolution,” was added. This variation of dates has led to considerable confusion, but those who may wish to trace the fourteen years will find some very elaborate tables in the English edition of Bour- rienne’s “Life of Napoleon”; Bentley.— Whitaker’s Almanack. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 239 BOSTON HARBOR AND APPROACHES. AROUND THE WORLD IN THIRTY-EIGHT DAYS ! When Jules Verne wrote his fasci¬ nating story, “Around the World in 80 Days” he probably did not realize that within a comparatively short period this trip could be made in much abbreviated time. In fact Phineas Fogg could now make the complete circuit of the earth in 38 days. The International Sleeping Car Company has worked out the proposition for the editor as follows: Leave New York by the Twentieth Century Limited for Chicago, then via St. Paul to Vancouver, so as to make an exact connection with the Canadian Pacific express steamer across the Pacific: from Yokohama go to Tsuru- ga, from there to Vladivostok. The Trans-Siberian is then taken to Mos¬ cow, London is then reached, and either the “Lusitania” or the “Mau¬ retania” should be caught in order to make the trip in 38 days. The trip will then be as follows: New York to Vancouver, 414 days; Vancouver to Yokohama, 18 days; Yokohama to Vladivostok, including necessary lay¬ overs, 2i/ 2 days ; Vladivostok, one day ; Vladivostok to Moscow, 10 days; Mos¬ cow to London, 2 days: London to New York, 5 days; total 38 days. TOTAL PASSENGERS (INCLUDING IM¬ MIGRANTS) ARRIVED IN NEW YORK, N. Y. 1884 . 425,262 1885 . 361,711 1886 . 332,049 1887 . 446,937 1888 . 491,027 1889 . ,414,878 1890 . 450,394 1891 . 533,164 1S92. 581,175 1893 . 513,791 1894 . 335,752 1895 . 319,687 1896* . 1897*. 1898 . 270,278 1899 . 334,469 1900 . 458,994 1901 . 538,908 1902 . 626,185 1903 . 761,500 1904 . 741,202 1905 . 939,504 1906 . 1,068,847 1907 . 1,263,042 1908 . 843,597 * No data as to United States citizens and non-immigrant aliens returning. 240 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Restaurant dining on the ocean is on the increase and dinner parties are an established feature. APPROACH TO SEATTLE. THE FUNNEL MARKS OF TRANS¬ ATLANTIC LINES Our frontispiece gives an idea of the funnel marks, also the house flags of the principal transatlantic lines. The following recapitulation, however, may prove of interest Lines Funnel Marks American Black, white band, black top. Anchor Black Atlantic Transport Red, with black top. Cunard Red, with black rings and black top. French Red, with black top. Hamburg-American Express service, buff; regular, black. Netherlands-Amer. Cream, white band, with green borders. Nor. Ger. Lloyd Ochre. Red Star Black, white band, black top. Scandinavian-Am’r Black, red, black. White Star Buff, with black top. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 241 THE HARBOR OF SAN FRANCISCO CABLES OWNED BY NATIONS. 48 224 Bahama Islands. 1 213 3 77 British America. 2 399 98 306 British India. . . 8 1,993 France. 87 11,178 Portuguese Possessions in Africa 2 26 88 3,167 Japan. 127 4,364 191 2,304 Macao. 1 2 46 54 Nouvelle Cal6donie. 1 1 36 243! Netherlands Indies. 15 2,855 41 1,0731 Senegal, Africa. 1 3 626 970 Siam. 3 13 4 115 Indo-Chine Frangaise. 3 1,479 Russia. 25 314 Pacific Cable Board (cables in Russia in Asia. 3 171 the Pacific between British 16 1,903 America and Australia). 5 7,837 16 209 Philippine Islands. 33 1,313 3 16 United States (Alaska). 12 2,348 23 352 Argentine Republic and Brazil.. 41 105 Total. 1,655 46,066 Australia and New Zealand. . . . 46 439 242 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL THE SUBMARINE CABLES OF THE WORLD.* (From report issued by the Bureau International de l’Union Telegraphique.) The following table sets forth the entire system of submarine cables of the world, including . those along the shores and in the bays, gulfs and estuaries of rivers, but excepting those in lakes and the interior watercourses of continents. The list includes all cables' operated by private companies, and in addition thereto under the name of each nation is given the list of cables operated by the government of that nation. Companies. N umber of Cables. Length of Cables in Nautical Miles. Companies. Number of Cables. Length of Cables in Nautical Miles. A nolo-American Telegraph Co.. . 14 9,554 Cuba Submarine Telegraph Co.. . 10 1,143 Transatlantic System—Va- Direct Spanish Telegraph Co. . . . 4 727 lentia (Ireland) to Heart’s Eastern and South African Tele- 19 Content (Newfoundland). graph Co . 10,541 Commercial Cable Co . 12 15,450 Eastern Extension and Austral- 36 Transatlantic System — asia and China Telegraph Co. . 9S 23,532 Waterville (Ireland) to Eastern Telegraph Co . 40,911 Canso (Nova Scotia). Anglo-Spanish-Portuguese Canso, N. S., to New York. System. Canso, N. S., to Rockport, System West of Malta. Mass. Italo-Greek System. Commercial Pacific Cable Co.. . . 6 10,004 Austro-Greek System. San Francisco to Manila. Greek System. 1 Manila to Shanghai. Turko-Greek System. De fils de Peel (Bonins) k Turkish System. Guam. Egypto-European System. Commercial Cable Co. of Cuba. . 1 1,285 Egyptian System. Coney Island (New York) to Egypto-Indian System. Havana (Cuba). Cape Town to St. Helena. Direct United States Cable Co... . 2 3,095 St. Helena to Ascension Isl. Ballinskellig’s Bay (Ireland) Ascension Isl. to St. Vincent. to Halifax (Nova Scotia). Natal-Australia System. 2 Halifax, N. S., to Rye Beach, Europe and Azores Telegraph Co 1,053 N. H. Compagnie A llemande des Cables 5 Western Union Telegraph Co. .. 13 7,478 Transatlantiques . 9,553 Transatlantic System—Sen- Borkuin Island to Azores, to nen Cove, near Penzance, Conev Island, N. Y. England, to Dover Bay, Borkum Island to Vigo, Spain near Canso, N. S. Grande Compagnie des Till- Dover Bay, N. S. to New York Wn graphes du Nord . 33 9,274 Gulf of Mexico System. Cables in Europe and Asia. Compagnie Francaise des Cables Deutsch-Niederlandische Tele- 32 12,102 3 3,416 Brest (France) to Cape Cod, Menado (Celebes) — Japan Mass. (Caroline); Guam (Mari- Brest (France) to St. Pierre- annes); Shanghai. Miq. Osteuropaische Telegraphenge- St. Pierre to Cape Cod, Mass. 1 185 Cape Cod, Mass., to New York Kilios (Constantinople)—Con- A frican Direct Telegraph Co . 10 3,012 stantza (Roumanie). Black Sea Telegraph Co . 1 337 Halifax and Bermuda Cable Co. 1 849 Western Telegraph Co . 28 18,759 Indo-European Telegraph Co. .. . 3 23 Carcavellos, near Lisbon (Por- India Rubber, Gutta Percha, and tugal), to Madeira, to St. 'Telegraph Werrks Co . 3 145 Vincent (Cape Verde Isl.), Mexican Telegraph Co . 3 1,528 to Pernambuco, Rio de River Plate Telegraph Co . 2 118 Janeiro, Santos, Montevi- South American Cable Co . 2 1,967 deo, Horta (Azores), to St. United States and Hayti Tele- Vincent (Cape Verde lsl.). graph and Cable Co . 1 1.391 Central and South American Tel- West African Telegraph Co.. . . 6 1,471 egraph Co . 20 7,500 West Coast of America Telegraph Companva '1 elegrafico-'1 ’elefomca Co . 7 1,979 del Plata . 1 28 West India & Panama Tele- Direct West Indio Cable Co . 2 1,265 graph Co . 22 4,663 Bermuda-Turk's Island, and — Turk’s Island-Jamaica. Grand total. 403 204,338 * From the “World Almanac” for 1910, Copyright. Reprinted by permission. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 243 RAILROADS OF THE WORLD. Miles. United States... . 217,328 Great Britain. 97,900 Russia. 35,336 Germany. 31,943 France. 27,285 India. 25,515 Austro-Hungary. 23,432 Canada. 18,397 Australia. 14,925 Argentina. 10,479 Italy. 9,881 Mexico. 9,660 Brazil. 9,248 Spain. 8,447 Sweden... 7,242 South Africa. 5,504 Siberia. 4,965 Japan. 4,093 Belgium. ,. 4,047 Algiers and Tunis. . . 3,060 Miles. Egypt. 2,903 Chili. 2,896 Switzerland. 2,443 New Zealand. 2,374 Holland. 2,035 Roumania. 1,982 Turkey (and Bulgaria, &c.). 1,963 Denmark. 1,917 Portugal. 1,402 Dutch Indies. 1,392 Norway. 1,313 China. 772 Greece. 667 Servia. 361 Total mileage of the world (includ¬ ing other small countries). 510,470 This is “ route mileage.” “ Track mileage” (includingdouble lines and sidings) is considerably more. LONG RAILWAY TUNNELS. Simplon, Switzerland-Italy. 12 458 St. Gothard, Switzerland. 9 564 Mont Cenis, Italy-France. 7 1730 Arlberg, Austria. 6 404 Hoosac, U. S. A. 4 1320 Severn, Great Western. 4 624 Totley, Midland. 3 950 Standcdge, North Western. 3 62 Woodhead, Great Central. 3 17 Box, near Bath, Great Western (old). 1 1320 POPULATION OF THE WORLD. The annual death rate per 1000 population also decreases, especially among children. In England and Wales it is 12.8 (mean average previous years 16.8). In London. Paris. St. Petersburg. Berlin. Vienna. Bombay. Trieste. Antwerp. 11.9 17.3 28.6 17.2 20.9 78.9 31.2 13.6 In New York. 18.6 76 largest towns in United King¬ dom. 13.3 141 smaller towns in United King¬ dom. 13.6 Remainder of country. 14.5 DENSITY OF POPULATION. Egypt proper is the most densely populated country, having 750.5 per square mile. Belgium comes next with 588, then Holland. The United Kingdom has 341.6, Japan 296.4, after which come the other European Countries down to Russia with 51 and Sweden with 29. The United States has only 21.4, and the South American Republics all less. Australia contains only 1.38 persons per square mile. In England there is an average of just about 1 person per acre. Lord Rayleigh has recently made some interesting experiments to determine the colors of the sea and sky. Other experimenters, such as Davy, Bunsen, and Spring, were all satisfied that the color of water was blue, but Lord Rayleigh’s experiments have supplied only limited confirmation of that view. What appears to be the intrinsic cslor of the sea he finds is often due to the color of the sky or is affected by the color of the bottom. With carefully distilled water he got the same blue color of water as the water from Capri and Suez, while that from Seven Stones Light¬ ship, off the Cornish coast, gave a full green. 244 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL RAILWAY SPEED IN ENGLAND. The Fastest Running, without stoppage, is made by the Companies as under:— Company. Train. From To Time. Dis¬ tance. Aver¬ age Speed H. M. Miles. 1. 8 Darlington.. . York. 0 43 441 61.7 10. 5 Forfar. Perth. 0 32 324 60.9 Great Western. 10.15 Paddington . . Bristol, via Bath. 2 0 1181 59.1 4.26 Grantham. 1 >oncaster... 0 52 501 58.2 6.20 Marylebone. . Leicester. 1 52 1074 57.6 3.25 Andover. Vauxhall. 1 8 65' 57.4 London and North Western. 8.52 Willesden.. . . Birmingham.. 1 53 1071 57.0 Midland. 6. 3 St. Pancras. . . Nottingham.. . 2 12 1231 56.1 Lancashire and Yorkshire. 11.40 Liverpool . . . Manchester.. . 0 40 361 54.8 South Eastern and Chatham. 4.53 Tonbridge. Ashford. 0 30 261 53.0 5.26 Ballybrophy... 1 28 772 53.0 Glasgow and South Western . 2. 6 Kilmarnock. . . Carlisle. 1 46 911 51.8 London, Brighton & South Coast. 5. 0 Victoria. Brighton. 1 0 51 52.0 9.50 Liverpool St... 2 17 114 49.9 North British.. 2. 0 Edinburgh.... Berwick. 1 10 571 49.2 Highland. 11. 5 Blair-Atholl.... Perth. 0 51 351 41.4 The Longest Runs without Stoppage are made by the Companies as under:— Company Train. From To Time. Dis¬ tance Aver¬ age Speed. H. M. Miles. Great Western. 10.30 Paddington.. . Plymouth, via Westbury 4 7 2252 54.8 11.15 Euston. Rhyl. 3 57 2091 53.0 11.50 St. Pancras. . . Shipley . 4 5 206 ‘ 50.4 Great Northern. 2.21 Wakefield. King’s Cross... 3 9 1751 55.8 Great Central. 3.15 Marylebone. . . Sheffield, via Aylesbury... . 2 57 165 55.9 2.17 Carlisle. Perth. 3 0 150| 50.2 Great Eastern. 1.30j Liverpool St... N. Walsham.. 2 38 131 49.7 North Eastern. 11.17 Newcastle. Edinburgh. . . 2 18 1244 54.1 4.10 W aterloo. Bourn’mo’thC. 2 6 108 51.4 North British. 9.30 Edinburgh. . . Carlisle. 2 11 981 45.1 Glasgow and South Western. 2. 4 Kilmarnock. . Carlisle. 1 46 914 51.5 London, Brighton & South Coast. 11.35 Clapham J’ct... Fratton. 1 52 812 45.0 South Eastern & Chatham. 9. 5 Cannon Street. Dover Pier... . 1 38 764 46.2 Lancashire and Yorkshire. 10.52 Huddersfield.. Poulton. 1 42 66 38.8 PANAMA, SUEZ, AND CAPE OF GOOD HOPE ROUTES. The following table gives the dis¬ tance from New York to ports named by the routes specified : From Via Pan¬ ama. Via Suez. Via Cape of Good Hope. New York to— Tientsin. 10,908 12,914 15,063 Shanghai.... 10,828 12,187 14,446 Tokyo. 9,692 13,019 15,178 Manila. 11,412 11,435 13,555 Melbourne... 9,911 12,737 12,206 There are 47 steamships engaged in cable-laying and repairing. TURBINE ENGINES. At the end of September, 1909, there were 75 merchant steamers and yachts fitted with turbine engines, represent¬ ing a gross tonnage of about 292,000 tons, and 50 per cent, of the merchant vessels are capable of a speed of 20 knots and upward, the largest being as follows: Tonnage. Flag. Mauretania.31,938.British Lusitania .31,550. “ Carmania .19,524. “ Chiyo Maru . .. .13,426.Japanese Tenyo Maru . .. .13,454. Heliopolis .10,897.British Cairo .10,864. “ AREA, POPULATION AND COMMERCE OF THE PRINCIPAL COUNTRIES OF THE WORLD +? GO -H . 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E c ».« bfJ=-- = TJo = 00 " 0)' H H rt rt O®. G© © *- © PS §1 3 ^ bi-S © o G '« © a © CO 53 G *- CO G c3 o 6? > §*J -E:^o >x^ ;x r 0) ©© c3 Sl C *- c ^ G G O OJ 00 G >. 8^^ 4 HK bu 0(-G G O© © G 5-Ho G C — O”* ©© G © o o 5 Ii fes 3 >© © ‘ c3 00 G •£+>* q o- c3 bX)^ qj i-g© © > • o Cr kJ O ^0Q 03 &c w © G qp c 6 be c W dl o G© 5* ©o> r q c3©W ^“5 _ t- 03 •ri:© ^ c 5 O w O £ ho 2£ c h O c! e ? . co 0 2 x © T tl£ *- . u X ■j= iv X ^ ^ a. c3 ® g “ 1 ’ 13 ^"" — j c3 X2 CD co © co J o © 3 o o -*H JrH ^ ^ O c3 o ) ©> © O U U cot 0 3 ;^ , £S5o ! a* £ s o U G g* O 1 * fi ft = 1 o^o w — c t_ ,“-So ‘s' ©© c c cn C ! -o c C c5 « © c2 G- ’ « __ ID CO rr © oS . O—. 33 V-! © ♦H ^ 5 C C3 »-p 5 _ o aa) 2ri S^s S‘S5« S « 2 g G E 53 c ■^0*0 . u. © - et ° WK-C^ P*^©co o G -"-■co v =5 c S 2 2 a = a !5rT =5 c © G c3 G O a © £E — • g 5 b E© ^ _ © 53 & k* : 5 «c . .— 2 - _ ■£doi»£5 “x'g'“c^C -oxssccS, ^•3t°g^££' g -o5>^ ..nEfaS^cSr- -J fa HH . CO OI ^ IQ ^a5O5r-cor^iO^t^00f0io—<.,> —l lO gfa- . CO CD GO °j?D C <» S “ __ fa 0) -g 1 -* 000 fa- p -3 in-* CO .5P8 — ^> or^f-^*o^iOcoonocO’-Hcooo*o LOOO'-*^tOCOl-CE>-H'McO^‘Ol-GO iococo T -co*oc^ I- 00 O T-< CO 0> cJ ^ w M CO $ A W) - .£ *o a a cn O c3 O o -h co to o »0 CO CO 05 O < —< . c _ « «GCC5^ . rHfNCO^O oo>- - 'S.j CO r- M pi-2 *8- c£ o^o Did-O —UN Q ci—) ej 2 a> - OK ID v ~" ^ TO r JJ>> WJ_ 'rt -fa go 32 o c M SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 251 m E o o Q E o H E E cc E E O s 00 E Q < W o o E Ph o hrt HH 03 h—( E E E e H E E e £5 E 03 t—( E O <5 e b E H E i—i 03 b o E <; £-i 03 a o * i ooooo«eooococo>ct>.>-H'-HM a ■ aniNOMi'CCioooO'Hio 1 -t M 00 OS >-t to 00 03«0 ® DO 00 >—l i— H H W N Ol N <1 E E o 03 H o E E a E E o (TyH E b g 5 Q <1 > E < o _ Eh — O 3 i—5 E a d 43 -4>-—- 0 o 02 , 80 ^ 00 -Ot~ 0 >c 0 c 0>0 ^'MIO^GOOOOOCO^CCN rH h N 00 O lO c^l Q C) lO N N C„) HHHHCICI CM CM (MC0«NOk0^0l>-05C0C0i0 -B. £ co cm o tp f- ao co co o rH lo r-t ONO^^Oh'-'^OO rH rH CM CM CM CM OOOOOCOCO'ONHEfO ’lK03coQ'Tp»o*occr~oocM £ *o C5 *p o hh co lc *o a* ,-h ,-h tH CM CM CM CM ££tP (NNNOHiOiON 02 ■e 03_ rP <->03 p fcD CO 00 O ' l O I"- C3 c oo co co *o F- r 1 CM O-l O tP lO 03 . o C3 tP CO CO CO 03 c3 c-— d 03 o~ mioiot'-ococoic Ico-II^NIONH '^lONOOOl’tON cr h hhh TO O - ^OCM^poOCOO P.. •r* i-h rH 05 CM CO GO 0(^COOG3HH Ph rH rH +3 ft d CM 4P GO CO O 3 OOOH(NN O rH1 *rP t— o 03 >3 E a; cm o co co d • • • • o co rH CM CO 4-cooooco m >> TJ- T3 Ht3 tP ^ 50 ft • • • d CO tP CO N CM TP Tp E40CM o • • O ‘0 CM CM £ o £ s w . P Tp fcU < te o o ft a o 43 w s Q E <1 H o b E 03 B ft E E LO CO 05 CM CM lO CO O CO CO ‘O Oil'>• CM CO CO CO TP CO GO O CM LO ECDOOIO ^ t-h r-n h CM CM CO CO CO 2; >HNOOCO’-'N’4 , tCON l COi < CM CM 00 *0 GO 1-4 tP GO CO »0 O tP tP ^ rH^Hr—tCMCMCMCOCO c a . >> p p T5 O O o CDOC1CMOCOOCOCMCOtP05CO CM *C ® O CM O h CO N 'T W —i h CM CM CM CO CO ^COCOCDtPOtP^COOCOCOL- Cl Tt 1 lO P H iO O CC a rH H ^ »—< r-i CM CM CM CO CO p-p 3 j? c T O ■I O *-> §1 “eg ‘OCCHNHpHroNiOOTf •TplOGOr-HlOOCMCO-H-H O *-H r—( CM CM CM CO CO CM gco^r-^Tpcor^iooTP ECMCOCOOCOGOOtPOO 53 rH H O-I CM CM CM bO_ c . £i>COTPGOrHOTPCMI^r-H W . Tp CD co GO' 0-1 co 1 ^ i_J '—i i—< >—< cm CM CM E ”P O EOOCOCMCOtPCPcO 03COCDO»OI^'-h*-OCO CZ3 ® ^ 1 1 r-H CM CM CM o E co W S E E 1-1 E W W > O H E E < « H 03 o g, W = p," 0 'S rP CO CO •— c; CQ P a tP £ CO !N CD CD CO 110050 Ob ‘ rH T—I rH CM *03_ fl — • <—> o >p a 03 co th co o jg Cy TP N H lO CO o3 ^ 2<2 5 P TP (PI rH O^ICOOH ft s CCO«N 33 ocoooco CO 4^ [ri r7- rp -fH rH a Id o w'o^^ fin 03 N £ CQ a o 0^ ^ ■f OIONM'O'? S- OO^OOOM S 'S lOr-HCOOOTpiOr-H P H h co CM O to CM O CMCMhhh 'C/2 T3 a o3 T3 c3 03 K >, 43 C3 rt 03 E) o J3 ■fci) a c3 03 ja [V, 03 rH ^ ° s Is US'"! rP a « 03 d +^> 03 t» ffl^a a jj s- ^ T3 03 d « p 5 o co 03 T^rO 03 ?h to TJ c a Cd-b rP O co HP •< bfi "S/Z j 13 s!-5 03 a 252 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL WEIGHTS AND MEASURES. LINEAR MEASURE. 3 barleycorns, or ... 13 lines, or. 72 points, or. 1,000 mils (mi.). 3 inches. 4 inches. 9 inches. 12 inches. 18 inches. 3 feet. 2£ feet. 5 feet. 2 yards.. 5J yards. 66 | 1 inch (in.) . 1 palm . 1 hand .1 span . 1 foot (ft.) . 1 cubit . 1 yard (yd.) . 1 military pace . 1 geometrical pace . 1 fathom . 1 rod, pole, or perch feet, or. \ 1 Gunter’s chain 4 rods.J 40 poles, or.1 1 furlong (fur.) 220 yards.J 8 furlongs, or. ) 1,760 yards, or. } 1 mile 5,280 feet. J 3 miles.1 league The hand is used to measure horses’ height. The military pace is the length of the ordinary step of a man. One thousand geometrical paces were reckoned to a mile. LAND MEASURE (LINEAR). inches.1 link 100 links, or. . . . ) 66 feet, or. • ■ • l 22 yards, or. . . . 4 poles. ... 1 10 chains. 80 chains, or. ... \ 8 furlongs. ... f LAND MEASURE (SQUARE). 144 sq. inches.... 1 square foot (sq. ft.) 9 square feet.. 1 square yard (sq. yd.) 30J sq. yards.. . . 1 sq. pole, rod, or perch 16 sq. poles. ... 1 square chain (sq. eh.) 40 sq. poles, or 1 j sq rood 1,210 sq. yards.... / 4 roods, or.. . . | 10 sq. chs., or... | 160 sq. poles, or. ) 1 acre* 4,840 sq. yds., or... I 43,560 sq. ft.I 640 acres, or.... | i „„ m :i 3,097,600 sq. yds./ Q ' ® 30 acres.1 yard of land 100 acres.1 hide of land 40 hides.1 barony * The side of a square having an area of an acre is equal to 69.57 linear yards. CUBIC MEASURE. 1,728 cubic inches.1 cubic foot 27 cubic feet.1 cubic or solid yard DRY MEASURE, U. 8. Cu. In. 2 pints.1 quart (qt.) = 67.20 4 quarts.1 gallon (gal.) = 268.80 i!±r. or v::::} 1 >>“ k - 537M 4 pecks.1 struck bushel = 2150.42 LIQUID MEASURE, U. 8. Cu. In. 4 gills.1 pint (O.) = 28.875 2 pints.1 quart (qt.) = 57.75 4 quarts.1 gallon (gal.) =231 63 gallons.1 hogshead (hhd.) 2 hogsheads.1 pipe or butt 2 pipes.. 1 tun APOTHECARIES’ LIQUID MEASURE. Apothecaries’ or Wine Measure is used by pharmacists of this country. Its denomina¬ tions are gallon, pint, fluid ounce, fluid drachm, and minim, as follows: Cong. O. F. Oz. F. Dr. Minims 1 = 8 = 128 = 1,024 = 61,440 1 = 16 = 128 = 7,680 1 = 8 = 480 1 = 60 1 The Imperial Standard Measure is used by British pharmacists. Its denominations and their relative value are: Gal. Quarts. Pints. F. Oz. F. Dr. Minims 1 = 4 = 8 = 160 = 1,280= 76,800 1 = 2 = 40 = 320= 19,200 1 = 20 = 160= 9,600 1 = 8= 480 1= 60 The relative value of United States Apothe¬ caries’ and British Imperial Measures is as follows: /—Imperial Measure.—s U. S. Apothe- v ** caries’ c ® Measure. pH pcj 1 Gallon = .83311 Gallon, or 6 13 1 Pint = .83311 Pint, or 16 1 FI. Oz. = 1.04139 FI. Oz.. or 1 1 FI. Dr. = 1.04139 FI. Dr. or 1 Minim =1.04139 Minim, or 2 22.85 5 17.86 0 19.86 1 2.48 1.04 OLD WINE AND SPIRIT MEASURE. Imperial 4 gills or quarterns.. . 1 pint Gals. 2 pints.1 quart 4 quarts (231 cu. in.). 1 gallon = .8333 10 gallons. . . . . 1 anchor = 8.333 18 gallons. . 1 bunlet = 15 311 gallons. . . . . 1 barrel — 26.25 42 gallons. .1 tierce = 35 63 gallons, or. 2 barrels. • | 1 hogshead — 52.5 84 gallons, or. 1J hogsheads. • | 1 puncheon— 70 126 gallons, or. 2 hogsheads, or.. • l 1 pipe or =105 butt li puncheons. 2 pipes or. 3 puncheons. ■ i 1 tun = 210 Apothecaries’ Weight is the official standard of the United States Pharmacopceia. In buying and selling medicines not ordered by prescriptions avoirdupois weight is used. Lb. Oz. Dr. Scr. Gr. 1 = 12 = 96 = 288 = 5760 1 = 8 = 24 = 480 1 = 3 = 60 1 = 20 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 253 WEIGHTS AND MEASURES —Continued Avoirdupois Weight.—Used for weighing all goods except those for which troy and apothecaries’ weight are employed. Gross or Long Ton. Cwt. Qr. Lb. Oz. Dr. 1 = 20 = 80 = 2,240 = 35,840 = 573,440 1 = 4 = 112 = 1,792 = 28,672 1 = 28 = 448 = 7,168 1 = 16 = 256 1 = 16 Short or Net Ton. Cwt. Qr. Lb. Oz. Dr. 1 = 20 = 80 = 2,000 = 32,000 = 512,000 1= 4 = 100 = 1,600 = 25.600 1 = 25 = 400 = 6,400 1 = 16 = 256 1 = 16 Avoirdupois. r-Troy.—, Lb. Oz. Dwt. Gr. 1 long ton equals... 2722 2 13 8 1 cwt, equals. 136 1 6 16 1 quarter equals... 34 0 6 16 1 pound equals. . . . 1 2 11 16 1 ounce, equals. 0 18 5i 3H 1 drachm equals. .. 0 1 Avoirdupois. —Troy.— Lb. Oz. Dwt, Gr. 1 short ton equals.. ..2430 6 13 8 1 cwt. equals. . . 121 6 6 16 1 quarter equals . . . . 30 4 11 16 Avoirdupois. —Apothecaries’.- Lb. Oz. Dr. Scr. Gr. 1 pound equals. .. . . 1 2 4 2 0 1 ounce equals. . 0 0 7 0 17A 1 drachm equals.. . . 0 0 0 1 7 i 1 • J7 The “short” ton of 2,000 lbs. is used com¬ monly in the United States. The British or "long” ton. used to some extent in the United States, contains 2,240 lbs., corresponding to a cwt. of 112 and a quarter of 28 lbs. Troy Weight.—Used by jewelers and at the mints, in the exchange of the precious metals. Lb. Oz. Dwt. Gr. 1 = 12 = 240 = 5760 1 = 20 = 480 1 = ?4 700 troy grains = 1 lb. avoirdupojs. 175 troy pounds =144 lb. avoirdupois. 175 troy ounces =192 oz. avoirdupois. 437£ troy grains = 1 oz. avoirdupois. 1 troy pound =.8228 +lb. avoirdupois. The common standard of weight by which the relative values of these systems are com¬ pared is the grain, which for this purpose may be regarded as the unit of weight. The pound troy and that of apothecaries’ weight have each five thousand seven hundred and sixty grains; the pound avoirdupois has seven thousand grains. The relative proportions and values of these several systems are as follows: Troy. 1 pound equals. . 1 ounce equals... . 1 dwt. equals.... Troy. 1 pound equals... 1 ounce equals... . 1 dwt. equals. 1 grain equals Apothecaries’. 1 pound equals. . . 1 ounce equals... . 1 drachm equals.. 1 scruple equals. . Apothecaries’. 1 pound equals. . 1 ounce equals .. . 1 drachm equals. 1 scruple equals'. . Avoirdupois. Oz. Dr. . 13 2.65 . 1 1.55 . 0 0.877 ,—Apothecaries’.—. Lb. Oz. Dr. Sc. Gr. 1 0 0 0 0 0 1.0 0 0 0 0 0 1 4 0 0 0 0 1 Avoirdupois. Oz. Dr. . 13 2.65 . 1 1.55 . 0 2.19 . 0 0.73 —Troy.— Lb. Oz. Dwt. Gr. . ... 1 0 0 0 . . . . 0 1 0 0 .... 0 0 2 12 . .. . 0 0 0 20 DIAMOND MEASURE. 16 parts =1 grain = 0.8 troy grain. 4 grains =1 carat = 3.2 troy grains. TIME. The unit of time measurement is the same among all nations. Practically it is 1/86400 of the mean solar day, but really it is a perfectly arbitrary unit, as the length of the mean solar day is not constant for any two periods of time. There is no constant natural unit of time. 1 minute =60 seconds. 1 hour =60 minutes, 3600 sec¬ onds. = 24 hours, 1440 minutes, 86,400 seconds. = 86164.1 seconds. = 27.321661 mean solar days (average). = 29.530589 mean solar days (average). = 27.544600 mean solar days (average). = 27.321582 mean solar days (average). = 27.212222 mean solar days (average.) = 365 d. 5 h. 48 m. 46.045 s. with annual varia¬ tion of 0.00539. The change in the length of the mean side¬ real day, i.e., of the time of the earth’s rota¬ tion upon its axis, amounts to 0.01252 s. in 2400 mean solar years. 1 day 1 sidereal day 1 sidereal month 1 lunar month 1 anomalistic month = 1 tropical month 1 nodical month Mean solar year ANGULAR MEASURE 60 seconds = 1 minute 60 minutes = 1 degree 60 degrees = 1 sextant 90 degrees = 1 right angle or quadrant 360 degrees = 1 circle GEOGRAPHICAL MEASURE 6087.15 feet = 1 geographical mile 1.15287 statute miles = 1 geographical mile 60 geographical miles = 1 degree of longitude at the Equator 69.168 statute miles = 1 degree of lon¬ gitude at the Equator 360 degrees = circumference of earth at the Equator 254 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL WEIGHTS AND MEASURES —Continued NAUTICAL MEASURE 6 feet = 1 fathom 120 fathoms = 1 cable length 6080.27 feet = 1 nautical mile 100J fathoms = 1 nautical mile 1.15157 statute miles = 1 nautical mile 3 nautical miles = 1 league 1 knot = a speed of 1 nautical mile per hour In the United States the nautical mile is defined to be one sixtieth part of the length of a degree of a great circle of a sphere whose surface is equal in area to the area of the surface of the earth. In France, Germany and Austria the nautical mile has a length of 6,076.23 feet. In England the nautical mile is 6,080 feet. Miles at sea are understood to be nautical miles. Therefore it is no more necessary to say “nautical” miles when speaking of a sea distance than to say “statute” miles when speaking of a land distance. Landsmen are apt to confuse knots with nautical miles. A knot is not a measure of distance but a measure of speed, and the only measure of speed in the English language. When speaking of a vessel that travels, say 20 knots, we mean that the vessel is travel¬ ing at a speed of 20 nautical miles per hour; but the distance covered may be one nautical mile or a thousand, depending upon the length of time during which the 20-knot speed is maintained. Only landsmen use the ex¬ pression “knots per hour.” The “per hour” is superfluous and incorrect. Following is a list of the lighthouses from Bremerhaven to Dover; figures expressed in sea miles. There is no table in existence which exactly corresponds with the excellent tables which we give from Fastnet Light to Flushing. Hoheweg-Lighthouse. 17 Rothesand-Lighthouse. 26 Weser-Lightship. 35 Borkum Lightship. 100 Terschelling Lightship. 146 Dover. 340 PERPETUAL CALENDAR. To find the day of the week for any given date. 1. Take the last two figures of the year, add of them (neglecting remainder). Thus: 1949 = 40+12 = 61. 2. Add for the month, if for Jan. or Oct., 1; May, 2; Aug., 3; Feb., Mar., or Nov., 4; June, 5; Sept, or Dec., 6; April or July, 0; if leap year (that is, if it be divisible by 4 without remainder) Jan., 0; Feb., 3. 3. Add day of month. Divide the sum of these three by 7, and remainder gives the number of the day of the week. Thus:— What day of the week is 15th July, 1908? 1 . 8 + 2 =10 2. July = 0 3. 15th = 15 25 = 7 X 3+4. 4th day of the week = Wednesday. What day of the week was December 25th, 1905? 1. 5 + 1 =6 2. Dec. = 6 3. 25th =25 37 = 7 X 5+2. 2nd day of the week = Monday. The above only applies to 20th Century. For 19th Century, add 2, for 21st Century, add 6, 18th Century, 4, but before 1752 the “old style” was used. DISTANCES IN DETAIL OF AMERICAN LIGHTS. Knots. New York to Sandy Hook... 18 Sandy Hook to Ambrose Lightship. 8 Ambrese Lightship to Fire Island. 30 Fire Island to Hhinneaock. 35 Shinnecock to Nantucket Lightship. 122 TABLE FOR CONVERTING NAUTICAL MILES TO STATUTE MILES. Nauti- tical Miles Statute Miles Nauti¬ cal Miles Statute Miles Nauti- tical Miles Statute Miles I Nauti¬ cal M .les Statute Miles 1 1.152 14 16.122 27 31.092 40 46.063 2 2.303 15 17.274 28 32.244 41 47.214 3 3.455 16 18.425 29 33.396 42 48.366 4 4.606 17 19.577 30 34.547 43 49.518 5 5.758 18 20.728 31 35.699 44 50.670 6 6.909 19 21.880 32 36.850 45 51.821 7 8.061 20 23.031 33 38.002 46 52.972 8 9.213 21 24.183 34 39.153 47 54.124 9 10.364 22 25.335 35 40.305 48 55.275 10 11.516 23 26.486 36 41.457 49 56.427 11 12.667 24 27.638 37 42.608 50 57.578 12 13.819 25 28.789 38 43.760 13 14.970 26 29.941 39 44.911 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 255 DECIMAL SYSTEM—WEIGHTS AND MEASURES. A meler is one ten-millionth of the distance from the equator to the North Pole. The metric system, formed on the meter as the unit of length, has four other leading units, all connected with and dependent upon this. The are, the unit of surface, is the square of ten meters. The liter, the unit of capacity, is the cube of a tenth part of the meter. The stere, the unit of solidity, has the capacity of a cubic meter. The gram, the unit of weight, is the weight of that, quantity of dis¬ tilled water at its maximum density which fills the cube of a hundredth part of the meter. Each unit has its decimal multiple and sub¬ multiple, that is, weights and measures ten times larger or ten times smaller than the principal unit. The prefixes denoting the multiples are derived from the Greek, and are deca, ten; hecto, hundred; kilo, thousand; and myria, ten thousand. Those denoting sub-multiples are taken from the Latin, and are deci, ten; centi, hundred; milli, thousand. Relative Value. Length. Surface. Capacity. Solidity. Weight. 10,000. Myriameter Kilometer Hectometer Decameter Meter Decimeter Centimeter Millimeter 1,000. 100. Kiloliter Hectoliter Decaliter Liter Deciliter Centiliter Milliliter Kilogram Hectogram Decagram Gram Decigram Centigram Milligram Hectare 10. Dekastere Stere Decistere Are Deciare Centiare 0.1. 0.01. 0.001. APPROXIMATE EQUIVALENTS OF THE FRENCH (METRIC) AND ENGLISH MEASURES. I yard. II meters. . To convert meters into yards. 1 meter= 1.1 yd.; 3.3 ft. 1 meter, by the Standards Commission. 1 meter, by the Act of 1878. 1 foot. 1 inch. 1 mile. 1 kilometer. 1 chain (22 yards). 5 furlongs (1,100 yards). 1 square yard. 1 square meter. 1 square inch. 1 square mile (040 acres). 1 acre (4840 square yards). 1 cubic yard. 1 cubic meter. 1 cubic meter. 1 cubic meter of water. 1 kilogram. 1,000 kilograms. 1 metric ton. I long hundredweight. . 1 United States hundredweight. H meter. 12 yards. Add Ath. j 3 ft. 3£ inches (Hath less), j 40 inches (1.6 per cent less). = 39.38203 inches. = 39.37079 inches. 3 decimeters (more exactly 3.048). 25 millimeters (more exactly 25.4). 1.6 or ljl kilometers (more exactly 1.60931) £ of a mile. 20 meters (more exactly 20.1165). 1 kilometer (more exactly 1.0058). ® square meter (more exactly .8361). j 10J square feet. ) 1J square yards. 6£ square centimeters (more exactly 6.45) 260 hectares (0.4 per cent less). 4000 square meters (1.2 per cent more), f cubic meter (2 per cent more). 1£ cubic yards (1£ per cent less). 35£ cubic feet (.05 per cent less). 1 long ton nearly. 2.2 pounds fully. | 1 long ton nearly. 51 kilograms nearly. 45£ kilograms nearly . METRIC MEASURES. 256 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL © a o c3 6 o -*-> CO P O a o ■+P co P O 0) a 9 CO c3 © a e s © © a a, © © ©© as. G ©- _^ rG G © - asa © © a o oj- - P- - cr © © © © a e 4^ co © 43 " CM -h —4 0 0*0 OO^CO^CC 0 0*0-T-TO ^rltNOHO • iOOCOOJO >o. 5 k Q O 3 w « 3 * 2 inch feet yard: mile ubic inch it t i ‘ ‘ feet ‘ ‘ yard V) ® cl ^ % >2 O A C3 03 © - C f) 3 oj 3 . H. M. s. = 365 5 48 4551 = 365 6 9 8-97 = 365 6 13 48 09 = 29 12 44 2-864 27 7 43 1P545 = 27 7 43 4-68 = 27 13 IS 37-44 = 27 5 5 3581 the fiscal year which ended .Tune 30, 1909, there were 494,811 trans-Atlantic departures, of whom 179,461 were cabin passengers and 315,350 were passengers other than cabin. In 1870 the number of depart¬ ing passengers was 78,040, of which number 33,560 were cabin passengers. These figures are interesting as show¬ ing the enormous growth of trans- Atlantic business. 25S SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL GUN SALUTES. President . 21 President of Foreign Republic. . 21 Member of Royal Family. 21 Ex-President. 21 Vice-President . 1!) Ambassador of United States (in waters of country to which he is accredited). 19 Secretary of the Navy. 17 Assistant Secretary of the Navy. 15 Cabinet Officer. 17 Chief Justice . 17 Governor-General of U. S. Islands 17 Governor of State, Territory, or U. S. Islands. 17 President pro tempore of Senate. 17 Speaker of House of Representa¬ tives . 17 Committee of Congress. 17 Envoy Extraordinary. 15 Minister Resident, or Diplomatic Representative . 13 Charge d’Affaires. 11 Consul-General . 9 Consul . 7 Vice-Consul . 5 Admiral of the Navy. 17 General . 17 Vice-Admiral . 15 Lieutenant-General . 15 Rear-Admiral . 13 Major-General, United States Army . 13 Commodore . 11 INFORMATION IN REGARD TO RELATIVE GRADES IN TIIE LINE OF THE NAVY CORRE¬ SPONDING WITH THOSE OF- THE ARMY. (1) Extract from Regulations for Army and Navy, 1909: 25. (1) The relative rank between officers of the Navy, whether on the active retired list, and officers of the Army and of the Marine Corps, shall be as follows, lineal rank only being considered : (a) Admiral shall rank with Gen¬ eral. (b) Rear-Admiral with Major- General. (c) Commodore with Brigadier- General. (d) Captain with Colonel. (e) Commander with Lieutenant- Colonel. (f) Lieutenant - Commander with Major. (g) Lieutenant with Captain. (h) Lieutenant (junior grade) with First Lieutenant. (i) Ensign with Second Lieuten¬ ant (sec. 14GG, R. S.), CONTINENTAL PUBLIC HOLIDAYS. There are no “Bank Holidays” in the countries named below, but the dates given are usually observed as public hol¬ idays, and business is more or less sus¬ pended, and museums and galleries closed. Belgium. —New Year's Day, Jan. 1 ; Easter Monday, April 12; Ascension Day, May 20; Whit Monday, May 31 ; National Fete, July 21 : Assumption, Aug. 15; All Saints' Day, Nov. 1 ; Christmas Day, Dec. 25. France. —New Year’s Day, Jan. 1 ; Easter Monday, April 12: Ascension Day. May 20; Whit Monday, May 31; National Fete, July 14 ; Assumption, Aug. 15; All Saints’ Day, Nov. 1 ; Christmas Day, Dec. 25. Germany. —New Year's Day, Jan. 1; also Jan. 6 at Dresden ; Leipsic Whole¬ sale Fair, March 4; March 18 (at Dres¬ den) ; Good Friday, April 9 ; Easter Monday, April 12; Leipsic Easter Fair, April 7 ; Ascension Day, May 20 ; Whit Monday. May 31 ; Leipsic Mich. Fair, Aug. 25; Day of Prayer, Nov. 18; Christmas Day, Dec. 25 ; Boxing Day, Dec. 26. Italy. —New Y T ear’s Day, Epiphany, Ascension Day, Corpus Domini, June 10; SS. Peter and Paul, June 29; As¬ sumption, Aug. 15; Birth of Virgin, Sept. 8; Occupation of Borne, Sept. 20 ; All Saints’ Day. Nov. 1 ; S. Ambroglio, Dec. 7 : Conception, Dec. 8; Christmas Day, Dec. 25 ; Boxing Day, Dec. 26. SrAiN.—New Year's Day. Ash Wednes¬ day, Maundy Thursday, Good Fri¬ day. Resurrection and Ascension Days, Whit Monday, Corpus Christi; also Jan. 6, Feb. 2, March 19, 25. June 24, 29, July 25, Aug. 15, Sept. 8, 24, Nov. 1, Dec. 8, 25, 26. Switzerland. —New Year's Day, Jan. 1 ; Good Friday, April 9 ; Easter Mon¬ day, April 12; Ascension Day (Zu¬ rich Canton), May 20; Whit Monday, May 31 ; National Fete, Sept. 19: Christmas Day, Dec. 25, and Dec. 26 (Zurich Canton). POSTCARDS. Postcards can be obtained all over Europe. They save fatigue of letter¬ writing and usually satisfy the recipi¬ ent. Some are highly artistic, while some are very bad. The ones in mono¬ chrome are recommended. A collec¬ tion of them is always gratifying on return to home. A collection of 1,000 cards could easily be made on a fairly short trip. Postcard albums can be bought at home and should not be bought abroad. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 259 THE FIRST ATLANTIC CABLE. August 5th of 1908 was the fiftieth anni¬ versary of the Atlantic Cable, that being the day of the month in 1858 on which—contrary to authoritative opinion—the engineer of one of the greatest achievements of the nineteenth century completed the laying of the submarine line between Ireland and Newfoundland, the length being over two thousand miles, and the depth nearly three miles for the greater part of the distance. The projectors were Mr. John Watkins Br'ght, Mr. (afterwards Sir Charles) Bright and Mr. Cyrus West Field. Mr. Bright was also the engineer-in-chief of the undertaking, and he received the honor of knighthood in recognition of his services to the country in connection therewith, at the unprecedented age of 26. Electrical theories were, however, mistaken at that time, and the electricians applied far too much power for the transmission of signals, the result being that the insulation suffered by degrees, until after three months’ useful work the cable gradually succumbed. After a number of cables had been laid by Sir Charles Bright, Mr. H. C. Forde, Sir Wil¬ liam Siemens and others to India, Gibraltar, Alexandria, &c., another Atlantic Cable ex¬ pedition started in 1865. This was the first line that was laid by the manufacturers of the cable, these contractors being the Telegraph Construction and Maintenance Company, with Mr. (afterward Sir Samuel) Canning for their chief engineer, whilst Sir Charles Bright and Mr. Latimer Clark acted as consulting en¬ gineers to the proprietors.* Notwithstand¬ ing the extra knowledge and experience gained in regard to the subject generally, this ex¬ pedition met with as many mishaps as the first expedition of 1857; but in 1866—as in 1858—the same arrangements ultimately achieved success, since which the construction, laying, and working of submarine telegraphs has passed from the pioneer stage to that of ordinary routine. The engineering methods were similar to those adopted eight years previously; but the line proved a lasting success, owing to the advances made in electrical science and in the practical working of cables. On the electrical side, in addition of the late Lord Kelvin, the names of Varley and Willoughby Smith must always be honorably associated with the subject, and the late Sir John Pender did more than any man for the commercial develop¬ ment of submarine telegraphy. ♦"Submarine Telegraphs: Their History, Construction and Working,” by Charles Bright. f. r. s. e., m. i. e. e. (London; Crosby Lock- wood & Son.) PHOTOGRAPHS. Photographs are good and cheap abroad, especially in Italy. The vis¬ itor should buy as many as funds permit.. Carbon photographs being unalterable, are recommended. Pho¬ tographs can often be bought in gal¬ leries which cannot be purchased else¬ where. DEPTHS OF PORTS OF THE WORLD. Port. Channel (mean high water). Quay (mean high water). Amsterdam (canal) Feet. Feet. Holland. 30 30 Antwerp, Belgium. 37 37 Baltimore, Md. 31 31 Boston, Mass. 36 36 Boulogne, France. 29 34 Bremen, Germany. 18 18 Bremerhaven, Germany. . Brindisi, Italy. . 34 34 32 32 Cherbourg, France. 42 50 Copenhagen, Denmark. . Dieppe, France. 26 26 34 34 Galveston, Tex. 30 28 Genoa, Italy. 60 • 33 Glasgow, Scotland. 30 38 Greenock, Scotland. 36 39 Halifax, Nova Scotia. 83 45 Hamburg, Germany. 32 35 Havre, France. Kaiser William Canal, 42 30 Germany. 29 Key West, Fla. 30 30 Konigsberg Canal, Ger... . 21 Leghorn, Italy. Libau, Russia. 22 26 22 26 Liverpool, England. 55 33 London, England. 42 43 Manchester Ship Canal. 28 28 Marseille, France. 55 39 Montreal, Canada. 30 35 Naples. Italy. 33 30 New Orleans, La. 30 40 New York, N. Y. 42 50 Norfolk, Va. 30 30 Ostend, Belgium. 31 38 Philadelphia, Pa. 29 32 Portland, Me. 38 38 Rotterdam, Holland. . 29 29 St. Johns, Newfoundland 48 54 San Francisco, Cal. 39 39 Seattle, Wash. (*) 30 to 50 Southampton, England.. . Stettin, Germany. 41 43 23 23 Stockholm, Sweden. 25 22 Suez Canal, Egypt. 28 Toulon, France. f26 f23 Trieste, Austria. 30 28 ♦Deep water. MAIL USED PRINTED MATTER HOME. As soon as you have finished with printed matter, send it home by mail to avoid weight. Guide books weigh heavy and can be mailed at reasonable cost. If a number have accumulated, use the “parcels post.” If the guide books in the English language have been purchased in the United States, put in a slip, “Bought in the United States of America of-— This may save the exaction of duty. 260 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL POSTAL RATES IN GREAT BRITAIN. letters. (Maximum size, 2 ft. x 1 ft. x 1 ft.) Inland and Channel Islands: Jd. Per 2 Ounces. But not less than Id. Colonial (and Egypt and China Ports); Id. per oz. United States—I d. per ounce. Foreign— 2Jd. for 1 oz. l|d, each subse¬ quent oz. Reply Coupons (for answer to letter sent abroad): 3d. postcards. (Size from 5) x 31 to 4 x 2i in.) Inland.—I d. Colonial and Foreign.—I d. book packets. i. c., Printed or written matter not in the nature of a letter. (Maximum size, 2 ft. x 1 ft. x 1 ft.) Inland and Colonial; pi. Per 2 Ounces. Abroad: “Printed Papers,” same, but with other limits of size and weight “Sam¬ ples,” same, but not less than Id. “Com¬ mercial Papers” (including MSS, &c.), same, but not less than 2|d. newspapers. Inland only: id . tered as a newspaper 5 lbs. PARC Inland.— lbs. d . Not over . . . 1 3 . . 2 4 «l . . 3 5 < i . . 5 6 ( i . . 7 7 ■ U . . 8 8 11 . . 9 9 . . 10 10 . . 11 11 Foreign. —Various Is. to 2s. for 3 lbs. (Maximum size 3 ft. 6 in. in length, or 6ft. in length and girth combined. Maximum weight, 11 lbs.) Parcel must be han¬ ded into office, conditions. Usually Colonial. —Australia Is., Cape and Natal 9d., Canada 8d., for 1 lb.; India, New Zea¬ land, West Africa, West Indies, Egypt, Is. for 3 lbs., 2s. for 7 lbs., 3s. for 11 lbs. registration. 2d. Per Letter, Package or Parcel, in addition to postage (Inland and Abroad). Foreign Parcels may be insured, not registered. STAMPS. Id., Id., lid-. 2d., 2-id., 3d., 4d., 5d., 6d., 9d:, iod., Is., 2s. 6d., 5s., 10s., £1. Stamped Envelopes.-— id. (2 sizes), single |d. “ “ Id. (3 sizes), single Hd- Post Cards. —Single cards, |d.; 11, 6d.; 100, 4s. 6fd; reply, ljd. each; foreign, Id.; foreign reply, 2d. Letter Cards. —1 for lid., 8 for 9d., 96 for 9s. Wrappers.— 1 for Rl.; 7 for 4d.; 5s. 8Jd. for 120. POSTAL ORDERS. -/6, 1/6, &c., by 6d. to 2/6. id. 3/-, “ “ to 15/- . Id. 15/6 “ “ to 21/- . lid. Stamps to the amount of 5d. may be affixed to Orders. money orders. Not exceeding £1, 2d.; £3, 3d.; £10, 4d.; up to £40, lOd. foreign & colonial money orders. Up to £1, 3d.; greater sums 3d. per £2 in addition. telegraph money orders. Inland —Charge as Money Order + 2d. + cost of telegram. Foreign. —Ditto, but fee 6d. telegrams. Inland.— id. a Word. (including address) but not less than 6d. Figures and cypher letters, five count as one word. Delivered free within three miles of office. Foreign. —Not less than lOd. a word. Belgium, France, Germany, Holland. 2d. Austro-Hungary, Denmark, Italy, Norway Portugal, Spain, Gibral¬ tar, Switzerland. 3d. Roumania, Servia, Sweden. 3)d. Russia (in Europe), Malta. 41d. United States (Eastern), Canada (Eastern), Egypt, Siberia.Is. Od. India.Is. lOd. & 2s. Australia and New Zealand. . 2s. 9d. & 3s.Od Jamaica.3s. Od. S. Africa—Cape, O. R. C., Natal, Transvaal.2s. 6d. Rhodesia. . . .2s. 8d. & 2s. lid. China and Hong Kong. 4s. 2d. & 4s. 5d. Other places special charges. EXPRESS DELIVERY SERVICES. Letters and Parcels must be marked in the left hand corner “Express,” and handed in at a Post Office, but not put in letter box. Hours. —8 a.m. to 8 p.m., but earlier and later in some offices. Fees. —For every mile or part of a mile. 3d. (including railway, omnibus, tram, &c., but cab or special conveyance extra). Sev¬ eral packets may be sent to different addresses, but Id. extra is charged for each article above one. 3d. extra on packets over 1 lb. Reply. —Charge—same rates. The Mes¬ senger can wait 10 minutes free, of charge; after that, 2d. is charged every quarter of an hour he is detained. Express Delivery after Transmission by Post. —Letters, post-paid and with ex¬ press fees (as above), marked “Express Delivery.” with a broad perpendicular line front and back, sent by ordinary post, will, immediately on arrival at the Post Office.be delivered by special messenger. Railway Letters. —At most Railway Stations, letters not above 4 oz. may be con¬ veyed by next train to any station on same line, to be called for, or to be posted there. Fee: 2d., in addition to ordinary postage. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 201 POSTAL RATES IN GREAT BRITAIN— Continued. LATE FEE LETTERS. Letters received at Post Office till within 5 minutes of dispatch of mail if stamped with extra Jd. At most of the London Railway Termini letters can be posted up to a few minutes be¬ fore the departure of the last mail train, usu¬ ally 9 to 10 p.m. APPROXIMATE TIME BY POST. Days Hrs. 10 _ 2 5 — 23 19 14 14 2 13 _ 7§ 6 17 _ 17 _ 16 _ 3 2 23 3 15 201 29 13 _ 19 12 17 Madrid. 1 22 3 18 23 Melbourne. 31 _ 20 _ 2 19 8 Nice. 1 5 9 6 Paris. 8 Pretoria. 19 12 21 Rome. 1 23 St. Petersburg. 2 7 San Francisco.. 12 Sierra Leone. Singapore. 12 22 — Suez. 5 12 Sydney. Vancouver. 32 13 Vienna. 1 9 Washington. Wellington.. 9 9 Second class cars are entirely satisfactory all over Europe, with the exception of Italy and Spain, where first class should always be used. The third class is excellent in Germany. The second class accommodation is also good on the lake boats of the Continent, and the difference in class is often only a difference in the part of the boat on the same deck. On the Rhine boats first class accommodations should be taken, also on the pleasure boats in Holland, which are apt to be quite crowded. If you have second class tickets and wish to have first class accommodations on steamers you can obtain the same by paying a small supplementary sum. REPLY COUPONS. Reply coupons of the value of five cents, and costing six cents, may be purchased at all post offices in the United States, and they are very con¬ venient where it is desired to write to any one in Europe and it is wished to send stamps to cover the cost of postage. A coupon is redeemed for five cents at any post office in most of tne countries of the world. To be ac¬ ceptable for redemption, each reply coupon should be whole and should bear the stamp of the issuing post office. PACIFIC SAILINGS For a full list of the sailings and rates to Pacific and trans-Pacific ports, also coastwise, Southern and West Indian ports, the reader is referred to the sailing schedules issued by the large tourist agencies, International Sleeping Car Co., or Thos. Cook & Son, all in New l T ork City, the ad¬ dresses being given elsewhere. It is impossible in a book of this nature to give information as to the rates, which are apt to be rather complicated in the way of special time limitations, such as special rates for four-months’ round trip, twelve-months’ round trip, etc. The non-magnetie ship “Carnegie” has just completed an eight-months’ cruise of the Atlantic Ocean, making observations of terrestrial magnetism. This vessel has no iron or steel in its construction. It is thought that the researches made by the expeditions of this vessel will be of great service to navigation. TUNNELS OF THE WORLD. Miles. Under. New York Subway (1904)* 23 City. London Metropolitan. 13 City. Simplon, Switzerland. 12 Mountain. St. Gothard. 9 Mountain. Paris Underground (incom¬ plete) . 8| City. Mount Cenis, Switzerland ... 7\ Mountain. B. & O. Tunnel, Baltimore . . 7 City. Arlberg, Austria. 6 Mountain. “Tube” London. 6 City. Hoosac Tunnel, Mass. 4£ Mountain. Berlin, Underground. 4£ City. Liverpool-Birkenhead. 4£ City and Mersey River. Boston, Mass., Subway. 2% City. * Other subways, tunnels, and spurs are in progress. 202 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL SOME INTERESTING THINGS ABOUT ENGLAND AND THE ENGLISH. The following are stray notes of interest relative to the Government, etc. of Great Britain. The Peerage is a complicated affair, and those interested can satisfy their curiosity by buying “Whitaker’s Almanack,” an admirable compilation to which the Editor of this vol¬ ume is much indebted for many things con¬ cerning England, also for some shipping tables. This is hardly a book to take to sea. but it is an indispensable addition to the. library. There are two editions, the larger bound in cloth with leather back selling in England at 2/ 6 is more complete than the cheaper paper affair. THE PEERAGE. In a broad sense this heading is commonly taken as identical with the one that follows; but there are close upon 130 holders of titles of long-standing nobility who are not mem¬ bers of the Upper House of Parliament, their peerages being those of Scotland or Ireland only. But, as further explained below, there are about an equal number of Peers of those kingdoms who possess additional titles which constitute them members of the Lords, these titles being in a majority of instances, though very far from all, inferior to those by which they are generally known. THE HOUSE OF LORDS, the Magnum Concilium of the early chron¬ iclers, consists of the Spiritual Lords of Eng- landfthe 2 Archbishops and 24 of the Bishops), the Temporal Peers of England, Great Bri¬ tain, and the United Kingdom, and of Repre¬ sentative Peers of Scotland and Ireland, to¬ gether with such Scottish and Irish Peers as have also Imperial titles. No Peer can take his seat if he be under age, of unsound mind, or bankrupt. The full Assembly would con¬ sist of 3 Princes of the Blood Royal, 2 Arch¬ bishops, 22 Dukes, 2.3 Marquesses, 124 Earls, 40 Viscounts, 24 Bishops, 334 Barons, and 16 Scottish and 2S Irish Representative Peers; total 616. There are also 12 Ladies who are Peeresses in their own right. Female succes¬ sion may occur in the Imperial Peerage in any Barony of England which was conferred by writ of summons; but it is subject to the rule of abeyance whenever there are more than one daughter, sister, &c., eligible to succeed. There are also a few cases in which “special remainders” have been granted to female re¬ latives in the absence of males. We use the term “Imperial” as including the three series of Peers of “England” (up to June 20, 1707), "Great Britain” (thence till- close of 1800), and "United Kingdom” (1801 onward). SCOTTISH AND IRISH PEERS. There are in all 87 Scottish Peers and 175 Irish, but of the total 262 there are 133 pos¬ sessing Imperial titles and 129 without them. Of the 87 Scottish, 51 have Imperial titles, and 16 a,re elected or re-elected every Parliament to sit in the Lords; and similarly of the 175 Irish 82 hold Imperial titles, and 28 are elected for life. Of the Imperial titles of the two kingdoms there are 76 which are inferior to the native ones, 30 are superior, 12 are iden¬ tical in rank but differing in designation, and 15 are absolutely the same. Of the 3 Scottish Peeresses that of Melfort is subject to a degree of doubt, so that the lady does not assume it. There are other lines in the Scottish Peerage which are open to female succession, and this is not subject to abeyance as in England. In the Irish Peerage, on the other hand, the only titles open to female succession are the Massereene Viscounty and the La Poer Barony, the latter now held by the Marquess of Waterford. It will be observed that Ireland possesses a great advantage over Scotland in the Lords as it does in the Com¬ mons, its native Peers who hold Imperial titles numbering, as just stated, 82 as against 51 of Scotland, and its elected Representa; tive Peers 28 as against 16. An Irish Peer who holds no Imperial title has also the special privilege of being able to seek election to the Commons for any constituency not in Ireland itself. The King is addressed “Your Majesty.” The Queen is addressed as "Your Majesty.” The Princes of the Blood Royal are addressed as “Sir’’. The style of addressing an Arch¬ bishop is "My Lord Archbishop” or “Your Grace.” Dukes are called “His Grace the Duke of -” and addressed as “My Lord Duke” or “Your Grace”. The eldest sons of pukes and Marquesses take by courtesy their father’s second title. The other sons and daughters are styled “Lord (Albert)”, "Lady (Caroline)”, etc. Marquesses are called “The Most Hon. the Marquis of —-” and addressed as “My Lord Marquess”. Earls. They are called “The Right Hon. the Earl of-” and are addressed as “My Lord”. Their eldest sons take by courtesy the father’s second title. The younger sons are styled the Honorable. The daughters are called “Lady”. Viscounts are called “The Right Hon. the Viscount -They are addressed as “My Lord.” The eldest sons of Viscounts and Barons are styled “Hon.” as are their sisters, thus: Hon. George; Hon. Mary. Bishops are called “The Right Rev. the Lord Bishop ' of -,” and addressed as “My Lord.” Barons are addressed as “My Lord.” The Table of Precedence is as follows: The Sovereign. The Prince of Wales. Grandsons of the Sovereign. Sovereign’s Brothers. Sovereign’s Uncles. Sovereign’s Nephews. Ambassadors. Archbishop of Canterbury. Lord High Chancellor. Archbishop of York. Prime Minister. Lord Chancellor of Ireland. Lord President of the Council. Lord Privy Seal. Five following State Officers if Dukes: (1) Lord Great Chamberlain (on duty) (2) Earl Marshal. (3) Lord Stewart. (4) Lord Chamberlain. (5) The Master of the Horse. Dukes, according to their Patents of Creation: 1. Of England; 2. Of Scotland; 3. Of SCIENTIFIC AMERICAN HANDROOK OF TRAVEL 2G3 SOME INTERESTING THINGS ABOUT ENGLAND AND THE ENGLISH— Continued. Great Britain; 4. Of Ireland; 5. Those crea¬ ted since the Union. Eldest sons of Dukes of Blood Royal. Five above State Officers if Marquesses. Marquesses, in same order as Dukes. Dukes’ eldest Sons. Five above State Officers if Earls. Earls, in same order as Dukes. Younger sons of Dukes of Blood Royal. Marquesses’ eldest Sons. Dukes’ younger Sons. Five above State Officers if Viscounts. Viscounts, in same order as Dukes. Earl’s eldest Sons. Marquesses’ younger Sons. Bishops of London, Durham and Winches¬ ter. All other English Bishops, according to their seniority of Consecration. Five above State Officers if Barons. Secretaries of State, if of the degree of a Baron. Barons in same order as Dukes. Speaker of the House of Commons. Treasurer of H.M.’s Household. Comptroller of H.M’s Household. Vice-Chamberlain of Household. Secretaries of State under the degree of Baron. Viscount’s eldest Sons. Earl’s younger Sons. Barons’ eldest Sons. Knights of the Garter if Commoners. Privy Councillors if of no higher rank. Chancellor of the Exchequer. Chancellor of the Duchy of Lancaster. Lord Chief Justice of England. Master of the Rolls. The Lords Justices of Appeal and President of the Probate Court. Judges of the High Court. Viscounts' younger Sons. Barons’ younger Sons. Sons of Life Peers. Baronets of either Kingdom, according to date of Patents. Knights Grand Cross of the Bath. Knights Grand Commanders of the Star of India. Knights Grand Cross of St. Michael and St. George. Knights Grand Commanders of the Indian Empire. Knights Grand Cross of the Royal Victorian Order. Knights Commanders of the above Orders. Knights Bachelors. Commanders of the Royal Victorian Order. Judges of County Courts and Judges of the City of London Court. Serjeants at Law. Masters in Lunacy. Companions of the Bath, Star of India. St. Michael and St. George, Indian Empire. Members 4th Class of the Royal Victorian Order. Companions of the Distinguished Service Order. Companions of the Imperial Service Order. Eldest Sons of younger Sons of Peers. Baronets’ eldest Sons. Eldest Sons of Knights in order of their Fathers. Members 5th Class of the Royal Victorian Order. Younger Sons of the younger Sons of Peers. Younger Sons of Knights in the same order as their Fathers. Naval, Military, and other Esquires by Office. Women take the same rank as their hus¬ bands or as their eldest brothers; but the daughter of a Peer marrying a Commoner retains her title as Lady' or Honorable. Daughters of Peers rank next immediately after the wives of their elder brothers, and before their younger brothers’ wives. Daughters of Peers marrying Peers of lower degree take the same order of precedency as that of their husbands; thus the daughter of a Duke marrying a Baron degrades to the rank of Baroness only, while her sisters married to commoners retain their rank and take precedence of the Baroness. Merely official rank on the husband’s part does not give any similar precedence to the wife. THE ORDERS OF KNIGHTHOOD Knights of the Most Noble Order of the Garter (K.G.) Knights of the Most Ancient and Most Noble Order of the Thistle (K.T.) Knights of the Most Illustrious Order of St. Patrick (K.P.) Knights of the Bath. Knights Bachelors. Commanders of the Royal Victorian Order (C.V.O.) Distinguished Service Order (D.S.O.) Imperial Service Order (I.S.O.) Victoria Cross (V.C.) Order of Merit (O.M.) The following information is of interest. The Lord Commissioners of the Admiralty consist of the First Lord; The First Sea Lord, Second Sea Lord, Third Sea Lord; Fourth Sea Lord; Civil Sea Lord and Secretaries, etc. The College of Arms or Heralds’ College is a curious institution. It consists of the Earl Marshal; three Kings of Arms; Garter, Clarenceux and Norroy. There are six Heralds: Chester, Lancaster, Somerset, Rich¬ mond, Windsor and York. There are four Poursuivants, Rouge Dragon, Portcullis, Rouge Croix and Bluemantle. The “Great Law Officers of the Crown” receive large salaries; The Lord Chancellor draws £10,000, the Attorney General £7,000 and about £6,000 in fees ($63,180); Solicitor- General £6,000 and fees about £3,700 ($47,- 000). The Lords of Appeal in Ordinary re¬ ceive £6,000 each, as does the Master of the Rolls of the Supreme Court of Judicature. The Justices of the Chancery Division of the High Court of Justice receive £5,000 each. On the King’s Bench Division the Lord Chief Justice of England receives the sum of £18,- 000. Other officials are paid in proportion. We hear much of the. low cost of labor in Great Britain, but the judiciary is certainly well paid. The Admiral of the Fleet receives £2,190, Admiral £1,825, Rear Admiral £1,095. Vice- Admiral £1,460; Captain of the Fleet £1,095. Other Captains £602, £502, £411; Lieuten- 264 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL SOME INTERESTING THINGS ABOUT ENGLAND AND THE ENGLISH— Continued. ant £182 to £292; Midshipmen £32, Naval Cadet £10; Seamen £23 to £36. In the army the pay is small: thus a Colonel or Lieutenant-Colonel of Foot Guards re¬ ceives only 18 shillings daily, while a private only draws 1/1. or about 27 cents; subsistence is of course additional. The Archbishop of Canterbury is the“Arch- bishop and Primate of all England” and re¬ ceives £15,000,while the Archbishop of York is the “Archbishop and Primate of England” and draws only £10,000. The Bishops re¬ ceive all the way from £10,000 for the Bishop of London to £1,500 (Sodor and Man). The Bishops of the Episcopal Church in Scotland fare much worse, the stipend of the incumbent of the See of Brechin receiving £983, which grades down to the Bishop of Argyll with only £578. The Archbishop of the Church of Ireland (Disestablished) receives an income of £2,500, while no Bishop receives less than £ 1 , 200 . The number of Students at Oxford and Cambridge is not large according to the stand¬ ards of our Universities. Thus Oxford has about 3,826 undergraduates, while Cambridge has about 3,699. The University of London had at the same time 3,987 “internal” stu¬ dents. ANNUITIES TO THE ROYAL FAMILY. The Land Revenues of the Crown have been collected on the public account since 1760, when King George III. surrendered them in return for a fixed annuity. These revenues produce about £550,000 annually, and the following list shows the annuities payable:— Their Majesties’Privy Purse £110,000 £ Salaries of Household. . . . 125,800 Expenses of Household.. . 193,000 Royal Bounty and Works 33,200 Unappropriated. 8,000 470,000 Prince of Wales. 20,000 Princess of Wales. 10,000 Princess Christian of Schleswig-Hol¬ stein... 6,000 Princess Louise (Duchess of Argyll).. . 6,000 Duke of Connaught. 25,000 Duchess of Edinburgh. 6,000 Duchess of Albany. 6,000 Princess Beatrice (Henry of Batten- berg) . 6,000 Duchess of Mecklenburg-Strelitz. 3,000 Trustees for His Majesty’s Daughters.. 18,000 DEATH ABROAD. In case of a death abroad, the near¬ est United States Consul should he notified without delay in order that the necessary formalities^ can be con¬ cluded. Many cases are on record where deaths have occurred to Ameri¬ cans where their families have been mulcted of heavy sums by hotel pro¬ prietors in France, and particularly in the city of Nice. A new direct line between Canadian Atlan¬ tic ports and Australia and New Zealand has been announced. SHORT DAY TRIPS FROM LONDON. Brighton. London, Brighton & South Coast Railway. The “Atlantic City” of England. (50)4 miles.) Train journey aver¬ ages 75 minutes. Cheap day and half-day excursions permitting several hours at the seaside nearly every day during the summer. Fares (round trip) from 2s. 6d. to 3s. 6d.; third class ordinary 8s. 5d.; by Pullman ex¬ press (60 miles) 12s. Points of interest 5 mile promenade along sea-front; Pavilion, George IV.’s residence; Parish Church frequented by Dr. Johnson; Arundel Castle, Duke of Nor¬ folk’s residence at Arundel; Devil’s Dyke for views over South Downs. Burnham Beeches. Great Western Rail¬ way (21 miles) or Great Central from Maryle- bone. Fares 3s.; third class (round trip) cheap tickets by certain trains 2s. 6d. 375 acres of the finest sylvan scenery in England. Should be visited in autumn to see it in its fullest glory. Stokes Pogis about two miles distant, the scene of Gray’s famous elegy; Poet’s tomb close to south wall of church. Chalfont St. Giles. Rail, Metropolitan from Baker St. (21 % miles) or by Great Cen¬ tral and Great Western Railways. Fare third class 2s. 2d. (round trip). Village con¬ taining Milton’s Cottage where Paradise Lost was finished and Paradise Regained com¬ menced about three miles from station. Ad¬ mission 6d. Parties 3d. per person. About two miles farther on towards Beaeonsfield is Jordan’s, the solitary old Meeting House in the grounds of which are buried William Penn, together with his wife and children. Dorking. London, Brighton & Soutn Coast Railway. A typical old English town in beautiful rural surroundings. Famous because of Dickens' associations, and the “ Markis o’Granby” of Weller notoriety. Great 'Yarmouth, Liverpool St. Frequent excursions during summer at special cheap fares. Popular pleasure resort on East Coast. Ipswich within easy distance. Hatfield. Great Northern Railway (17 3 4 miles). Fare (round trip) 2s. lid. Hatfield House, the historic home of the Cecils, con¬ taining valuable artistic and historical treas¬ ures. Extensive Park. May be viewed when family is not in residence between Easter Monday and Aug. 1st. Tuesdays, Wednesdays and Thursdays from 2 to 5 p. m. by parties of less than 12 upon application to the housekeeper. Free, but gratuity to guide is advocated. Park open to those who can prove having slept the night before in Hat¬ field. No picnics permitted. Maidenhead. Great Western Railway (24 )4 miles). Fares 3s. (round trip). Beau¬ tiful views of upper river scenery, especially the reach below wooded Cliveden, the resi¬ dence of Mr. W. W. Astor. Boulter’s Lock, a scene of gaiety and dress on Sunday after¬ noons during summer. Ascot Sunday a gathering of fashion. Waltham Abbey. Great Eastern Railway or Midland (12% miles); hire third class Is. 9d. (round trip). Ancient Abbey founded by Saxons where King Harold prayed night before setting out to offer battle to William the Conqueror at Hastings. 265 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL A TABLE OF THE KINGS AND QUEENS OF ENGLAND Name. DYNASTY. Access. Died. Age. Rgnd. Saxons and Danes. 827 839 Egbert. First King of all England. — 12 Ethelwulf .. Son of Egbert. 839 858 — 19 / Ethelbald. Son of Ethelwulf. 8581 860 — 2 \ Ethelbert. 858/ 1 866 — 8 Ethelred. Third son of Ethelwulf. 866 871 — 5 Alfred. Fourth son of Ethelwulf. 871 901 52 30 Edwarp the Elder. . Son of Alfred. 901 925 55 24 Athelstan. Eldest son of Edward. 925 940 45 15 Edmund. 940 946 25 6 Edred. Brother of Edmund. 946 955 — 9 Edwy . Son of Edmund. 955 958 18 3 Edgar. Second son of Edmund. 958 975 32 17 Edward the Martyr. .. Son of Edgar. 975 979 — 4 Ethelred II. Half-brother of Edward. 979 1016 48 | 37 Edmund Ironside. . . Eldest son of Ethelred. 1016 1016 27 — Canute . 1017 1035 40 18 1035 1040 - 1 5 Hardicanute . Another son of Canute. 1040 1042 — 2 Edward the Confessor Son of Ethelred II. 1042 1066 62 24 Harold II. j Brother-in-law of Edward the 1 Confessor.J 1066 1066 — 0 The House of Normandy. 60 Obtained the Crown by conquest... Third son of William I. 1066 1087 21 William II. 1087 1100 43 13 1100 1135 67 35 r Third son of Stephen, Count of 1 Stephen.< Blois, bv Adela, fourth daugh- } ter of William I.J 1135 1154 50 19 The House of Plantagenet f Son of Geoffrey Plantagenet, by ] 56 Henry II.4 Matilda, only daughter of 1 Henry I. ) 1154 1189 35 Richard I. Eldest surviving son of Henry II. Sixth and youngest son of Henry II. 1189 1199 42 10 John. 1199 1216 50 17 Henry III. 1216 1272 65 56 Edward I . 1272 1307 68 35 Edward II . Eldest surviving son of Edward I. . 1307 1327 43 20 Edward III. 1327 1377 65 50 Richard II. j Son of the Black Prince, eldest 1 son of Edward III.j 1377 Dep. 1399 34 22 The House of Lancaster. Henry IV. j Son of John of Gaunt, fourth son 1 of Edward III.J 1399 1413 47 13 Henry V. 1413 1422 Dep. 1461 34 49 9 Henry VI. Only son of Henry V. (died 1471). 1422 39 The House of York. r His grandfather was Richard, son i of Edmund, fifth son of Edward Edward IV..] III.; and his grandmother, Anne, was great-grand-daugh- 1461 1483 41 22 - 1 ter of Lionel, third son of Edw. Ill. Eldest son of Edward IV. 1483 1483 1485 13 0 Younger brother of Edward IV... . 1483 35 2 The House of Tudor. f I Son of Edmund, eldest son of Owen Tudor, by Katherine, 1 Henry VII. widow of Henry V.; his mother, 1485 1509 53 24 1 Margaret Beaufort, was great- granddaughter of John ofGaunt Henry VIII. Only surviving son of Henry VII... 1509 1547 56 38 Edward VI. Son of Henrv VIII.byJane Seymoui 1547 1553 16 6 Mary I . ! Daughter of Henry VIII. by 1 Katherine of Arragon.j 1553 1558 43 5 Elizabeth . [ Daughter of Henry VIII. by 1 Anne Boleyn.J | 155S 1603 70 44 SCIENTIFIC 1 AMERICAN HANDBOOK OF TRAVEL 260 SOVEREIGNS OF SCOTLAND FROM a. d. 1057 TO THE UNION OF THE CROWNS. Names. Began to Reign. Malcolm ( Ceanmohr) . . 1057, April Donald (Bane) . Duncan. .1094, May Donald (Bane) rest. Edgar. . 1097, Sept. Alexander I. .1107, .Ian. 8 David I. . 1124, April 27 Malcolm ( Maiden) . .1153, May 24 William (The Lion ). . 1165, Dec. 9 Alexander II. .1214, Dec. 4 Alexander III. . 1249, July 8 Margaret of Norwav. . 1286, Mar. 19 John Baliol. .1292, Nov. 17 Robert I. (Bruce). 27 David II. 7 Names. Began to Reign. Robert II. (Stewart).1371, Feb. 22 Robert III.1390, April 12 James 1.1406, April 4 James II.... .1437, Feb. 20 James III.1460, Aug. 3 James IV.1488, June 11 James V.1513, Sept. 9 Mary.1542, Dee. 16 Francis and Mary.1558, April 24 Mary.x.1560, Dee. 5 Henry and Mary.1565, July 29 Mary.1567, Feb. 10 James VI.1567, July 29 (Ascended the throne of England as James I., 24th March, 1603.) KINGS AND QUEENS OF GREAT BRITAIN. Name. DYNASTY. Access. Died. Age f James I. (VI. of Scot.) { Charles I. The House of Stuart. Son of Mary, Queen of Scots, ] granddau. of James IV. and j- Margaret, dau. of Henry VII.. . j Only surviving son of James I. . . . Eldest son of Charles I. (restored 1 1660)./ 1603 1625 1649 1625 Beh. 1049 1685 59 48 55 Charles II. j Commonwealth declared May 19, 1649. Oliver Cromwell, Lord Protector, 1653-8. Richard Cromwell, Lord Protector, 1658-9. JAMEsII.(VII.of Scot.) William III. and Mary II. Anne. Georoe I.( l George II.. George III. Second son of Charles I.(died 16 1 Sept.,1701) Interregnum, Dec. ) 11, 1688—Feb. 13, 1689). J Son of William Prince of Orange, I by Mary, daughter of Charles I. ! Eldest daughter of James II... J Second daughter of James II. The House of Hanover, Son of Elector of Hanover, by ] Sophia, daughter of Elizabeth, ) daughter of James I. J Only son of George I. Grandson of George II. 1685 Dep. 1688 Dec. 1701 68 1689 f 1702 1 1694 51 33 1702 1714 49 1714 1727 67 1727 1760 77 1760 1820 81 Rgnd. 22 24 36 3 13 6 12 13 33 59 KINGS AND QUEENS OF THE UNITED KINGDOM. Name. George III... f. George IV. William IV. . . . Victoria. Edward VII DYNASTY. The House of Hanover — continued, j (Regency commenced 5th Febru- 1 1 ary, 1811)./ . . Eldest son of George III. . . Third son of George III. I Daughter of Edward, 4th son of 1 ( George III./ The House of Sare-Cohurg. . . Eldest son of Queen Victoria. Access. Died. Age. d bfi _03 _ 1801 1820 81 59 1820 1830 68 10 1830 1837 72 7 1837 1901 81 63 1901 WHOM GOD PRESERVE SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 2 (>? WELSH SOVEREIGNS AND PRINCES. Independent Princes, A.D. 840 to 1282. Roderick the Great. 840 Anarawd, son of Roderick. 877 Howel Dda, the Good. 942 Iefan and Iago.,. 948 Howel ap Iefan, the Bad. 972 Cadwallon, his brother. 984 Meredith ap Owen ap Howel Dda. 985 Idwal ap Meyric ap Idwal Voel. 992 Llewellyn ap Sitsyllt. 1015 Iago ap Idwal ap Meyric. 1023 Griffith ap Llewellyn ap Sitsyllt. 1034 Bleddyn. 1063 Trahaern ap Caradoc. 1073 Griffith ap Cynan. 1079 Owain Gwynedd. 1136 David ap Owain Gwynedd. 1169 Llewellyn the Great. 1194 David ap Llewellyn. 1240 Llewellyn ap Griffith, last Prince, 1246; slain. 1282 English Princes, A.D. 1284 to 1901. Edward of Carnarvon (King Edward II), born 1284; created Prince of Wa l es 1301 Edward the Black Prince, s. of lidwd.ilI 1343 Richard (Richard II.,) s. of the Black Prince. 1377 Henry of Monmouth (Henry V.)... 1399 Edward of Westminster,son of Henry VI. 1454 Edward of Westminster (Edward V.).... 1472 Edward, son of Richard III. (d. 1484).. . 1483 Arthur Tudor, son of Henry VII. 1489 Henry Tudor(Hen.VIII.),s.of HenryVII. 1503 Henry F. Stuart, son of Jamesl.(d. 1612) 1610 Charles Stuart (Charles I.), s. of James I. 1616 Charles (Charles II.), son of Charles 1... 1630 George Augustus(Geo.II.),s.of George I. 1714 Frederick Lewis, s. of George II.(d. 1751) 1727 George William Frederick (George III.).. 1751 George Augustus Frederick (George IV.) 1762 Albert Edward (Edward VII.). 1841 George Frederick Ernest Albert. 1901 PRESIDENTS OF THE UNITED STATES OF AMERICA. Declaration of Independence. .. .4 July 1776 Gen. Washington first Pres., 1789 and 1793 John Adams. 1797 Thomas Jefferson.1801 and 1805 James Madison.1809 and 1813 James Monroe.1817 and 1821 John Quincy Adams. 1825 Andrew Jackson.1829 and 1833 Martin Van Buren. 1837 William Henry Harrison (died 4 April). . 1841 John Tyler (elected as Vice-President). . 1841 James Knox Polk. 1845 Zachary Taylor (died 9 July, 1850). 1849 Millard Fillmore (elected as Vice-Pres.) 1850 Franklin Pierce. 1853 James Buchanan. 1857 Abraham Lincoln (assas. 14 April, 1865) 1861 and 1865 Andrew Johnson (elected as Vice-Pres.). 1865 Ulysses S. Grant.1869 and 1873 Rutherford Burchard Hayes. 1877 James A. Garfield (assas. 19 Sept., 188l) 1881 Chester A. Arthur (elected as Vice-Pres.) 1881 Grover Cleveland. 1885 Benjamin Harrison (b. 20 Aug., 1833) . .1889 Grover Cleveland (elected second time). 1893 Win. McKi nley(assas. 14Sept. 1901) 1897& 1901 Theo. Roosevelt(elect.as V.-Pr. 1901) & 1905 William Howard Taft. 1909 FRENCH DYNASTIES AND SOVEREIGNS The Merovingians. Clovis, “The Hairy,” King of the Salic Franks. 428 Childeric III., last of the race. 737 The Carlovingians. Pepin,“The Short,"son of Charles Martel 752 Charlemagne,the Great,Emp.of the West 768 Louis V., “The Indolent,’’last of the race 986 The Capets. Hugh Capet, “The Great’’. 987 Louis IX. “St. Louis’’. 1226 Philip, “The Hardy’’. 1270 Philip, “The Fair’’. 1285 Louis X. 1314 John 1. 1316 Philip, “The Long”. 1316 Charles IV., “The Handsome”. 1322 The House of Valois. Philip VI., de Valois, ‘ ‘ The Fortunate ”.. 1328 John II., “The Good”. 1350 Charles V., “The Wise”. 1364 Charles VI., “The Beloved”. 1380 Charles VII., “The Victorious”. 1422 Louis XI. 1461 Charles VIII. 1483 Louis XII. 1498 Francis 1. 1515 Henry II. 1547 Francis II. 1559 Charles IX. 1560 Henry III., last of the race. 1574 The House of Bourbon. HenryIV.,“The Great,’’King of Navarre 1589 Louis XIII., "The Just”. 1610 LouisXIV., “TheGreat,” DieudomnL .. 1643 Louis XV., “The Well-beloved”. 1715 LouisXVI. (guillotined 21 Jan., 1793).. . 1774 Louis XVII. (never reigned). 1793 The First Republic. The Nat. Convention first sat... .21 Sept. 1792 The Directory nominated. 1 Nov. 1795 The Consulate. Bonaparte, Cainbacdrt's, and Lebrun 24 Dec. 1799 The First Empire. Napoleon I. decreed Emperor... 18 May 1804 Napoleon II.(never reigned)died22 July 1832 The Restoration. Louis XVIII. re-entered Paris.. 3 May 1814 Charles X. (dep. 30 July, 1830; d. 6 Nov. 1836. 1824 268 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL FRENCH DYNASTIES AND SOVEREIGNS —Continued The House of Orleans. Louis Philippe, King of the French. . . . 1830 (Abdicated 24 Feb., 1848; d. 26 Aug., 1850.) The Second Republic. Provisional Government fomied22 Feb. 1848 Louis Napoleon elected Pres.... 19 Dec. 1848 The Second Empire. Napoleon III elected Emperor. .22 Nov. 1852 (Deposed 4 Sept., 1870; died 9 Jan., 1873). GERMANY—AUSTRIA-HUNGARY FerdinandIII.,Son ofEmp.Ferdinand II. 1637 Leopold I., Son of Ferdinand. 1658 Joseph I., Son of Leopold. 1705 Charles VI., Brotherof preceding. 1711 Maria-Theresa of Hungary and Bohemia 1740 Charles VII., Elector of Bavaria. 1742 Francis I., Husband of Maria-Theresa... 1745 Joseph II., Son of preceding. 1765 Leopold II., Brother of preceding. 1790 Francis II. / as last Emperor of Germany 1792 Francis I. \ as first Emperor of Austria 1804 Ferdinand (Abdicated 1848). 1835 Francis-Joseph (Nephew). .2 December 1848 Third Republic. Committee of Public Defence... . 4 Sept. 1870 M. Thiers elected President. . . .31 Aug. 1871 Marshal MacMahon elected Pres.24 May 1873 Jules Gr^vy (first) elected Pres...30 Jan. 1879 Marie F. S. Carnot, elected Pres.. 3 Dec. 1887 Jean Casimir PerierelectedPres..27 June 1894 Francois F^lix Faure elec. Pres.. 17 Jan. 1895 Emile Loubet elected President.. 18 Feb. 1899 Armand Failures elected Pres... 18 Jan. 1909 PRUSSIA-GERMANY Alberti., First Elector of Brandenburg.. 1134 John-Sigismund,Elector,Duke of Prussia 1616 George-Willi am, Elector, Duke of Prussia 1019 Frederick-William,"The Great Elector”. 1640 Frederick,1688; Crowned King ofPrussia 1701 Frederick-William 1. 1713 Frederick II., "TheGreat”. 1740 Frederick-William II. 1786 Frederick-William III. 1797 Frederick-William IV. 1840 William I..First German Emperor (1871) 1860 Frederick, Second German Emperor. 1888 William II., Third German Emperor. . . . 1888 EMPERORS OF RUSSIA. 1689 Peter I.died 28 Jan. 1725 1725 Cath.I..Mistress ofPeter.d. 17 May 1727 1727 Peter II., died 1730 ; 1730, Ann, died 29 Oct. _ 1740 1740 Ivan VI..imprisoned 1741,assass. 1764 1741 Elizabeth.died 5 Jan. 1762 1762 Peter III. .. assassinated. 14 July 1762 1762 Cath.II.,'Wife ofPet.III.,d. 17 Nov. 1790 1796 Paul.assassinated 24 Mar. 1801 1801 Alexander I.died 1 Dec. 1825 1825 Nicholas I.died 2 Mar. 1855 1855 Alexander II..assassinated 13 Mar. 1881 1881 Alexander III.died 1 Nov. 1894 1894 Nicholas II., began to reign. POPES OF ROME. Adrian IV. (Nicholas Brakespeare, the Pius VI. . .Braschi. . 1775 only Englishman elected Pope; born at Pius VII. . Chiaramonti. . 1800 St. Albans; died Sept., 1159). 1154 Leo XII. . . della Genga. . 1823 Innocent Alii.. . .Conti. 1721 Pius VIII. . .Castiglioni. . 1829 Benedict XIII.. . . Orsini. 1724 Gregory XVI.. . .Cappellari. . 1831 Clement XII.. .Corsini. 1730 Pius IX. . . Mastai-Ferretti... . . 1846 Benedict XIV.. . . Lambertini. 1740 Leo XIII. . . Pecci. . 1878 Clement XIII. . . Rezzonico. 1758 Pius X. . .Sarto(born2JunelS3 5) 1903 Clement XIV... . Ganganelli. 1769 From Whitaker's Almanack, 1910.— For more detailed information, see the Almanack de Gotha. RADIO-ACTIVE SPRINGS IN ENGLAND. The discovery that the water in the old Trenwith mine at St. Ives is more highly radio-active than water anywhere else in England is reported by Consul Joseph G. Stephens. He says that it will be of great medicinal value for gout, rheumatism, eczema, and nervous disorders, for which patients are already visiting the springs. St. Ives also has an artist colony, among whom are many Americans. Under the new American Tariff Act, works of art over twenty years of age, and antiques over a hundred years old, can be imported free of duty. This has resulted in a vastly increased volume of shipments of value ten times greater than any similar period of the preceding year, before the new tariff went into effect. THE SEVEN WONDERS OF THE WORLD The Seven Wonders of the World, so-called, or rather the Seven Wonders of the Ancient World, were as follows: The Pharos of Alexandria; The Colossus of Rhodes; The Great Temple of Diana at Ephesus; The Hanging Gardens of Babylon; The Pyramids; The Tomb of Mausolus; and the Great Statue of Jupiter at Olympia. All of the Seven Wonders were situated on the shores of the eastern part of the Mediterranean. If th Greek writers had been better acquainted with the north of Europe or the south of Asia, they would probably have made a different selection. A line of steamers from Canada to Austria has been projected. THE ARRIVAL BRITISH PORTS QUEENSTOWN. Queenstown, the Irish port of call of the Cunard and the White Star (Liverpool Ser¬ vice) Steamers, is a convenient disembark¬ ation point for those who are desirous of visiting Ireland en route to England and the European Continent. An efficient Tender service is in commission, affording passengers every comfort in landing. Ireland has many scenic attractions, Killarney, etc., and an efficient train service prevails to reach all . FASTNET LIGHT. points of interest. Dublin is reached in about four hours from Queenstown, and from Dublin crossing can be effected to England via Holyhead by the old-established lines of steamers, viz,, the City of Dublin Steam Packet Company and the London & North Western Ry. Other convenient crossings from Ireland to Great Britain are Greenore via Holyhead Belfast “ Fleetwood Belfast “ Larne and Stranraer Railway officials meet the steamers on arrival at Queenstown, and afford passengers every assistance and information. Those en QUEENSTOWN AND CORK HARBOR. route to England should inquire for Mr. Wm. Stirling, Agent, L. & N. W. Ry., who is pre¬ pared to look specially after their require¬ ments. Tourists and others landing at Queenstown can obtain all information re- 269 270 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL garding travel in Ireland on application to the American Office of the Great Southern & Western Ry. (Ireland), No. 287 Fifth Avenue, New York. Queenstown has just been aban¬ doned by the Cunard Line as regards her fastest steamers. FISHGUARD. The new port of call at Fishguard has produced some new conditions in the English transportation field. The fol- north by a substantial breakwater 2,000 feet In length. The bay is 6 miles across. Commodious steam tenders meet all liners on arrival at Fishguard and convey passengers to the landing stage. Fishguard Harbor station is on the quay, and on landing passengers only have a few yards to walk to join the trains in waiting. Ample refresh¬ ment and waiting room accommodation FISHGUARD HARBOR With Mauretania in distance lowing is some valuable information rel¬ ative to disembarking at this place: The inauguration of Fishguard as a port of call has brought New York 5 hours nearer to London. Fishguard Bay is protected on the east, south and west by headlands and hills 300 or 400 feet high, and to the is provided, while on a commanding po¬ sition above the quays, and overlooking the bay, the G. W. It. Co. have under their own management the Fishguard Bay Hotel (late “Hotel Wynclifife’’), where passengers desirous of breaking the journey at Fishguard and spending a day or two in enjoying the attrac- 271 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL tions of the neighborhood will find every comfort. Passengers are relieved of all trouble in connection with their baggage by the G. W. It. Staff, who will land it, unpack for Customs examina¬ tion, repack, hnd register and label it to destination, free of charge. Baggage can be warehoused at a small charge, if desired, or it will be sent by passenger train to the destination station pec (if within weight allowed) and warehoused there. The company will also, if re¬ quired, arrange for its delivery at des¬ tination at a moderate charge. Heavy earlier than by any other route. The special boat trains will be equipped with restaurant cars, and if a night journey is made, with a sleeping car. If the number of passengers landing from an ocean steamer on any occasion does not warrant the running of a spe¬ cial train throughout, the regular sched¬ ule of express trains will be available, through carriage accommodation to London being provided. The following fares are in operation for ocean passengers landing at Fish¬ guard : Single Journey Fishguard to English Currency American Currency 1st Cl. 3d Cl. 1st Cl. 3d Cl. London s. d. s. d. $ c. $ c. (Paddington) 34 0 19 0 8 50 4 75 Bath. 27 6 14 4 6 90 3 60 Birmingham. . . 29 0 1411 7 25 3 75 Bristol... 25 9 13 4 6 45 3 35 Cardiff. 18 9 910 4 70 2 50 Oxford. 35 0 18 0 8 75 4 50 Stratford. Paris (via 30 0 15 6i 7 50 3 90 Dover)-.■.■. -. . . Paris (via 99 8 59 8 25 0 15 0 Folkestone).. 93 0 54 8 23 25 13 70 OLD HEADTOF KINS ALE LIGHT, IRELAND. luggage can be left in charge of the dock officials, to be forwarded by goods train, at goods train rates. A cable and tele¬ graph office is situated at the landing quay for transmitting messages to all parts of the world. Special express trains will be run from Fishguard as soon as the passen¬ gers are landed from the ocean steam¬ ers. Passengers for Paris, and the Conti¬ nent generally, by landing at Fishguard reach their destination practically a day A Comfortable Sidewheel Tender at Queens¬ town. Single tickets and outward halves of return tickets between Fishguard and London are available for three months if purchased in America, or if issued in exchange for vouchers obtained in America. In other circumstances they are available for ten days. Passengers are permitted to break the journey at any station on the route, provided the journey be completed within the periods named' above. Return tickets are avail¬ able for six months. The time taken to trans-ship mail and passengers at Fishguard is remarkably 272 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL short, as may be seen by the annexed figures which are for the disembarking of passengers and mail at Fishguard on Aug. 30, 1909, from the “Mauretania’’ : Time Table of Transfer Operations. P. M. Sighted off Strumble Head. 12.48 “Mauretania” dropped anchor . . 1.17 Mail Tender alongside. 1.25 Mail Tender left. 1.42 Passenger Tender alongside. 1.33 Passenger Tender left. 1.57 “Mauretania” departed . 2.0 Time Table of Special Train. P. M. Mail Train — Fishguard Ocean Quay dep. 2.7 Paddington . 6.40 1st Passenger Train— Fishguard Har¬ bor Station dep.. 2.52 Paddington arr.. 7.28 2nd Passenger Train— Fishguard Har¬ bor Station dep. 3.5 Paddington . 7.56 HOLYHEAD. Holyhead, situated on the West Coast of the Isle of Anglesea, off the North Wales Coast, is the port of call, weather and other conditions permitting, of the White Star (Liverpool Service) Steamers, eastbound, during the season April 1st to October 31. Disembarkation is effected in a modern and comfortable manner, and, on landing, passengers will find in readiness a Special Corridor Train for London, accomplishing the journey in about six hours. The route of the Holyhead American Special is along the picturesque coast line of North Wales, a most favorable and interesting section for Tourists. Chester is passed through en route, then Crewe and Rugby. The fast and luxurious train follows the main line of the London & North Western Ry. and places passengers at Euston, Station, a most conven¬ ient centre for all hotels and points in London. Those who do not wish to proceed to London direct can take advantage of landing at Holy- head to visit the scenic and seaside resorts of North Wales. Many Coaching Tours in con¬ nection with Rail Travel will be found con¬ venient to visit the Pass of Llanberis, Snow¬ don, Bettws-Y-Coed, etc. The L. & N. W. Ry. maintains a first class Hotel at Holyhead. Moderate Charges. Special booklets and in¬ formation regarding North Wales can be THE LANDING STAGE AT RIVERSIDE STATION, LIVERPOOL. 273 SCIENTIFIC AMERICAN obtained at the American Office of the L. & N. W. Ry., No. 287 Fifth Avenue, New York. LIVERPOOL AND RIVERSIDE STATION TO LONDON, ETC. Li verpool, the home port of many important British Steamship Lines, is located on the river Mersey, North West section of Eng¬ land, geographically convenient to all parts of the British Isles and within 4-hour,s train run of London. For the convenience of trans-Atlantic passengers, Riverside’ Rail¬ way Station (adjoining the Landing Stage) affords a direct Special Train Service to Lon- HANDBOOK OF TRAVEL pool and London, by several optional routes to visit the historical places as follows: Chester (Cathedral, Roman Walls, etc., gate¬ way for North Wales); Manchester, Shrews¬ bury, Crewe, Lichfield, (for the noted three- spired Cathedral), Nuneaton (for Cecrge Eliot's Country); Birmingham; Coventry; Kenilworth, Leamington, (for Warwick and Stratford-on-Avon. The most interesting manner of visiting Shakespeare’s Country is to make Leamington a centre and drive through rural England visiting Kenilworth, Warwick, and Stratford-on-Avon. Carriage charges are moderate); Rugby (for its noted Schools, Dr. Arnold’s;) Northampton (for “OCEAN SPECIAL,” LEAVING FISHGUARD. don, run on arrival of the principal steamers from America. These trains are of the corn- dor class, Dining Cars, Etc. Disembarkation at Lirerpool obviates landing by tender, the transfer being effected direct from the ocean steamer to the train in waiting. The route between Liverpool and London via the Lon¬ don & North Western Ry. is very interesting and comprehensive. The fast American Specials travel via Crewe, Stafford, and Rug¬ by, the direct, original, and shortest route between Liverpool and London. The ex¬ tensive area covered by the London & North Western Ry. will, however, permit passengers to travel, at the ordinary rates between Liver- Washington’s ancestral home); Bletchley (con¬ venient junction for the Universities Oxford and Cambridge). The route from Liverpool to the North is likewise convenient for those who wish to visit the English Lakes or Scotland. The London & North Western issue an exception¬ ally interesting assortment of literature which can be obtained on application to the Amer¬ ican Office of the Company. No. 287 Fifth Avenue, New York City, "Hold” Baggage can be checked direct from hotel or residence in New York to London, delivered, via Liver¬ pool, Cunard and White Star Line Steamers, cn application to the office above. 274 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL The following information for ocean pa'ssengers landing at Liverpool is fur¬ nished by the Great Western Railway Co., 355 Broadway, New York. Trains start from Birkenhead, connected by ferry with Liverpool. London is also reached by the Midland Railway, the ter¬ minus of which is at St. Pancras Station in Euston Road: by the Great Northern Railway, the terminus of which in Lon¬ don is at King's Cross, and by the new Great Central Railway, the terminus of which is at the Marylebone Station. Space forbids a comparison of the mer¬ its of the accommodations, etc., on the different roads. Folders and booklets will be found in abundance in the sta¬ tion at Liverpool and on the steamers. EDDYSTONE LIGHTHOUSE. There are several routes between the port of Liverpool and London, and trav¬ elers have the choice of the following, and are permitted to break the journey at any station en route, provided the journey be completed within the speci¬ fied time. 1. The “Royal'’ Shakespeare route — skirting the border of Wales and pass¬ ing through Chester, Shrewsbury. Bir¬ mingham, Warwick, Leamington,' Strat¬ ford-on-Avon, Oxford, Reading, Slough and Windsor. 2. The Severn Valley and Worcester route—passing through Chester. Shrews¬ bury, Bridgnorth, Worcester. Stratford- on-Avon, Oxford, Slough and Windsor. 3. The Hereford, Ross and Gloucester route—passing through Chester, Shrews¬ bury, Ludlow, Hereford, Ross, Mon¬ mouth, Tintern, Chepstow, Gloucester, Slough and Windsor. 4. The Hereford, Bristol and Bath route, at slightly increased fares—pass- 15> .9 -g * - o o « > > o uj W HI ^ y £ cb ® R . ^ h S K. § > oA > 9 o A GREAT WE 5TI RM THRO AVAILABLE Issued at G. W. RLY. fFRCE, L \te.. JGI| TICKET. E MONTHS. No. 001 . luIVERPClOlL Ldg. Stage JLONDO U (01 Route 'via, Woodsib^ AvqnJ. Warwick, 0*i .Stratfori>0n-Avon & Chepstow & Olopcest •station err rouU CUr^t't 'Initials— Thin Thrtmgli Ticket is issnw out tu'thd T|iu« Tables, Hills -Proprietors on whose Railway ■ the tinkler, by acooutlng it, «i> . prletors are not to W liable I' cagicd or arising o(T tikAr resn Pont mot ami liability ot CachT> 'Hallways, Ooacbcs oTSt^jkinho la cases where the Journey is bt tmusfor betwoeu ttnilway^tc and Steamboat*. , Thla.Titljet mast be shown Sing - Available for a iubjoct.tO the condition: Thi$ Coupbn Will on! by the succeeding Ooi jn, the cover.; /*0T V !F!D ulM- •- nd No . Jo print bo A i ; ' ui 1 Re Ox'F R. an an, witl at . V CLA tho s, dan r l 11 Witf 1' niolji K'vrr l|i Win ncy id On icogn f an RAILWAY. NEW YORK. >dincton) o. . • VRAM, 'STBATpOltU-ON- D1NO, or WonCMTKK, Hehbkohi), Tintern, liberty to call at any ndSoa & Eton. S Fare 10/0 miHUohsand Regulations set io rospoctlro OoTOpanles and •Arnboats it Is amtlnble : itud i poet i so CoaiMdtes and l*ro- go, Injury, delay or detention Coaches or Sienruboatv The Motor aye Hu tied to thfiir owt» t IcVctA do not lodlnde t U* rose or botwoaiL Railway Stations required. □ one direction only, he cover. aed when Accompanied ) and when enclosed HLE. TICKET TO LONDON. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 275 ing through Chester, Shrewsbury, Lud¬ low. Hereford, Abergavenny, Bristol, Bath, Slough and Windsor. Or, if it is desired to reach the Con¬ tinent direct from Liverpool without making any stay in England, travelers are able to join through carriages at Birkenhead (Liverpool) for Folkestone or Dover via Reading. The Great Western Railway Co.’s rep¬ resentative meets the steamers, on their arrival at Liverpool, to render assist¬ ance to passengers by the Great West¬ ern Line. Passengers taking or holding through tickets to London incur no expense at Liverpool, as, after passing their bag¬ gage through the Custom House, dock porters transfer it at no cost to the owners, who need not leave the landing stage, where through tickets can be ob¬ tained at the Great Western Co.’s of¬ fice in the Custom House waiting room. Heavy luggage can, if so desired, be checked through to London direct or any station on the Great Western Railway, and no charge for conveyance by rail is made if within the weight allowed free. The company will also arrange, upon -payment of 6d. per package, for the lug¬ gage to be delivered at any hotel or residence within a certain radius at the principal places served by the Great Western Railway. PRINCIPAL CHANNEL PORTS AND LIGHTS. PLYMOUTH (ENGLAND) HARBOR- 276 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL THE TENDER “CHESHIRE” In Plymouth Harbor, carrying the Mail. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL The company's agent at 11 James Street, Liverpool, will, on receipt of a telegram from Queenstown, arrange for the retention of compartments in through carriages. Compartments are retained for four first class, or six sec¬ ond or third class passengers, or on payment of the fares for these numbers. New York Office, 355 Broadway, New \ork. CHANNEL ROUTE. The Scilly Islands, lying off Land's End, come first into view, and from Bishop's Rock Light notice of the ship s arrival has been sent by wire, then as the ship is steered on her course, the Cornish Coast is seen, and the Lizard Lighthouse also reports tlie ship's prog¬ ress. Ere long the Eddystone light is visible, and 11 miles distant is: PLYMOUTH. The steamer anchors in the roadstead and tenders come alongside promptly for the passengers, baggage and mails. l’assengers landing here can proceed by special train (4% hours) for Loudon, or they can explore the beautiful Dev¬ onshire country, visiting the fashionable watering places, particularly Ilfracombe, which Charles Kingsley said, “combines the soft warmth of south Devon with the bracing freshness of the Welsh Mountains,’’ and then proceed by slow stage to London and view the fascina¬ ting Cathedral towns, Exeter and Salis¬ bury, cn route, or there are good con¬ nections for jauntings through Cornwall, Wales or the Shakespeare country. Passengers landing at Plymouth, Eng¬ land. can make the journey by either the Great Western Railway or the Lon¬ don and Southwestern Railway; both routes run through fine country, and the railw r ay connections are excellent. On the Great Western there is a choice of routes to London which are available for their communication. The follow¬ ing information, will prove of interest: 1. The new direct short route via Exe¬ ter, Taunton, Westbury, Newbury and Reading (inaugurated July 2, 1906). 2 The “Cathedral” Route, via Exeter, Bristol, Severn Tunnel, Hereford, Wor¬ cester, Stratford, Leamington, Oxford and Reading. „ ft. The “Royal” Route, via Exeter, Bristol. Bath, Swindon and Reading. 4. The Westbury and Salisbury Route. Or. if it is desired to reach the Con¬ tinent direct without making any stay in England, a through route to the Con¬ tinent is provided via Reading and Folkestone or Dover. The Great Western is the Royal and Mail Route to London, and upon sev¬ eral occasions has conveyed the mails from Plymouth to London in less than four hours. Passengers landing at Plymouth prac¬ tically save the whole of the time oc¬ cupied by the voyage up the English Channel and the River Thames. By arrangement with the shipping companies well appointed and cornmo- THE PLYMOUTH EXPRESS RUNS TO LONDON IN FOUR HOURS AT PHENOMENAL SPEED 278 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL dious steam tenders meet vessels on ar¬ rival at Plymouth, and passengers are taken by these tenders direct to the landing stage, which is near the center of the town. A Great Western Railway official travels with all tenders between the ship and landing stage and will be pleased to supply passengers with particulars rela¬ ting to train service, booking of seats, etc. The railway staff relieve passengers of all trouble in connection with their bag¬ gage. Dock porters land it, unpack for Customs examination, repack, and af¬ terward register and label it to desti¬ nation free of charge. Baggage can be warehoused at Ply¬ mouth at a small charge, if desired, or it will be sent by passenger train to the destination station free (if within weight allowed) and warehoused there. The railway company will also, if re¬ quired, arrange for its delivery at desti¬ nation at a moderate charge. Heavy luggage can be left in charge of the dock officials, to be forwarded by goods train, at goods train rates, and a charge of lOd. per package dock dues. Waiting and retiring rooms are pro¬ vided at the docks immediately con¬ tiguous to, and communicating with, the Customs baggage warehouse. A buffet is provided in the waiting room, where, in addition to light re¬ freshments, luncheon or tea baskets can be procured or ordered for supply at stations en route. A post office clerk is in attendance in the waiting room for the purpose of receiving and despatching telegrams. Special express trains will be run from the docks at Plymouth as soon as the passengers are landed from the ocean steamers. The special trains from Plymouth to London perform the journey in a little over four hours. Restaurant cars are run on the trains, and sleeping cars on the night trains. If the number of passengers landing on any occasion does not warrant the running of a special train throughout, the regular schedule of express trains will be available, through carriage ac¬ commodation to London being provided. For the convenience of passengers small tables are provided on applica¬ tion, at a charge of 6d. each, in the compartments of the special trains. Cabs will in all cases be in attendance at the baggage warehouse for passen¬ gers who are desirous of proceeding to any part of Plymouth or to any of the several hotels in Plymouth before con¬ tinuing their journey. If accommodation is required at the Royal Hotel, Paddington station. Lon¬ don, the company's officials will tele¬ graph, free of charge, for same to be reserved, upon notification being given. Private omnibuses can be ordered in the same way. The following reduced - special fares are in operation for ocean passengers landing at Plymouth : PLYMOUTH TABLE The following reduced special fares are in operation for ocean passengers landing at Plymouth. : English Coinage American Coinage. Plymouth to 1st Cl. 3d Cl. 1st Cl. 3d Cl. s. d. s. d. * c. $ c. Exeter. 7 0 3 6 1 75 0 88 Taunton. 11 2 5 7 2 80 1 40 Bristol. 17 0 8 6 4 25 2 13 Bath. 18 8 9 4 4 70 2 33 Swindon. 24 0 12 0 6 0 3 0 Didcot. 28 0 13 6 7 0 3 38 Reading. 30 0 13 6 7 50 3 38 Salisbury. Paddington (London): Routes Nos. 21 0 10 6 5 25 2 63 1 or 3.. 30 0 15 0 7 50 3 75 Route No. 4.. . Cathedral Rte. Via Exeter, Bristol, Here¬ ford, Gt. Mal- veri n, Wor- ' 35 9 18 3 8 95 4 55 cester, Strat¬ ford-on-Av¬ on, Warwick a n d Oxford route No. 2 . 45 0 24 0 11 25 6 0 Fourteen days allowed to complete the journey to Paddington. Four days allowed to complete the journey to all other stations. A permit can be obtained from the booking clerks, authorizing passengers to break the journey at any interme¬ diate station. In addition to the above-mentioned figures, 2/6 (66 cents) per passenger is charged to cover the dock dues and all services rendered in connection with the conveyance of passengers’ baggage to the baggage warehouse, its examination there, and its conveyance to the Great Western Railway vans or to the Mill- bay station. This commuted dock charge of 2 /6 only applies to passengers who are about to travel by the Great West¬ ern Railway to a station not less than 50 miles distant, and to the baggage which accompanies passengers in the train. Passengers not proceeding by the G. W. R. beyond a distance of 50 miles will be charged 6d. for each passenger and lOd. for each package of luggage for dock dues and landing charges. PASSENGERS RETURNING FROM ENGLAND VIA PLYMOUTH. The superintendent of the line, Pad¬ dington station, London, will furnish all particulars to passengers who wish to avail themselves of the advantages af¬ forded by either of the Great Western routes on the return journey. On receipt of notification, the Great Western Company will collect passen¬ gers’ luggage in London within a cer¬ tain radius and see that it is placed on SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 279 the outgoing vessel, at a charge of 1 /- per package, up to the weight allowed according to the class of ticket held. Luggage brought to Paddington station by passengers will be conveyed and placed on outgoing vessel at a charge of 6d. per package, up to the weigut allowed according to the class of ticket held. The London and Southwestern Rail¬ way issue booklets giving full informa¬ tion. They will be found on the steam¬ er, or will be mailed from the New York office, 5th Avenue and 30th Street, New York City. The literature of the Great Western Railway (most attractive) is also to the Channel Islands. Southamp¬ ton is also the point where passengers take steamers for the Havre service. “American Line” and a number of the “White Star Line” steamers make Southampton their eastern terminal port. The North German Lloyd and Ilamburg-American Lines use it as a port of call. The landing and Customs arrangements are of the first order. Li¬ ners enter the docks at any time of the day, regardless of the state of the tide. Customs examination, which takes place directly after landing, is conduct¬ ed in enclosed sheds on the wharf, where the Loudon train is drawn up. THE “NEEDLES” mailed from the New York office, 355 Broadway, New York. SOUTHAMPTON. Southampton is 78 miles from Lon¬ don. The docks are situated within a perfectly shielded harbor ; the docks are as accessible by night as by day and have the advantage of double tides, with practically four hours of high wa¬ ter with every tide, thus affording ex¬ cellent accommodations for the largest steamers. There are many interesting trips which can be made from South¬ ampton, notably from the Isle of Wight, -ISLE OF WIGHT. Passengers will claim their baggage and open for inspection the piece or pieces which the officer may select, and can then take their seats in the train. The procedure occupies but a short space of time, and passengers reach London (Waterloo station) within three hours from the time of the steamer’s arrival. Passengers for France leave South¬ ampton by the steamers of the London & Southwestern Railway, starting from Southampton at midnight for Havre and connecting with train which generally enables passengers to reach Paris (Gare St. Lazare) at 11 :30 the following morning. A very economical route. 280 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL LONDON. Steamers of the Atlantic Transport Line usually land their passengers on the quay, at Tilbury, where Customs examination takes place, and whence passengers are conveyed by special train to St. Pancras Station. Baggage is transported free of charge to St. Pan- eras Station, where it must he claimed by the owner, and may be transferred by omnibus or cab to hotel or residence. London Cab Fares. — By distance, within the four-mile radius from Char¬ ing Cross, for any distance, not exceed¬ ing two miles, i /-. For every addi¬ tional mile or part of a mile, Gd. If hired outside the four-mile circle, when¬ ever discharged, 1 /- per mile or frac¬ tion of a mile. For more than two per¬ sons an additional charge of Gd. each is made. Baggage carried outside, 2d. per package. SKETCH MAP OF SOUTHAMPTON AND DISTRICT. PLAN OF SOUTHAMPTON DOCKS. SOUTHAMPTON. Pillows and Blankets to hire. PART II CONTINENTAL, PORTS CHERBOURG. This important port is a great French naval base, and the steamer passes the torts and anchors inside the break¬ water. Here, too, the landing is by tender, one for passengers and light baggage and the other for heavy trunks. Special trains for l’ans are drawn up alongside the landing stage and as soon as the baggage has been examined by the C ustoms the train is despatched, making the run in about 6V& to 7 hours. A baggage-master of the American Ex¬ press accompanies the train and is pre¬ pared to give the passengers any help that may be required. A restaurant car is generally attached to the train. From October to June the passengers are_ landed here up to 11.00 P. M. or 6.45 A. M., the following morning. From July to October the landing is made up to the same hour in the evening or 8.00 A. M. the following morning. Cherbourg has become the most im¬ portant gateway for Americans plan¬ ning a trip to the Continent, and the principal trans- Atlantic lines include this port now in their itineraries. The great Continental metropolis, Paris, is only a few hours distant and lines ra¬ diate from it to all parts of Europe. It is the most convenient center for trips into Germany, Switzerland, Spain, the French and Italian Itivieras. and trav¬ elers en route to Egypt and the east LIGHTHOUSE, CHERBOURG. find the most expeditious routes con¬ veniently accessible by magnificent trains de luxe via Marseilles and Brin¬ disi. Under no circumstances ever stop at a hotel in Cherbourg. The train ser¬ vice to Paris is abominable, and one steamship company threatened to aban¬ don it as a port of call, if conditions HARBOR OF CHERBOURG. were not improved. It is a shame that such an ideal port should be so badly served. HAVRE. Distance from Paris, 142 miles. Havre is the port of landing for steamers of the (’ompagnie Gen Stazione di Termini on the Piazza di Termini, in the neighborhood of the large hotels and about three-quarters of a mile from the Piazza Venezia in the center of the city-. Cab Fares.—One or two persons, 1 li¬ ra per course or 2.25 lire per hour. s' G* S Q°'° .' V Mi 0 A° (V v (v 2 '°“ & & *cc -S 1 — SECTION OF ENGLISH ROADBED Showing care in construction which renders riding comfortable 2S'6 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL CUSTOM HOUSE REGULATIONS. Custom House Regulations.- —Examina¬ tions are generally made at the station nearest the frontier. Thus from Belgium to Germany luggage is examined at Her- besthal, and at Verviers in the reverse direction. Passengers must always be present at the Custom House Examinations, and hand their keys to the examining officer. The Customs Examination is one of the greatest drawbacks to the pleasures of foreign travel, but passengers will do well to remember that civility costs nothing, and may purchase much, and that the custom house officers are merely performing a duty , perhaps as disagreeable to themselves as to the traveller. List of stations at which baggage is generally examined:— Aix-la-Chap. (Ger.) Ala (Aust.) AlexandroV (Russ.) Alt-Munsterol (Ger.) Asch (Aust.) Avricourt (Alsace) Bale (Switz.) Belgrade (Serv.) Blandain (Belg.) Bentheim (Ger.) Bodenbach (Bohem.) Brigue (Sw.) Brody (Aust.) Burdujeni (Roum.) Cerbere (Fr.) Cervignano (It.) Charleroi (Bel.) Chiasso (Switz.) Constance (Baden) Cormons (Aust.) Cranenburg (Ger.) Dalheim (Ger.) Delle (Switz.) Domo d’Ossola (It.) Eger (Aust.) Elten (Ger.) Emmerich (Ger.) Esschen (Belg.) Eydtkubnen (Ger.) Flushing (Holl.) Furth, I. W. (Bav.) Friedrichsh’fen (Wt.) F’d’rickshald (Nor.) Feignies (Fr.) Geneva (Switz.) Goch (Ger.) Granitza (Russ.) Hendaye (Fr.) Herbesthal (Ger.) Iran (Spa.) Iselle (It.) Itzkany (Aust.) Jeumont (Fr.) Kaldenkirchen (Ger.) Kiel (Ger.) Kleinbettingen (Lux.) Kufstein (Aust.) Lausanne (Switz.) Lindau (Bav.) Malmo (Swed.) Modane (Fr.) Mon (Swed.) Mons (Belg.) Moustron (Bel.) Noveant (Ger.) Nymegen (Holl.) Oderberg (Aust.) Oldenzaal (Holl.) Orsova (Hung.) Oswiecim (Aus.) Pagny sur Mile. (Fr.) Paris (Fr.) Passau (Bav.) Peri (It.) Petit Croix (Fr.) Podwoloczyska (Aus.) Pontarlier (Fr.) Pontebba (Ital.) Port Bou (Sp.) Predfeal (Rou.) Radzivillov (Russ.) Rosendaal (Holl.) Salzburg (Aust.) •Schaffhausen (Sw.) Singen (Bad.) Splugen (Switz.) Sterpenich (Belg.) Szczakowa (Aus.) Tetschen (Boh.) Thorn (Ger.) Udine (It.) Uiflingen (Lux.) Valenciennes (Fr.) Vallorbes (Switz.) Venlo (Hoi.) Verviers (Belgium) Verciorova (Rou.) Vintimille (It.) Voitersreuth (Aust.) Voloehisk (Russ.) Wirballen (Russ.) Zevenaar (Holl.) Zimony (Hung.) A few words upon the system of examining through registered luggage may not be out of place here. Luggage registered through from London to Paris is examined on arrival at Paris; if not registered through it is examined at the landing port. Luggage may be reg¬ istered through from London or from Paris to any of the chief Italian Cities, and examined at Modane or Chiasso (if registered to Turin via Modane it is examined at Turin)— Custom House open from 6.8 a.m. to 11.0 p.m. only; and coming from Turin it is examined at Modane, or in some cases on arrival at Paris. But all luggage not examined in Modane or Chiasso is sent to destination in bond at owner’s cost, great trouble and delay being occasioned thereby. In returning from the Continent to London via Dover hand baggage, and registered baggage for St. Paul’s or Holborn, is examined on board between Calais and Dover. Baggage cannot be registered to Herne Hill, but should be either registered to Victoria and examined there, or to Dover, where it would be examined. In this case, however, it would hardly be possible to proceed by the boat train to London. Luggage registered to Switzerland or Italy via Calais and Paris is examined at Calais and the Swiss or Italian frontier. Luggage registered to London by the Night Mail service via Calais or Ostend is examined at Dover; by other services at Victoria or Charing Cross. Luggage registered through from London to Switzerland via Ostend and Strassburg, is examined once at Bale. Regis¬ tered luggage from Germany to London is not examined in Belgium. Baggage regis¬ tered from London to Switzerland and Italy via Dieppe, Paris, and P.L.M. Railway is examined by the Customs at Dieppe, as well as the Swiss or Italian frontier. Baggage registered to the South of France is also ex¬ amined at Dieppe, and if registered to Paris is examined at St. Lazare Station. Luggage registered from the Continent to London via Dieppe is examined at Newhaven. At Calais, Boulogne and Dieppe, licensed facteurs can be engaged to assist in passing hand baggage, &c., through the Customs at a fixed charge of 60c. per package. If it is desired to register baggage from any other station than London to places beyond Paris, at least 24 hours’ notice must be given at the departure station. Flushing Route.- —Luggage registered from London to a Dutch Station is examined at Flushing. Luggage registered from Lon¬ don to German, &c., towns via Boxtel and I Vesel is examined only once—at Goch. Luggage registered from a German or Dutch Station to Victoria or Holborn Stations by train arriving weekday mornings is examined only once—at destination. That registered to St. Paul’s at Holborn. All other luggage is examined at Queenboro’ Pier. Tobacco.- —Only 40 grammes (IGoz.) of Tobacco is allowed to be taken into Italy by any one traveller, duty free. Passengers found in possession of more than (his quantity are liable to a fine of 71 fcs. anywhere in Italy, unless they can prove that duty has been paid. The duty on Tobacco entering France is 15 fcs. per kilo, on Turkish Tobacco 25 fcs., cigars and cigarettes 50 fcs. per kilo, Jewelry, 5 fcs. per kilo. Passengers entering France are allowed to take with them not more than 10 cigars, or 20 cigarettes, or 40 grammes of SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 287 tobacco free, provided the same be declared. If not declared it is liable to seizure, and the owner is liable to a fine of five times the duty, which is 50 fcs. per kilo on Oriental and 14 fcs. on other tobacco. Duty on woollen clothes 2 fcs. 70c. per kilo; with embroidery, 10 fcs. 70c.; linen clothes, 6 fcs. and 14 fcs.; silk clothing, 3 fcs. and 11 fcs. Tea, —The duty on Tea entering France is 2 fcs. 68 per kilo (about 1/ per lb.), The following are prohibited-—False money, extracts of coffee, chicory, tobacco stalks stripped of the leaf, tobacco stalk flower, copyright books reprinted abroad, articles with marks or names imitating those of British manufacturers. BAGGAGE REGISTERED OUTWARDS via DOVER. Baggage Registered to Via Will be examined at Paris. Brussels, Antwerp, Liege, Spa, and Verviers.1 . . . Brussels, Antwerp, Liege, Spa, Verviers, Ghent, Bruges, Ostend and Louvain. Aix-la-Chapelle (T. Templeband). Ditto. Amiens, Lille, Ghent, Roubaix and Tourcoing. Cologne, Bonn, Coblence, Mayence and Frankfort (O.M.).. Ditto ditto Any German Station (Via Herbesthal). Calais . Calais . Paris. Blandain. Ostend Ostend. Calais.... Ostend.. . Calais.. . . Calais. . . . Ostend.. . ( Calais 1 i or > I Ostend ) A i x-la-Chapelle. Ditto. Calais. Herbesthal. Ditto. Herbesthal. Any Austrian Station (Via Herbesthal) Any German Station (Via Bleyberg).. Any Russian Station. Bale (Via Luxemburg). Strassburg do. ( Calais 1 < or ( Ostend ) f Calais | J. Ostend J Calais I or /- Ostend J / Calais 1 j Ostend / / Calais [ i Ostend ) Herbesthal and Bodenbach or Passau or Salzburg Aix-la-Chapelle. Herbesthal and Wirballen. Bale Bettingen Baggage registered for Brussels, or any place not beyond Verviers, when unclaimed by owner, will be found at Brussels; and for any place beyond Verviers, will be found in such a case at Herbesthal. In this case there will be a trifling expense for Customs formalities. Baggage being conveyed from the East westward destined for Belgium , is examined at Verviers, Baggage passing through Belgium for either France or England is not examined at all by the Belgium Customs. UNITED STATES CUSTOM DUTIES. Animals for breeding purposes, with certificate. . . .Free Animals, otherwise .20 per ct. Antiquities, not for sale . rree Books, new .25 per ct. Boots, Shoes, Leather 10 per ct. Bronze, manufactures of .. ... .45 China, Porcelain, and Parian Ware, plain ., China, gilded or ornamented .60 Clothing, wholly or part wool. .. j 50 g 0 per ct! Clothing, Linen.50 “ Cutlery and Plated Ware.40 per ct. Diamonds and Precious Stones, set... 60 per ct. unset, 10 per ct. Furs, manufactured.50 per ct. Glove., Kid... {»■««<. ».80 Gold and Silver Ware. Paintings New. Paintings by American artists.. Photographs. Shawls, Camel's Hair or Wool.. Silk, Dress, Piece and Laces.... Statuary, Marble. Stereoscopic Views. Umbrellas, Silk or Alpaca. Velvet, Silk. Watches. .. .45perct. .. 15 per ct. .Free . . 25 per ct. 44c. per lb. 60 per ct. ..60 “ ..15 “ . .25 perct. ..40 “ $1.50 per lb 15 per ct. ...25 “ Every person is entitled to one watch of foreign manufacture. Specified duties in ad¬ dition are levied on certain classes of goods. 2S8 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL U. S. GOVERNMENT CUSTOM CIRCULAR. NOTICE TO PASSENGERS. The customs laws and regulations re¬ fill ire an examination of all the baggage and effects of passengers arriving in the United States from foreign countries. Before such examination can take place passengers are required by law to state what articles they are bringing with them that were obtained abroad. This information must be given upon forms provided for that purpose, which are en¬ titled “Baggage Declaration and Entry.” Passengers should observe that there are two forms of declaration, one for residents and the other for nonresidents. Black for residents, red for nonresidents. These forms will be distributed to pas¬ sengers during the early part of the voy¬ age by an officer of the ship. When a passenger has prepared and signed the declaration, the coupon at the bottom of the form should be detached and the form should be given to the officer of the ship designated to receive the same. Dec¬ larations spoiled in the preparation should not be destroyed, but should be turned over to the purser, who will fur¬ nish a new blank to the passenger. After all the baggage and effects of the passenger are landed upon the pier, the coupon which has been retained by the passenger should be presented at the inspector's desk, whereupon an inspector will be detailed to examine the baggage. ✓Dassengers must acknowledge in person, on the pier, their signatures to their declarations. For purposes of administration, pas¬ sengers are divided into two classes, viz. : 1. Nonresidents of the United States. 2. Residents of the United States. The division of passengers into non¬ residents and residents in nowise affects citizenship. Nonresidents are— (a) - Actual residents of other coun¬ tries. (b) Persons who have been abroad continuously for tw T o years or more who elect to declare as nonresidents. Residents are all persons who have been residents of the United States and who have been abroad less than two years. Residents of the United States must declare all wearing apparel, jewelry, and other articles, whether used or unused, on their persons, or in their baggage, which have been obtained abroad by pur¬ chase or otherwise, with the foreign cost or value of same. They shall state, as well, all wearing apparel, jewelry, or other articles taken out of the United States, which have been remodeled or improved while abroad so as to increase their value, the said statement to in¬ clude the cost of such improvement. If the articles so declared are for others, or to be used in business or for sale, these facts should be stated in the declaration. Residents of the United States are al¬ lowed one hundred dollars’ worth of ar¬ ticles at their present foreign value, free of duty, provided they are not for sale or to be used in business, and are prop¬ erly declared. In the case of minors, the exemption of one hundred dollars' worth of articles obtained abroad is re¬ stricted to such articles as are for the bona fide use of such minor. Use does not exempt from duty wear¬ ing apparel or other articles obtained abroad, but due allowance will be made by appraising officers for wear or depre¬ ciation. Residents of the United States mav bring with them, free of duty, all wear¬ ing apparel and other personal effects taken by them out of the United States which have not been remodeled or im¬ proved abroad so as to increase their value. Residents of the United States must not deduct the one hundred dollars ex¬ emption from the value of their wearing apparel or other articles obtained abroad by purchase or otherwise. Such deduc¬ tion will be made by customs officers on the pier. Nonresidents of the United States arc entitled to bring in free of duty such ar¬ ticles as are in the nature of wearing apparel, articles of personal adornment, toilet articles, and similar personal ef¬ fects actually accompanying the passen ger and necessary and appropriate for his or her wear and use for the pur poses of the journey and present com¬ fort and convenience, and are not in tended for other persons nor for sale, without regard to the $100 limitation. Citizens of the United States may have this privilege, provided it is shown to the satisfaction of the collector’s representative on the pier, subject to the collector’s approval, that they are bona fide residents of a foreign country. Household effects of persons or fam¬ ilies from foreign countries will be ad¬ mitted free of duty if actually used abroad by them not less than one year and not intended for any other person nor for sale. Articles intended for other persons, for use in business, and household ef¬ fects, must be so declared. All cigars and cigarettes must be de¬ clared, and are not included within the one hundred dollars exemption. Each passenger, over eighteen years of age, is entitled to bring in, free of duty and internal-revenue tax. either 50 cigars or .S00 cigarettes, for his or her [ !j bona fide individual personal consumption. The senior member of a family, if a passenger, may make declaration for the entire family. Ladies traveling alone should state the fact in their declarations and entries in order that an expeditious examina¬ tion of their baggage may he made. The exact number of pieces of bag- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 289 gage, including all trunks, valises, boxes, packages, and hand bags of all descrip¬ tion accompanying the passenger, must be stated in the declaration. Whenever practicable, passengers should present the original receipted bills of foreign purchases. Passengers dissatisfied with values placed upon dutiable articles by the customs officers on the piers may de¬ mand a re-examination, but application therefor should be immediately made to the officers there in charge. If for any reason this course is impracticable, the packages containing the articles should be left in customs custody and appli cation for reappraisement made to the Collector of Customs, in writing, within two days after the original appraise¬ ment. No request for reappraisement can be entertained after the articles have been removed from customs cus¬ tody. Upon application to the customs of¬ ficer in charge on the pier, baggage in¬ tended for delivery at ports in the Uni¬ ted States other than the port of ar¬ rival, or in transit through the United States to a foreign country, may be for¬ warded thereto without the assessment of duty at the port of arrival, by the various railroads and express compa¬ nies, whose representatives will be found on the pier. Passengers desiring to have their baggage forwarded in bond should indicate such intention and state the value thereof in their declarations, before any examination of the baggage has been made. Government officers are forbidden by law to accept anything but currency in payment of duties, but, if requested, will retain baggage on the piers for twenty- four hours to enable the owner to se¬ cure the currency. Passengers are advised that to offer or give gratuities or bribes to customs officers is a violation of law, and cus¬ toms officers who accept gratuities or bribes will be dismissed from the ser¬ vice, and all parties guilty of such of¬ fense are liable to criminal prosecution. Any discourtesy or incivility on the part of customs officers should be re¬ ported to the collector at the Custom house, the deputy collector or the depu¬ ty surveyor at the pier, or to the Secre¬ tary of the Treasury. An act of Congress of 1897 expressly forbids the importation into the United States of garments made in whole or in part of the skins of seals taken in the waters of the North Pacific ocean, and unless the owner is able to establish by competent evidence and to the satis faction of the collector that the gar¬ ments are not prohibited they can not be entered. In order to secure prompt identifica¬ tion and thereby facilitate the passage through the Customs upon return of val¬ uable personal and household effects, taken abroad by persons leaving the United States, the articles may be reg¬ istered with the collector at the port of departure or the port at which the jour¬ ney commences. Under Sections 2802 and 3802 of the Revised Statutes of the United States, articles obtained abroad not declared are subject to seizure, and the passenger liable to criminal prosecu¬ tion. The following is a portion of the text of a later circular, dated February 4, 1910: Paragraph 709, appearing in the free list of the present tariff act, govern¬ ing passengers’ baggage, is as follows : 709. Wearing apparel, articles of per¬ sonal adornment, toilet articles, and similar personal effects of persons ar¬ riving in the United States; but this exemption shall only include such ar¬ ticles as actually accompany and are in the use of, and as are necessary and appropriate for the wear and use of such persons, for the immediate pur¬ poses of the journey and present com¬ fort and convenience, and shall not be held to apply to merchandise or ar¬ ticles intended for other persons or for sale: Provided, That in case of residents of the United States return¬ ing from abroad, all wearing apparel and other personal effects taken by them out of the United States to foreign countries shall be admitted free of duty, without regard to their value, upon their identity being established, under appropriate rules and regulations to be prescribed by the Secretary of the Treas¬ ury, but no more than one hundred dollars in value of articles purchased abroad by such residents of the United States shall be admitted free of duty upon their return. It will interest the thousands of Americans who make their headquarters in the neighbor¬ hood of the Place de l’Opera to learn that the rumor that the Grand Hotel was to be no more is without foundation. The block it occupies is held to be one of the finest in the entire city, and fabulous offers have been made for it with a view of turning the build¬ ing into an immense shop, but the proprietors have announced that they have no intention of parting with the famous hostelry. Thousands of Americans who go to Europe in the summer make a visit to some cure resort. Carlsbad has its thousands of Amer¬ ican votaries, and hundreds of others go to Marienbad, just eighteen miles away, where the King of England takes the waters every year, and still others go to Nauheim', Germany, especially if they have some cardiac trouble. Bad Kissingeni, which has been famous as a cure place since the sixteenth century, is drawing more and more Americans each year. The “ Rothesand ” Lighthouse is situated on the boundary line between the Weser and the North Sea. It was erected in 1883- 1885 at a cost of over £40 000 (excluding the lighting apparatus). The work of sinking and building is a masterpiece of engineering craft. 290 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Cat. No. 936 FORM FOR RESIDENTS OF THE UNITED STATES. BAGGAGE DECLARATION AND ENTRY. Port of . I j ..declare that I am a resident of.. State of., United States of America, and have with me, belonging to myself and....accompanying me, the following: (State whether wife, child, maid, etc.) TRUNKS BAGS OR VALISES OTHER PACKAGES TOTAL NO. OF PIECES That all of the articles in said baggage or on my person or the persons of those accompanying me which have been obtained abroad , together with the cost price of each item purchased, or the actual market value if obtained by gift or otherwise than by purchase, are fully set forth and described in the following entry; and that no article contained in said baggage or on my person or the persons of those accompanying me is intended directly or indirectly for sale, except as noted in said entry: ENTRY OF ARTICLES OBTAINED ABROAD. Description of Articles (To be filled in by passenger) Foreign Cost or Value (To be filled in by passenger) (The spaces below are for the use of Customs Officers only) Declared to before me this day of ,19.... Acting Deputy Surveyor. Passenger. INSPECTOR’S RETURN TO COLLECTOR I certify that I have examined the above.pieces of baggage and found (State" Entry correct” or" Excess as noted.”) Inspector. Duties paid me as above. 4 Value as noted: Appraiser's Examiner. Collector's Clerk. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 291 NEW YORK HARBOR ARRIVAL AH On reaching New York the stewards will paste a letter corresponding to the first letter of the passenger’s name on all baggage, so that when all the baggage is ashore it is classified ac¬ cording to letters. Passengers should see that all of their pieces of baggage are collected together at one place, and NEW YORK that the number tallies with the num¬ ber of pieces noted in the declaration. COURTESIES OF THE PORT Courtesies of the port, so-called, are practically a thing of the past, and there is no surer way to have the bag- 292 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL gage searched rigorously than to ob¬ tain the good offices of some one in the Customs service. There are, how¬ ever, certain high officials, such as Ambassadors, Ministers, Consul Gen¬ erals, etc., together with certain offi¬ cers of our own government, who re¬ ceive free entry of baggage without examination, not only for themselves and their families, but also their suites. Customs authorities are also willing to extend all possible courte¬ sies in the case of illness or sudden disaster. The baggage is landed and examined at once. Where special fa¬ cilities of this kind are needed, the Collector should be consulted as to the proper method of procedure. It is expressly forbidden to import into the United States garments made in whole or in part of the skins of seals taken in waters of the North Pacific, and unless the owner can prove to the satisfaction of the col¬ lector that the garments are not pro¬ hibited, they cannot be entered. _ We have already referred to the registra¬ tion of garments which are taken abroad. The pilot is taken on from the pilot boat wdiich cruises up and down at the entrance to the Ambrose Channel, as most large vessels use this splendid channel to-day. On reaching the bridge the pilot takes control of the movements of the steamer. The ar¬ rival of the steamer in home waters has been reported from Fire Island, and word will be sent to those who have arranged with the telegraph com¬ panies for this service ; $1.00 for New York and vicinity. This matter is re¬ ferred to under “Telegraph and Ca¬ bles.” Those who wish to notify their friends by wireless can of course do so with the assurance of immediate de¬ livery for $1.50. Quarantine is situ¬ ated at the point opposite the resi¬ dence and dock of the boarding officer, who represents the State of New York as its health officer. There is usually little sickness on board (except pos¬ sibly in the steerage), which might cause the boat to be detained. If the doctor clears the ship she can proceed to her pier. When several vessels ar¬ rive at the same time there is often more or less delay. Revenue officers also come aboard at Quarantine and land with the passengers. Declara¬ tions like the blank submitted a few pages back, are given to the passengers to fill out by the stewards; these are collected by the revenue officers. On landing be sure that your baggage is together and that the number of pieces correspond with the number of pieces mentioned on the declaration. Have all the trunks, etc., unlocked when the examining officer is assigned you. An¬ swer all of his questions courteously, remembering that he is the representa¬ tive of the Treasury Department, and that it is his duty to make a search¬ ing examination if he deems it neces¬ sary. As a matter of fact, if the amount of purchases do not exceed the amount permitted by law, and there have been no misstatements made in the declaration, the business is much expedited, and many travelers make voyage after voyage without experi¬ encing the least discomfiture. Occa¬ sionally, however, the inspector’s sus¬ picions will be aroused and he will make a very searching examination, THE ARRIVAL OF THE PILOT AT NEW YORK.—Coming over the rail. which may even extend to the person. It is most trying to have all one’s clothing, especially soiled linen, emptied out on the dock, but the reve¬ nue must be protected. Discipline among the baggage inspectors has recently been raised to a high degree. It is against the law to offer inspectors money for the performance of their duty, or rather the non-performance of it, and the passenger will save him¬ self trouble by omitting to give the inspector anything. If the inspector is caught he is summarily discharged for the good of the service. There was a time, some twenty or twenty-five years ago, when this evil was very pronounced, hut at the present time it is highly dangerous. As soon as the 293 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Syt----. jp GRAND CENTRAL H0LLAND-AMER1CA NORTH GERMAN LLOYD’ Hamburg American' LACKAWANNA RR HOBOKEN JERSEY CITY PENNSYLVANIA R.R. LEHIGH VALLEY HR HUDSON TUBE ROUTE HIGHEST DAY’S RUN OF VESSELS 20 KNOTS AND BETTER “ Mauretania”. “ Lusitania”. ” Deutschland”. *' Kronprinzessen Ceeilie”. *’ Kaiser Wilhelm II.”.. “ Kronprinz Wilhelm ”... Speed Eastward . 23 H ” .564 “ . 20 y 2 “ 552 ” Westward 673 sea miles 666 “ 601 “ 600 “ 596 “ 582 “ “ Mauretania” .... HIGHEST SPEED Lusitania ”. . . . Y\ 6SI (JU.UO Deutschland ”.. . Kronprinzessen Ceeilie”. . . zU.lo Kaiser Wilhelm II.” Kronprinz Wilhelm” . JU.IZ Associated'Press! 1 ^ COrrected by Capt ’ A ’ W ' Lewis - Chief of the Ship News Service of the 291 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL necessary Customs stamps have been affixed to each piece of baggage, the visitor can proceed to the gate, where sometimes a final examination is given if there are suspicious circumstances. Usually only the carriages from one livery stable are allowed on the pier, although other vehicles may await the passenger outside. The charges are fixed and generally high. Passengers who land in Hoboken can walk from any of the three docks to the Lacka¬ wanna Ferry, or they can take the tunnel either to Twenty-third Street, New York, or by way of Jersey City, stops being made at the Erie and the Pennsylvania Railroad stations. The southern terminal of the tunnel is at Church and Fulton Streets, only one block west of the Subway. Remember the western stairs lead only to down¬ town platforms; cross the street for uptown trains. All trains are express trains which run uptown past Fulton Street station. Going north, the sta¬ tions are: Brooklyn Bridge, 14th Street, 42d Street (the Grand Central —and Hudson River Railroad, the Harlem Railroad, and the New York. New Haven and Hartford Railroad), 72d Street, and 96th Street. The road bifurcates at this point, one branch, Broadway, red light or lights, running up on the west side as far as Van Cortlandt Park, while on the other branch, green light or lights, which is called the Lenox Avenue division, it runs to the eastward and up into the Bronx. Those who wish to go to Brooklyn can take the express trains at Fulton Street, going south or “downtown” to Brooklyn. Those who wish to go to Staten Island can change at Bowling Green to a South Ferry subway train, if no South Ferry express is available. Maps will be found in every subway station which will show all the stations and the principal objects of interest. Those who are desirous of proceeding up¬ town by the elevated roads can leave the western entrance of the terminal building and take the Sixth or Ninth Avenue Elevated at Cortlandt Street. They can be transferred to the Second or Third Avenue Elevated by taking a south-bound train to South Ferry and transferring. Those who arrive at piers in New York on the Hudson River have the option of taking a number of different forms of convey¬ ance. If the hand baggage is light, no carriage need be taken at all. Sur¬ face cars can be reached by a walk of one or two blocks, also the Ninth Avenue Elevated, and the stations of the Hudson and Manhattan railroad system (Jersey tunnels) can be reached from piers near Christopher Street; the Christopher Street station ife about two or three minutes’ walk from the river. The subway proper cannot be reached without taking a cross-town car. Those who arrive at piers near 14th Street can take the 14th Street cross-town line, which crosses all north and south roads, in¬ cluding the subway at Fourth Avenue ; this is an express station, from which fast trains may be taken to points north or south. Those who wish can obtain taxicabs at the piers, and they will have the satisfaction of knowing that they are only paying the legal fare which is shown on the indicator. Strangers, especially those who are fresh from Europe, should remember that cab fares in New Y 7 ork are very high, so high, in fact, that many na¬ tive New Yorkers eschew them en¬ tirely. The legal rate of fare which must be carried by every licensed haekman is as follows : For each mile or any part thereof, 50 cents; for every additional half mile or part thereof, 25 cents; for any stop over five minutes in the trip, fifteen min¬ utes or fraction thereof, 25 cents: coaches, for one mile or any part thereof, $1.00; for each additional half mile, or part thereof, 50 cents; for any stop over five minutes, stops of fifteen minutes or fraction thereof. 40 cents. There are hourly rates which only apply to shopping or calling, the rate is then $1.00 an hour for a cab, or 50 cents for each additional half hour; coaches, $1.50 an hour and 75 cents for each additional half hour. The taxicab service is as follows : For each taxicab for two people, 30 cents for each half mile; for each additional quarter mile or any part thereof, 10 cents; for waiting time at the rate of $1.00 an hour; for taxicabs intended to seat four persons inside, 40 cents for the first half mile and 10 cents for each additional quarter mile; for waiting time, $1.50 an hour. For each piece of baggage other than hand bags or dress suit cases, 25 cents per piece. In this connection, by taxicab is meant a motor cab having a taxi¬ meter. _ If you are abroad at a time near one of our national holidays, as July 4th, always call at the Embassy or Consulate; frequently dinners and receptions are arranged for, to which you can readily be invited. RAILWAYS RAILWAY TICKETS Railway tickets should be purchased as soon as possible after the ticket windows are open, which is often only a few minutes before the departure of the train. In England the ticket office is termed the “booking office” and the ticket seller the “booking agent.” The word “single” is used for a trip one way and “double” for what we would term a round or reLirn ticket. Thus you will ask for “two single firsts,” meaning two first-class tickets in one direction or “one double third,” mean¬ ing one third-class round trip ticket. In France the ticket window is termed the “guichet” and the ticket is called a “billet,” and the class should be specified as in England. When a round-trip ticket is required, ask for a ticket “aller et retour.” If you are not familiar with the French language make the conversation at the ticket window as brief as possmle to prevent confusion. In another section of this book will be found all that is necessary in the way of travel talk. LOST TICKETS Where railway tickets are lost on the Continent fare is again exacted, but a receipt will be given and the money will be refunded if the ticket should be found. There is little chance of being cheated in purchasing a rail¬ way ticket, as the price is usually printed on it, but travelers should be very careful in seeing that they obtain the right change. In traveling in Eng¬ land, especially on the first class, it is not customary for the English people to hold very much conversation with their neighbors, but they are nearly always civil. They will ask you if you have seen the paper, or if you wish more ventilation, or similar ques¬ tions. Occasionally, however, you will meet persons who maintain a stony si¬ lence throughout even a trip of hours. LOST FROPERTY If any of your belongings are left in the railway compartment, notify the lost property office of the railway. The ticket seller’s or bureau of information will be glad to give you the necessary particulars. CLOAK ROOMS Cloak rooms, or parcel rooms, as we might call them, will be found in every railway station in Europe. They are a great convenience, and in Eng'- land baggage can be forwarded in their care. The charge in England is usu¬ ally about one penny a day for the first two days and three pence a day for each succeeding day for small ar¬ ticles. A slightly increased charge for heavier pieces is made the first 48 hours. With the convenience of the cloak room it is rarely necessary to have a trunk sent to hotels except where a stay of several days is to be made, as the trunks can be packed and repacked in the cloak room. A small fee should be given to the attendant under these circumstances, but this need not exceed three pence. ADMISSION TO STATIONS On many stations abroad passengers are not allowed to go on the platform until the train is ready. Sometimes, however, special tickets can be bought to give access to the platform. CARE OF PASSENGERS Great care is taken in Europe to avoid passengers getting on the wrong trains. Guards are very apt to in¬ spect all tickets before the train leaves the station. Names of the stations are called by the guards in every compart¬ ment, and the signs on the railroad stations are very prominent. Tickets are usually collected before the ar¬ rival at important stations like Paris, but sometimes tickets are collected at the exit. RAILWAY FARES The annexed tables of fares are only approximate. It is impossible for a guide which is not revised at very short intervals to indicate cost of transportation except in a very gen¬ eral way. As a matter of fact, how¬ ever, railroad rates do not vary great¬ ly from time to time, so that neither the editor nor publisher can be held responsible for any errors or uninten¬ tional mistakes. 295 296 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL APPROXIMATE RATES AND TIME From Hamburg j From Paris To Time First Class Second Class Third Class Time First Class Second Class Third Class hrs. $ $ $ hrs. $ $ $ Aix-la-Chapelle. 9 10.00 6.40 4.10 9* 9.10 6.30 4.15 9 9.50 6.60 4.50 11 11.45 8.15 Antwerp. 10 13.75 10.00 7.80 8 8.00 5.55 4.50 Alexandrowo. 13 14.20 9.00 6.00 29 22.50 14.45 9.45 Baden-Baden. 15 14.50 9.10 7.00 10* 13.00 8.55 6.00 Basel. 17 17.60 11.10 7.30 9 12.15 8.10 6.25 Bayreuth. 15 13.00 8.05 6.00 21 21.50 14.00 11.50 Berlin. 3* 6.00 4.00 2.50 18 22.55 14.50 9.50 Berne. 19* 20.00 12.70 8.10 13 14.50 9.75 7.10 Bodenbach. 10 10.75 6.80 4.50 26 26.60 17.15 13.50 Bonn. 10 10.00 6.20 4.10 9 11.40 7.65 5.15 19 19.60 13.00 3* 5.85 4.00 Braunschweig. 3* 4.50 3.00 2.00 23 17.75 11.45 8.35 Bremen. 2 2.55 1.55 1.00 17 17.40 11.45 7.55 Breslau. 9 12.55 7.90 5. 15 23 30.00 19.25 15.00 Brussels. 12 13.75 8.70 6.00 5 7.05 5.00 3.50 Budapest. 21 25.50 17.60 10.65 28 37.35 23.85 18.50 Calais. 16 18.55 12.10 9.50 4* 7.00 4.70 3.75 Carlsbad. 15 14.35 8.95 5.50 26 24.15 15.55 12.00 Carls ru he. 14 13.70 8.60 6.50 12 13.55 9.00 6.00 Cassel. 6* 7.45 4.60 3.50 17* 19.25 12.55 9.75 Chemnitz. 9 9.15 5.75 3.80 20 26.10 16.75 12.25 Christiania. 34 21.00 14.40 9.15 51 40.80 27.35 17.65 Coblenz. 9 12.45 7.85 5.75 13 13.50 9.00 7.25 Cologne. 8 9.20 5.75 3.80 9 10.65 7.20 4.75 Copenhagen. 10 7.25 5.80 3.60 27 27.25 18.80 12.10 Danzig. 14* 15.55 9.65 6.80 25 32.15 20.35 14.00 8* 11.30 7.10 4.65 13 16.00 10.35 Dresden. 6* 9.50 6.00 4.00 25 24.45 15.65 10.25 Dusseldorf. 7 8.40 5.30 4.15 8* 11.50 7.75 5.20 Eisenach. 12 8.65 5.50 3.75 18 19.70 12.70 9.75 Elberfeld. 7 9.00 5.70 4.40 10 11.60 7.85 5.15 13 10.75 6. SO 4.65 25 23.50 15.10 Ems. iii 12.45 7.85 5.75 12 13.90 9.25 7.40 10 8.70 5.60 3.80 17* 21.00 13.75 Essen. 6 8.40 5.30 4.15 11* 12.35 8.30 5.45 Florence. 38 34.50 22.75 15.00 28* 29.45 20.25 Frankfort a/M. 10 10.75 6.80 4.60 14* 15.60 10.50 6.95 12 11.30 7.20 4.85 18* 22.85 14.70 Freiburg i/B. 14* 16.55 10.65 7.25 12' 12.90 8.75 4.65 Giessen. 9 10.10 6.35 4.55 15* 14.95 10.00 6.80 23 23.60 15.95 11 00 12 13.35 9 10 27 31.45 20.50 13.80 22 23.00 15.75 10* 8.80 5.65 3.90 22 22.90 14.75 9' 9.30 5.80 4.10 19 20.35 13 10 Gothenburg. 22 12.85 9.10 5.85 40 32.70 22.10 14.35 12 10.75 7.75 5.40 11 10.60 7.45 Halle. 7 7.10 4.55 3.20 ! 21 21.50 14.05 9.25 , 17 19.70 13.20 8.65 Hanover. 3* 4.15 2.60 1.95 14 1 17.70 12.00 7.95 Havre. 21 25.00 16.45 11.10 4 5.15 3.50 2.60 Heidelberg. 11* 13.00 8.15 5.50 16 ; 14.10 9.50 6.10 Hof. 12 11 .25 7.00 4.85 19 23.15 14 90 Homburg v-d-H. 12 11.10 7.00 4.75 i 15 15.45 10 25 Innsbruck. 18 20.65 12.80 8.50 20 21.80 14 55 Interlaken. 21* 21.45 13.80 9.30 15 14.35 9 85 Jrun. 30' 38.75 25.70 1 13 18.90 12 75 Kiel. 2 2.65 1.80 1.35 20 21.55 14 00 9.00 Kissingen. 13 11.00 7.00 4.55 20 19.25 12 35 Konigsberg i/P. i 13 18.05 10.95 7.35 27* 34.75 21.90 14.35 Kreuznach. 13 13.00 7.80 5.25 11 13.40 9 00 Lausanne. I 22 22.90 14.55 9.80 1 11 12.05 8.20 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 297 APPROXIMATE RATES AND TIME ( Continued ) From Hamburg From Parts To Time First Class Second Class Third Class Time First Class 1 o Second Class i Third Class hrs. 8 $ $ hrs. $ $ $ Leipzig. 6* 7.65 4.90 3.40 20 21.95 14.30 9.40 London via H. V. Hoi. . . 17 IS. 40 12.60 18 17.80 11.95 London v. Vlissingen. 20 18.40 12.60 24 25.20 17.20 8 14.60 10.30 24 19.70 12.55 8 35 15 14.35 9.80 1 1.80 1.35 1 00 19 21.25 13.45 27.15 17.70 8 11.80 8.00 49 54.10 37.00 26 34.25 24.00 Magdeburg. 6 5.40 3.60 2.50 201 19.85 13.30 8.70 13 12.60 7.75 5 55 17£ 15.10 9.90 14 12.50 7.80 5 20 33 23.45 15.05 28 35.00 23.00 12 19.70 13.30 Mayence. 91 11.45 7.20 4.70 14 14.50 9.60 6.20 20 25.80 16.80 11.10 25 25.50 17.35 16 14.75 9.30 6.20 91 9.05 6.15 23 24.00 15.95 17 21.75 14.85 Munich. 15 17.45 10.60 7.10 19 20.55 13.60 9.00 10 10.45 6.60 4.50 151 16.10 10.50 47 41.20 27.25 36 40.65 28.10 31 38.95 25.45 16.95 16 24.85 16.80 Nuremberg. 13 13.35 8.20 5.55 19 19.20 12.55 8.15 14 15.80 10.45 11 9.45 6.60 17 19.70 13.20 8.65 Posen. 9 10.50 6.65 4.50 22 27.95 17.75 11.65 10 15.00 9.80 6.10 27 30.85 20.10 42 40.85 26.95 31 34.75 23.95 12 10.50 7.45 4.95 9 10.10 7.10 17£ 20.10 12.20 7.95 27 23.65 15.20 Schaff hausen. 17 18.60 11.65 8.25 11 14.10 9.30 7.15 Stettin. 6i 7.65 4.90 3.75 21 25.20 16.15 10.60 24 17.10 11.80 30 36.95 24.80 1 37 38.30 26.15 53 54.90 36.85 21 15.30 9.70 6.30 9 11.35 7.55 12 14.85 9.30 6.25 14 15.50 10.15 11 14.70 9.35 6.90 11 11.20 7 55 29 34.55 23.75 14.55 34 34.70 23.70 27 30.65 20.10 16 18.60 12.65 (direct) l Q 1 29 30.55 20.10 25 28.75 19.75 27 27.55 18.00 23 25.70 17.60 | v. Basel Vienna via Berlin. 17 20.95 13.50 7.80 31 31.60 20. 10 v. Munich Warsaw. 15 21.35 14.45 9.40 29 38.00 25.20 16.45 Weimar. 10 8.60 5.45 3.65 1 20 21.45 13.80 Wiesbaden. 10 11.55 7.30 4.75 13 16.15 10.55 v. Frankft. 1 13 14.60 9.20 13 15.90 9.65 Zurich. 21 19.50 12.35 8.25 15 14.05 9.35 Second class rail travel is usually good, but third class is very fair in Germany, Belgium, etc. Always take first class in Italy and Spain. CIRCULAR TICKETS It is possible to get a circular tour ticket which will take the traveler from London to Belgium, Holland, Switzerland, France and Italy, and the number of combinations which can be made is almost endless, as will be seen by the circular tour itineraries which are published elsewhere. Even if a portion of the tour has to be abandoned, the saving will be very ma¬ terial. Consult a tourist agency or any of the big concerns who make a specialty of selling railway tickets, like the American Express Company, the International Sleeping Car Co., steamship companies, etc. 298 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL TIME BY EXPRESS TRAIN FROM BREMEN TO THE FOLLOWING PRINCIPAL POINTS City. Via Hrs. Min Aix-la-Chapelle (Aachen)...... Cologne. 7 37 Amsterdam. 5 19 Augsburg. Wuerzburg-Munich . 16 23 Baden-Baden. Hannover-Frankfurt. 10 28 4 48 14 9 Bayreuth. 14 25 Wuerzburg-Munich. . 22 15 Uelzen. 6 44 5 00 5 53 17 49 6 36 Braunschweig. 3 54 Breslau. Berlin. 12 00 Budapest. Berlin. 27 5 12 28 Carlsruhe. 9 28 Cassel. 5 12 Chemnitz. Leipzig. 9 45 34 4 Coblenz. 7 28 5 26 13 48 5 0 17 30 4 21 Dresden.. 10 12 5 9 Egar. 14 36 7 23 Elberfeld. 4 55 Ems. 9 33 Frankfurt. 7 28 Freiburg. 15 7 Munich-Salzburg. 29 9 Geneva. 20 54 Gothenburg. Kiel-Kopenhagen. 22 26 Hague, The. Salzburgen. 6 45 Haile . 5 59 Hamburg. 1 37 Hannover. 1 50 Harzburg. Hannover-Hildesheim. 5 1 11 26 3 23 Homburg. 8 28 Innsbruck. Wuerzburg-Munich. 21 55 Interlaken. 16 1 Halle. 9 40 9 28 Koenigsberg. 18 00 Lausanne. 19 37 Leipzig. 7 41 Luzern. 16 29 Luebeck. Hamburg. 3 41 Lugano. Cologne-Bale. 20 53 Madgeburg. Uelzen.. 5 28 Mainz. H anno ver-F ran kf urt. 10 21 Mannheim. Hannover-Frankfurt . 11 22 Marienbad. Leipzig-Eger. 17 48 Meran. Leipzig-Munich. 28 57 Moscow*. Berlin—St. Petersburg, Nord Express. 54 00 * By Nord Express, Thursdays and Sundays, from Berlin. The route via St. Petersburg is preferable to the direct route to Moscow, on account of the fast and excellent train service via St. Petersburg. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 299 TIME BY EXPRESS TRAIN FROM BREMEN TO THE FOLLOWING PRINCIPAL POINTS.— Continued. City. Munich. Nauheim. Nuremberg. . . Oldenburg... Osnabrueck... Prague. Regensburg. . Salzburg. Schwalbach St. Petersburg. Stettin. Stockholm. Strassburg. Stuttgart. Teplitz. Trieste. Vienna. Warsaw. Weimar. Wiesbaden.... Wuerzburg. . . Zurich. Via Wuerzburg Hannover. Wuerzburg Leipzig-Bodenbach. Leipzig-Eger. Wuerzburg-Munich. Frankfurt-Wiesbaden. Berlin-St. Petersburg, Nord Express Thursdays and Sundays from Berlin. Berlin. Kiel-Kopenhagen-Malmo .. Cologne. Frankfurt-Heidelberg. Leipzig-Bodenbach. Vienna, with 12 hours’ stop. Leipzig-Telschen. Berlin-Alexandrowo. Hannover-Nordhausen. Frankfurt.. Hannover-Elm. Cologne-Bale. Hrs. Min. 13 28 7 00 12 18 0 54 1 39 15 5 15 58 20 37 13 25 39 50 10 40 22 46 11 28 10 28 13 15 45 5 21 27 22 12 8 19 8 28 9 24 16 44 RAIL CONNECTIONS FROM GENOA. To Bellagio. .in 6 hours. Bologna. 8) '■ Cannes. 8 “ Como. 4) “ Florence. 6 Leghorn. 4 London. 28 Lucerne. 11 Marseilles. 13 Mentone. 51 " Milan. 3 To Monte Carlo. Naples. .“ 18 Nice. . “ 6 V Paris. . “ 27~ Pisa. 4 Rome. ...... Trieste. .“ 10) .“ 15 Turin. “ 31 Venice. 9J Verona. Zurich. .“ 7' .“ 12 CHILDREN’S TICKETS General local regulations of princi¬ pal countries : Austria, under 2 years, free; 2 to 10 years (under), half price. Belgium, under 3 years, free : 3 to 8 years (under), half price. France, under 3 years, free; 3 to 7 years, half price. Germany, under 4 years, free ; 4 to 10 years, half price. Great Britain, under 3 years, free; 3 to 12 years, half price. Holland, un¬ der 4 years, free; 4 to 10 years, half price. Italy, under 3 years, free; 3 to 7 years, half price. Switzerland, under 4 years, free; 4 to 12 years (under), half price. Proportionately less free luggage allowed to children. CHILDREN’S THROUGH BOOK¬ INGS FROM LONDON Single and return tickets are is¬ sued to children over 3 and under 12 to Boulogne or Calais, under 7 to Bale (via Laon), and to Brussels via Calais, and to Paris, Geneva and Mar¬ seilles, under 8 to Brussels via Ostend, over 4 and under 12 to Flushing. Chil¬ dren over 4 and under 10 can be booked from London to any destination in Belgium, Germany, and via Germany, via Calais, Ostend, or Flushing, except to Russian stations. The following rules apply to towns for which through children’s tickets are not issued: To London and Belgium (via Dover), to London and Germany (via Dover), to London and France, to London and Italy: Children above 3 and under 7 years of age will be charged full fares, except where one ticket is taken for two children travel¬ ing together. To Belgium, via Ostend, two children under 8 years of age can travel together with one adult ticket. PART II RAILROADS BY COUNTRIES. PORTERS’ FEES In this country the ordinary fee to a porter who looks after baggage at railroad stations is twenty-five cents, but abroad the fee of a quarter as much would be ample. A fee of three pence in England is sufficient, except where there is a very large amount of baggage, and in France a fee of twen¬ ty-five centimes, or five cents, is usu¬ ally sufficient. RAILROADS IN BELGIUM The railroads in Belgium are rather better than those in France. Tourist tickets are issued, available for fifteen days on Belgium state railroads and including the return passes between Dover and Ostend, for £3 3s. first class, £2 4s. second class. Children under three pay no railroad fare iu Belgium and half price from three to eight years. The spring and the autumn are the most agreeable times for a trip in Belgium. Tickets in Belgium are issued for tourist travel the same as in Switzer¬ land and some other countries. Thus a ticket is issued for 30 francs 7o centimes, about $G.15, first class, which is good all over Belgium for a period of five days. A ticket costing twice as much is good for fifteen days. These tickets are not transferable, and must have a photograph of the holder attached. Where extended tours are made in Belgium, these tickets are very desirable, but for the short trips usually taken by tourists just to Ant¬ werp and Brussels, the ordinary tick¬ ets will probably prove more economic¬ al. There are special points connected with these tickets which will be given by any tourist agency. Thus a fee of $1 is demanded when the ticket is issued, and this amount is returned provided that the rest of the ticket or any unused portion of the ticket is turned in. These tickets can be pur¬ chased in New York of the Belgian In¬ formation Bureau, Fifth Avenue, New York. Railway time in Belgium is on the twenty-four hour system. RAILROADS IN AUSTRIA The railroads in Austria do not dif¬ fer materially from those in Germany. For long runs the sleeping cars of the International Sleeping Car Co. are recommended, also their dining cars. The rules relating to bicycles and automobiles are referred to elsewhere. The Customs examinations are not over-stringent, the dutiable articles being new wearing apparel, jewelry, photographic apparatus, spirits, pe'r- fumery, tobacco, confectionery, playing cards, etc. The hotels are apt to be as good in Austria as in most of the sections of Germany. Of course, Carlsbad, Vienna, etc., have hotels of the first order. RAILROADS IN FRANCE In the main the trains on the im¬ portant railways between large cities are good, although there are many notable exceptions, such, for instance, as the train service between Cherbourg and Paris, which is abominable. A circular tour planned out by the trav¬ eler can be made on any of the French railways at a special reduced price, provided not less than 300 kilometers are traveled. 300 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 301 FRENCH RAILWAY TICKETS The cost of railway tickets in France depends of course on the class in which the travelers secure tickets, and this also depends on the length of the journey. First-class fare is the same as in the United States, second class is about the same, while the third class is less. Those who are thinking of making an extensive trip in France should purchase a kilometer book, which effects a very great saving. In fact, with one of these books it is possible to travel for a cent a mile first class. These books are sold for stipulated distances, and the time limit varies. The fare, of course, be¬ ing less for the longer trips. The fol¬ lowing are some figures taken from the P. L. M. time-table: Up to 200 kilometers, 27 francs, first class; 19 francs, second class: 13 francs, third class. Between 600 and 650 kilo¬ meters, the fares are 55 francs, 40 francs, and 26 francs, respectively. While the fares for 1,000-1,100 kilo¬ meters are 89 francs, 54 francs, and 43 francs, respectively. If a trip of 1,800 kilometers was projected, the expense would be 135 francs, first class; 95 francs, second class ; 66 francs, third class. In other words, there is a sav¬ ing on the first class of 27 francs over the rate which is charged for 300 kilo¬ meters. For longer distances the sav¬ ing is even greater. Thus, 3,000 kilo¬ meters may be traveled for 193 francs, first class, as against 27 francs for one-tenth the distance. These tickets are issued all times of the year. There are special rules governing the French circular tours and kilometer tickets, which may be learned by application to the tourist companies mentioned elsewhere. There are also sectional tickets, which are sold for a fixed sum. Any one may travel on these tickets in any part of the district which has been selected during the duration of the ticket. These tickets are issued for 15 or 30 days. There are seven such divisions of railways in France. There is also a curious system in vogue in Paris called the “permit system.” You purchase a permit for 95 francs, or $19. r lhis permit allows you to buy for a period of three months rail¬ way tickets in any of the seven divi¬ sions at half the regular prices. Tick¬ ets purchased under the permit are not transferable. The permit is undoubt¬ edly a good thing for those who in¬ tend to spend a considerable time in France, but it is questionable if this plan is of much use to the ordinary tourist. Wherever possible the accommoda¬ tions of the International Sleeping Car Co. should be secured. The different companies also have special compart¬ ments for an extra fare. For ex¬ ample, the Paris, Lyons & Mediter¬ ranean Co., or the P. L. M. as it is usually called in France, runs special compartments of three seats, which can be changed into couches at night. The supplemental fare for a seat in a train of this kind would be 33 francs 10 centimes for the “Rapide” train from Paris to Nice and 22 francs 10 centimes for the express train. Sixty- six pounds of baggage may be carried free on French roads. Children under three years pay nothing; half fare is charged for children from three to seven years of age. The custom-house officers look especially for tobacco, as that which is purchased in France is abominable. They also look for wear¬ ing apparel, jewelry, silks, matches, medicine, playing cards, firearms, etc. The rules and regulations relating to bicycles and automobiles are referred to elsewhere. The northern and cen¬ tral portions of France are most agree¬ able between the months of April and November, while the Riviera is seen at its best in the spring and autumn. RESTAURANT CARS These cars are attached to all trains de luxe of the International Sleeping Gar Co. and to almost every express train of importance on the Continent running during the daytime. Some of the more important trains also have saloon cars, smoking and non-smoking. The charges are prominently displayed on the bills of fare and vary somewhat according to the country through which the train is passing. Meals on the whole are very good, but are not always satisfying enough to Ameri¬ cans, who are used to having the heavv American breakfast. The following may be considered as average charges : Light breakfast (tea, coffee or chocolate, with bread and butter).lOd. to 1 /8 Lunch . 2/6 to 47- Dinner . 3 /6 to 6 /- Liquid refreshments of the best quality, which are not included in this tariff, are supplied at reasonable charges. 302 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL SLEEPING CARS ABROAD Sleeping cars are operated on cer¬ tain night trains between the impor¬ tant centers of Great Britain. While not as luxurious as the sleepers that we know in America, still the visitor will be made very comfortable. In some cases the sleeping cars are the only ones which are properly warmed by steam from the engine ; the primi¬ tive hot-water can, which is an abomi¬ nation, being provided for the ordi¬ nary coaches. These sleeping cars are usually of the corridor type, corre¬ sponding to wdiat we know as “state¬ rooms” on our trains. In England the cars are owned by the railway com¬ panies and they are only available for the first-class passengers. The extra charge for berths varies from 7s. Gd. to 10 shillings, according to the distance. They should always be taken by the traveler when long night journeys are contemplated, such as a trip to Scot¬ land. Many of the sleeping cars in Ger¬ many and Austria are also owned by the railways and are available for first-class passengers in all cases and sometimes for second-class passengers. The charge for berths is ten shillings and eight shillings, respectivelv. When an ordinary first or second-class com¬ partment in Germany is not crowded, the seats may be pulled out and a fairly comfortable rest can be taken. Pillows can be rented and the traveler should have his own rug. Accommo¬ dations on the French railways, with rare exceptions, are inferior in com¬ fort to the German roads. Passengers to Italy and Spain will find it more advantageous to travel first class, as this often allows them' to make the journey much quicker and also gives them the privilege of using sleeping cars when required. The second class is good enough for any one in Ger¬ many, Austria, Switzerland and on many lines in France. The third class is often as good as the third class in England, which is not used by the majority of travelers. The economy in third-class traveling is very great. In addition cars on the Continent which are owned by companies have a special service corresponding to our TIME BY EXPRESS TRAINS FROM PARIS TO THE FOLLOWING CITIES. City. Train Leaves Time, Hrs. Min. Amiens. Gare du Nord. 1 30 Basle. “ de l’Est. 8 30 “ du Nord. 19 Quai d’Orsay . 10 7 Boulogne. Gare du Nord. . 3 41 “ 4 30 14 30 1 30 7 “ fie l’Est, Mon Wed. Sat. 63 3 15 Quai d’Orsay, Tues. and Sat. 35 Gare de Lyon. 7 30 Madrid....,. Quai d’Orsay. 26 30 Marseilles. Gare de Lyon. 12 16 .* ii 15 30 ♦ i ii Orleans. Quai d’Orsay. 1 30 Rheims. Gare de l’Est. 2 Rome. 1 ‘ de Lyon. 30 Rouen. “ St. Lazare.. 2 St. Petersburg. “ du Nord, Wed. & Sat. 46 Strassburg. “ de l’Est. 8 Tours. Quai d’Orsay. 2 30 Treport. Gare du Nord (in summer). 3 30 Trouville. St. Lazare. 3 30 Turin. de Lvon. 16 Versailles. “ St. Lazare. 30 Vienna. “ de l’Est. 22 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 303 “Pullman” accommodations in this country. This is a service of the In¬ ternational Sleeping Car & European Express Trains Co. These cars are worked by the railway companies over whose lines they run. They hold from twelve to twenty berths and are di¬ vided into two-berth and four-berth compartments, which are by day trans¬ formed into separate compartments holding two and four persons. Each car is accompanied by an attendant, who is a linguist, and they are w 7 ell heated and contain all the accommo¬ dations which we expect on similar cars in the United States. The fares on these cars vary according to the distance of travel, but they may be called approximately as equal to one- third of a first-class fare. In Ger¬ many and Austria separate accommo¬ dations are also furnished for the use of second-class ticket-holders, provided that there is a vacant berth and that the necessary additional charges are paid. A separate railway ticket is re¬ quired for each berth reserved except in the case of certain trains. The sleeping-car accommodations should be engaged in advance at the agencies of the company, or, when there is room on board, of the conductor. The com¬ pany will dispose of any place reserved in advance if the passenger does not present himself to take possession, holding the necessary and proper tick¬ ets, at the station, or unless the com¬ pany has been regularly advised that the holder of the place will join the car en route. Children under three years of age, occupying the same berth with their guardians, pay half fare, but children over three and under seven years, members of the same family and sharing a bed, pay at the rate of an adult. One child above three years pays full sleeping-car fare, but half the fare if there is an age limit. The same company has a number of termi¬ nal hotels and also operates dining-cars on all the important railways in Europe. The International Sleeping Car Co. has agencies all over the world for the sale of tickets and the dissemination of information. A very attractive time-table is issued monthly, giving full particulars as to fares for single and return rail and steamer tickets from London, tariffs of supple¬ mentary fares and complete time¬ tables of the train-de-luxe service, in¬ cluding such famous trains as the Calais Express, the Engadine Express, the Simplon Express, the Paris-Barce- loua Express, the Egyptian Express, the Nord-Sud Express, the Berlin- Naples-Palermo Express, the Paris- Rome-Palermo-Taormina Express, the St. Petersburg - Warsaw - Vienna - Ri¬ viera Express, the Riviera Express, the Ostend-Vienna-Constantinople Ex¬ press, the Peninsula Express, the Ori¬ ent Express and the Trans-Siberian Express. This pamphlet, which con¬ tains about 100 pages, will be sent free of charge on application to the general agency for America, 281 Fifth Avenue, corner of 30th Street, New York, N. Y. TIME-TABLES Nearly • every railroad company in Europe issues a more or less complete folder or book of time-tables. In Eng¬ land each railroad issues a large and bulky quarto, giving complete time¬ tables and rates of fare. They are very cumbersome to carry, however, and should be abandoned when the travel by each road is concluded. There are many local guides giving time-tables of the immediate sections which are most useful and are very inexpensive, very rarely costing more than a penny. For the Continent, Cook’s Continental Time-tables, Tour¬ ist’s Hand Book and Steamship Tables are recommended. This publication is (January, 1910) in its thirty-eighth year and its yellow cover is fast get¬ ting to be as familiar as that of Bradshaw. It is issued monthly and sells for a shilling in England, or at a slightly increased price elsewhere. It is a simple guide to all the principal lines of lake and river steamers and diligences in Europe, with detailed in¬ formation as to steamer services to all parts of the world. There are ten sectional maps. The general informa¬ tion memorandum arranged alphabeti¬ cally has been used in a number of cases in the present volume, for which the writer acknowledges his indebted¬ ness, especially as to children’s tickets, dogs, golf courses, bicycles, etc. The volume is bound in paper and is about the size of the present book. Brad¬ shaw’s Continental Railroad Guide and General Hand Book is an unwieldy volume, conveying information in per¬ haps a little more detail. The edition for November, 1909, contained 712 pages of text and 433 pages of adver¬ tisements, from which it will readily be seen that the book is a bulky one and cannot be carried in the pocket. There is an official guide to Belgium which costs about three pence. In 304 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Italy we have the Indicatore TJfdciale, which is valuable where the beaten track is to be left. The Cook Guide Book is very full of information re¬ garding the Swiss roads, but there is also a special guide book. FRENCH TIME-TABLES. There are a number of excellent French time-tables. The “Paris et Part out ” is an alphabetical time-table for trains between Paris and all the principal stations in Europe. It gives the price of tickets, distances, etc. It is a book of 700 pages, and is printed on light-weight paper, so that it can be carried readily. Owing to its alpha¬ betical arrangement the English-speak¬ ing visitor will have little difficulty in using it to advantage. The following abbreviations are used in it: Arr.—Arrival. Dep.—Departure. E.—Express. L. -—Train de luxe. M. —Morning. R. —Rapide (fast train). S. —Evening. The standard time-table for France is the “Livret Chaix,” which is a stubby little volume which is sold for two francs. It is not necessary, how¬ ever, to buy the complete work, as each company has a “Livret Chaix ” for its own system. There are six of these little guides in all, and they are sold for ten cents each. They are small enough to slip in the pocket. We reproduce the time-tables giving the trains between Paris and Cher¬ bourg. Thus we find that the distance is 371 kilometers, and that a first-class i icket costs 41 francs 55 centimes. We find that a train having first and second-class accommodations leaves after June 15th, at 7 :55 in the morn¬ ing. W.R. indicates that there is a restaurant car attached. Various stops are noted; Cherbourg is reached at 2:33 in the afternoon. The fol¬ lowing is a translation of the abbre¬ viations used in these books : M.—Morning. S.—Evening. Arr.—Arrival. Dep.—Departure. Sem.—Week. D.F.—Sundays and fete davs. B.—Buffet. B.H.—Buffet hotel. (b) —Refreshments. (H)— Stop. P.A.—Resting point. The following is an explanation of the other signs: LIVRET-CHA1TX Explanation of Signs. Note.—The numbers placed opposite the names of stations at the points of branching off refer to the pages to consult for the con¬ necting lines. The thick black lines placed on the A left of the columns of the trains in 1 ■ dicate the hours of the night between ^ 6 p. m. and 5.59 a. m. w The mark No. 1 signifies a stop to Z | let off passengers, but not to take on any. The sign No. 2 indicates a stop to take on passengers, but not to let off any. The sign of a period within a circle signifies a stop for which the ticket window is not opened, but when nev¬ ertheless passengers having return tickets, commutation tickets or tickets bought at the window during the day or evening hours when they are open, are taken on. The restrictions indicated by the signs 1, 2 or period in circle do not apply to passengers making connections from one line to another. The sign No. 3 indicates that compartments are reserved for ladies only in the train in question. Consult the special announcement for information regarding reserved com¬ partments. The signs W. R. or W. R. B. signify that the train has ordinarily a dining car or a buffet car. The sign V. CC. indicates that the train usually contains a car de luxe (sleeper). The sign “O” indicates that the train is accessible to employees and work people, male or female, carrying a weekly ticket or to work people having a return ticket. There are special bulletins containing information regarding the conditions of admission to these trains. Sign No. 4 indicates the branch stations. (B) Buffet. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 305 118 I — ETAT (Normandie) Smite# complet de Paris & Mantes-Gassicourl par Argenteuil et par Poissy, voir pages 7 0 et 72. PARIS A lr. dun 2» daan te. e. it. 'c. tr. o. iML De ou poor Paris 3« elksfiv e 50 7 40 7 95 8 50 9 05 4 40 5 i> 535 6 75 6 10 2 85 3 25 250 8 75 4 58 CADES O 2 315 EXPRESS 1"2W (!>)■ W.R. 7 65 8 41 8 43 403 819 L”2?31 9 30 9 34 » 9,51 9 52 10 12 10 16 10 26 10 28 io’m 41 5 11 30 iTIh (1 53 midi 8 » » St midi 41 1 4 1 10 1 17 1 19 1 35 2 6 2 33 6 45 8 21 HI 9 4 9 15 9 21 9 26 9 29 9 41 9 54 10 2 11 43 11 59 midilO midi 23 817 direct raid. (?)■ WRB 9 » 9 57 10 3 }0 29 10 31 18 68 II 7 » 11 25 11 28 11*46 11 52 tnidil5 midi25 midi 28 » midi 58 l 9 1 31 1 39 1 44 ■W.R. Wagon-restaurant entre Paris et Cher¬ bourg et vw versa aux trajns 815 et 838. — Entre Paris et Caen et vice versa aux trains 855 et 354, jusqu’au 31 mpi 1910 et entre Paris et Lisieux et vice versa, a partir du ler juin 1910. W.B.B. Wagon-Restaurant-Buffet (page VIII). V.C.C. Voltures de i» classe a couloir et A couchettes avec water-closet et toilette entrte Paris et Cherbourg. Voir Vexpltcation des signes page III. (a) Le train 313 ne prend : 1“ h Paris et a Evreux-Embr. que les voyageurs pour Trou- ville-Deauville, Yillers-sur-Mer, Houlgale et DiveS-Cabourg; 2° h Lisieux, que les voyageurs sans bagages pour Yillers-sur-Mer, Houlgale et Dives-Cabourg. 11 prend toutefois a Lisieux les voyageurs sans bagages pour Trouville- Deauville, mais seulemenl dans la limite des places disponibles. (b) Le train 315 ne prend de voyageurs de -2e classe que : pour les au-delA de Mantes- TIME AND KILOMETRIC MAP OF QUEST AND ETAT SYSTEM. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 307 Landerncaw m uarncnox 'jpYL>. AWQUIMPER f/J ™ ORLEANS Grandcs Lignes Hobinscm, _ id. Lignes secondaires = MliBlJ' Grandes Lignes / V . w , , -= id Li^nes secondares Limoursyfa r \ W^lT . Com P^ Au*^#*-* PARIS 6CMn/'jzr7reauy ^wL orient ^n^ANNES Sa o .^AgPloermel (iiL&ajujjfs EE MANS la.Su.ze, vt. VeTulpme^ iRedon ^Pleche)* NANTES Ancenis Chatelleraul Chat < au dun , Touj^I .TOURS j3J " ao Jplf A ' Montmorillon Ze. Vcrdort ANGQUL EMEy*-/V Nj * ^OLesparre BellacI .-r/Nontron -i z K StPardouee * Board pMalesherbeS W' RoWrantin /- N - ..Argentdh sTtf/ormt y^tepuerc/u! & S.' $ jt'j Sainjce itAiijud-l'r^'^i .^ —^[Sintcuntr AubuSSonAp Conun WWVAE1 Srf 5.- ViECL ; "fjpp n . wwjtfrajiche 7 : «? O Siorac / ojouvetat ^ / TerroSSt BlUSSOi i&Y,* ^~ v S5Tt: G > '*S^frieix iliwciliC _ ^SHjeroais-Chnumwuf LaquadUe Riom ‘ Jioui- 1 Tde\MARSAN __. -Sabres ^JteGas'. av c\jii9jC\' u; /$/* '-•‘^SZ atxm/iryrA MlJ71JUZ7V\ -Mcxos \\ */ v ° '" <5 ' * \\ /, ^ rc 'V 6 ^ 2 dr r *■ z§^'djji' 07i,rfa t\'_ Jk _ wiXax oousion & '■**• ^cent ■ aU. Tut 0 Lfort *jj N^A/y<;o Sabes/fu 11 1 {SBsssr asx-, r CAHORS VillefrancKep TOULOUSj CARC Muret^ <£, \\ ^Miraijde dverV-. U JIUJ UjUt -Jd' *.§tsr*% avaur Casf?tB==%J10NT£ ^UefrancKe/^TC^ rortetffi : ™&«*\nmud**y .Von, S? Cau ™ /v.tm - ONN^^ 3/> C &\Br/ppxf 'S , Jt£sdie**& a> SvGauc < /w' -Ihc/orrc\\^ [/ TARBES^^ FAU/ 'Lou S l Gii -<*n/ ^ '^Arl t , ^jOsacs 'S'JeaiL ClM-cU A/-i^)J or ''llcndiiqe S J F r lienne de . ' :i o:oom/^ ru7is .\'es/u/n f b Ba § H£nes de-Bi^orre el^s-GaiosrX ‘^ r J R l ~-0 tenet. ^ >\ Volvic €/ > 7YI7LUT CLERMONT*™ vt/ ^ Bourbou/e ^ 'y/e M- Bore 1 utscamp Ae/vssa nptes In tor lim ^Ar.« '{C'r/un.on" O ? ifiiStr T&imerrwr Lqd.eve Jz“^ " X^/Seziers ^arbonno ■ X Jhvcsalle3*S, ’ERPIGNAN® Pradekj^t^^\*- r,/TefiSdhe L de Conflenr CereL^ 1 A i Ccrh.Tf TIME AND KILOMETRIC MAP—ORLEANS AND MIDI SYSTEM. 308 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL >ARIS JMELUNa> .ps-u efbleau vers Troyes - \JpnIercsno >/ ft Laroche/ ’iSeu -5 Sam , Is- s Tile f ieux- - v / / ** /t)* Us Juys^ f LlonJtcbjTieTj — $/£• 4 ■kit Loucy-i Montarj^is Mtmlins h Fonlcnoi/ ah vers f**— _ . , Or/eans CosneSj^w^'^ SancerreS , ~ . — ■ v ou/iuurruf'p Auturtvrft NEVERS. s' ~' e r ^ ■ £ Qrrci/- Icl-Toil • •'ff/'f /Ours 'V.mn ,7 ^4l MOULINSJpV non eine VESOULfL | 7> '77. . £v r |*Stv/n> 'it A tyt / LONSj /p /?S‘ClauL Poli %TjTchampajnole> 2°' le-Bounc. LE-SAUNIER Ev iaJV ■ les -Bazns _ GENEVE ^rfThonon thvorme.^ ©£L0nn£masse/ txia /If, 7W&-A'l / TourWIf^raa ^ ^Lamastre -fcWliJr. fonid p 1 's! Georges , . . Yssin|eaux^ IbVALENCE 3 4tJ!ah- Pon/^n. Royaju Trip ^^•Issln|eauxr' - ifvAl-SNCE'^ le t "keylard. -*?fs? II, . '6 rhabeU _ _ ZasVojGM&f^a Die Hauer f , ‘‘jmbe rieu* 44' S<>i riria. X‘!~ , p MonlaUeus U PreMins . rLA % bes t S Moirans. n ?Grenobli Niagles-Pra due ftA PoiLimB t j K jo// n „— y*" fe o TznszZ r-*n AZa^ZM-AaLZu- IbAiubiB jf^i, culefifi Sisteron J? PJ* 0NB U Mjrb\iet_ Q - 4 l'S' tcL-AcTJM, j,f ^PrrrfeElJd S t 1 iuban\"Fs id. i^WoiuLo. lO^^rfrsF 1 ' Korcalguier S' _ W K>> uMj iCaiailt^ f&'fe Belfortj (Montbel i ard^jT hJfitirazucoiir/A I'* aaumev les-Dames M ^ $fsh/ipp2b/U,. 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'O* V; smeres 'fey “^^jTournai *' x /A^. ✓ Peru >velz / IMaulde- - pMortagrne* £ PITCcmdxi k /i^/ 7 ^ __ ^ /> / -b * ■yTresr^f^ lanc . 'iz Hlisserorv '*’ pltoisin. ■ aUers-Su c yicoOe \y /5/- u W« QuO>yZ Erqh^U&Aj* \faubculBjtl* *\R \faidrriont TuUdCTL/ ^Pzr l c» OJUUUU IIENS''^/-.'"'-^ _ ^ .AX , %7J va* •sieres 'v «^o of r\ " 'V‘ * i J %'■* S pMdpzeres- \ ^/^J&uvulneS y ^Qffoy Out. • 1 “To * ~l°e /■’ > ; ''p-o«\/Fourmies Ji B Mi '^nxg rues ittory' /Vacnun tjj'sorv versmMszieres CoBOrignt/ Vervins [2a Ferte -m&ienresis °Ve7ideicU' ROUBft GaUJTUjiU^m /c > ~ • jl&k/frotS' 3\W ^l| ^[inoutmdLier^/Jiissy V % Us.syvy-dljFh y 0 , o fan ^\W=Bh.AU VAthl %'/ STricot ll jy d'Orleans /■L :n?)A*l y. wKJtochy £\fc ] Estrees-\yDrvup_^jjy^ i ' m \ 11 e E, n ^ crsifpiTj 8k T’oitUtlAy ~^Mj) er( y/$' i.a'" -X N B ^lorpers O' °S* Go , jainf s I'.''; '. --'- / r>i ' J7ierilnis'S}\ t^le. Jlh ermep' 9! -& s^erbrrto VPonl-SfMaocence . ^V; t -re t ’j*nds Marines BeeuyncmLfE, v Valmondoisir TCrals ^OumbiJIy \,^ ■~~^-sSenlis u yoA /m-lJo/JTtrro Orm ou *'■ ) In LAON N ►"eri Reims KArua/ - Pinan wyr v ers Reims JS-Soiseons - Corrmry Ferte-Milon vers Chateau-Thierry . Epinay Pontoise Enrwrd\ En^hienA A‘ o y Ptaire- ArgenleidL ^ Panlin ® PARIS -frepy-en - Valais 3 ^>x> AfareviL svr - Ourcy RESEAU DU mmmmm Grandes Li§nes _ Li|nes secondalres _ Autrea Compa^nies TIME AND KILOMETRIC MAP—NORD SYSTEM. 310 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 311 (Bp) Buffet with basket-supply (b) Refreshment room. (bp) do do with basket-supply. (P.N.) Grade Crossing. (V.M.) Travelers with merchandise. The following are considered as holidays: January 1st, Easter Monday. Ascension Day; Whitsun Monday, Assumption Day, All Saints Day and Christmas Day. RAILWAYS IN GERMANY Traveling in Germany is very com¬ fortable and is comparatively cheap. The railroads are owned by the State which is used on German railroads is that of mid-Europe, which is an hour in advance of Greenwich. The best seasons for traveling in Germany are the spring and autumn and the sum¬ mer is especially agreeable on the coast. The mountainous districts are also largely frequented, especially by the natives, in the summer. Dresden, Munich, Weimar, Heidelberg and Stuttgart have large American colo¬ nies. Rundreise tickets are referred to on page 312. n Dresden Leipz. Stotterilz LEIPZIG so as in our own country. Preserved meats must not be brought into Ger¬ many. Children under four years travel free; children from four to ten years pay half fare. Porters will be found at all railroad stations who will carry baggage to cabs or put it in the coat rooms, called "gepiick.” The time charge of about 10 per cent, on the express fares is made for the use of these trains. Through-corridor trains, marked “D” in the railway guides, have generally only first to third-class compartments. These afford every comfort for long journeys. The con¬ nection between the carriages is the same as those of the “L” trains, and and they are run with such caution that accidents are practically un¬ known. The speeds, however, are nothing remarkable. On some lines baggage up to 50 pounds is free, but on other roads all baggage must be paid for. The customs examinations are fairly rigorous, although not as much Through-corridor trains, or trains de luxe, which are marked “D” in railway guides, have carriages with compartments for two or four pas¬ sengers in them. The carriages are connected by covered passages or ves¬ tibules, as we term them in this coun¬ try. and are very comfortably fur¬ nished. At night they are converted into sleeping-cars, and a dining-car is attached to all trains. An additional 312 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL the seats are numbered. The night trains on the more important lines are provided with sleeping-cars, in which refreshments can be obtained. All “L” and “D” trains, as well as some of the express trains, have dining- cars. Prices of provisions, etc., are fixed by the railway officials, and are moderate. Special cars are placed at the disposal of passengers if notified in proper season, and if at least 12 tickets are taken. Separate first-class compartments will be reserved on pay¬ ment for four first-class tickets. These seats will be charged for if a separate second-class compartment is desired, and eight seats in the case of a re¬ served third-class compartment. Each train has special ladies’ smoking and non-smoking compartments. Detail in¬ formation with regard to fares, tickets and their use, is provided in separate manuals for travelers under the Ger¬ man title “Merkbuch fur Reisende,” which can be had free of charge at all ticket offices. Porters, who can be recognized by their badges and num¬ bers, are at the disposal of passengers, and will be found both inside and out¬ side of the stations. Their authorized charges are stated in a tariff which each one must carry and exhibit on demand. Light luggage can be placed in the left luggage office, which bears the euphonious name “Gepackaufbe- wahrungstelle,” where tickets will be issued for it. In traveling in Germany it is hardly necessary to use all of this word at once. “Gepac-k” is usually sufficient to indicate your wishes to the porter. When stations must be changed, the use of a cab is recom¬ mended. In large towns like Berlin and Hamburg metal disks bearing the respective numbers of the licenses of railway cabs are obtainable from a policeman, who will always be found at the station entrance. The tariff for such cabs is fixed by the police au¬ thorities, and is exhibited in each vehicle. In the case of taximeter ' cabs, the fare to be paid will be shown on the recording dial on the box which faces the passengers. Motor cars are also to hire in the smaller towns. For short journeys, the official rail¬ way guides and time-tables will be found sufficient. They may be ob¬ tained either free of charge or for small sums at the ticket offices. Of¬ ficial information offices are found in all stations of importance. The Ger¬ man Tourist Association has branches all over Germany. The larger branch¬ es of this union forrn^ the United German Tourists’ Association, the head office of which is in Leipsic, No. 20 Kupfergasse. All printed matter issued by this association will be for¬ warded to any country free of charge on application. The information can be obtained in the German, English and French languages. EXTRACT FROM THE RULES AND REGULATIONS FOR RUNDREISE TICKETS 1. Circular tour tickets not transferable. Signature of the passenger. The Circular Book of coupons is not transferable. The passenger has to sign his or her name in ink on the cover of the booklet. In case the passenger should have omitted to sign, the railway officials must obtan the signature at the first station where it is possible to do so. The passenger shall again have to write his or her signature in case this should be requested by the railway officials. A circular tour ticket used illegitimately will be forfeited and the holder will be treated as a passenger travelling without a ticket. 2. Children under four years of age will be conveyed free of charge, provided no separate seats are claimed for them. Every child whose transportation is paid for is entitled to a full seat. 3. Baggage. Passengers travelling with circular tickets are not entitled to the free conveyance of any registered baggage. A certain quantity of hand baggage will, however, be permitted in the carriage free of charge. All other baggage will be charged for according to the existing tariffs. For particulars about through registration of baggage for journeys by steamer, train or coach, and about the conveyance of registered baggage by the railway administration between train and steamer, steamer and landing stage or between train and landing stage, passengers are referred to the Rules and Regulations for Circular Tickets (Fahr- scheinverzeichniss). The presence of the passenger is required for the examination of his or her baggage by custom house officers. 4. Beginning and performing the journey. The journey may be commenced at any time during the availability of the ticket. The coupons must be used in the same consecutive order as they are fixed in the booklet. If desired, the journey may also be performed in reversed direction. Coupons forming a separate circular trip commencing either at the last station of a coupon or at an inter¬ mediate station, may also be used in reversed direction, provided the journey or circular trip does not contain one or more coupons which are only available in one direction. In case more than one circular or other trip is commenced at the last or'at an intermediate station of a coupon, the passenger is free to perform these trips in the order he or she chooses (see also No. 5). If the journey is commenced at an intermediate station of the first coupon of the circular book, the coupon SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 313 mast be endorsed by the station master before departure. 5. Tickets available both by rail and by steamer. If a coupon is available either by rail or by steamer, the passenger is only allowed to travel entirely by rail or entirely by steamer. For exceptions see the Rides and Regulations for Circular Tickets (Fahr- scheinverzeichniss). 6. Break of journey. The passenger is permitted to break the journey at any station (*)• No formality is required at the depar¬ ture—an intermediate—or the terminal sta¬ tion mentioned on the coupons. At any other station where the passenger wishes to alight, the coupon has to be endorsed immediately by the station master. (On the Swiss railways, however, this endorsement is not required.) Without this endorsement the coupon loses its availability up to the next station men¬ tioned on the coupon, if such a station is not mentioned, up to the terminal station of the coupon in question. Break of journey is not allowed at an intermediate station of a coupon, if travelling by steamer or by coach. For exceptions see the Rules and Regidations for Circular Tickets. The passenger may break his or her journey for any length of time provided the journey is completed within the period for which the ticket is available. 7. Collecting of tickets by railway officials. The coupons are collected by the railway officials. The passenger has to see that the correct coupons are being collected. Should a coupon be wrongly taken out, its restitution is to be immediately demanded, or application to be made to the station master. Tickets of which the cover cannot be produced and tickets out of their consecutive order are not valid, and must be given up by the passenger. The last coupon having been removed, the cover will be clipped and returned to the passenger. 8. The period of availability of the ticket expires at midnight of the last day of avail¬ ability. The period of availability cannot be prolonged under any circumstance. As soon as the journey has been commenced no eounons can be added or substituted in the booklet. 9. The value of lost tickets cannot be re¬ funded. Neither can any reimbursement be made for coupons which have not been used. 10. Third class coupons on the Hungarian railways are only available by ordinary trains, but entitle passengers to the use of express trains upon payment of an additional charge, which can also be paid on board the train. 11. Seats and supplementary charges. The tickets are only available by Luxe (ex¬ press) trains in case there is sufficient room and on payment of the supplementary fare fixed for the use of these trains. (*)The journey may only be broken once: a) On the Danish State Railways on a coupon available for a distance of 100 km. b) On the Swedish Railways on a coupon available for a distance of 350 km. and over. c) On the Hungarian Railways on any coupon. If the terminal station is beyond Buda-Pesth, the journey may also be broken at Buda-Pestli. GERMAN TIME-TABLES “HendscheVs Telegraph ” comes in two editions, of which the larger is naturally the best. This is called the “Grosse Ausgabe”; it is published at Frankfort-on-the Main, and costs 2 marks, 50 pf. It is a rather portly volume, weighing about tw T o pounds. It contains 1,300 pages, of which 300 pages are advertisements, which can be taken out without detriment to the book. There is an excellent index, and the book is fairly easy to use. We reproduce herewith a page from it, giving a good time-table for the rail¬ way between ' Hamburg and Berlin. This is only given as an example, and it should not be used to travel by. The column at the left gives the dis¬ tance in kilometers. The following is a translation of the general informa¬ tion and abbreviations from the front of the book, and it is believed that this will be of special value : HENDSCHEL'S TELEGRAPH. DIRECTIONS FOR USE. In both the general and special maps, the main railway lines, for through travel, are indicated by full-faced lines. Consult also the list of stations, whose numbers correspond with the numbers on the maps, and refer to the numbers in the time-tables. In the list of stations, branch lines from all railway centres are given separately. If a given place can be reached by more than one route, this is indicated by the name of an intervening station. Trains having sleeping cars are indicated by the letters S. W. Trains having dining cars are indicated by R. W. Trains are distinguished by the railway companies according to numbers. The train number will be found at the head of the column. If two trains have the same num¬ ber, they are distinguished by the addition of “a” or “b” to the number, these letters having here no connection with letters used in reference. The classes of the German and Austrian railways and partially of outside lines, are indicated either by figures below the train numbers, or by references. The class given is only for one line, not applying to connecting lines. The hours from 6 P. M. to 5.59 A. M. are indicated by underlining the minute figures. For Germany, the express trains which require no extra tariff are indicated by full- faced type for the hour figures. Such express trains as require extra tariff have the hours in full-faced type, also a dotted line at the left 314 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Mecklenburg, Brandenburg 61 . 61 a. 62 . 62 a V. 4. M(d 190# 61 Altona - Hambnrg • Wittenberge - Berlin a. Kiel 25 . 11 06 •5 27 - 624 — — 0 22 — 1127 {224 - 5 52 — 8 24 Preuss, Staatsb. D 13 17 3 201 2(17 1)5 293 1) 13 1)7 1 215 11 211 205 Dir. Altona 1- -3 1- -3 1- -3 1- -3 1—4 1—4 1.2 1—4 1- -3 1- -31- -3 3. 4 1- -3 1—4 1- -3 o,c Altona H. B. ab 5 43 |7 27 ! 824 8 35 9 41 {12 14 103 {2 4b : is 5 52 _ ',7 TM iii n Altona Holstenstr. . 5 49 J7 33 1 830 8 41 .9 46 1 108 {2 51 • i 558 {7 63 844 11 15 3,4 Hamburg Sternsch.. 5 53 1738 S 834 846 9 50 i 1 12 {2 55 • 6 02 [7 67 848 11 19 5,0 Hamburg Dammtor . 5 58j |7 43 : 840 8 51 9 55 {12 22 1 17 {3 00 : 431 6 07 [803 853 11 24 6,5 Hamburg h.b. an 602 |7 47 : 844 855 9 59 {12 26 121 {3 05 { 435 6U {8 08 8 67 11 28 a. Cuxhav. St. 1025 — 4 89 — 015 822 — Ill 33 2 29 - - 4 46W 5 03 7 66s a. Liibeck 58 . . 5 55 - — 8 244049 12 08 - - 446 {800 9 42 6,5 Hamburg H.B ab 605 17 56 • 8 50 9 08 10 04 {12 32 132 {314 {443 6 18 6Mb •8 17 9 10 11 S6 14,5 Billward.:Moorfl. 1 10 16 1 9 25 Cv> 17,7 Mittl. Landweg . 1021 1 146 1 930 eo 23,2 Bergedorf . 6 23e i 9 29 10 30 1 1 155 1 1 0 39 11! I© 26,8 Reinbek . . 0 37 10 38 1 202 1 1 J 0 47 29,1 Wohltorf 1 1044 •rl 1 • jC 9 62 rH 31,8 Aumiihle. . 1 10 50 210 1 Slid 9 67 Ld 33,0 Friedrichsruh 9 47 10 55 ■ 215 ■ 10 02 12 12 e 43,9 Schwarzenbek.69 642 10 01 11 16 • 230 1 6 54 1018 12 26 49,1 Mflssen . . 1 1124 ■ 2 37 • 10 2b 54,3 Biichen . . an 653 {931 e 10 13 1131|! 244 {354 7 05 7 63 b 10 32 12 38 a. Kiel iib. Neum. 69 - - — {624 — 1127 - — {2 24 5 52 a. Kiel iib. Liib.50 — 7 36 10 12 3 06 6 02 a. Liibeck 50 1 . 823 — 10 42 131 254 544 8 56 10 60 54,3 Buchen . . .ab 6 56 1 {9 32 e ToTS 1138 • 2 4713 56 7 08 7 68 b 1 10 60 12 40 60,6 Schwanheide . 7 03 1 1 10 25 11 46 i 2 55 1 8 02 b • 10 58 68,3 Boizenburg St. Bhf.. 7 11 1 1 10 35 1155 i 3 05 1 7 22 8 12 b 1 1 1109 12 67 81,6 Brahlstorf r 724 1 1 10 54 12 12 ■ 3 J23 1 7 35 8 so b 1 11 28 1 13 90,6 Pritzier . . 733 1 : 11 0642 23 ■ 3 34 1 7 44 3 42b 1 1139 1 24 101,4 HagenOW:Lnd.52an 744 1 • {10 09 11 1912 35 ■ • 3 461 { 5 57 7 55 8 55 b 1 1 1161 1 37 a. Kiel 69 . 11 06 { 6 24 — — 11 27 { 2 57 3 06 6 02 a. Liibeck 69 5 35 823 — — 131 { 440 544 - 8 55 —4 101,4 HagenOW: Landab 7 46 1 {10 14 11 25 12 40 • 3 49 : ! 6 02 7 6718 66 b 1200 1 38 112,0 Jasnitz . . 758 1 : 11 39 12 56 » 4 02 : ! 8 0819 lib 1 12 16 a 1 122,5 Lmlnigslust 66 an 809 ■ 1 {10 31 11 51 108 • • 4 14 {4 49 : ess 8 18|fl 24 b 1 1 12 28 2 02 a. Liibeck 52 — — — — 528 9 18 a. Rostock 52 .• . 7 00 7 00 — 9 15 — 1151 11 51 353 {5 21 9 05 a. Schwerin 52 . 7 15 9 37 9 37 — 12 06 3 15 3 15 5 39 7 19 11 23 11 23 122,5 IjU(lwigslust74ab 8 12 10 27 {10 35 1154 1 12 • 4 20 {4 52 { 6 22 8 21 12 38 206 130,0 Grabow. . 8 21 1 m 1 1205 123 i 430 t 1 8 30 12 60 2 16 138,4 Wend. Warnow 8 30 m ! 12 17 1 34 ■ 4 41 1 1 8 39 1 02 2 27 148,9 Karstkdt . 8 41 1 m 1 12 30 148 i 454 : 1 8 51 1 16 2 40 157,5 Dergenthin . 8 50 m 1 12 41 159 i 5 04 i 1 9 OO 1 26 ' 166,6 WittenbergeBOan 9 00 19 52 11021*1110 12 52 210 { 2 23 51515 27 { 6 65 9 11 - {10 li 137 3 00 i. Magdeburg 740\ 1221 - - - ! 104 348 — 1 047 — — !i 8 58111 5£ 12 00 — 543 i. Dresden N. 595 . — — — .- • — {10 58 {1106 i. Breslau 595 -■ : 140 i. Leipzig Berl .7 40 { 3 03 {6 26 _ — _ 1106 348 213 : 819 i. Dresden N. 7 40 008 8 41 — ■ - 1 00 8 06 1—4 {ID 17 i. Dresd. H.B. 7 40 0 19 8 49 — — 1 15 8 17 — {10 26 160,6 Wittenberge ab 9 00 ! 9 57 1116 101 2 41 {2 27 5 3615 31 6 69 9 15 10 19 5 40 3 06 173,2 Kuhblank , , , 1 109 2 51 1 5 441 549 180,4 Wilsnack . 920 1 1 16 302 5 54:{ 9 28 6 00 3 23 181,4 GlOwen 60a, 2283 9 33 ■ 133 318 1 6 08{ 945 6 20 3»8 201,1 Breddin 2486 9 43 ■ 1 46 3 32 • 6 so; 9 60 6 37 3 50 210,7 Zernitz . . 953 ■ 156 344 6»i { 9 59 - 6 52 4 01 217,8 NeustadtSt.B. an 10 02 2 06 3 55 1 641 • 10O« 7 03 4 12 217,8 Neustadt St.B. ab 10 05 ■ 212 3 59 1 0 47 10 11 - 710 4 14 231,0 Friesack . . 10 19 i 228 416 7 02 1 10 24 _ 728 4 30 2302 Vietznitz , » . . • • 234 4 23 1 t 708 • 1 I. 7 36 247,2 PaulinenaueffS. 10 32 i 247 4 36 1 7 20 » 10 37 - I 7 49 4 46 '251,0 Berger Damm . ■ 2 56 4 46 1 1 7 28 1 759 257,8 Nauen 7 84 . . . 10 46 3 06 4 57 7 37 t 10 61 810 5 02 270,1 Finkenkrug 1 1 1 1 1 i 1 I I 272,8 Seegefeld . . 1 I 1 281,0 Spandau o an 11 08 12 41 331 5 25, 804 !6 58 11 12 839 5 29 293,3 Berlin L. B. an 1124 [11 35 12 56 3 49 5 42 {4 00 8 22 |7 14 8 82:11 28 11 59 858 546 t. Dresden N. \ 490 404 404 {644 1940 19 40 — 2 06 - 1 {10 58 i. Dresd.H.B.] 495 412 4 12 •6 51 :9 4* 1946 — 2 18 - 1 {11 06 i. Leipzig Bay .565\ 4 03| 4 03 - 1 - -[912 754 — - 1 — - I {10 01 i. Breslau 290 -i - 853 - I 8 12 r — — i{9 £6 — 1 “ 1 4 63 ! 1 ,5 02 r |U48 V. 1 . Mai 1908 km Oettmsd.:Koit.68 »b 0^)lMarlon . . an 61a DettmannsdortKolz ow-Mariow (Meckl. Staatsb.) 2.3 Kl. 1 u3 9 3D 143,« 10 jEW,12 HFi— Marlow . . ab 7 38 l 9 56'2 08fla t 10MW12 42l r '— l>cttinsi).:Kik 66 6 19 8 49 10 10 ! 2 151 0 58| 6 44914' 10 35 2 40' 7-231 V. 1 . Mai 1909 km :(Jrevesmiihlen81ab 4,3 Gostorf X . . 15.3 Klutz an 62a Grevesmiih ea 10 58 2 35 7 20 h 10 M - 11 O0'2 467 31 h 10 81 - 11 3813 15800h 11 00 - Klutz Kliitz . . Gostorf % ftreresiiiiihlen an (Meckl. Staatsb.) 2. 3. Kl. ab| 7 35 12 20 5 20 9 S>hi — 8 04 12 49:5 49 8 15| 1 00 0 00 9i2h loooh Z— BI8I r- oo SISI » cr «|2j J ION I PTS a 2 18 Specimen page of. “ Hendschel’s Telegraph ’ SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 315 hand side of the column. Trains made up of through carriages are indicated by “D” be¬ fore the train number. Drawing-room car trains are indicated by full-faced type for the hours, dotted line at the left of the column, and “L” before the train number. Travel¬ ers who wish to reserve seats in through car¬ riages can do so at the station of departure without extra charge. The express and drawing-room car trains outside of Germany are indicated simply by full-faced type for the hours. The letters over or beside the hours refer to remarks alphabetically arranged on the same page, "a” means, “Train stops only to let off passengers “b” means “Train stops only to take passengers.” Week-day trains are indicated by “W,” Sunday and holiday trains by “F.” To the tariff for persons and luggage is added a table of prices, from which the dis tance to any given point, and the price of the journey, can be estimated. Similar kilo- metric distances are given, in the case of several large cities, in the list of stations. The time-tables are made up, for Germany, Austria-Hungary, Denmark, Sweden and Norway, Italy, Switzerland, Servia and Western Turkey, according to Central Euro¬ pean time; for Belgium, Great Britain, the Netherlands and Spain, according to Western European time; for Bulgaria, Roumania and Eastern Turkey, according to Eastern Euro¬ pean time; for France, according to Paris time; for Portugal, according to Lisbon time; for Greece, according to Athens time; and for Russia according to St. Petersburg time. Central European time is indicated by M. E. Z. Western European time is indicated by W. E. Z. Eastern European time is indicated by O. E. Z. Paris time by P. Z. Lisbon time, L. Z. Athens time, A. Z. St. Petersburg time, Pt. Z. Central European time (M. E. Z.) 12.00 W. E. Z. 11.00 O. E. Z. 1.00 P. Z. 11.05 A. Z. 12.35 L. Z. 10.35 Pt. Z. 1.01 further ABBREVIATIONS. sw So. Sunday. Mo. Monday. Di. Tuesday. Mi. Wednesday. Do. Thursday. Fr. Friday. Sa. Saturday, a. from, v. (von.) Departure. Expr. Express train. L. Z. Local train. S. W. Sleeping car. i. in; an. Arrival, v. (von) from; b. (bis). To. dir. direct, zw. between, zur. return, i. s. in summer. M. Motor carriage. i. W. in winter. R. W. Dining car. km. Kilometre. Wst. “versts” Kl. Class. B., Bhf. Railroad station. H. B. Central station. Figure of locomotive, indicates railway. Boat indicates steamer. Bugle indicates post-wagon. “ Reichs-Kursbuch ,” which is pub¬ lished in Berlin, also costs 2 marks, 50 pf., and appears about eight times a year. It is not expected that the traveler will necessarily purchase either of these books, but they will always be found in hotels, where they may be consulted. We also reproduce a page from this time-table, and the following are instructions for the use of the time-table, and they also give valuable traveling hints : “ REICHS KURSBUCH.” INTRODUCTION. If passports are required in a European country, it will be so stated in the sections containing the time table for that country. The finding of the proper route will be facili¬ tated by referring to the railway map of the Imperial Railway Guide. In the railway time tables the names of the stations are usually placed in the middle; on the left, enclosed in black lines and opposite to the names of the stations, are the times of the trains. These should therefore be read from the top down¬ wards. On the right of the names of the stations and likewise enclosed in black lines are the times of the trains running in the opposite direction; these are to be read from the bottom upwards. The night periods, from 6:00 in the evening till 5:59 in the morning, are indicated by black lines under the minutes. The new day commences with 12:01. The figures close to the names of the stations refer to the time tables of the con¬ necting lines. If the time table of the con¬ necting line is on the same page it is marked by the sign of a diamond with hair line. (See character No. 1). Classification of cars.—As a rule, the trains are made up of 1st, 2nd and 3rd or of 2nd and 3rd class cars. Trains carrying 4th class, or only 1st, or 1st and 2nd class passengers are shown on the left by special lines (characters No. 2) (car class lines). First class cars are provided on many passenger trains on main lines, but not, as a rule, on branch lines. Trains not running daily are marked by a wavy line (see end of characters No. 2). Trains to the right of fl carry only 1st class passengers. Trains to the right of | carry only 1st and 2nd class passengers. Trains to the right of | carry only 1-3, or 2nd and 3rd class passengers. Trains to the right of : carry only 1-4, 2-4 or 3rd and 4th class passengers. Trains to the right of § do not run daily. Fast trains on German lines on which no excess fare is charged are distinguished by thick type, those on which an excess fare has to be paid, by thick type and a thick dotted 316 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL line ■ on the left side of the train column. Fast trains on foreign lines are shown by heavy type. Corridor trains and trains de luxe are dis¬ tinguished by the letters D and L respectively, opposite the number of the train. Electric (“Triebwagen”) (carrying no baggage) have the letter T before the train number. The mark of a period in a circle is placed before those stations between which, in addition to the regular train service, a special service, printed in another part of the time table un¬ der the same sign, is provided. Through pas¬ senger cars, sleeping cars, and dining cars between places on different railway lines are shown in the time table. The buffet is closed on dining cars on the Prussian lines between 11 at night and 6 in the morning. Trains with mail cars attached are distin¬ guished by the mark || between the hour and minute figures of the points of departure and the termini, and by the mark || if the mails are carried only on week days. At many stations the trains stop only to set down or take in passengers, or on request. In such cases the marks a, c or X respective¬ ly will be found close to or in place of the times of arrival and departure. Places with several passenger stations are distinguished in the German time tables by the mark unless the stations in question are expressly named. The railway fares are calculated approximately on the basis of the normal passenger rates for 1 kilometer. On “L” trains (1st class trains de luxe) an excess fare of from 30 to 50 per cent is charged by the International Sleeping Car Co. On country roads the passenger fares on the mail carriages of the German Post Office which convey passengers is computed at 7-10 pf. per kilometer. Baggage.—On some of the Austrian rail¬ ways 25 kilograms are allow r ed free; on the French railways generally 30 kilograms; on the passenger mail carriages of the German Post Office, 15 kilograms. Branch lines and small local lines are indicated in the time tables by a hatched line before the times or close to the distance figures. When a station within the Imperial Postal territory is at a distance of at least 2 kilo¬ meters from the boundary of the place to which it belongs, the mark ° will be found before the name of the place in question, and the distance will be given in the alpha¬ betical index. The distances specified in the route combinations on country roads are reckoned from the station when the latter is the point of departure, otherwise from and to the centres of the respective places. No. 7 indicates narrow gauge or electric railway. No. 9 indicates dining car or at least an opportunity for a meal. No. 10 indicates sleeping cars. No. 2. The first character shows train carries first class only. The second character shows train carries 1st and 2nd class. The third character, a thin straight line, shows that train carries 1st to 3rd class or 2nd and 3rd class. The vertical dotted line shows that the train carries 1st to 4th class, 2nd to 4th or 3rd and 4th class. The wavy line shows that trains do not run daily. On German Railways the express trains on which no excess fare is charged are indicated by black or boldface type and express trains on which extra fare is charged are indicated by black, boldface type with a broken vertical line on the left of the train column. On foreign—non-German—railways the express trains are indicated by black face type. L | Train de luxe. See 11. D | Corridor train 12. W | Week days 13. F | Sundays and holidays 14. Post Horn | Mail carriage connection 15 Steamer | Steamer Connection 16. Signs referring to notes on the same page are shown by numerous characters. When in doubt consult the hotel “Portier.” SPEED Some of the foreign trains are very fast. The Sud Express from Paris to Bayonne makes a run of 486 x /4 miles in eight hours 59 minutes, making six stops, or at the inclusive speed of 54.13 miles. The East Coast Express from London to Edinburgh, on the Great Northern and Northeastern Railways, covers a distance of 393)^ miles in 7 hours and 45 minutes, with three stops, the inclusive speed being 50.77 miles. The West Coast Express of the London and Noi’thwestern and Caledonia Railway from London to Glasgow, a distance of 401^ miles, covers the distance in 8 hours, making three stops, or at the inclusive speed of 50.18 miles per hour. The fastest train on the Continent is the Paris- Calais Express, which makes a run of 185 miles in 184 V: minutes; there is a stop of 2*72 minutes at Amiens. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL ***** (Vol, 1 M.i 1909) 109 Berlin —Magdeburg—Holzmlnden (-Aachen) Hh Berlin-Werder: Eisenb.-Dir. Berlin, Wcrder-Seesen: Eiserw.-Dir. Magdeburg, Seesen-Holzminden: Eisenb.-Dir. Castsl 9 nnr St bis )9/8 £ our Sb [7 Z 34 a nacb Thale rerkebrt nur bis 15/8 • s. 114 ab ileianderpl. 81®, ab Frledrichstr. 9^, ab ZoohCarten 912. ab Charlotteuburg 9 il ^ Bayr. Bf s. 144 * Ob. Oscbersleben-Jenheira s 117b ' 1 6 b Tieneoburg s. 115.120 • Ob. Bebra s. 177 f s. 156 d bis 16/9 aocb 4 *1 0 s. 164 f s. 166 X Mlttagesseo bei I 31 in Ireienseo' • [] Wegen der Londoner Bahnhofe s. 516 (J Ob. Folkestone 3 * 5 J) auch 712 flb. Lflttloh-Jenmont-Valcnciennes s. 516. 500 a Durchl. Ziige : BerUn-lachen Z 34, D 3G. 400 ; Berlm-Hannorer Z316 ; Berlin—Basel D H, D 180 Berlin—Thale Z 34a, 38, 364, 366 ; Berlin—Coin D 10, D 30, D 32; Goslar-Aacheo l 414; Brannsehw.-AIkDb. 1 354; Braunsehw.-OUbergeo 2 336 ; Berlin-Geeslem, Z ^14 ; Berlin-Bremen 1 140 Durchl. Wag. t - 3 Kl.: Berlla-Frinkf. (M.) 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S5 52* . .. . , 'j 6- 1 ... ! «■ J, .. l-jo ... .- °12-26| .. .. j 1'28| ... .. |2 4 * ... .. 12 23 |4 24 '■3 12 i i t | |i ^1: o*< 7 - MY J4 12 5 j* J5 22:41* J1222 4 *2 vl 23;6 *i |^ 6 22 3:6*1 | i’ll6 12 37:6 II 1g»'e- a > §■■ 6- 8 f 6 21 i » 6 35 '[2 *2 6 43 i*K 10 12 II* 15 "j2ii:0 4C : » :6-59 i » :7- 3 1 » :7 11 || 43 )2 8517.19 S 3 I®i <5 1°!A* 0 ;6||5S||9 20 |i is “ 7 r 40 i * :7*59 ! » 8 - 8 j » 8-19 I ,9 8-29 ; 9 8-85 3iil£ 8|148 TU 48 10 °2-*l 6 4 * ... 1*7 ** 2*® |7||1» ... |8*® 3** :« •• . ;!8'« 2 * ® 18 ®® (IO®® :7^ 4 <• 6 *® WO 2 - |10 51* 317 Specimen page of “ Reichs-Kursbuch ” 318 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL RAILWAYS IN GREAT BRITAIN The cost of railway fares in Eng¬ land is very high, probably the highest in the world. Railways and Classes in England. Classes. London and Northwestern.. 1st 2d 3d London and Southwestern. 1st 2d 3d London-Brighton South Coast . 1st 2d 3d Metropolitan, London. 1st — 3d South London Tube. — — 3d Midland Railway. 1st -— 3d Northeastern Railway. 1st — 3d Southeastern and Chatham. 1st 2d 3d Caledonian Railway, Scot¬ land . 1st — 3d Glasgow H. S. Western, Scotland . 1st — 3d Highland Railway, Scot¬ land . 1st -— 3d North British. 1st — 3d Furness Railway. 1st — 3d Great Central. 1st -— 3d Great Eastern. 1st 2d 3d Great Northern. 1st 2d 3d Great Western. 1st 2d 3d Lancashire and Yorkshire.. 1st 2d 3d Picadilly and Brompton (London Tube), one class only; zone fares. Irish Railways. Classes. Belfast and County Down. 1st 2d 3d Cork-Bandon H. South Coast . 1st 2d 3d Dublin and Southeastern... 1st 2d 3d Great Northern. 1st 2d 3d Great Southern and West¬ ern . 1st 2d 3d Midland Great Western... . 1st 2d 3d The third-class fare is based on the average of one penny per mile, the second is slightly higher and the first class is about double the third class. Return tickets are issued which are twice the fare and are available for varying periods according to distance. Throughout the year the railways is¬ sue week-end tickets available from Friday, Saturday or Sunday to Tues¬ day at reduced fares for all classes. In the season (summer), generally from May to October, all railways issue special cheap tickets to various places at cheap rates. Also tourist tickets are issued which work out cheaper than the return third-class fares. Many companies only run two classes of cars on their fastest trains and in some cases charge slightly higher rates for the special facilities offered. Pullman cars are also run in many long-distance trains, for which a slight excess fare above the first class is levied, and the same applies to the first-class sleeping cars. GUARD. JUNCTIONS IN ENGLAND England is a country of junctions, the railways cross each other in every direction at varying levels and the trains comiect more or less frequently at the junctions. It is usually possible to get something to eat at these junc¬ tions, although the English railway restaurants are anything but first class, except at a few of the larger stations. The great terminal hotels should be avoided, although their con¬ venience is beyond question. Two min¬ utes after the arrival of the train the visitor can be in the hotel and the baggage will follow in a few minutes. PASSENGERS IN LONDON Passengers in London can have their baggage picked up by the vans of the railway companies at an ex¬ pense of 6 pence per baggage. The service is the same as our transfer ex¬ press and is very much cheaper. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 319 The following tables are valuable as giving the distance between various important cities in Europe. No two lists of this kind ever agree as a whole either as to time or fares. TIME FROM LONDON TO THE FOLLOWING CITIES IN ENGLAND. City. ! Time. Train Starts From ! Hrs. Min. Aberdeen Bath. Birmingham., Bournemouth Bradford. Brighton. Bristol. Cambridge . . Dublin. Eastbourne . . “ * / Edinburgh . . Glasgow. Leamington... Leeds. Liverpool. Manchester... Newcastle.. . . Nottingham... Oxford. Scarborough.. Sheffield. Southampton. York. King’s Cross Station... . Euston Station. Paddington Station.... Euston Station. Waterloo Station. King’s Cross Station... . Victoria Station. London Bridge Station. Paddington Station. . . . Liverpool Street Station St. Pancras Station. Euston Station. London Bridge Station. Victoria Station. Euston Station. King’s Cross Station. Euston Station. Paddington Station. King’s Cross Station.... Euston Station. Euston Station. King’s Cross Station. St. Pancras Station. Paddington Station. King’s Cross Station. St. Pancras Station. Waterloo Station. King’s Cross Station. 11 7 11 15 2 0 2 0 2 11 3 53 1 20 1 20 2 12 1 3 1 40 9 10 1 25 1 33 8 0 7 45 8 0 1 53 3 39 3 45 3 30 5 12 2 23 1 15 4 50 3 20 1 44 3 35 A TYPICAL ENGLISH STATION Passengers cross Platforms by Bridges or Subways. 320 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL By-laws and regulations of the vari¬ ous railway companies are very simi¬ lar. These by-laws and regulations are given in all of the large books of time-tables and are posted in the sta¬ tions. Most of the penalties call for ft fine of 4 shillings for the first of¬ fense, not exceeding 5 pounds for any subsequent offense. These by-laws and regulations relate to tickets, the num¬ ber of passengers that can be crowded in a compartment, etc. Some of the regulations may seem very paternal, but they are quite necessary and make for safety. One of the regulations might, however, be cited. It is against the law to throw or drop from any carriage of the railway a bottle of any kind or any article or anything capable of injuring, breaking or dam¬ aging any personal property. The time-tables of the English roads AN ENGLISH EXPRESS AT FULL SPEED DIAGRAM “AMERICAN SPECIAL” Liverpool and London. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 321 are bulky affairs of 150 to 200 pages, but are very satisfactory as regards time-tables, rates and special informa¬ tion. ' They can usually be obtained gratis at most stations or at an ex¬ pense of one penny, English money. They can be discarded when the line is left. Several of the English lines have BERTH ON ENGLISH RAILWAY. offices in New York City, where the large time-tables will be furnished to intending tourists. This is notably the case with the Great Western Railway, Great Central Railway, Great Eastern Railway and the London and North¬ western. In England luncheon and tea bas¬ kets are supplied at most of the prin¬ cipal stations and may be ordered by telegraph without extra charge on ap¬ plication to the guard. The luncheon baskets are either hot or cold and in¬ clude a mutton chop or rump steak, with a boiled or baked potato, vege¬ tables or salad, bread, butter and cheese. The cold basket consists of a portion of veal or ham and salad, bread, butter and cheese, and the price is usually 2s. Gd. A small bottle of ENGLISH LUNCHEON BASKET. claret is 1 shilling extra. Tea baskets contain a pot of tea. bread, butter and cake and sell for 1 shilling for one person, Is. 6d. for a portion sufficient for two. Breakfast, luncheon, tea and dining cars are run on most of the English roads on the best trains. The breakfast is usually 2s. Gd.; luncheon, 2s. Gd. ; dinner, 3s. for four courses, 3s. Gd. for five courses. LONDON-PARIS There are four principal routes from London to Paris, via Dover and Calais, Folkestone and Boulogne, New Haven and Dieppe and Southampton and Havre. The Dover-Calais offers a shorter sea passage, although the Folkestone and .Boulogne offers a slightly shorter time. The trains from Paris to Calais are very fast, which is more than can be said for the steamer trains in England dealing with the Channel service. On reach¬ ing Calais the train runs out on the quay directly opposite the steamboat landing. Boats leave immediately on arrival of the trains, so that no time should be lost in embarking. Chairs 322 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL are provided and for a fee of six pence one of the sailors will be glad to look after the passenger’s comfort during the passage. For those who are in¬ clined to seasickness the two routes for the short passage are recom¬ mended, as seasickness on the Channel is apt to strike even a good sailor and the choppy waves of the Channel are apt to bring on illness a short time after the vessel is under way. The boats are all of a superb type and make the highest possible speed for this kind of a service. The Customs inspection going toward Dover is usu¬ ally conducted on the steamer and is perfunctory. Tourists who have pur¬ chased “Tauchnitz” or other English reprints of copyrighted novels should not expose them too prominently on the top of the baggage, as these books are sold with the understanding that they shall not be brought into Eng¬ land. There are other Channel routes, such as Dover-Ostend, etc., but we only concern ourselves here with the London and Paris routes. A full list of Channel and North Sea routes fol¬ lows : CHANNEL AND NORTH SEA ROUTES London—Paris Brussels Cologne Brussels Cologne Brussels Cologne Amsterdam Cologne Berlin Berlin via Dover—Calais “ Folkestone—Boulogne “ Newhaven— Dieppe Southampton and Havre via Dover— Ostend Dover—Ostend Dover—Calais “ Dover—Calais Folkestone—B’lcgne “ Folkestone—B’loeue Queenboro—Flushing Queenboro—P lushing Queenboro—Flushing Harwich — Hook ci Holland Harwich Harwich Hamburg Esbjerg Ostend “ “ Bordeaux “ “ Cherbourg via Southampton St. Malo “ Southampton Rotterdam “ Tilbury H ull—Amsterdam Antwerp Hamburg Rotterdam Copenhagen Stavenger Bergen Trondhjem Gothenburg Christiansand Christiania Grimsby to Gothenburg Grimsby to Rotterdam Grimsby to Hamburg London to Christiania London to Gothenburg Newcastle to Bergen Grangemouth to Christiania All tourist Agents sell tickets and gi\ c lists of sailings. COMPARATIVE VALUES OF ENGLISH AND UNITED STATES MONEY. d $ s S s S £ $ 1 0.02 1 0.24 12 2.92 1 4.87 2 0.04 2 0.49 13 3.17 2 9.74 3 0.06 3 0.73 14 3.41 3 14.61 4 0.08 4 0.97 15 3.65 4 19.48 5 0.10 5 1.22 16 3.90 5 24.35 6 0.12 6 1.46 17 4.14 6 29.22 7 0.14 7 1.71 18 4.38 7 34.09 8 0.16 8 1.95 19 4.63 8 38.96 9 0.18 9 2.19 9 43.83 10 0.20 10 2.44 10 48.87 11 0.22 11 2.68 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 323 RAILWAY ACCIDENTS IN ENG¬ LAND During the year 1908 no passengers lost their Jives in England in accidents to the trains in which they were trav¬ eling, while the number that was in¬ jured was only 283. This is a truly phenomenal record when the wholesale slaughter daily which goes on in our own country is considered. It is iin- Some Signals. possible to open any newspaper with¬ out seeing an account of a railway accident somewhere. The trains in Great Britain are run in a much more careful manner than in this country, and when an accident does occur, the responsibility is put on the proper au¬ thorities and punishment for neglect is swift. It should of course be re¬ membered that the railway system is much older than our own and also that the distances involved are com¬ paratively small and also that grade crossings are practically unknown ex¬ cept at stations where there is ample provision for safety appliances. BAGGAGE In traveling in England the heavy baggage which cannot be taken into the car with the passenger should be placed in the van as near as possible to the passenger's compartment. When the junction is reached where ,a change is to be made the passenger must see to it himself that the baggage is taken out of the van and the trans¬ fer made to the luggage van of the connecting train. The great inconven¬ ience which is occasioned by this con¬ stant watchfulness has caused the English people themselves to travel with very little baggage. Porters should be used freely in transferring the baggage and a small fee of 3 pence for one or two small pieces of baggage or for one trunk is a small equivalent for the services rendered. LONDON-PARIS.—Routes, Fares and Distances. Depart from London Route Fares Miles. Sea Pas¬ sage Time Occu¬ pied in Jour¬ ney Arrive at Paris Service 1st Class 2n<^ Class Charing Cross S. E. & C. £ s. d. £ s. * 3 Depar- Cannon St., Victoria or Holborn. Railway. Dover and Calais. S. E. & C. Railway. 2 16 8 1 19 8 286 H Hours. 71 Hours. Gare du Nord. tures Daily. 2 Depar- London Folkestone and Boulogne. L.B.&S.C. Railway. 2 10 0 1 14 8 258 2 Hours. 71 Hours. tures Daily. 2 Depar- Bridge end Victoria. New Haven and Dieppe. L. & S. W. Railway. i 18 7 1 8 0 245 4 Hours. 9 Hours. Gare St. Lazare. tures Daily. Nightly Waterloo. Southamp¬ ton and Havre. i 13 10 1 4 10 351 6 Hours. 14 Hours. (except Sunday). 324 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL RAILROADS IN HOLLAND In Holland kilometer tickets are is¬ sued at 15 florins first class, llTA florins second class for 500 kilometers. These tickets are available for a year, but owing to the short distances which separate the cities in Holland it is doubtful whether they will prove of utility to the average tourist. Circu¬ lar tour tickets are better adapted for their use. In Holland children young¬ er than four years pay no railroad fare and from four to ten years half fare. The spring is the best time to visit Holland, although it is much sought after at all seasons of the year. In the spring may be seen the gay flower gardens with their parti-colored tulips and hyacinths. ITALIAN RAILWAYS. The railways in Italy have never been noted for their excellence; the speed is not great. Wherever possible the trains of the Inter¬ national Sleeping Car Company should be secured, and in any event first, class tickets are recommended, especially when ladies are of the party. Tickets on express trains cost more than the ordinary trains. The old fashion¬ ed coupes still prevail on many of the trains, especially on the less frequented roads, but corridor cars are slowly but surely displacing them all over Italy. Third class should not be taken under any circumstances. The price of railroad tickets is stamped on each. A return ticket is known as a ritorna. Always remember that the Government stamp has to be included so that the proper change should always be ready, including the Govern¬ ment tax. Circular tour tickets are especially recommended for Italy, and the subject is taken up under “Tours,” which see. The International Sleeping Car Company, 281 Fifth Avenue, New York City, have recently been appointed agents for this country for the Italian railways, and they will be glad to send descriptive literature upon application. Some of the following terms may prove of value to the traveler; A ticket is called “ biglietto” ; the entrance is called “ ingresso ”; the exit, “uscito ”; “partenza” means that the train is about to start, corresponding to our “all aboard.” Compartments where smoking is not allowed are labeled “ vietato di fumare,” but it rarely makes very much difference, and the ladies should take the compartments marked “ donne sole.” The Custom House is called the “ dogana.” A DUTCH GROUP. For a number of years steamships have been in the habit of making landings late at night at New York, but this entailed serious inconvenience to the Custom House and the over-worked inspectors. A conference was held on March 18, 1910; the result of the conference was that night berthing of passen¬ ger steamships was considered essential and inevitable. New York with the opening of the well-lighted Ambrose Channel has be¬ come an “all night port,” and there is no reason why steamers should not berth at any time of the day or night, which means the saving of ten or more hours for both passen¬ gers and cargo. The added time is often also valuable for the making of repairs. It was also shown that the rivers were in better navigable condition at night owing to the fact that there were fewer craft around. It is probable that the number of baggage inspectors will be increased by about one- third to prevent them from being over¬ worked. When ships arrive very late at night passengers can remain on board if they so desire. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 325 RAILROADS IN NORWAY AND SWEDEN Norway and Sweden are usually reached by boat from Hull, Newcastle and Leith. It is possible to reach these countries by rail by Harwich and the Hook of Holland, by the Queenboro-Flushing route, or by the Dover-Calais route. The trav¬ elers who approach Europe by way of Bremen and Hamburg will find them¬ selves only a short distance from the frontier. The hotels in Norway, Sweden and Denmark make the visitor comfortable. Four meals a day are nearly always provided. It should be noted that the valleys are very hot in summer, while the high ground is very cold; therefore, travelers should be Sweden is expensive when trips are not made by boat. Many of the routes call for posting, the expense of which varies from 7 cents a mile for a con¬ veyance for one person to 18 cents a mile for one or two persons for a ealache. The hotels are apt to be well filled in summer, so that orders for horses and rooms should be se¬ cured by mail or telegram. The best season for visiting Norway, Sweden and Denmark is the summer. Some¬ times visitors go to Norway and Swe¬ den in the winter for the winter sports, but these can be had in as great variety in the much more acces¬ sible Switzerland. The midnight sun is seen from Bodo between May 30tli and .Tulv 12th : from Tromso, from May 18th to July 25th; from Ham- merfest, from May 13th to July 29th, and from the North Cape, from May 11th to August 1st. Bodii is the furthest south. Steamers are run from Trondhjem to the North Cape twice a week, as long as the midnight sun is above the horizon. In Sweden bicycles for touring purposes are ad¬ mitted free. Tourists who are mem¬ bers of the C. T. C. or other good bicycling clubs do not have to pay any duty, otherwise a deposit of 30 kr. must be made. It should be noted that dogs cannot be brought into either Norway or Sweden. RAILROADS IN RUSSIA Russia is best visited during the summer months. May, June and July being the best for a general trip, but St. Fetersburg and Moscow should be seen in January or February, if pos¬ sible. No attempt, under any circum¬ stances, should be made to enter Rus¬ sia without a passport, which is in unimpeachable form and which has been viseed at the Russian Consulate. Heavy clothing and comfortable trav¬ eling rugs should be provided. For the long Russian runs a train served with cars of the International Sleep¬ ing Car Co. should be selected. In winter the sports consist of skating, ice-boat sailing, etc. The sleighs are the great vehicles in Russia. French is spoken very largely in Russia. English-speaking guides will prove a convenience in going about St. Petersburg and Moscow. The hotels in these cities are famous the world over for their comfort and the merit of their cuisine. Travelers should use only the first and second class railway accommodations in Russia. The rail¬ way buffets are excellent. The Rus¬ sian winter need not be dreaded, as the inhabitants understand keeping themselves and their visitors warm and comfortable. THE TRANS-SIBERIAN The section of the International Sleeping Car Company’s trains is composed of first and second class cars containing compartments for two and four passengers. First class com¬ partments contain two sleeping berths, also a dinner chair, special reading lamp, accommodations for hand bag¬ gage, and the second class usually has a limited number of berth compart¬ ments, the rooms containing four berths; the cars are heated and are supplied with electric lights. In the dining car meals are served by a chef 326 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL and staff of waiters, the rate per day being seven shillings for three meals. A bathroom with hot and cold water is provided in each baggage car. It should be remembered that every visitor to Russia must be provided with a passport bearing the vise of the Russian Consul. The trip from London to Japan occupies about fif¬ teen days, and the railway fares from London to the Far East vary from 33 to 39 pounds, depending on the route. Thus we find that the traveler going by way of Calais, Brussels, Ber¬ lin, Warsaw, Moscow and Harbin, pays £34 13s. 6d., first class; while the fare to Nagasaki is £44 15s. Id., first class. By way of St. Petersburg there is a slight increase. The sleep¬ ing car fares from Moscow to Khar- dine is only six to ten pounds. Special leaflets for the trans-Siberian Railway can be obtained from the Interna¬ tional Sleeping Car Co. RAILROADS IN SPAIN The main lines in Spain are fairly good, but a traveler should in all cases take the first class. Baggage is free up to 66 pounds, and the Customs examination is lenient. Visitors should use either circular tour tickets or kilometer tickets, full particulars of which will be found elsewhere. These tickets should be obtained in advance from tourist agents either in this country or in Europe, as this will save a great deal of trouble. Most of | these tickets have the advantage that they can begin anywhere and fin¬ ish anywhere, and going over the same route if desired. We are now referring to the kilometer tickets and not to the circular tour tickets, which follow a fixed itinerary. The spring and autumn are the best seasons for Madrid and Central Spain; the autumn, winter and spring are the best for Seville, Granada, etc., and the late spring is the best season for the Spanish Pyrenees. The best sea¬ son for visiting Portugal is any time from June to October. The hotel ac¬ commodation in Spain and Portugal leaves very much to be desired.' For long journeys the cars of the Inter¬ national Sleeping Car Co. are recom¬ mended. SWISS TICKETS The Swiss Federal Railways have an admirable system of mileage and season tickets. The following is a resumd of the rules and regulations concerning them. Full maps, infor¬ mation, and beautiful literature can be obtained of the Swiss Federal Rail¬ way office, 241 Fifth Avenue, New York City. Ordinary Tariff of the Swiss Fed- ERAL Railways. Single I II III Cts. Cts. Cts. Per kilom. .10.4 7.3 5.2 Return I II III Cts. Cts. Cts. Per kilom. .15.6 10.0 6.5 Luggage, per 100 kilos. . . . 5 Cts. Validity of Tickets. For distances of under 200 kilometers. Single Tickets are available for the day of issue only; over 200 kilometers tickets are available until midnight of the next day. Return Tickets are available 10 days, including the days of issue and expiry. The validity expires at midnight on the 10th day. Transference of Tickets. In Switzerland railway tickets are not transferable. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 327 Break of Journey. On the Swiss railways passengers may without formalities of any kind break the journey at all intermediate stations. Any exception to this rule is mentioned on the ticket. Children’s Tickets. Children under four years of age traveling with their parents are carried free, provided they do not occupy a sep¬ arate seat in the compartment. From four to twelve years of age, children travel at half fares. No reduction is made for children on the price of Swiss Season Tickets. Swiss Combined Tickets are issued half-price to children aged 4 to 12. Rundreise (International) Tickets are issued half-price to children aged 4 to 10 . Swiss Season Tickets. Season Tickets available during 15, 30 or 45 days for an unlimited number of journeys over all the lines and lakes shown on the special railway maps sent on request are issued. Conditions of Issue. 1. Season Tickets are issued at the following prices, which include a deposit of Frs. 5 (see rule 10). First Class Tickets available for 15 days, $18.24=Frs. 05. 30 davs, $27.84=Frs. 145. 45 days, $35.52=Frs. 185. Second Class' Tickets available foi¬ ls days, $13.44=Frs. 70. 30 days, $20.16=Frs. 105. 45 days, $25.92=Frs. 135. Third Class Tickets available for 15 days, $9.60=Frs. 50. 30 days, $14.40=Frs. 75. 45 days, $18.24=Frs. 95. No reduction is made for children. 2. An unmounted photograph of the person for whom the ticket is to be is¬ sued must accompany the order for same. The photograph must be carte-de- visite size, the height of the head being not less than three-eighths of an inch. Smaller photographs will not be accept¬ ed. The photograph must not have been previously used for a similar purpose, and must remain affixed to the ticket. 3. When applying for Season Tickets, passengers must indicate the date on which they wish the period of availabil¬ ity to commence. Tickets may be dated in advance, but not more than eight days ahead of the actual date of issue. Season Tickets can not be used in ad¬ vance of the day for which they are dated. The validity of the ticket expires at midnight on the 15th. 30th or 45th day, and may under no circumstances be pro¬ longed. 4. Each ticket must hear the holder's signature. 5. During its validity a Season Ticket entitles the holder to an unlimited num¬ ber of journeys by all trains and boats shown in the official time-tables. 6. On all steamboats, second and third class tickets are available first and second class respectively. 7. The holders of first class Season Tickets wishing to travel by one of the International Sleeping Car Company’s “trains de luxe” must pay the supple¬ mental fares prescribed by the tariffs. The holders of second or third class tickets wishing to travel by the said trains must, in addition, pay the dif¬ ference between the second or third and the first class fares. A ROCKY CLIMB. 8. Season Ticket holders are requested to retain their tickets in their posses¬ sion and produce -them whenever re¬ quired to do so, otherwise the ordinary full fare will be charged, and will under no circumstances be refunded. 9. Season Tickets are not transferable. The ticket will, with the deposit, be confiscated if any alterations are made on it by the holder, or if it is trans¬ ferred to any other person, who will, in such case, be called upon to pay the or¬ dinary full fare and be liable to prose¬ cution. 10. The deposit (see rule 12) will be refunded upon the ticket with photo¬ graph attached being surrendered, in Switzerland, before noon on the day af¬ ter expiration, at any of the booking of- 328 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL flees of the railways or steamboat com¬ panies concerned. The ticket can also be sent by post to any of the said book¬ ing offices, but must be posted within the stipulated time. The deposit is forfeited if the ticket is not surrendered, or if it is surrend¬ ered too late, unless a further ticket be taken dated in continuation of the first. 11. No refund is granted for lost 15- day tickets. Only in exceptional cases (death, ill¬ ness proved by medical certificate) is any allowance made for partly-used tickets, and then only for those avail¬ able for 30 and 45 days. 12. A fuller extract of the rules and regulations will be found in the tickets. 13. On the lines of the undermention¬ ed railways and steamboat companies, the holders of Season Tickets are enti¬ tled to the following reductions on or¬ dinary fares: Uetliberg Railway, 20 per cent reduc¬ tion on ordinary fares. Arth-Rigi Railway. 20 per cent reduc¬ tion from Arth-Goldau to Rigi-Kulm, Rigi-Staffel, Wblfertschen-First and Rigi-Klosterli or vice versa (ascent, de¬ scent or return.) Vitnau-Rigi Railway, 20 per cent re¬ duction on single and return tickets from Vitznau to Rigi-Kaltbad, Rigi-Staf¬ fel and Rigi-Kulm or vice versa. Rigi-Scheidegg Railway, 20 per cent reduction on single and return tickets from Rigi-Kaltbad to Rigi-Scheidegg or vice versa. Brunnen-Morschach Railway, 20 per cent reduction on ordinary single and return tickets. Stanserhorn Railway, 20 per cent re¬ duction on return tickets. Brienz-Ilothorn Railway, 20 per cent reduction on ordinary return tickets. Interlaken-Ilarder Railway, 10 per cent reduction on ordinary fares (as¬ cent, descent or return). Beatenberg Railway, 20 per cent re¬ duction on single and return tickets. Bern-Worb Railway. 50 per cent re¬ duction on single and return tickets. Gurten Electric Railway, 20 per cent reduction on single and return tickets. Territet-Glion-Rochers de Naye Rail¬ way, 50 per cent reduction on Territet- Roeliers de Naye return tickets. Aigle-Leysin Railway, 50 per cent re¬ duction on single and return tickets. Monthey-Champory Railway. 20 per cent reduction on single and return tickets. Martigny-Chatelard Railway, 20 per cent reduction on single and return tickets. Monte-Generoso Railway, 20 per cent reduction on return tickets Capolago- Bellavista, Capolago-Generoso-Kulm and Bella vista-Generoso-Kulm. Lake of Zug Steamboat Company. 50 per cent reduction on single and return tickets. Swiss Combined Tickets. 1. Combined Tickets for journeys of not less than 200 kilometers (not count¬ ing diligence drives) are issued in Switzerland: at all the principal stations (other stations also accept or¬ ders) ; abroad: at Constance, Dellc and Pon- tarlier stations; at the Agency of the Swiss Federal Railways in Paris, 20 Rue Lafayette. 2. Combined Tickets are issued: (a) for circular journeys: (b) for return journeys over the same lines: (c) for partly circular and partly return jour¬ neys. The journey must be ended at the station at which it was commenced, ex¬ cept in certain cases mentioned in the tariff. 3. Orders for tickets must be given in writing, at least 4 hours in advance at the principal stations and two clear days in advance at other stations. 4. The tariff and necessary order- forms can be obtained free of charge at any station, also at the London and Baris agencies of the Swiss Federal Railways. 5. The validity of Combined Tickets is 45 days and can under no circum¬ stances be extended. 6. A ticket can be composed of rail and steamboat coupons of different classes; it can also include diligence coupons, but for the latter no reduction is allowed on the ordinary full fares. Circular and Pleasure Tickets With Fixed Itineraries. Apart from Combined Tickets, all the principal stations issue Circular and Pleasure Tickets with fixed itineraries. Pamphlets giving full particulars of these tickets can be obtained free of charge at the Swiss Federal Railways’ stations. No notice required for such tickets. International Rundreise Tickets. 1. Rundreise Tickets covering the greater part of Europe are issued at Berne, Zurich and Lausanne stations, also at the Alsace-Lorraine booking-of flee (Swiss Federal Station), the Badex State Railway booking-office (Badischer Bahnhof) at Bale and Bocquin & Co.’s Travel Bureau at Geneva : they can also be ordered in advance at any of the other principal S. F. R. stations. 2. Rundreise Tickets are issued in London and all the other chief cities of Europe. 3. The tickets are issued : fa) for cir¬ cular journeys : (b) for return journeys over the same lines: (e) for partly cir¬ cular and partly return journeys. 4. A ticket can be composed of rail and steamboat coupons of different classes. 5. Rundreise Tickets are not issued for journeys of less than 000 kilometers. (i. The validity of tickets is 00 days for journeys of 000 to 3000 kilometers, SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 329 90 days for journeys of 3001 to 5000 kilometers and 120 days for all dis¬ tances above 5000 kilometers. 7. Tickets must be ordered at least 6 hours in advance at the issuing sta¬ tions and 2 days in advance at other stations. The necessary order-forms are supplied free of charge by the stations and the Itundreise tariff is issued at cost price. ^ When ordering tickets at Swiss sta¬ tions a deposit of 2 francs per ticket must be paid. The deposit is refunded when the tickets are called for; in the event of the tickets not being called for the deposit is confiscated. Hand Luggage. The weight of hand luggage allowed is 10 kilos ( ,22 lbs.) per passenger. Only small packages are allowed, such as can conveniently be placed in the lug¬ gage racks. Articles whose presence is either dangerous or objectionable to other passengers, .cannot be taken into the compartment. Registration of Luggage. As a rule only personal effects, in trunks, gladstone bags, etc., can be reg¬ istered. The following objects can also be registered, provided they belong to passengers traveling by the same train : SUMMIT OF THE JUNGFRAU. Dogs Accompanying Their Masters. Passengers must themselves place their dogs in the luggage-van at the station of departure, convey them from one van to another when changing trains, and claim them immediately on arrival. Only small pet dogs which are car¬ ried by their owners are allowed in the compartments, provided the other pas¬ sengers do not object. The guard can have any dog removed from the com¬ partment. Tickets must in all cases be taken. The rate for dogs is 3 centimes per kilo¬ meter. perambulators, invalid chairs, bicycles and motor cycles for one person (with benzine or petrol tanks properly emptied or electric accumulators removed), skis, ordinary luges and toboggans (bob¬ sleighs excepted) ; also commercial trav¬ elers’ sample trunks. The weight of any package must not exceed 100 kilos. Exceptionally, articles which do not come under this heading are conveyed as registered luggage, provided they are not too bulky for conveyance per pas¬ senger train and the weight of same does not exceed 100 kilos. On the Swiss railways and steamboats no luggage is allowed free beyond the prescribed amount of hand luggage. 330 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Customs Examinations. (a) At frontier stations. Passengers must be present at the Customs examination of their luggage, which takes place at the following fron¬ tier stations: Entering Switzerland: —Bale, S. F. R. (traveling via Mulhausen), Bale, B. B. (traveling via Carlsruhe), Bouveret, Buchs (Austrian frontier), Campocolog- no, Chatelard, Chiasso, Constance, Cras- sier, Domodossola, Geneva - Cornavin (traveling via Lyons and Macon) and Geneva-Eaux-Vives (traveling via Anne- masse), Le Locle, Luino, Porrentruy, Uomanshorn, Rorschach, Schaffhausen, Singen, St. Margrethen, Vallorbe, Les Verrieres-Suisse and Waldshut. Leaving Switzerland: —Bale, S. F. R. (traveling towards Mulhausen), Bale, B. B. (traveling towards Carlsruhe), Belle- garde, Bregenz, Buchs (Austrian fron¬ tier), Chamounix, Chiasso, Constance. Delle, Divonne, Domodossola, Friedrich- shafen. Lindau, Luino, Morteau, Pontar- lier, Singen, St. Margrethen, Tirano and Waldshut. In transit via Switzerland, luggage registered through is not examined by the Swiss Customs. (b) In Switzerland (Unaccompanied registered luggage.) Should the owners of luggage regis¬ tered through to Berne, Chur, Lausanne, Lucerne, Montreux, St. Gallen or Zurich not be present at the frontier station when the Customs examinations takes place, such luggage will be sent on to the inland Customs offices at the afore¬ said stations, where it will be examined. Buffets. Liquid Refreshment and hot Meals can be obtained at the following sta¬ tions : Aarau, Airolo, Arth-Goldau, Bale S. F. R., Bale Baden State Ry. Sta¬ tion, Berne, Bellinzona, Biasca, Bienne, Bouveret, Brigue, Briinig, Buchs (Aus¬ trian frontier), Biilach, Chatelard, La Chaux-de-Fonds, Chiasso, Chur, Con¬ stance, Dachsen, Delemont, Delle, Domo¬ dossola, Fribourg, Geneva, Glarus, Go- schenen, Langnau, Lausanne, Locarno, Lucerne, Lugano, Luino, Neuchatel, 01- ten, Payerne, Pontarlier, Porrentruy, Rapperswil, Romanshorn, Romont, Ror¬ schach (Station and Harbor), St. Gallen, St. Margrethen, St. Maurice, Sargans, Schaffhausen, Singen, New Solothurn, Sonceboz-Sombeval, Stalden, Tbun, Tur- gi, Vi£ge, Waldshut, Weesen. Wil, Win¬ terthur, Yverdon, Zermatt, Zug and Zu¬ rich. Liquid Refreshment and cold Meals can be obtained at the following sta¬ tions : Baden, Bex, Bischofszell, Biiren o/A., Herzogenbuchsee, Lenzburg, Mor- ges, Muri, Oensingen, Rothkreuz, St. Ursanne. Sarnen, Scherzligen, Old Solo¬ thurn, Vevey, Wald, Wangen o /Aar, Wohlen-Villmergen and Zurich-Enge. Public Holidays. In Switzerland, in addition to Sun¬ days, the public holidays are New Year’s Day, Good Friday, Ascension Day and Christmas. Diligences. Conveyance of Passengers and Luggage. Maximum rates per kilometer. —On mountain routes and other extra-difficult routes: 30 cts. per seat outside (coupe or banquette), 25 cts. inside. On all other routes the fares are 20 cts. out¬ side and 15 cts. inside. The extra rate for mountain routes is charged from 15th June to 15th September only.— Children aged 2 to 7 pay half fares: full fares when all the seats are taken and an extra carriage has to be pro¬ vided for one child only. Return tickets are issued, available for 3 days (72 hours, counting from the time of departure to the time of start¬ ing for the homeward journey) ; reduc¬ tion of 10% on ordinary single fares. Subscription tickets for 10 journeys, available during three months, are is¬ sued at the following price: 10 times the ordinary fare, less 20% (half fares for children under seven). Luggage. —Small hand luggage is al¬ lowed free inside the diligence, provided its presence does not cause inconveni¬ ence to other passengers. Bulky lug¬ gage, such as trunks, boxes, gladstone bags, etc., is weighed and charged for. On journeys for which the fare does not exceed 15 cts. per kilometer, adults are entitled to a free allowance of 15 kilos: children to 7V2 kilos. On other journeys, the fares for which, from 15th June to 15th Sep¬ tember, exceed 15 cts. per kilometer, adults are entitled to a free allowance of 10 kilos, children to 5 kilos. The full weight is charged for when in ex¬ cess of the free allowance. Extra-Post.— Extra-Post may be or¬ dered at any time, in advance, at the post-offices on the principal mountain routes. Special fares are charged. Dogs. —No dogs (or any other ani¬ mals) are allowed inside the diligence. The publications of the United States Hydrographic Office consist of three classes: first, navigators’ charts, containing some 1,700 individual titles relating to all oceans and coasts, two books on sailing, directions, manuals, and instructions, 38 titles in all; three periodical publications, such as weekly notices to mariners, weekly hydrographic bulletin and weekly and monthly pilot charts, also daily memorandum and aerograms. The amount of information which is obtained is surprising, thus ocean observers send any matter relative to port facilities, navigational methods and instruction, discoloring of water, icebergs, derelicts, dangerous wrecks, calm¬ ing seas with oil. location of whales and seals, strandings, aberrations of sound, stellar navigation, rocks, shoals, soundings, changes in aid of navigation, ocean and tidal records, magnetic variation and deviation. TOURS TOURS IN THE BRITISH ISI/ES The following tours are specimens of what the great tourist companies, the American Express Company, etc., can provide. These itineraries can be altered to suit the requirements of individual passengers. It should be noted that where optional routes are given, the passengers must state at the time of booking their ticket which route is desired. Like all tours, the rates are subject to change without notice. The variation, however, is not usually very great. WELLS CATHEDRAL LONDON TO LIVERPOOL. B 1. Via Shakespeare Country and Ches¬ ter. London, Rugby. Leamington, Warwick, Kenilworth, Coventry, Lichfield, Stafford, Chester, Liverpool. 1st Class, £1/9/0 ($7.11); 2nd Class, £1/0/8 ($5.06); 3rd Class, £0/16/6 ($4.04). B 2. London, Windsor, Oxford, Leaming¬ ton, Warwick, Stratford-on-Avon, Shrews¬ bury, Chester, Liverpool. 1st Class, £1/9/0 ($7.11); 2nd Class, £1/0/8 ($5.06); 3rd Class, £0/16/6 ($4.04). B 3. Via Windsor, River Thames and Shakespeare Country. London, Windsor, Steamer to Henley and Oxford, rail Leaming¬ ton, Warwick, coach to Kenilworth, Strat¬ ford-on-Avon, and back to Warwick, rail Chester and Liverpool. 1st Class, £2/11/3 ($12.56); 2nd Class £2/1/6 ($10.17); 3rd Class, £1/17/6 ($9.19). B 4. Via Wye Valley and Chester. Lon¬ don, Windsor, Gloucester, Chepstow, Tintern, Monmouth, Ross, Hereford, Ludlow, Shrews¬ bury, Chester, Liverpool. 1st Class, £1/9/0 ($7.11); 2nd Class, £1/0/8 ($5.06); 3rd Class, £0/16/6 ($4.04). B. 5. Via Bath and Chester. London, Windsor, Bath, Bristol, Abergavenny, Here¬ ford, Ludlow, Shrewsbury, Chester, Liverpool, 1st Class, £1/17/0 ($9.07); 2nd Class, £1/5/0 ($6.13); 3rd Class, £1/0/0 ($4.90). B 6. Via Cathedrals and Dukeries. Lon¬ don, Peterboro’, Worksop, Liverpool. 1st Class, £1/9/0 ($7.11); 3rd Class, £0/16/6 ($4.04). B 7. Via Cathedrals. London, Cam¬ bridge, Eli, Lincoln, Liverpool. 1st Class, £1/9/0 ($7.11); 3rd Class, £0/16/6 ($4.04). B 8. Via Shakespeare Country, Chester, and English Lakes. London, Oxford, Leam¬ ington, Warwick, Stratford, Chester, Liver¬ pool, Penrith, Keswick, coach Honister Pass, Buttermere, Newlands Vale, Keswick, coach via Grasmere and Ambleside to Winder- mere, rail Liverpool. 1st Class, £3/12/0 ) $17.64); 2nd Class, £2/9/8 ($12.17); 3rd Class, £2/3/6 ($10.66). B 9. Via Cathedrals and English Lakes, London, Peterboro’, Lincoln, York, Penrith, and same as B 8. 1st Class, £3/11/1 ($17.42) 3rd Class, £2/4/8 ($10.95). B- 10. Via Southern Cathedrals, Cornish and Devon Coast, Wales and Chester. Lon¬ don, Winchester, Salisbury, Exeter, Torquay, Plymouth, St. Austell, Truro, Falmouth, Penzance, Newquay, coach St. Columb and Wadebridge, rail Camelford, coach Tintagel, Boscastle, Bude, Clovelly, Bideford, rail Ilfracombe, coach Lvnton and Minehead, rail Taunton, Wells, Bath, Bristol, Hereford, Shrewsbury, Barmouth, Portmadoc, Carnar¬ von, Llanberis, coach to Beddgelert (for Aber Glaslyn), Bettws-y-Coed, rail Chester and Liverpool. 1st Class, £8/19/7 ($44.00); 2nd Class, £6/10/6 ($31.97); 3rd Class, £5/13/1 ($27.71). B 11. Via North Devon, Chester, Scotland and English Lakes. London, Exeter, Bide¬ ford (for Clovelly), Ilfracombe, coach to Lynton and Minehead, rail Bristol, Shrews¬ bury, Chester, Edinburgh, Sterling, Trossachs, Lochs Katrine and Lomond, Glasgow, Pen¬ rith, and same as B 8. 1st Class, £9/12/6 ($47.16); 3rd Class, £5/14/10 ($28.13). B 12. Via North Devon, Wye Valley and Wales. London, Exeter, Bideford, Ilfra¬ combe, coach Lynton and Minehead, rail Bristol, Chepstow, Tintern, Monmouth, Ross, Hereford, Shrewsbury, Barmouth, Portmadoc, Carnarvon, Llanberis, coach to Beddgelert (for Aber Glaslyn) and Bettws- y-Coed, rail to Llandudno, Chester, and Liver¬ pool. 1st Class, £6/2/7 ($30.03); 2nd Class, £4/4/8 ($20.74); 3rd Class, £3/13/2 ($17.93). B 13. Via North Devon, Shakespeare Country and Chester. Same as B 12 to Bristol, thence Oxford, Leamington, Warwick, Stratford-on-Avon, Chester and Liverpool. 1st Class, £4/17/6 ($23.89); 2nd Class, Continued on page 335. 331 332 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 333 College Cha pier j School Bouse i East Walk i" r r rr CLOISTER 6ARTH 334 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL RCHESTER CATHEDRAL * LiCrvool I Cathedral route. | DichensSeTennj/sonVistricts 1 Conn try from which the early yof>H settlersoftfewlnffla.nd and ^ljncoln Yirc/ifUfl JffliityTyxtetf . PfTfRSORO 'yeas ton / NORWICH \MA ELY \ \ YARMOUTH [CAMBRIDGE J LONDON/ IPSWICH•HARWICH --- TO rue COHTtNEN r -+ LIVERPOOL Sr.STA, Colchester AN EASY TRIP A TWO DAYS’ TRIP SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 335 Continued, from page 331. £3/6/8 (S16.33); 3rd Class, £2/15/4 ($13.56). B 14. Via Cathedrals, Scotland and English Lakes. London, Peterboro’, Lincoln, York, Durham, Melrose or Berwick, Edin¬ burgh, Stirling, Trossaehs, Lochs Katrine and Lomond, Glasgow, Penrith, thence same as B 8. 1st Class, £6/11/4 ($32.18); 3rd Class. £4/1/1 ($19.87). B 15. Via Oxford, Shakespeare Country, Cathedrals, Scotland and English Lakes. B 10 to Bristol, via Fishguard, Rosslare, Waterford, Killarney, coach via Glengariff to Bantry, rail to Cork and Queenstown 1st Class, £9/19/2 ($48.80); 3rd Class, £6/2/2 ($29.93). B 17. Via Shakespeare Country and North Wales. London, Rugby, Leamington, War¬ wick, Kenilworth, Coventry, Lichfield, Chester, Rhyl, Bangor, Holyhead, Dublin (Westland Row), Killarney, coach via Glengariff to Bantry, rail to Cork and Queenstown. 1st CANTERBURY CATHEDRAL. London, Windsor, Oxford, Leamington, Warwick, Stratford-on-Avon, Lincoln, York, Durham, Berwick or Melrose, Edinburgh, Stirling, Trossaehs, Lochs Katrine and Lomond, Glasgow, Penrith, Keswick, coach via Grasmere to Ambleside, steamer to Lake side, rail Furness Abbey, Chester and Liver¬ pool. 1st Class, £7/6/5 ($35.87); 3rd Class, £4/5/6 ($20.95). LONDON TO QUEENSTOWN. B 16. Via Southern Cathedrals, Cornish and Devon Coast and Irish Lakes. Same as Class, £4/18/5 ($24.11); 2nd Class, a£3/19/2 ($19.40); 3rd Class, b£3/1/10 ($15.15). a 1st Class Bantry to Cork and Holyhead to Kingstown. b 1st Class Holyhead to Kingstown. B 18. Via Shakespeare Country, English Lakes, Scotland, Belfast and Killarney. Same as B 17 to Chester, thence rail Winder- mere, coach via Ambleside and Grasmere to Keswick, rail Edinburgh, Stirling and Callan¬ der. coach and boat via Trossaehs, Lochs Katrine and Lomond to Balloch, rail Glasgow, 336 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Ardrossan, steamer Belfast, rail Dublin, Kil- larney, coach via Glengariff to Bantry, rail to Cork and Queenstown. 1st Class, b £8/17/4 (143.45); 2nd Class, c£6/8/6 ($31.48); 3rd Class, £5/2/4 ($25.07). B 19. Via South Wales. London, Wind¬ sor, Bath, Bristol or Gloucester, Fishguard, Rosslare, Waterford, Killarney, thence same as B 18. 1st Class, £4/9/7 ($21.95); 3rd Class, a£2/6/8 ($11.43). B 20. Via North Devon, Western Cathe¬ drals and South of Ireland. London, Salis¬ bury, Exeter, Bideford, (for Clovelly), Ilfra¬ combe, coach via Lynton to Minehead, rail Wells, Bath, Bristol, thence same as B 19, 1st Class, £7/3/0 ($35.04); 3rd Class, a£4/3/1 ($20.36). B 21. Via Cathedrals, Scotland and North of Ireland. London, Cambridge, Ely, Peter- boro’, Lincoln, York, Durham, Melrose or Berwick Edinburgh, thence same as B 18, 1st Class, £8/7/1 ($40.94); 2nd Class. c£6/3/l ($30.16); 3rd Class, b£4/16/11 ($23.75). as B 23. 1st Class, £4/0/10 ($19.80); 3rd Class, £2/10/6 ($12.37). B 25. London, Cambridge, Ely, Peter- boro’, Lincoln, York, Durham, Berwick or Melrose, Edinburgh, thence same as B 23, 1st Class, £4/5/4 ($20.91); 3rd Class, £2/12/5 ($12.84). B 26. Via Cathedrals and Edinburgh, London, Cambridge, Ely, Lincoln, York, Durham, Melrose or Berwick, Edinburgh, Glasgow. 1st Class, £2/18/0 ($14.21); 3rd Class, £1/13/0 ($8.09). COMBINED TOURS. LONDON—BACK TO LONDON. B 27. Via Windsor, River Thames and University Cities. London, Windsor, steam¬ er to Henley, rail Oxford, Cambridge, London, 1st Class, £1/15/1 ($8.60); 3rd Class, £0/19/7 ($4.80). B 28. Via Shakespeare Country, Dublin, South of Ireland. London, Leamington, Warv^ick, Kenilworth, Coventry, Lichfield, SHAKESPEARE MEMORIAL THEATRE LONDON TO GLASGOW. B 22. Via Shakespeare Country and Eng¬ lish Lakes. London, Rugby, Leamington, Warwick, Kenilworth, Coventry, Lichfield, Stafford, Windermere, coach via Ambleside, Grasmere to Keswick, rail Edinburgh and Glasgow. 1st Class, £3/7/7 ($16.56); 3rd Class, £1/19/7 ($9.70). B 23. Via Shakespeare Country and Trossachs. London, Rugby, Leamington, Warwick, Kenilworth, Coventry, Lichfield, Stafford, Chester, Carlisle, Edinburgh, Stirling, Trossachs, Lochs Katrine and Lomond, Glasgow. 1st Class, £4/7/6 ($21.44); 3rd Class, £2/11/7 ($12.64). B 24. Via Cathedrals and Trossachs. London, Peterboro’, Lincoln, York, Durham, Berwick or Melrose, Edinburgh, thence same a 1st boat Fishguard to Rosslare, 5s. 6d. extra. b 1st boat Ardrossan to Belfast, 5s. 6d. extra. c 3rd in England and Scotland, 1st Steam¬ er, 2nd Ireland. ANN HATHAWAY’S COTTAGE Chester, Rhyl, Bangor, Holyhead, Kings¬ town, Dublin, Killarney, coach via Glen- gariff to Bantry, rail Cork, Dublin, steamer to Holyhead, rail to London. 1st Class, £6/13/0 ($32.59); 2nd Class, a£5/7/3 ($26.28); 3rd Class, a£3/15/6 ($18.50). a 1st class boat Holyhead to Kingstown. B 29. Via English Lakes, Belfast and North of Ireland, North Wales. London, Keswick, coach via Grasmere to Ambleside, steamer to Lake side, rail Furness Abbey and Barrow, steamer Belfast, rail Larne, car to Giant’s Causeway, rail Portrush, Belfast, Dublin (Kingstown), Holyhead, Carnarvon, Llanberis, coach to Beddgelert and Bettws- y-Coed, rail Llandudno, Chester and London, 1st Class, £8/14/8 ($42.79); 2nd Class, a£6/12/0 ($32.34); 3rd Class, a£5/17/1 ($28.69). a 3rd Class on Furness Railway and 1st Class on Steamers. B 30. Via English Lakes, Scotland, Cathedrals. London, Windermere, coach via Ambleside and Grasmere to Keswick, coach Honister Pass, Buttermere, Newlands SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 337 Vale, Keswick, rail Glasgow, Balloch, steamer and coach Lochs Lomond and Katrine, Trossachs, Callander, rail to Stirling, Edin¬ burgh, Melrose or Berwick, Durham, York, Peterboro’, London. 1st Class, £7/12/3 ($37.30); 3rd Class, £4/15/3 ($23.34). B 31. Via Cathedrals and Scotland. Lon¬ don, Peterboro’, York, Durham, Edinburgh, Glasgow, steamer via Kyles of Bute and Crinan Canal to Oban, steamer to Fort William and Inverness, via Caledonian Canal, rail to Aberdeen and Ballater, coach to Brae- mar (via Balmoral) and Blairgowrie, rail Edinburgh, London (King’s Cross). 1st Class, £9/9/0 ($46.31); 3rd Class £4/19/11 ($24.48). B 32. Via Cathedrals, Scotland, Ireland, North Wales and Shakespeare Country London, Cambridge, Ely, Peterboro', Lincoln, York, Durham, Melrose or Berwick, Edin¬ burgh, Stirling, Trossachs, Lochs Katrine and Lomond, Glasgow, Belfast, Dublin, Killarney, coach via Glengariff to Bantry, rail Cork, Dublin, (Kingstown), steamer Holyhead, rail Carnarvon, Llanberis, coach to Beddgelert and Bettws-y-Coed, rail Chester, Shrews¬ bury, Stratford-on-Avon, Warwick, Leam¬ ington, Oxford, Windsor, London. 1st Class, £12/5/11 ($60.25); 2nd Class, b£9/0/11 ($44.33); 3rd Class, c£7/10/2 ($36.79). . \ByXailJrom ^homnyltouteofDayTriprp^iwfotjfo /rorn London. r>r£ J LWmfl l e amington :\ and back. fioad MotarLeammqton toXenilworlti, Stratford etc. y t Gi/rs’J ^QJ/Fd \ H£ADW6> -lanoaN, (/MOMt tom) AN INTERESTING TOUR B Mixed Class: 3rd in England and Scot¬ land, 1st Steamer, 2nd Ireland, c 1st Class on Steamers. B 33. Via English Lakes, Scotland, Ire¬ land, North Wales and Shakespeare Country. London, Windermere, coach via Amble- side to Keswick, coach Honister Pass, But- termere, Newlands Vale, Keswick, rail Edin¬ burgh, thence same as B 32. 1st Class, £12/14/6 ($62.35); 2nd Class, a£9/10/11 ($46.78); 3rd Class, b£8/0/2 ($39.24). a Mixed Class; 3rd in England and Scot¬ land, 1st Steamer, 2nd Ireland. b 1st Class on Steamers. B 34. Via Shakespeare Country, Wales and Devon. London, Leamington, Chester, Bettws-y-Coed, coach via Beddgelert to Llan¬ beris, rail Carnarvon and Barmouth, Shrews¬ bury, Bristol, Minehead, coach to Lynton and Ilfracombe, rail Bideford, Exeter, Salisbury, Winchester, London. 1st Class, £7/11/5 (*37.10); 2nd Class, £5/1/10 ($24.95); 3rd Class, £4/8/2 ($21.60). B 35. Via Western Cathedrals and Devon. London, Windsor, Bath, Wells, Minehead, coach to Lynton and Ilfracombe, rail Bide¬ ford (for Clovelly), Exeter, Torquay, Dart¬ mouth, Salisbury, Winchester, London, 1st Class, £5/0/8 ($24.66); 2nd Class, £3/7/4 ($16.50); 3rd Class, £2/15/11 ($13.70). B 36. Via Shakespeare Country and Cathe¬ drals. London, Windsor, Oxford, Stratford- on-Avon, Warwick, Leamington, Rugby, Peterboro’, Ely, Cambridge, London. 1st Class, £2/4/7 ($10.92); 3rd Class £1/3/6 ($5.76). B 37. Via English Lakes. London, W indermere, coach via Ambleside and Gras¬ mere to Keswick, rail to London. 1st Class, £4/6/0 ($21.03); 2nd Class £2/12/0 ($12.74); 3rd Class, £2/7/0 ($11.52). B 38. Via Cathedral Cities, South Coast Resorts, Isle of Wight and Shakespeare, Country. London, Canterbury, Hastings, Brighton, Portsmouth, Ventnor, thence from Southampton, Salisbury, Wells, Bath, Didcot, Oxford, Leamington, Warwick, coach to Kenilworth, Stratford-on-Avon, and return to Warwick, Peterboro’, Ely, Cambridge, London. 1st Class, £5/7/2 ($26.26); 2nd Class, a£3/10/5 ($17.25); 3rd Class, £3/1/2 ($14.98). a 3rd Class Cambridge to London. B 39. Via South Coast Resorts and Ca¬ thedral Cities. London, Canterbury, Has¬ tings, Brighton, Portsmouth (for Isle of Wight). Winchester, Salisbury, Oxford. Windsor, London. 1st Class, £3/3/10 ($15.- 64); 2nd Class, £2/0/11 ($10.03); 3rd Class, £1/12/4 ($7.02.) Extension to Tours Embracing Scotland. Including Oban, Crinan Canal, and Kyles of Bute. Extra. 1st Class, £0/1/81 ($4.43); 3rd Class, £0/10/6 ($2.57). Including Oban, Caledonian Canal, Inver¬ ness and Perth. Extra. 1st Class, £2/4/7 ($10.92); 3rd Class, £1/4/6 ($6.00). (Applicable to Tours, Nos. Gil, 14, 15, 18, 21, 23, 24, 25, 30, 32, 33). SHORT DAY TRIPS FROM LONDON • Richmond. London and South Western Railway (QM miles); North London Railway, also LTnderground. Fare round trip Is. 3d. The Terrace Gardens, from which is gained one of the prettiest views of rural and river scenery in the world; Richmond Park with deer; Richmond Hill and White Lodge, resi¬ dence before her marriage of the Princess of Wales, figures in Scott’s Heart of Midlothian; Kingston and Hampton Court Palace near by; at Kingston in the Market Place enclosed in railings is the Coronation stone wheren Saxon kings were crowned. Windsor Castle. Great Western (21 H miles), or London & South Western Railway (25H miles); fare third class 3s. Od. round trip. Residence of English sovereign. State Apartments open Tuesdays, Wednesdays, Thursdays, and Saturdays 11 a. m. to 5 p. m. April to September inclusive, when the Court is not in residence, and to ascertain which, consult newspapers. Admission Tuesdays, Thursdays and Saturdays Is., children 6d., proceeds devoted to charities; Wednesdays and Bank Holidays free. Albert Memorial chapel and Round Tower open same days and times; Curfew Tower can be seen any day on application to the Keeper; St. George’s Chapel open every day except Friday from 12.30 to 4 p. m.; North Terrace open every day free; East Terrace Sundays only when Court is away, from 2 to 4 p. m.; Royal Stables and Riding School may be viewed daily from 1 to 2.30 p. m., and between 1 and 3 p. m. when court is absent. Visitors must sign 338 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL book and are accompanied round by a groom; Round Tower should be ascended to view the panorama of the Thames valley; Priceless artistic treasures in State Apartments; Waterloo Chamber used for banquets and theatrical performances, hung exclusively with portraits of persons associated with Napoleon’s military downfall. Home Park adjoins Castle Windsor; Great Park of 18,000 acres and Long Walk; At Southern End of Great Park is Virginia Water with ruins brought from Tripoli and re-erected on edge of Lake. Eton College immediately oppo¬ site Windsor on opposite side of river, Britain’s greatest School. TOURS FROM GLASGOW TO WESTERN HIGHLANDS. 1. Occupying one day.—By R. M. S. “Columba.” From Glasgow, via Kyles of Bute to Tarbert or Ardrishaig and back thwaite Lake, 3s. 6d. ($0.86); Buttermere and Crummoch Lakes, 6s. ($1.47). THE ENGLISH LAKES. The English Lake District (Wordsworth’s Country) may be roughly described as bounded by the Irish Sea and Morecambe Bay on the west and south, the London and North Western Railway from Lancaster to Carlisle on the east, and a line drawn from Penrith to Workington on the north. From Shap summit on the eastern side to St. Bees Head on the western boundary lies a contin¬ uous zigzagging ridge of watershed on which the summits soar to over 3,000 feet; the mountainous passes to be found in the ridges referred to being nowhere lower than about 1,000 feet. From the main ridge there are transverse ridges striking north and south and these with their intervening valleys and lakes make up a configuration of surface famed for LICHFIELD CATHEDRAL Fares: Cabin, 6s. ($1.47); Fore-cabin, 3s. 6d. ($0.86); pr, including breakfast, dinner and tea: Cabin, 10s. 6d. ($2.58); Fore-cabin, 7s. ($1.72). 2. Occupying two days. Glasgow to Oban via Kyles of Bute and Lochawe, returning via Cnnan Canal, &c. Fares: Cabin and 1st Class, 22s. 6d. ($5.52); Cabin and 3rd Class, 21s. ($5.15); Steerage and 3rd Class, 17s. 6d. ($4.29). 3. Occupying three days. Same as No. 2 above, but including one day excursion from Oban to Staffa (Fingal’s Cave), Iona (Cathedral, &c.). Fares : same as No. 2, with 15s. ($3.68) additional for Staffa and Iona excursion. 4. Occupying five days. Glasgow, via Kyles of Bute, Crinan Cana.1, Oban, Mull and Skye to Gairloch, coach via Loch Maree to Achnasheen and rail to Inverness, and steamer by Caledonian Canal, Ballachulish, and Oban to Glasgow. Fares: Cabin and 1st Class, 70s. 9d. ($17.34); Cabin and 3rd Class, 68s. 3d. ($16.73); Steerage and 3rd Class, 49s. 9d. ($12.19). Extension to Tours Embracing English Lakes. Coaching Tours from Keswich: Derwentwater Lake, 2s. 6d. ($0.61); Bassen- KENILWORTH CASTLE its infinite wealth of form and detail; herein is cradled the English “Lucerne.” The highest summits in the district are Scafell Pike (3,210 feet), Scafell (3,166 feet), Helvellyn (3,118 feet) and Skiddaw (3,450 feet). The Lakes or Meres number sixteen; the largest of them being Windermere, Thirlmere, Ullswater, Coniston, and Derwentwater. Besides the principal lakes there are innumer¬ able mountain tarns. A feature of the district is the great number of mountain passes all easily accessible to the pedestrian. Cragsmen who must see the top will also find many peaks to interest them; but before attempting to scale the sides of the mountains here they will do well to consult a little book, “Rock Climbing in the English Lake District” by O. Glynne Jones, or some other reliable treatise on the subject. Professor Wilson writes of one of the lakes (Wastwater): “There is a lake hid far among the hills That raves around the throne of solitude; Not fed by gentle streams or playful rills, But headlong cataract or rushing flood." Although the English Lake District is famed as being one of the earth’s beauty spots, it has also another notable feature—the great an- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 339 tiquity of its abbeys, ecclesiastical ruins and churches. Furness Abbey (Furness Abbey Station), which dates from the twelfth century, is a monastic ruin of great interest, still possess¬ ing architectural styles from the transitional Norman to the Perpendicular of the sixteenth century protraying each successive period. The line of Norman arches on the east side of the cloister is said to be the finest specimen of the kind in the kingdom, while the next period, Early English, has few examples as cians and the abbey became great and power¬ ful, exercising regal sway over the surrounding country, but subsequently it underwent the usual fate of such houses at the Dissolution. Nature, however, ever kind, has smoothed over all the old wounds of demolition, and, contemplated alone from an artistic stand¬ point, this ancient ruin, tinted with age, in its green wooded setting, now forms a striking and impressive bit of scenic composition. The antiquarian may find much of interest at all the towns and villages of the district. CONISTON—ENGLISH LAKE DISTRICT beautiful as the centre in the Chapter House. In the Abbot’s Chapel are two effigies of Norman Knights (12th century), said to be the only ones in England. Regarded his¬ torically, it may be briefly stated that Furness Abbey was founded originally by a number of monks from Savigny, in 1124. Their first location was Tulket, near Preston. In 1127, Stephen, Count of Bologne and Mortain, and later King of England, bestowed upon these monks a iarge part of his possessions in Fur¬ ness for the purpose of founding an abbey. The monks moved from Tdlket to the Furness site and built Furness Abbey. Eventually their order was incorporated with the Cister- At Grasmere a church was founded before the Conquest, and the town now possesses a fine old church dedicated to St. Oswald, King of Northumbria (634-642); the lower part of this church-tower being very ancient; the west gable has a thirteenth century window. The ancient custom of rush-bearing still sur¬ vives in Grasmere on the eve of St. Oswald’s Day. At Kendal, the capital town of West¬ moreland,is a ruined castle which was a strong¬ hold from time immemorial; in the sixteenth century it belonged to the Parrs as Lords of Kendal and it is famous as the birthplace of Catherine Parr, the last consort of Henry VIII. Five miles from Kendal is Levens 340 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Hall, containing a tower dating from the tweltth century. The gardens around this famous mansion are topiaric in arrangement and were laid out in the time of King James II; they are still maintained as the best specimen of the style in England. The walks and arbors are shaded by yews, hollies, and other evergreens, cut into a variety of gro¬ tesque shapes and forms. These interesting gardens are occasionally open to the public on certain days at the convenience of the Hawkshead. —A quaint and very irregu¬ larly outlined town, contains Grammar School at which Wordsworth was educated; the school was founded in 1585 by Archb. Sandys. Coniston. —Situated at foot of Old Man Mountain. John Ruskin (1819-1900) buried here. Near at hand is Tent House, where Tennyson once lived. Amblesidb. —One of the most beautiful points in the district. Coach communication with Waterhead, Grasmere, Windermere, owner. In this district is a famous glen— the locality of Mrs. Humphry Ward’s “Helbeck of Bannisdale.” Many volumes have been written on its folklore and charms, but space only permits us here to mention a few of the interesting points regarding this region. We give below a short compendium of places, all intensely attractive to the visitor. Windermere. —300 feet above the lake. Adjoining Windermere is Bowness, starting point for steamers plying on Lake Winder- mere at frequent intervals during the day and calling at numerous points. Entire tour of the lake (2 hrs. 3/-; 75c.). Boats and launches may be hired. Coniston, Keswick, Patterdale, etc. Stock Gill Force is near by; this is a romantic water¬ fall, 70 ft. high, with very picturesque sur¬ roundings. Excellent views of lake and mountain scenery. Ambleside is on the Windermere-Keswick coach route. Grasmere. —On Keswick — W indermere coach route. St. Oswald’s Church. Dove Cottage, home of Wordsworth; also the grave of the poet located here. Keswick. —(For Derwentwater Lake, But- termore, etc.) Located here is Greta Hall, home of Southey. Shelley also lived at Keswick for a time. Lead Pencil factories (to which visitors are admitted). Museum SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 341 (containing model of Lake District). Many interesting side trips can be planned to start from here,—Buttermere Lake, Cockermouth (birthplace of Wordsworth, Thirlmere, Druid Circle, Vale of St. John, etc. Penrith. —(Northern gateway to Lake District, junction for Keswick.) Old Castle; at Salkeld (3 miles) is a Druid Circle known as "Long Meg and her daughters.” Oxenholme (junction for Kendal and Win¬ dermere passengers). Carnforth (junction for Furness Railway passengers to Lake District) ROUTES THROUGH LAKE DISTRICT. 1. Lv. L. & N. W. main line at Oxenholme, proceed Windermere, coach to Keswick via Ambleside and Grasmere, thence rail to Penrith. Or vice versa. Cost— is in the Direct territory of the London & North Western Railway. This company sends attractive literature from their New York Office, 287 Fifth Avenue, New York. SIDE TRIPS THROUGH HOLLAND The Queenboro-Flusliing route is a very convenient route for reach¬ ing Holland, or, in fact, any part of the Continent. The ride from Lon¬ don to Queenboro is (JO miles. The trip through the mouth of the Thames is most interesting. The time of cross¬ ing from Queensboro to Flushing, port to port, takes from 6 to 7 hours, but not over 2 % hours at most is occu- THE AMSTEL AT AMSTERDAM 1st Class $2.98 (12/2) 2nd Class 2.25 ( 9/2) 3rd Class 2.18 ( 8/11) 2. Oxenholme, rail to Windermere; coach Ambleside, coach Patterdale, steamer Pooley Bridge, coach Penrith. Or vice versa. Cost— 1st Class $2.50 (10/2) 2nd Class 2.28 ( 9/3) 3. Lv. L. & N. W. Ry at Carnforth, rail to Furness Abbey, rail to Lake Side (Winder- mere), steamer to Ambleside, coach to Kes¬ wick via Grasmere, rail to Penrith. Or vice versa. Cost— 1st Class $4.15 (16/11) 3rd Class 2.09 (10/5 ) The foregoing rates include 1st class on all steamers and coaches. The Lake District pied by crossing the open Channel. The greater part of the passage is in calm water under the shelter of land. The Flushing route permits of a stop at Middelbourg, famous for its histori¬ cal buildings and the quaint and char¬ acteristic dresses of the peasantry. Rotterdam is, after Amsterdam, the largest city in the Netherlands, and is a place of great commercial impor¬ tance, as the canals accommodate large vessels. Rotterdam is also reached by the steamers of the Holland-America Line, which disembark their passen¬ gers at the Hook of Holland, the trip 342 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL to Rotterdam itself being made by rail. From Rotterdam a train should be taken to Uelft. The Hague is then reached, and an excursion should be made to Scheveningen. After the re¬ turn to The Hague, the journey should be made to Leiden, which, while not on the line of the Nether¬ lands State Railways, is readily ac¬ cessible. From Leiden a trip should be made to Haarlem, from which city Amsterdam is readily reached. Am¬ sterdam is the center for a number of interesting excursions, such as Zaan- dam and the Island of Marken. Other excursions may be made to Alkmaar. A week can be very pleasantly spent in Holland, but those who cannot spend so much time will find that the excursion can be made in three days, as per the annexed schedules, which have been prepared by the Netherlands TOWN HALL Veere, near Middelbourg State Railways. They give three and five-day excursions, but these trips may be extended to a week or ten days if desired. It should be noted that this schedule does not call for a stop at Leiden or Haarlem, both of which are particularly recommended; but tickets are issued covering this route at about the same fares. SIDE TRIPS THROUGH HOLLAND. FROM LONDON. ( Victoria, Holrorn or St. Paul Sta¬ tions.) Twice daily, also Sundays. 3 Days. Leave London ; leave Queenboro Pier ; arrive Flushing ; leave Flusning ; arrive Middelbourg Stop half day. Hotels .—Hotel Abdy, Grand Hotel, Hotel Nieuwe Doelen. Rates, $2.25- $3.25. Leave Middelbourg ; arrive Dordrecht. Stop four hours. Leave Dordrecht; arrive The Hague. Stop one day. Hotels .—Hotel d'Angleterre, Hotel de l’Europe, Hotel Central, Hotel Zalrn, Hotel de Bellevue. Rates, $2.00-$4.00. Leave The Hague (via Gouda) ; ar¬ rive Amsterdam. Stop one day. Hotels .—Amstel Hotel, Victoria Ho¬ tel, Bible Hotel, American Hotel. Hotel Krasnapolsky. Rates, $2.00-$4.00. Leave Amsterdam ; arrive Flushing ; arrive London. COST TICKET from London 2d Class through Holland 1st Rail and 2d to Class 1st Class Steamer Class London. $15.12 $13.41 $10.23 Brussels. 13.52 11.11 9.15 Paris. 18.89 14.95 12.99 Cologne. 14.21 11.61 9.65 Hamburg. 18.25 14.42 12 46 Berlin. 21.15 16.32 14.36 FROM LONDON. (Victoria, Holborn or St. Paul Sta- . tions.) Ticice Daily, also Sundays. 5 Days. Leave London ; leave Queenboro Pier ; arrive Flushing; arrive Middelbourg. Stop half day. Hotels .—Hotel Abdy, Grand Hotel, Hotel Nieuwe Doelen. Rates, $2.25- $3.25. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 343 Leave Middelbourg; arrive Dordrecht. Stop three hours. Leave Dordrecht ; arrive Rotterdam (Beurs Station). Stop night. Hotels .—Hotel Coomans, Hotel Ley- graaff. Average rate, $1.00 room and breakfast. Leave Rotterdam (D. P. Station) ; ar¬ rive Delft. Stop five hours. Leave Delft; arrive The Hague. Stop one day. Hotels .—Hotel d’Angleterre, Hotel de l’Europe, Hotel Central, Hotel Zalm, Hotel de Bellevue. Rates, $2.00-$4.00. London toFans via.lfonand&Tle/s/uini. GreatLasternRi/. Co's. J 'ariine Steamers. haarlem Vj.ri'iric/i-HooRj/'Jfodand route Hague AMSTERDAM HARWICH ' LONDON u een pool srswioM Rotterdam 10/ MILES jp OELFT c <'ANTWERP '’BRUSSELS (PARIS COST TICKET from London 2d Class through Holland 1st Rail and 2d to Class 1st Class Steamer Class London. $15.70 $13.93 $10.75 Brussels. 14.09 11.64 9.68 Paris. 19.47 15.48 13.52 Cologne. 14.79 12.14 10.18 Hamburg. 18.82 14.95 12.99 Berlin. 21.73 16.84 14.88 FIFTY INDEPENDENT TOURS THROUGH EUROPE. The following list of fifty inde¬ pendent tours through Europe was gotten up by one of the large Ger¬ man (the Hamburg-American) steam¬ ship companies, and a start is made from their arrival ports. This list is very good, but it should be noted that the rates are subject to change with¬ out notice, as are all rates. Consult the tourist agencies, steamship com¬ panies or the American Express Com¬ pany before ordering tickets for tours. They can often supply circular tour tickets at a great saving. AN EASY ROUTE TO HOLLAND Leave The Hague (via Gouda) ; ar¬ rive Gouda. Stop one hour. Leave Gouda ; arrive Utrecht. Stop half day. Hotels .—Hotel des Pays-Bas, Hotel Ka«teel van Antwerpen. Average rate, $ 1 . 00 . Leave Utrecht; arrive Amsterdam. Stop one and one-half days. Hotels .—Amstel Hotel, Victoria Ho¬ tel. Bible Hotel. American Hotel, Hotel Krasnapolsky. Rates, $2.00-$4.00. Leave Amsterdam; arrive Flushing: arrive London. A GROUP OF MARKEN MEN Tour No. 1. Cherbourg — Paris — Lyons — Mar¬ seilles —Cannes — Nice — Monte Carlo —San Remo—Genoa—Pisa—Florence— Venice—Milan—Como—(Italian Lakes) —Bellagio—Menaggio — Lugano—Lui- no — Locarno — St. Gotthard—Lucerne — Bale — Paris —- Cherbourg. Fare : 1st class, $70.15 ; 2d class rail, 1st class steamer, $55.90. Ticket good for 90 days. NOTE:—Tour can he made in either direction. Tour No. 2. Cherbourg — Paris — Geneve — Lau¬ sanne—Martigny — Brigue — Domodos- sola—Stresa—Italian Lakes—Laveno—- Luino—Lugano -— Menaggio — Bellagio — Como—Milano — Venice — Pontebba —Tarvis—Villach — Glandorf—Amstet- ten—Vienna — Linz — Salzburg—-Mu¬ nich—Dresden—Berlin—Frankfort o /M. —Mayence, rail or steamer to Cologne — Amsterdam—The Hague—Hoek v. Holland—London. Fare : 1st class, $99.90 : 2d class rail, 1st class steamer, $70.65. Ticket good for 90 days. NOTE:—Tour can he made in either direction. Tour No. 3. Cherbourg — Paris —- Bale—Berne— Thun—Scherzligen — Interlaken — Lu¬ cerne—Zurich—Arth Goldau — Bellin- zona—Lugano—Chiasso — Milan — Ve¬ rona— Venice — Udine — Pontebba — 344 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Glandorf — Amstetten — Vienna—Dres¬ den—Berlin—Hamburg. Fare: 1st class, $68.85; 2d class, $47.65. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 4. Cherbourg — Paris — Geneve — Lau¬ sanne—Montreux — Martigny — Brigue —Domodossola—Stresa—Italian Lakes -Laveno—Luino—Lugano — Menaggio —Como—Milan — Verona—Venice— Florence—Rome—Naples. Fare : 1st class, $50.65 ; 2d class rail, 1st class steamer, $37.40. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 5. Cherbourg — Paris -— Lyons — Mar¬ seilles—Cannes—Nice—Monte Carlo— San Remo—Genoa—Pisa—Rome—Na¬ ples — Rome — Florence—Venice—Mes- tre—Portogruaro — Cervignano — Mpn- falcone — Nabresina—Triest—Vienna— Linz—Salzburg—Munich — Stuttgart— Strassburg—Paris -— Calais — Dover — London. Fare; 1st class, $118.70: 2d class rail, 1st class steamer, $84.40. Ticket good for 120 days. NOTE:—Tour can be made in cither direction. Tour No. 6. Cherbourg — Paris — Strassburg —- Stuttgart—Nuremberg — Eger—Karls¬ bad—Teplitz — Bodenbaeh—Dresden — Berlin—Frankfort o/M.—Mayence or Wiesbaden—Riidesheim, rail or steamer to Cologne—Amsterdam—The Hague — Rotterdam—Antwerp -— Brussels — Os¬ tende—Dover—London. Fare : 1st class. $68.75 : 2d class rail, 1st class steamer, $47.00. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 7. Cherbourg —- Paris — Strassburg -—- Stuttgart—Ulm — Munich—Salzburg— Linz—Vienna—Tetschen — Dresden — Berlin—Frankfort o /M.—Mayence or Wiesbaden—Rudesheim, rail or steamer to Cologne—Amsterdam—The Hague—- Rotterdam—Antwerp — Brussels — Os¬ tende—Dover—London. Fare: 1st class, $82.10; 2d class rail, 1st class steamer, $56.10. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. . 8. Cherbourg — Paris — Metz — Saar- briicken — Frankfort o /M. — Berlin— Dresden—Hof—Munich — Innsbruck—- Bozen—Trient — Verona—Venice—Mi¬ lan—Genoa—San Remo—Ventimiglia— Monte Carlo—Nice—Cannes—Marseilles —Lyons—Paris—Calais—London. Fare: 1st class, $100.20; 2d class, $70.85. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 9. Cherbourg — Taris — Lyons -— Mar¬ seilles—Cannes—Nice—Monte Carlo—- San Remo — Genoa—Pisa—Rome—Na¬ ples—Rome—Florence — Venice — Ve¬ rona—Milan—Genoa. Fare: 1st class, $69.75 ; 2d class, $49.80. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 10. Cherbourg — Paris — Lyons — Mar¬ seilles—Cannes — Nice—Genoa-—with North German Lloyd steamer to Na¬ ples — Rome — Florence — Venice— Verona—Milan—Genoa. Fare: 1st class, $70.90; 2d class rail, 1st class steamer, $55.50. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 11. Cherbourg—Paris — Lyons — Mar¬ seilles—Cannes—Nice—Monte Carlo— San Remo—Genoa—Milan—Verona — Bozen—Brenner — Innsbruck—Munich -—Nuremberg or direct Leipsic—Berlin —Hamburg. Fare: 1st class, $65.60; 2d class, $46.00. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 12. Cherbourg — Paris -— Lyons — Mar¬ seilles—Cannes—Nice—Monte Carlo— Mentone—and back to Nice—Cannes— Marseilles—Lyons — Belfort — Strass¬ burg—Frankfurt o /M.—Berlin—Ham¬ burg. Fare:.,1st class, $66.90; 2d class, $46.70. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 13. Cherbourg — Paris — Bordeaux — Biarritz — I rub — (separate a trip through Spain)—thence commencing Portbou—Cette — Marseilles — Cannes •—Nice—Vintimilie—San Remo—Genoa —Milan — Verona — Venice—Verona— Desenzano— (Lake Garda) —Riva—Mori —Trient—Rozen—Innsbruck — Munich —Nuremberg or direct Leipsic—Berlin —Frankfort o /M.—Mayence or Wiesba¬ den—Rudesheim—rail or steamer to Co¬ logne—Amsterdam—The Hague—Rot- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 345 terdam—Antwerp — Brussels—Ostende —Dover—London. Fare: 1st class, 1)1101.50: 2d class rail, 1st class steamer, $72.00. Ticket good for 120 days. NOTE:—Tour can be made in either direction. Tour No. 14. Genoa — Pisa — Naples — Rome— Florence — Venice—Milan —- Como — Italian Lakes—Menaggio—(Lake steam¬ er) —• Lugano — Luino — Pallanza — Stresa — Luino — Locarno -— Bale — Strassburg or Heidelberg—Mayence — Fare : 1st class, $51.85 ; 2d class rail, 1st class steamer, $38.35. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 1G. Genoa—San Remo—Nice—Monte Car¬ lo—Genoa—Milan — Verona—Venice— Florence—Pisa — Rome — Naples — by boat Navigazione Genefale Italiana to Palermo—by rail to Girgenti—Catania — Syracuse — Taormina — Messina — Reggio—Naples. THE MER DE GLACE From the Montanvert rail or Rhine steamer to Cologne—Paris —Cherbourg. Fare : 1st class $73.80 ; 2d class rail, 1st class steamer, $52.70. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 15. Genoa—Monte Carlo—Nice—with Ri¬ viera steamer to Genoa—Milan—Luga¬ no—St. Gotthard—Lucerne — Bale— Strassburg or Heidelberg—Frankfort o/M.—Mayence—by rail or steamer to Cologne—Paris—Calais — Dover—Lon¬ don. Fare: 1st class, $63.20: 2d class rail, 1st class steamer, $46.45. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 17. Genoa — Milan — Verona —- Venice —Verona—Desenzano—via Lake Gar¬ da to Riva—Mori—Bozen—Innsbruck— Landeck—Sargans — Zurich -—- Lucerne -—St. Gotthard —Lugano—(Italian Lakes)—Menaggio — Bellagio—Como— Milan—Genoa. Fare: 1st class, $36.55 ; 2d class rail, 1st class steamer, $26.65. Ticket good for 60 days. 346 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL NOTE:—-Tour can be made in either direction. Tour No. 18. Hamburg -— Berlin — Dresden — Munich — Lindau— (Lake Constance) Zurich—Lucerne — Alpnacht — Inter¬ laken—Spiez—Zweisimmen — Montreux —Vevey — Lausanne — Bale —- Strass- burg or Heidelberg—Frankfort o /M.— Mayence or Wiesbaden—Rudesheim— rail or steamer Mayence or Rudesheim to Cologne—Amsterdam—Leiden—The Hague — Antwerp — Brussels — Paris —Calais—Dover—London. Fare: 1st class, $74.90; 2d class rail, 1st class steamer, $53.40. Tour No. 20. Hamburg — Berlin — Breslau -— Oderberg — Budapest — Zimony—Bel- grad — Constantinople — by Austrian Lloyd to Brindisi—Foggia—Naples— Rome—Firenze—Venice — Verona—Mi¬ lan— Genoa—San Remo—-Ventimiglia —Monte Carlo —- Nice—Cannes—Mar¬ seilles—Lyons—Paris — Calais — Lon¬ don. Fare: 1st class, $151.90; 2d class rail, 1st class steamer, $116.00. Ticket good for 120 days. NOTE: — Tour can be made in either direction. GENEVA, SWITZERLAND Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 19. Hamburg — Berlin — Dresden — Mu¬ nich—Lindau—(Lake Constance) Zurich — Lucerne — Fluelen — Chiasso — Milan -— Genoa — Ventimiglia — Mar¬ seilles—Cette — Portbou—thence com¬ mencing — Hendaye — Bordeaux — Paris—Calais—London. Fare : 1st class, $78.45 ; 2d class rail, 1st class steamer, $55.20. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 21. Hamburg — Berlin — Dresden—Tet- sclien—Vienna — Budapest — Fiume — (Abazzia) Triest—steamer to Venice— Verona —• Milan—Genoa—San Remo— Monte Carlo—Nice—Cannes—Marseilles —Lyons—Paris — Brussels — Ostende —Dover—London. Fare: 1st class, $81.90; 2d class, 1st class steamer, $58.50. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 22. Hamburg—Frankfort o /M.—Strass- burg—Belfort — Lyons — Marseilles — SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 347 Cannes—Nice—Monte Carlo—San Remo —Genoa — Milan — Verona —• Bren¬ ner — Munich — Nuremberg or direct Leipsic—Berlin—Hamburg. Fare: 1st class, $73.10: 2d class, |51.25. Ticket good for DO days. NOTE:—Tour can be made in either direction. Tour No. 23. Hamburg—Frankfort o /M.—Strass- burg — Belfort — Lyons—Marseilles—- Cannes—Nice—Monte Carlo—San Remo —Genoa—Milan — Verona — Venice — Florence—Rome—Naples. Fare: 1st class, $64.80 ; 2d class, $44.80. sheim or Frankfurt o /M.—Mayence—by rail or steamer from Mayence or Rude- sheim, to Cologne—rail Amsterdam— Leiden—Hague—Rotterdam -— Antwerp —Brussels—Paris—Cherbourg. Fare: 1st class, $48.65: 2d class rail, 1st class steamer, $33.30. Ticket good for 60 days. NOTE:—Tour can be made in either direction. Tour No. 26. Hamburg — Berlin — Dresden — Leipsic — Weimar — Eisenbach —- Frankfort o/M. — Wiesbaden — Rude- sheim or Mayence—by rail or steamer to Cologne—rail Amsterdam—Leiden— The Hague — Rotterdam — Antwerp— Bruxelles—Paris—Cherbourg. BOB SLEIGH RUN Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 24. Hamburg — Berlin — Dresden — Tetschen — Vienna — Salzburg — Mu¬ nich—Stuttgart—Strassburg — Paris— Cherbourg Fare: 1st class, $53.40 ; 2d class, $37.25. Ticket good for 60 days. NOTE:—Tour can be made in either direction. Tour No. 25. Hamburg — Berlin — Dresden — Karlsbad — Eger — Nuremberg — Frankfort o /M. — Wiesbaden — Rude- AT ST. MORITZ Fare: 1st class, $45.75; 2d class rail, 1st class steamer, $31.00. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 27. Hamburg —- Hanover — Bebra — WUrzburg—Nuremberg—or direct to Munich—Lindau—(Lake Constance) — Zurich — Lucerne — Brienz -— Inter¬ laken—Spiez—Montreux—by rail or steamer via Lausanne to Geneve and di¬ rect to Paris—Cherbourg. Fare: 1st class, $47.75; 2d class rail, 1st class steamer, $33.60. Ticket good for 60 days. NOTE:—Tour can be made in either direction. 348 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Tour No. 28. Hamburg — Berlin — Dresden — Bo- denbach — Karlsbad — Marienbad — Vienna — Salzburg — Munich —Stutt¬ gart — Strassburg — Paris •— Calais— Dover—London. Fare: 1st class, $67.35: 2d class rail, 1st class steamer, $45.00. Ticket good for 60 days. NOTE:—Tour can be made in either direction. Tour No. 29. Hamburg — Cologne — Amsterdam—- Leiden—The Hague—Rotterdam—Ant¬ werp—Brussels — Paris — Bale — Lau¬ sanne—by rail or steamer to Geneve— Montreux — rail Spiez — Interlaken — Fare: 1st class, $57.70; 2d class rail, 1st class steamer, $40.60. Ticket good for 60 days. NOTE: — Tour can be made in either direction. Tour No. 31. Hamburg — Berlin — Breslau — Dresden—Nuremberg — Munich —- Lin- dau—(Lake Constance) — Zurich — Lu¬ cerne—Berne—Bale—Strassburg or Hei¬ delberg-—Frankfort o/M.—Wiesbaden — Riidesheim or Frankfort o /M.—Mayence —by rail or steamer from Mayence or Riidesheim to Cologne—rail Amsterdam —Leiden—The Hague — Rotterdam — CASTLE OF CHILLON, LAKE OF GENEVA Brienz—Lucerne—Zurich—St. Gotthard -—Lugano—(Italian Lakes)—Menaggio — Bellagio — Como — Milan — Venice —Florence—Rome—Naples. Fare: 1st class, $74.40; ' 2d class rail, 1st class steamer, $53.40. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 30. Hamburg — Berlin — Dresden — Karlsbad — Eger — Nuremberg -—- Mu¬ nich — Lindau —- (Lake Constance) — Zurich —• Lucerne — Berne — Lau¬ sanne—by rail or steamer to Geneve—■ Paris—Calais—by steamer to Dover— London. Antwerp—Brussels — Paris — Calais— boat to Dover—London. Fare: 1st class, $78.20: 2d class rail, 1st class steamer, $54.10. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 32. London — Dover — Calais—Paris— Geneve -— Lausanne—Montreux—Zwei- simmen — Interlaken — Lucerne — Zu¬ rich —• (Lake Constance) Lindau — Munich—Salzburg — Vienna —- Tet- schen—Dresden — Berlin — Frankfort o /M.—Mayence—rail or steamer to Co¬ logne—Hamburg. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 349 Fare: 1st class, $86.25 ; 2d class rail, 1st class steamer, $59.90. Ticket good for 90 days. NOTE:—Tour can be made in cither direction. Tour No. 33. London — Dover — Calais—Paris—• Alt Muensterol—Bale—St. Gotthard—- Bellinzona—Lugano — Chiasso—Milan —Verona — Venice — Bologna — Flor¬ ence — Rome — Naples— by rail Reggio —Messina—Catania — Siracusa—Cani- catti—Girgenti—Termini Imerese—Pa¬ lermo—by steamer Navigazione Generale Ital.—Naples. Fare : 1st class, $80 50 ; 2d class rail, 1st cla«s steamer, $59.40. Ticket good for 90 days. NOTETour can be made in either direction. Tour No. 34. London—Hook of Holland — The Hague — Amsterdam — Cologne — Ber¬ lin — Dresden - Tetschen — Vienna— Semmering — Venice — Milan — Como — (Italian Lakes)—Menaggio — Lugano —Luino — Laveno — Stresa—Domodos- sola — Lausanne — Geneve — Berne— Interlaken—Lucerne — Zurich—Bale— Strassburg or Heidelberg—Frankfort o /M.—Mayence or Wiesbaden — Riide- sheim—rail or steamer to Cologne— Brussels—Paris—Cherbourg. Fare : 1st class, $105.35 ; 2d class rail, 1st class steamer, $74.55. Ticket good for 120 days. NOTE:—Tour can be made in either direction. Tour No. 35. London — Dover — Calais — Taris—- Brussels—Antwerp — Rotterdam—The Hague — Amsterdam —- Cologne —- Frankfort o /M.—Nuremberg—Munich— Salzburg—Linz — Vienna—Budapest— Belgrad—Constantinople—by Austrian Lloyd to Brindisi—Foggia—Naples— Rome—Firenze — Venice—Milan—Como —Italian Lakes—Bellagio—Menaggio— Lugano—Bellinzona—St. Gotthard—Lu¬ cerne—Zurich—Lake Constance—Lindau —Munich — Dresden — Berlin — Ham¬ burg. Fare: 1st class, $172.35: 2d class rail, 1st class steamer, $130.35. Ticket good for 120 days. NOTE:—Tour can be made in either direction. Tour No. 36. London—Hook of Holland—Rotter¬ dam—The Hague—Amsterdam—Cologne —by rail or steamer Mayence—Frank¬ fort o /M. — Berlin — Dresden — Hof — Munich : —Innsbruck — Bozen—Meran— Mori—Lake Garda—Riva—Desenzano— Verona -— Venice — Florence — Pisa -—Nervi — Genoa — San Remo—Venti¬ miglia—Monte Carlo—Nice — Cannes— Marseilles—Lyons—Paris—Cherbourg. Fare : 1st class. $98.95 ; 2d class rail, 1st class steamer, $70.95. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 37. London—Doyer—by steamer to Calais —Paris—Lyon's — Marseilles—Cannes— Nice—Monte Carlo—San Remo—Genoa —Milan — Verona — Venice—Mestre— Pontebba — Glandorf — Amstetten — Vienna—Tetschen—Dresden — Berlin— Hamburg. Fare: 1st class. $79.45: 2d class rail, 1st class steamer, $56.50. . Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 38. London—Dover—by steamer to Os¬ tende—rail Brussels—Cologne—by rail or steamer to Mayence or Riidesheim—- Wiesbaden — Frankfort o /M. — Heidel¬ berg or Strassburg—Bale—Zurich — Lucerne—Brienz — Interlaken — Spiez —Montreux—by rail or steamer via Lausanne to Geneve—rail Modane (Mt. Cenis) —Torino—Genoa. Fare: 1st class, $43.95: 2d class rail, 1st class steamer, $26.95. Ticket good for 60 days. NOTE:—Tour can be made in either direction. Tour No. 39. London—Dover—steamer to Ostende —Brussels—Cologne—steamer to May¬ ence—Frankfort o /M.—Berlin—Dresden —Nuremberg — Munich — Lindau — (Lake Constance)—Zurich —- Lucerne— Interlaken—Berne—Lausanne — Geneve —Paris—Cherbourg. Fare: 1st class, $73.50: 2d class rail, 1st class steamer, $51.05. Ticket good for 90 days. NOTE:—Tour can be made in cither direction. 350 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Tour No. 40. Naples — Rome — Florence — Venice — Pontebba —- Villaeh — Amstetten — Vienna—Salzburg—Munich—Dresden — Berlin — Cologne — Paris — Calais -—■ Dover—London. Fare: 1st class, $88.95: 2d class rail, 1st class steamer, $61.90. Ticket good for 90 days. • NOTE:—Tour can be made in either direction. 53 . Validita giorni 15 PREZZl I classe Lire 63 60 II » • 44 80 IB • *29 36 VENEZJ M.UN0 —Rovstn Vicenza _ jwh . Pescfnera Trevlqlio ^Pjdov/! ^Segoredo Verona Abano % C»5»1pUJter!en 9 e Monsfilfce sCodogno i Piacenza Sorgo S- Donnino Pjrrr.a //Ferrara Regglotmifia ^ juodeo* f &0l00NA Mestre Tour No. 41. Naples — Rome — Florence — Venice —Pontebba — Villaeh — Amstetten — Vienna — Dresden — Berlin — Frank¬ fort o /M.—Mayence—rail or steamer to Cologne — Paris — Calais — Dover -— London. Fare: 1st class, $83.85; 2d class rail, 1st class steamer, $58.90. Ticket good for 90 days. NOTE:—Tour can be made in either direction. ^C.rpi .Modena,, PREZZl ! cl. Lire 67 60 II . . 47 66 HI • *31 20/ Vergat* Pis ttna ^Prato FIB E till Tour No. 42. Naples — Rome — Florence — Pisa— Genoa — Nice — Genoa — Milan — Venice — Pontebba — Tarvis — Villaeh —Glandorf — Amstetten —- Vienna — Dresden — Berlin — Frankfort o /M. — Wiesbaden—Mayence—rail or steamer to Cologne—Paris—Calais—Dover—Lon¬ don. 102 . Validita giorni 15 UO'tin • ttvta f tenbtrtt f Vf*irr> /Brmam i yrVbrtont Inov* Uqun k Ronco PREZZl .... 1 classe Lire 73 60 MILAN0 11 • .61 86 Rogor.do , . 33 g 6 Ltd* fostlpu «terienqo k Codoqno orgoS Oonnfnty Pyrrri» J^eqqh) tmfHi Modena ^/Samplerdaren* BOLOGNA 3 EN 0 VA CtsUccchioA Vtrgrto Special® ^I^^Spenj Btgnld Porritj da Livorno PREZZl (£*»*»'» I cl L 77 40 ^ * ° II . . 64 46 III k Vfareggio £rrj potf 36 66 PISA FIRENZE Fare: 1st class, $99.00: 2d class rail, 1st class steamer, $71.85. Ticket good for 90 days. NOTE:—Tour can be made in either direction. IICANO Validita giorni SO . Roqortdo . CaJ^pusttr'enjo hCodogno ^Pbcenra Parma . VwHeqqio * 0 TlCO bolognb PREZZl 1 ol&sse Lire 119 80 II . . 78 20 III > • 60 60 DnUC-.f* SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 351 Tour No. 43. Naples — Rome — Florence — Venice —Milan—Torino—Modane— (Mt. Cenis) —Geneve—Paris—Calais — steamer to Dover—London. Fare: 1st class, $56.05 ; 2d class rail, 1st class steamer, $41.40. Ticket good for 90 days. NOTE:—Tour can be made in either direction. 115 . Validity giorni 30 PREZZI 1 classe Lire 137 60 Milano 11 » Tour No. 44. Naples — Rome — Florence—-Venice —Verona — Trient — Bozen — Inns¬ bruck—Munich — Lindau—(Lake Con¬ stance)—Zurich—Lucerne — St. Gott- hard — Lugano — Chiasso — Milan -— Genoa. Fare: 1st class, $46.70: 2d class rail, 1st class steamer, $33.85. Ticket good for 60 days. '\OTE:~—Tour can be made in cither direction. Tour No. 45. Naples — Rome — Florence — Pisa— Florence — Venice — Milan — Como — Lake steamer via Bellaggio—Menaggio —Lugano—Luino—Stresa — Domodos- sola — Simplon — Brigue—Zermatt — v isp—Martigny — thence commencing Chamounix — Geneve — Lausanne — Montreux —■ Zweisimmen — Spiez — In¬ terlaken—Lucerne—Bale—Strassburg or Heidelberg—Mayence—rail or steamer to Cologne — Amsterdam — The Hague— Antwerp — Brussels — Paris — Bou¬ logne—Folkestone—London. Fare: 1st class, $83.65; 2d class rail, 1st class steamer, $62.35. Ticket good for 90 days. NOTE:—Tour can be made in either direction. 116 . Validity giorni 45 Tour No. 46. Naples — Rome —- Florence — Venice —Milan — Chiasso — Lugano — Bel¬ li nzona—St. Gotthard—Lucerne—Brienz — Interlaken — Berne—Zurich—Lindau —Lake Constance—Munich—Salzburg— Linz—Vienna — Tetschen —- Dresden—■ Berlin—Hamburg — Frankfort o /M.—- Mayence—rail or steamer to Cologne— Amsterdam—The Hague—Rotterdam—- Antwerp — Brussels — Paris — Calais —Dover—London. Fare: 1st class, $111.65: 2d class rail, 1st class steamer, $77.20. Ticket good for 120 days. NOTE:—Tour can be made in either direction. SanBII* „ Ncvan „ . ^ MILANO [TO RVN 0 Vercelti >«. $NJt7» ViNoyiLfoure PREZZI I classe Lire 149 II . .98 III • > 63 352 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Tour No. 47. Naples — Rome — Florence — Venice —Milan — Genoa — San Remo—Venti¬ miglia—Monte Carlo—Nice—Cannes— Marseilles—Lyons—Geneve — Lausanne —Berne — Scherzlinger -— Interlaken—- Brienz — Lucerne — Zurich — Bellin- zona — Lugano — Chiasso — Milan -—- Genoa. Fare: 1st class, $58.55; 2d class, $41.80. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Validity giorni 45 VJovan ° i MILANO PREZZI I cl. L. 161 40 II . - 100 20 III . . 64 60 Tour No. 48. Naples — Rome — Florence — Venice •—Pontebba — Tarvis — Villach—Glan- dorf — Amstetten — Vienna — Linz —- Salzburg—Munich—Lindau—(Lake Con¬ stance) Zurich — Lausanne — Geneve — Vevey—Montreux—St. Maurice—Mar- tigny —. Brigue—Domodossola — Stresa —Italian Lakes—Laveno—Luino—Luga¬ no —- Menaggio — Bellagio — Como — Milan—Genoa. Fare: 1st class, $65.10: 2d class rail, 1st class steamer, $45.85. Ticket good for 90 days. NOTE: — Tour can be made in either direction , Tour No. 49. Naples — Rome — Florence — Venice —Milan—St. Gothard—Lucerne—Bale —Strassburg or Heidelberg—Frankfort o/M.—Mayence—rail or steamer Co¬ logne — Brussels — Ostende — Dover — London. Fare: 1st class, $57.05; 2d class rail, 1st class steamer, $40.45. Ticket good for 90 days. NOTE:—Tour can be made in either direction. Tour No. 50. Rotterdam—The Hague—Amsterdam —Cologne—by rail or steamer to Mayence or Wiesbaden—Frankfort o /M. —Berlin—Dresden — Leipsic — Munich — Heidelberg — Zurich — Lucerne —- Interlaken — Berne — Lausanne — Ge¬ neve—Paris — Calais—Lille — Brussels -—Antwerp. Fare: 1st class, $74.45: 2d class rail, 1st class steamer, $52.80. Ticket good for 90 days. NOTE:—-Tour can be made in either direction. “RUNDREISE” or CONTINENTAL CIRCULAR TOURS FROM LONDON AND PARIS This list' has been very carefully pre¬ pared by the American Express Com¬ pany, and gives a number of interest¬ ing tours. The “rundreise,” or circular tickets from London, Italian circular tours from Paris, the “rundreise,” or circular tickets from Paris, the French circular tickets and the Spanish semi¬ circular tickets are all recommended. Consult any responsible tourist agen¬ cy relative to rates. It is wise to get figures from two agencies and com¬ pare prices for identical itineraries. Remember fares are often cheaper when tickets are issued by inferior or shorter routes. The best tourist agen¬ cies give advice which is often disin¬ terested and rather professional, and intending travelers should always in¬ dicate the route desired and should not be dissuaded from it unless loss of time or money can be demonstrated. The very best practice in tipping seems to be to allot a certain per cent, of the hotel bills for tips and then let the hotel manage¬ ment see to the distribution. The writer has tried this with satisfaction. If the amount of the bill is small ten per cent, should be given; if the amount of the bill is large it may be scaled to seven per cent. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 353 CONTINENTAL CIRCULAR TOURS FROM LONDON. Time allowance conditional. Free allowance of 56 lbs. registered baggage. 1. London (Brighton), Dieppe, Rouen, Paris, Amiens, Boulogne, Folkestone, London, or t >ice versa. 1st Class, £4/8/7 ($21.71); 2nd Class, £3/2/8 ($15.35); 3rd Class, £2/1/4 ($10.13). 2. London (Brighton), Dieppe, Rouen, Paris, Amiens, Calais, Dover, or vice versa, 1st Class, £4/15/3 ($23.34); 2nd Class, £3/7/8 ($16.58); 3rd Class, £2/4/4 ($10.87). 3. London, Southampton, Havre, Rouen, Paris, Amiens, Boulogne, Folkestone, London, or vice versa. 1st Class £4/3/10 ($20.54); 2nd Class, £2/19/6 ($14.58). 4. London, Southampton, Havre, Rouen, Paris, Amiens, Calais, Dover, London, or vice versa. 1st Class, £4/10/6 ($21.95); 2nd Class, £3/4/6 ($15.81). 5. London, Southampton, Havre, Rouen, Paris, Havre, Southampton, London. 1st Class, £2/16/8 ($13.89); 2nd Class, £2/0/8 ($9.97). 6. London, Folkestone, Boulogne, Amiens, Paris, Calais, Dover, London, or vice versa. 1st Class, £4/15/9 ($23.46); 2nd Class, £3/9/10 ($17.11); 3rd Class, £2/0/6 ($9.93). 7. London, Newhaven, Dieppe, Rouen, Paris, Dieppe, Newhaven (Brighton), London 1st Class, £3/6/3 ($16.24); 2nd Class, £2/7/1 ($11.54); 3rd Class, £1/13/3 ($8.15). Normandy and Brittany Tour (No. 15).— London, Brighton, Newhaven, Dieppe, Rouen, Fecamp, Havre to Honfleur by boat and Hon- fleur to Trouville by rail, or Havre to Trou- ville by boat, Caen, Cherbourg, St. Lo or Carteret, Granville, Avranchers, Pontorson, Mont St. Michel (by tramway), Dol, St. Malo, Dinard, St. Brieuc, Guingamp (Paim- pol and Carhaix), Lannion, Morlaix (Cai- hax), Roscoff, Brest, Quimper, Douarnenez, Pont l’Abb6, Concarneau, Lorient, Quiberon, Vannes, Savenay, Le Croisic, Gu6rande, St. Nazaire, Pont Chateau, Redon, Rennes, Vitre, Laval, Le Mans, Chartres, Paris, Dieppe, Newhaven, Brighton, London, or vice versa. Available for one month. 1st Class, £8/4/4 ($40.27); 2nd Class, £5/16/9 ($2S,61). Switzerland.—(Tour 53.)—London, Paris, Paris Ceinture, Dijon, Macon, Bourg, Culoz, Geneva, Lausanne, Fribourg, Berne, Scherzli- gen, Daerligen, Interlaken, Boenigen, Giess- ach, Brienz, Meiringen, Alpnach, Lucerne, Sur- see, Aarbourg, Olten, Bale, (PetitCroix, Delle), Belfort, Paris, London, or vice versa. Avail¬ able for 75 days between London and Paris, and 60 days bevond. Via Calais or Boulogne, 1st Class, £10/10/5 ($51.55); 2nd Class, £7/14/11 ($37.96). Via Dieppe, 1st Class, £9/2/0 ($44.59); 2nd Class, £6/13/2 ($32.63). Pyrenees.—(Tour 1.)—London, Paris, Or¬ leans, Tours, Angouleme, Bordeaux, Arca- chon, Morceux, Mont de Marsan, Tarbes, Bagneres de Bigorre, Montrejeau, Bagneres de Luchon, Montrejeau, Tarbes, Lourdes, Pierrefitte-Nestalas, Lourdes, Pau, Puyoo, Bayonne, Dax, Morceux, Bordeaux, Angou- lfme, Tours, Orleans, Paris, London, or vice versa. Available for 45 davs. Via Calais or Boulogne. 1st Class, £11/8/3 ($55.92); 2nd Class, £8/9/8 ($41.57). Via Dieppe. 1st Class, £9/18/5 ($48.61); 2nd Class, £7/6/10 ($35.98). Touraine and the Valley of the Loire (No. 1.)—London, Dieppe, Paris, Orleans, Blois, Amboise, Tours, Chenonceaux, Tours, Loches, Tours, Langeais, Saumur, Angers, Nantes, St. Nazaire, Le Croisic, Gu6rande, St. Na¬ zaire, Nantes, Angers, Paris ( via Blois or Vendome, or via Chartres, without stoppage on the Ouest Railway), Dieppe, London, or 'vice versa. 1st Class, £6/15/2 ($33.12), 2nd Class, £4/17/7($23.91). ViaCalaisor Boulogne, 1st Class, £8/4/9 ($40.36); 2nd Class, £6/0/4 ($29.48). Dutch Circular Tour.—London, Rochester, Queenboro’, Flushing, Middelburg, Roosen- daal, Breda, Tilburg, Bois-le-Duc, Nymegen, Arnheim, Ede, Zeist, Driebergen, Utrecht, Amsterdam, Haarlem, Leyden, The Hague, Delft, Rotterdam, Dordrecht, Roosendaal, Flushing, Queensboro’, London. Tickets available for 30 days. 1st Class, £3/5/1 ($15.95); 2nd Class, £2/6/4 ($11.35). Owing to the large number of these Tours it is not possible to enumerate more than a few examples. Other itineraries will be sub¬ mitted on application. ITALIAN CIRCULAR TOURS FROM PARIS. The following Circular Tours afford many important advantages. Tickets are available for 60 days, and allow holders to stop over at all points of interest. These tickets are very much below the ordinary fares, effecting a considerable saving. Luggage.—56 lbs. conveyed free in France only. In Switzerland and Italy all registered luggage must be paid for. These Itineraries cannot be modified or altered, but can be issued in the reverse direction. Passengers must state at the time of booking by which route they intend to travel from Paris. Examples Tour 81 Al.—Paris, Macon, Bourg (or Lyons), Aix-les-Bains, Turin, Alessandria, Genoa, San Remo, Bordighera, Vintimille, Mentone, Monte Carlo, Nice, Cannes, Toulon, Marseilles, Lyons, Macon, Dijon (or Cette, Nimes, Clermont), Fontainebleau, Paris. 1st Class, ($34.68) Frs. 177.70; 2nd Class, ($25.41) Frs. 130.20. Tour 86 BB1.—Paris, Troyes, Bale, Lucerne St. Gothard Railway to Goschenen, Biasca, Bellinzona, Como, Milan, Turin, Genoa, San Remo, Bordighera, Mentone, Monte Carlo, Nice, Cannes, Marseilles, Lyons, Macon, Dijon (or Cette, Nimes, Clermont), Fontaine¬ bleau, Paris. 1st Class, ($39.18) Frs. 200.80; 2nd Class, ($29.05) Frs. 148.90. Tour 88 EE1.—Paris, Troyes, Bale, Lucerne (or Zurich), St. Gothard Railway to Goschenen, Biasca, Bellinzona, Lugano, Como, Milan, Novara, Turin, Mont Cenis, Chambery, Culloz, Macon (or Grenoble, Lyons, Macon), Dijon, Paris (or Lyons, Clermont-Ferrand, Paris). 1st Class, ($31.10) Frs. 159.40; 2nd Class, ($23.23) Frs. 119.05. RUNDREISE OR CIRCULAR TICKETS FROM LONDON Rundreise Tickets effect a considerable sav¬ ing on the regular single fares, and are only available provided the circular trip exceeds 600 kilometres—373 miles. 354 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL These tickets do not entitle holders to any free baggage allowance, except hand baggage. The following tours are enumerated as specimens only. Tickets can be arranged covering other combinations, and estimates will be submitted on application. No refund is allowed by the Railway Administrations on unused or lost coupons. Children under ten years of age half-fare. Stop-overs are allowed at any station en route. See rules of trains, page 312. R. 20. London, Paris, Rhine, Belgium, London.—London, Dover, Calais, Paris, Strassburg, Heidelberg, Mayence, *Cologne, Brussels, Ostend, Dover, London (available Via Dieppe, and as above (available 60 days). 1st Class, £10/11/11 (*51.92); 2nd Class, £7/7/8 (*36.18). R 30. London, Paris, Switzerland, Aus¬ tria, Germany, Rhine, Belgium, London.— London, Dover, Calais, Paris, Geneva, *Lau- sanne, Bern, Interlaken, Lucerne, Zurich, Innsbruck, Munich, Vienna, Prague, Dresden, Berlin, Liepsic, Frankfort O M, Mayence, ♦Cologne, Brussels, Ostend, Dover, London (available 120 days). 1st Class, £18/16/6 (*92.24); 2nd Class, £12/16/3 (*62.78). Via Dieppe, and as above (available 120 days). 1st Class £18/10/4 (*90.73); 2nd Class £12/10/7 (*61.39). LA BELLE ALLIANCE FARM, WATERLOO BELGIUM The Picturesque Battlefield is easily reached from Brussels 60 days). 1st Class, £8/8/6 (*41.28); 2nd Class, £5/17/6 (*28.79). Via Dieppe, and as above (available 60 days). 1st Class, £8/2/5 (*39.79); 2nd Class, £5/11/9 (*27.38). R. 25. London, Paris, Switzerland, Black Forest, Rhine, Belgium, London.—London, Dover, Calais, Paris, Geneva, * Lausanne, Bern, Interlaken. Brienz, Lucerne, Zurich, Falls of Rhine, Black Forest, Heidelberg, Mayence. ♦Cologne, Brussels, Ostend. London (avail¬ able 60 days). 1st Class, £10/18/0 (*53.41); 2nd Cir.ss, £7/13/4 (*37.56). R 53. London, Paris, Switzerland. Italy, Austria, Germany, Rhine. Belgium, London.— London, Dover, Calais, Paris, Geneva, ♦Lau¬ sanne, Bern, Interlaken, Brienz, Lucerne, St. Gothard, Milan, Genoa, Pisa, Rome, Florence, Venice, Vienna, Prague, Dresden, Berlin, Frankfort-on-Main, Mayence, ♦Co¬ logne, Brussels, Ostend, Dover, London, (available 120 days). 1st Class, £23/11/2 (*115.44); 2nd Class, £16/6/4 (*79.95). * Rail or Steamer. 355 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Via Dieppe, and as above (available 120 days). 1st Class, £23/5/0 ($113.96); 2nd Class, £16/0/8 ($78.56). R 55. London, Holland, Belgium, France, London.—London, Hook of Holland, Haag, Leyden, Haarlem, Amsterdam, Rotterdam, Antwerp, Brussels, Paris, Calais, Dover, London (available 60 days). 1st Class, £j/ 3/0 ($30.14); 2nd Class, £4/7/8 ($21.48). Ditto, via Flushing (available 60 days). 1st Class, £6/7/8 ($31.28); 2nd Class, £4/12/6 ($ 22 . 66 ). R 57. London, Denmark, Sweden, Ger¬ many, Holland, London.—London, Steamer to Esbjerg (via Harwich), Rail Gothenburg, Stockholm, Copenhagen, Hamburg, Bremen, Amsterdam, Hague, Rotterdam, London, (returning via Hook, available 60 days). 1st Class, £12/17/8 ($63.13); 2nd Class, £9/1/2 ($44.39.) * 3rd Class Rail, London to Harwich; 1st Class on Harwich-Esbjerg steamer. RUNDREISE OR CIRCULAR TICKETS FROM PARIS. The American Express Company issues Circular, or Rundreise, Tickets via all rail¬ road lines in France, Switzerland, Holland, Belgium, Denmark, Roumania, Servia, Italy, Germany, Austria-Hungary, Norway, Sweden, Turkey and Bulgaria. Rundreise Tickets effect a considerable saving on the regular single fares and are available only provided the circular trip ex¬ ceeds 600 kilometres—373 miles. These tickets do not entitle holders to any free baggage allowance, except hand baggage. The following are a few specimen tours. Tickets can be arranged covering other com¬ binations, and estimates will-be submitted on application. No refund is allowed by the Railway Administrations on unused or lost coupons. Children under ten years of age, half-fare. Stop-overs are allowed at any station en route. 1. Paris, Strasburg, Heidelberg, Mayence, Cologne, Aachen, Brussels, Ostend, Dover, London. (Valid 60 days.) 1st Class, ($30.43) Frs. 155.95; 2nd Class, ($21.18) Frs. 108.55. 2. Paris, Strasburg, Heidelberg, Mayence, Cologne, Amsterdam, Hague, Rotterdam, Hook of Holland, London. (Valid 60 days), 1st Class, ($31.07) Frs. 159.25; 2nd Class, ($21.07) Frs. 108.00. 3. Paris, Geneva, Lausanne, Berne, In¬ terlaken, Lucerne, Bale, Heidelberg, Mayence, Cologne, Flushing, London. (Valid 60 days,) 1st Class, ($39.49) Frs. 202.40; 2nd Class, ($27.20) Frs. 139.40. 4. Paris, Brussels, Antwerp, Rotterdam, Hague, Amsterdam, Bremen, Hamburg, Berlin, Frankfort, Strasburg, Paris. (Valid 60 days) 1st Class, ($46.08) Frs. 236.15; 2nd Class, ($31.54) Frs. 161.65. 5. Paris, Bale, Zurich, Munich, Vienna, Berlin, Leipsic, Cologne, Brussels, Ostend, London. (Valid 90 days.) 1st Class, ($68.91) Frs. 353.15; 2nd Class, ($47.18) Frs. 241.30. 6. Paris, Turin, Genoa, Pisa, Rome, Naples, Florence, Venice, Trieste, Budapest, Vienna, Frankfort, Hamburg, Bremen. (Valid 120 days.) 1st Class, ($97.22) Frs. 498.25; 2nd Class, ($67.52) Frs. 346.05. 7. Paris, Nice, Genoa, Pisa, Rome, Naples, Florence, Venice, Vienna, Budapest, Belgrade, Constantinople, Vienna, Berlin, Hamburg. (Valid 120 days.) 1st Class, ($140.17) Frs. 718.40; 2nd Class, ($96.44) Frs. 494.25. 8. Hamburg, Copenhagen, Gothenburg, Christiania, Stockholm, Lubeck, Berlin, Dresden, Nuremberg, Munich, Venice, Flor¬ ence, Rome, Naples. (Valid 120 days.) 1st Class, ($88.75) Frs. 454.85; 2nd Class, ($59.86) Frs. 306.80. FRENCH CIRCULAR TICKETS. (g. v. 105.) The cost of these tickets is considerably less than the combination of ordinary fares. They allow holders to stop over at any point en route, and may be extended twice for a period equal to half that for which they were origin¬ ally available, on payment of a supplement of 10 per cent, of the price, in respect to each extension. The railroad regulations require that a de¬ posit of Frs. 10 per ticket shall be made. This deposit will be refunded on surrender of the cover of the tickets after completion of the journey. The itineraries printed below are a few illustrative examples only. Quotations for any tours desired will be furnished on appli¬ cation to tourist companies. FARES FROM PARIS. 1. Paris, Chartres, Rouen, Amiens, Laon, Reims, Paris. (Valid 30 days.) 1st Class, ($11.75) Frs. 60.10; 2nd Class, ($8.61) Frs. 44.10; 3rd Class ($5.68) Frs. 29.10. 2. Paris, Orleans, Bldis, Amboise, Tours, Chenonceau, Loches, Chinon, Langeais, Angers, Rennes, St. Malo, Pontorson (Mont St. Michel), Granville, Paris. (Valid 30 days.) 1st Class, ($20.31) Frs. 104.10; 2nd Class, ($14.46) Frs. 74.10; 3rd Class, ($9.97; Frs. 51.10. 3. Paris, Bordeaux, Arcachon, Biarritz, Pau, Lourdes, Pierrefitte, Bagneres de Bi- gorre, Luchon, Toulouse, Castelnaudary, Carcassonne, Nimes, Marseilles, Hyeres, Nice, Monte Carlo, Mentone, Lyon, Geneva, Paris. (Valid 60 days.) 1st Class, ($44.66) Frs. 228.90; 2nd Class, ($30.23) Frs. 154.90; 3rd Class, ($19.92) Frs. 102.10. 4. Paris, Orleans, Tours, Poitiers, An- gouleme, Bordeaux, Biarritz, Hendaye, Irun (in connection with circular ticket in Spain), Port Bou, Cerb^re, Narbonne, Nimes, Avi¬ gnon, Lyon, Paris. (Validity according to the Spanish ticket, viz.: 60, 90 or 120 days.) 1st Class, ($27.73) Frs. 142.10; 2nd Class, ($19.73) Frs. 101.10; 3rd Class, ($13.68) Frs. 70.10. 5. Paris, Lyon, Avignon, Marseilles, Cannes, Nice, Monte Carlo, Vintimille (in connection with circular ticket in Italy), Modane, Aix-les-Bains, Dijon, Paris. (Valid 60 days.) 1st Class, ($27.73) Frs. 142.10; 2nd Class, ($19.73) Frs. 101.10; 3rd Class, ($13.68) Frs. 70.10. 6. Paris, Dijon, Macon, Aix-les-Bains, Annecy, Chamonix, Le Fayet, Geneva (in connection with Swiss circular ticket), Delle, Belfort, Troyes, Paris. (Valid 45 days.) 1st Class, ($21.48) Frs. 110.10; 2nd Class, ($15.44) Frs. 79.10; 3rd Class, ($10.75) Frs. 55.10. 356 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL MISCELLANEOUS FRENCH The following three circular tours in the Pyrenees, and two in the Cha¬ teaux district, are especially recom¬ mended : 1st Itinerary. —Paris, Bordeaux, Ar- cachon, Mont-de-Marsan, Tarbes, Bag- neres-de-Bigorre, Montrejeau, Bagneres- de-Luchon, Pierrefltte-Nestalas, Pau, Bayonne, Paris. (Valid 30 days.) 1st. 2d. $ 32.10 $ 24.00 Frs. 164.50 Frs. 123.00 2d Itinerary. —Paris, Bordeaux, Ar- cachon, Mont-de-Marsan, Tarbes, Pierre- fitte-Nestalas, Bagneres-de-Bigorre, Bag- neres-de-Luchon, Toulouse, Paris (via Montauban, Cahors, Limoges, or via Fi- geac, Limoges). (Valid 30 days.) 1st. 2d. $ 31.90 $ 23.90 Frs. 163.50 Frs. 122.50 3d Itinerary. —Paris, Bordeaux, Arca- chon, Dax, Bayonne, Pau, Pierrefltte- Nestalas, Bagneres-de-Bigorre, Bag- neres-de-Luchon, Toulouse, Paris (via Montauban, Cahors, Limoges, or via Fi- geac, Limoges). (Valid 30 days.) 1st. 2d.. $ 32.10 $ 24.00 Frs. 164.50 Frs. 123.00 1st Itinerary. —Paris, Orleans, Blois, Amboise, Tours, Chenonceaux, and re¬ turn to Tours, Loehes, and return to Tours, Langeais, Saumur, Angers, Nan¬ tes, Saint Nazaire, Le Croisic, Guerande, and return to Paris (via Blois or Ven- dome. or via Angers and Chartres). (Valid 30 days; can be extended for three periods of 10 days by paying 10 per cent of the original price for each extension.) 1st. 2d. $ 16.78 $ 12.29 Frs. 86.00 Frs. 63.00 2d Itinerary. —Paris, Orleans, Blois, Amboise, Tours, Chenonceaux, and re¬ turn to Tours, Loehes, and return to Tours, Langeais. and back to Paris (via Blois or Vendome). (Valid 15 days.) 1st. 2d. $ 10.54 $ 8.00 Frs. 54.00 Frs. 41.00 RHINE TRIPS. Provided the traveler does not leave the beaten path, he can make quite extensive tours in the Rhine country without a knowledge of German. If, however, small, out-of-the-way places are to be visited, a knowledge of Ger¬ man is indispensable. Travelers should avoid asking for things which are un¬ known in Germany, as they will thus save themselves much trouble and ex¬ pense. Cologne is the center for ex¬ cursions in the Rhine district, and is easily reached from London by a num¬ ber of different routes, such as the Ostend-Ghent route, the Flushing route, the Hoek van Holland, and the route by Calais, with its short sea trip. Nearly all of the routes call for a journey of from thirteen to eighteen hours. The fares vary according to the distance and the equipment of the steamer. Thus, a trip via Calais will cost £3 5s. 5d., while the Hoek van Holland fares are only £2 12s. 9d., first class. The same rates prevail via the Flushing route. The Ostend-Ghent route costs £2 15s. The fares by sec¬ ond-class trains are, of course, very much cheaper; thus, via Calais the ex¬ pense is £2 6s. 10d., and via Hoek van Holland and Flushing £1 16s. Second-class passengers can travel in the saloon of steamers crossing the Channel for a small additional fee, and the superior accommodations, es¬ pecially if one is ill, are appreciated. Baggage can be registered through to destination at a small fixed charge, which rarely exceeds (id. per package. Bicycles may be registered as ordinary baggage for a fee of 5s. The trip from London to Cologne does not call for any special attention, as each route takes the traveler through important places of interest. For further information about rail¬ ways to Germany see special section devoted to this subject. The steamboat service on the Rhine dates from 1827, and the service is performed to a large extent by tbe Cologne and Dusseldorf Company. The journey from Cologne to Mayence oc¬ cupies about 12% hours, while the de¬ scent of the river is made . in 7% hours. It is possible to make two or three stops at intersecting points along the shores if an early start is made from Cologne. Time may be saved by taking the railroad to Bonn. It is a short walk from the railroad to the steamship wharf. Some travelers recommend that the trip be made up the Rhine, while oth¬ ers consider that the trip down the Rhine is preferable. At Mayence the river is only 492 yards wide, while at Cologne it narrows to 433 yards; so it will be seen that the river is not remarkable for its size, and does not compare at all favorably with the size of our own Hudson River. The dis¬ tance from Mayence to Bingen is 18% English miles, from Binder to Coblenz SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 357 38^4 miles, from Coblenz to Cologne 59 i/ 2 ra jies. making a total of 106 miles. This is about all of the Rhine which the average traveler sees, al¬ though he may see it again at Bale, or in visiting the falls of the Rhine at Shaffhausen. If you have not se¬ cured you]’ ticket before going on the steamer, do so immediately at the purser’s office, as otherwise you might l>e charged for the entire distance trav¬ eled by the steamer. Excellent meals are provided on board, at an expense of about three marks, while children The hotels in the Rhine district are about the same as those found in other parts of Germany. Th’e cost of rooms varies from three to five marks, the cost of breakfast is from one to one and one-third marks, while the din¬ ners cost from two to five marks. It is quite customary to call for the hotel bill where a stop of several days is being made, every day or so, in order to avoid the fictitious charges. The traveler should not think it strange if some hotels present bills daily. It. safeguards against imposition. The HEIDELBERG From the Neckar are given refreshments at half price. All the steamers furnish breakfast on board, which is often much pleasanter than taking a hurried meal at the ho¬ tel. Visitors should avoid buying worthless maps, post-cards, etc., on the steamers. Everything of this desex-ip- tion can be bought much better on land. The Rhine district is an important center of walking excursions, cycling and motor trips. The question of mo¬ tor cars in Germany is refei'red to elsewhere. bills, however, need not be paid until the sojourn has come to a close. Bills should always be very carefully footed, as the average German waiter’s math¬ ematics is not of the first order. The principal place of interest in the Rhine country is Aix-la-Chapelle, the favorite abode of Charlemagne. At least two days should be given to Cologne. There are a number of good hotels in this city, such as the Dom Hotel, the Kiilner House, both near the station, and the Hotel Ernst, where the writer stopped some 358 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL years ago. Visitors should avoid pur¬ chasing cologne water from the wait¬ ers and chambermaids, who are apt to he very insistent in making sales. This famous specialty of Cologne can be obtained from the Johann Marie Farina, opposite the .Tiilichs-Platz. The principal attraction of Cologne, which is a city of 230,000 inhabitants, is the Cathedral, which is the largest in the world. Services- of valets-de-place should be discouraged. Tickets to the Church of St. Gereon, and St. Ursula should not'be omitted ; also the Museum of Industrial Arts. Very good little local guides can be pur¬ chased for a small sum, which will give valuable information with regard to objects of interest. Those who wish fuller accounts of the Rhine country should purchase Baedeker’s “Rhine,” English edition, which sells in this country for $2.10. From Cologne the ascent of the Rhine should be made. THE RHINE visit the choir and for admission to the tower can be obtained from the attendant at an expense of 1.5 marks and 1 mark, respectively. The tow¬ ers are 515 feet in height, and a trip to the top should not be neglected. The treasury should be visited by all means, as it contains many objects of interest. The Wallaf-Richartz Museum should also be visited. Among the other ob¬ jects of interest are the Rathhaus and the Giirzenich. The Apostles’ Church, AT ANDERNACH A small Rhine guide will give all the points of interest. If it is possible, a stop should be made at Ivdnigswin- ter, from which a funicular road goes up to the Drachenfels, which is filled with memories of the killing of “Faf- ner” by Siegfried. A side trip to the Seven Mountains (Siebengebirge) can also be made from Konigswinter. The trip will take an entire day. In subsequent editions it is possible that new maps and guides to the cas¬ tles on the Rhine, on a new principle, SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 359 may be added. The national monu¬ ment on the Niederwald is perhaps the most conspicuous monument on the Rhine. From Mayence, which is an interesting city, excursions may be made to Weisbaden, Trier. Worms, Heidelberg, Ems and Frankfort. This latter city should not be omitted under any circumstances. ITALIAN CIRCULAR TOURS The following is a list of circular tours through Italy for independent travelers. These tours can be made up in almost innumerable combina¬ tions by the large agencies, as Cook, International Sleeping Car Company, etc., by their system of coupon tickets. They will, however, serve as exam¬ ples. Fares can be quoted upon ap¬ plication for any description of tour in Italy. Thus Italy can be entered at any frontier town and can be left by the same or any other frontier town, commencing and ending at any place in Europe by any route to meet the requirements of residents on the Continent as well as of English tour¬ ists who may be sojourning on the Continent and are desirous of making a fresh start. The time limit of these tickets is 60 days beyond Paris. When issued in London, by Boulogne or Calais, the time limit is 75 days, in¬ cluding the date of stamping in Lon¬ don. The time limit by other routes varies. The question of baggage is taken up under each route. These fares are subject to change without notice, but it is not likely that they will differ much, as the figures were accurate on December 11, 1909. ROUTE I. London, Taris, Dijon, Lyons, Avignon (or Clermont Ferrand. Nimes) (Cette), Marseilles, Toulon, Cannes, Nice, Mona¬ co, Mentone, Vintimille ; and one of the Italian tours, as shown below, to Mo- dane. Thence Chambery, Culoz, Bourg (or Lyons), Macon, Dijon, Paris, Lon¬ don, or vice versa. (818.) Going via Soirth of France, returning via Mont Ccnis. Luggage—56 lbs. are allowed on Eng¬ lish and French railways; in Italy and Switzerland all registered luggage must he paid for. Vintimille, Genoa, Alessan¬ dria, Turin, Modane. Via Boulogne or Ca- £ s. d. lais .1st Class 11 19 9 2nd Class 8 15 7 Via Dieppe.1st Class 10 10 7 2nd Class 7 13 3 Via Southampton 1st Class 10 1 1 2nd Class 7 6 10 1302—Vintimille, San Remo, Savona. Genoa, Milan, Tu¬ rin, Modane, or vice versa. Via Boulogne or Ca¬ lais .1st Class 2nd Class Via Dieppe.1st Class 2nd Class Via Southampton 1st Class 2nd Class 1303—Vintimille, San Remo, Savona, Genoa, Pisa (Leg¬ horn), Empoli, Florence, Bologna, Venice, Verona, Milan, Turin, Modane, or vice versa. Via Boulogne or Ca¬ lais .1st Class 2nd Class Via Dieppe.1st Class 2nd Class Via Southampton 1st Class 2nd Class 1304—Vintimille, San Remo, Savona, Genoa, Pisa (Leg¬ horn), Civita Vecchia, Rome, Foligno (or Chiusi), Florence, Bologna. Venice, Padua, Verona, Milan, Tu¬ rin, Modane, or vice versa. Via Boulogne or Ca¬ lais .1st Class • 2nd Class Via Dieppe.1st Class 2nd Class Via Southampton 1st Class 2nd Class 1305— Vintimille, San Remo, Savona, Genoa, Pisa (Leg¬ horn), Civita Vecchia, Rome, Naples, Rome, Fo¬ ligno (or Chiusi), Florence, Bologna, Venice, Padua, Verona, Milan, Turin, Mo¬ dane, or vice versa. Via Boulogne or Ca¬ lais .1st Class 2nd Class Via Dieppe.1st Class 2nd Class Via Southampton 1st Class 2nd Class 1306— Vintimille, San Remo, Savona, Genoa, Pisa, Em¬ poli, Florence, Lucca, Pisa (Leghorn), Civita Vecchia, Rome, Naples, Foggia, An¬ cona, Bologna, Venice, - Padua, Verona, Milan, Tu¬ rin, Modane, or vice versa. Via Boulogne or Ca¬ lais .1st Class 2nd Class Via Dieppe.1st Class 2nd Class Via Southampton 1st Class 2nd Class 1308d—Extension of 1305 to Sicily :—From Naples to Palermo, Catania. Messina, Reggio, Metaponto, Naples. This extension must be decided upon at time of booking. £ s. d. 12 10 11 9 3 6 11 1 8 8 1 1 10 12 3 7 14 8 14 19 3 10 13 1 13 10 0 9 10 8 13 0 7 9 4 3 15 17 0 11 5 3 14 7 9 10 2 10 13 18 4 9 16 5 16 9 6 11 13 7 15 0 3 10 11 1 14 10 10 10 4 9 16 13 10 11 16 7 15 4 7 10 14 0 14 15 1 10 7 8 360 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Via Boulogne or Ca- £ S. d. lais . Class 19 0 3 2nd Class 13 6 4 Via Dieppe. . 1 st Class 17 11 1 2nd Class 12 3 10 Via Southampton 1st Class 17 1 7 2nd Class 11 17 6 ROUTE III. London, Paris, Dijon, Lyons, Avignon (or Clermont Ferrand, Nimes) (Cette), Marseilles, Toulon, Cannes, Nice, Mona¬ co, Mentone, Vintimille ; and one of the Italian tours as shown below, to Chias- so. Thence Bellinzona, Airolo, Goesche- nen (for Andermatt), Fluelen, Arth Gol- dau (for the Rigi), Lucerne, Bale, Delle (or Mulhaus), Belfort, Troyes, Paris, London, or vice versa. (820.) Going via South of France, returning via Ghiasso and St. Gothard. Luggage—56 lbs. are allowed on Eng¬ lish and French railways ; in Italy and Switzerland all registered luggage must be paid for. 1383— Vintimille, San Remo, Savona. Genoa, Turin, No¬ vara, Milan, Chiasso, or vice versa. Via Boulogne or Ca¬ lais .1st Class 2nd Class Via Dieppe.1st Class 2nd Class Via Southampton 1st Class 2nd Class 1384— Vintimille, San Remo, Savona, Genoa, Spezia, Pisa (Leghorn), Empoli, Florence, Bologna, Piacen¬ za, Milan, Chiasso, or vice versa. Via Boulogne or Ca¬ lais .1st Class 2nd Class Via Dieppe.1st Class 2nd Class Via Southampton 1st Class 2nd Class 1385— Vintimille, San Remo, Savona, Genoa, Pisa (Leg¬ horn), Empoli, Florence, Bologna, Venice, Verona, Milan, Chiasso, or vice versa. Via Boulogne or Ca¬ lais .1st Class 2nd Class Via Dieppe.1st Class 2nd Class Via Southampton 1st Class 2nd Class 1386— Vintimille, San Remo, Savona, Genoa, Pisa (Leg¬ horn), Civita Vecchia. Rome, Foligno (or Chi- usi), Florence, Bologna, Venice, Padua, Verona, Mi¬ lan, Chiasso, or vice versa. Via Boulogne or Ca¬ lais .1st Class 2nd Class Via Dieppe.1st Class 2nd Class Via Southampton 1st Class 2nd Class ROUTE V. London, Paris, Dijon, Lyons (or Cler¬ mont Ferrand, Vichy), or Macon, Culoz, Modane ; any one of the Italian tours as shown below, to Chiasso. Thence Bellin¬ zona, Airolo, Goeschenen (for Ander¬ matt), Fluelen, Arth Goldau (for the Rigi), Lucerne, Bale, Delle (or Mul¬ haus), Belfort, Troyes, Paris, London, or vice versa. (822.) Going via, Mont Cenis, returning via Chiasso and St, Gothard. Luggage—56 lbs. are allowed on Eng¬ lish and French railways; in Italy and Switzerland all registered luggage* must be paid for. 1392— Modane, Turin, Ales¬ sandria, Genoa, Spezia Pisa (Leghorn), Empoli, Florence, Bologna, Piacen¬ za, Milan, Chiasso, or vice versa. Via Boulogne or Ca- Lais .1st Class 2nd ('lass Via Dieppe.1st ('lass 2nd Class Via Southampton 1st Class 2nd Class 1393— Modane, Turin, Ales¬ sandria. Genoa, Pisa (Leg¬ horn), Empoli, Florence, Bologna, Venice, Verona, Milan, Chiasso, or vice versa. Via Boulogne or Ca¬ lais .1st Class 2nd Class Via Dieppe.1st Class 2nd Class Via Southampton 1st Class 2nd Class 1394— Modane, Turin, Ales¬ sandria, Genoa, Pisa (Leg¬ horn), Civita Vecchia. Rome, Foligno (or Chi- usi), Florence. Bologna, Venice, Padua. Verona, Mi¬ lan, Chiasso, or vice versa. Via Boulogne or Ca¬ lais .1st Class 2nd Class Via Dieppe.1st Class 2nd Class Via Southampton 1st Class 2nd Class 1395— Modane, Turin, Ales¬ sandria, Genoa, Pisa (Leg¬ horn), Civita Vecchia, Rome, Naples, Rome, Fo¬ ligno (or Chiusi), Flor¬ ence, Bologna, Venice, Padua, Verona, Milan, Chiasso. or vice versa. Via Boulogne or Ca¬ lais .1st Class 2nd Class Via Dieppe.1st Class 2nd Class Via Southampton 1st Class 2nd Class 1398d—Extension of 1395 to Sicily :—From Naples to Palermo, Catania, Mes- £ s. d. 12 17 5 9 10 1 11 8 1 S 7 5 10 18 6 8 1 1 14 1 0 10 6 7 12 11 8 9 3 11 12 2 1 8 17 7 14 16 2 10 16 7 13 6 10 9 14 0 12 17' 3 9 7 7 16 1 8 11 10 7 14 12 4 10 8 0 14 2 9 10 1 7 £ s. d. 13 13 3 10 0 4 12 3 10 8 17 9 1114 4 8 11 4 14 8 2 10 7 10 12 18 9 9 5 3 12 9 3 8 18 10 15 8 7 11 0 8 13 19 3 9 18 1 13 9 8 9 11 8 16 1 1 11 9 0 14 11 8 10 6 4 14 2 2 10 0 0 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEI 361 sina, Iieggio, Metaponto, Naples. This extension must be decided upon at the time of booking. Via Boulogne or Ca- £ s. d. lais .1st Class 18 13 9 2nd Class 13 3 0 Via Dieppe.1st Class 17 4 5 2nd Class 12 0 4 Via Southampton 1st Class 1G 14 11 2nd Class 11 14 0 SPAIN AND PORTUGAL The following is a list of circular- tour trips through Spain and Portu¬ gal, entering both from the south and north. It is not probable that these rates will change, but it is possible that kilometrical or mileage tickets may change. Information on this subject can be had by addressing the International Sleeping Car Company, 281 Fifth Avenue, corner Thirtieth Street, New York City. It is not likely that the changes, if any, will be material. ENTERING FROM TIIE SOUTH. First Itinerary —Gibraltar, Algeeiras, Honda, Granada, Malaga, Jaen, Alcazar, Madrid, Toledo. Cordoba, Sevilla, Jerez, Cadiz, Bobadilla, Itonda, and back to Gibraltar, or vice versa. 47.35. Limit, 45 days. Distance, 2.431 kilometers. Second Itinerary. —Gibraltar, Algeci- ras, Honda, Granada. Malaga, Sevilla, Cordoba, Bobadilla. Rotula. and back to Gibraltar, or vice versa. $29.20. Limit, 35 days. Distance, 1,415 kilo¬ meters. Third Itinerary. —Gibraltar, Algeci- ras, Ronda, Granada. Malaga, Jaen. Al¬ cazar, Madrid. Toledo, Cordoba, Sevilla, Jerez, and Cadiz, or vice versa. $37.85. Limit, 40 days. Distance, 1,994 kilo¬ meters. Fourth Itinerary. —Gibraltar, AigecI- ras, Ronda. Bobadilla, Granada, Malaga, Cordoba, Sevilla. Jerez, and Cadiz, or vice versa. $19.65. Limit, 25 days. Distance, 978 kilometers. Fifth Itinerary. —Malaga, Bobadilla, Granada, La Roda, Marchena, Moron, Utrera, Jerez, Sanlucar, Cadiz, Sevilla, Cordoba. Belmez, Almorchon, Radajoz (or Sevilla. Tocina. Merida, Badajozl. Ciudad Real, Manzanares, Cordoba, and Malaga, or vice versa. First class, $39.19. Limit, 45 days. Distance 2,416 kilometers. ENTERING FROM THE NORTH. Sixth Itinerary. —Frontier of Port- Rou-Cerbere, Barcelona, Zaragoza, Ma¬ drid, Medina del Campo, Valladolid, Burgos, Vitoria, San Sebastian, and frontier of Irun-Hendaya, or vice versa. First class, $24.15. Limit, 60 days. Dis¬ tance, 1,521 kilometers. Seventh Itinerary. —Frontier of Port- Bou-Cerbere, Barcelona, Tarragona, Va¬ lencia, Encina, Madrid, Medina del Cam¬ po, Valladolid. Burgos, Vitoria, San Se¬ bastian and frontier of Irun-FIendaya, or vice versa. First class, $26 25. Limit, 60 days. Distance, 1.682 kilo¬ meters. Eighth Itinerary. —Frontier of Port- Bou-Cerbere, Barcelona, Zaragoza, Ma¬ drid, Alcazar, Cordoba, Sevilla, Merida, Radajoz, Ciudad Real, Madrid, Medina del Campo, Valladolid, Burgos, Vitoria, San Sebastian, and the frontier of Irun- Hendaya, or vice versa. First class, $45.85. Limit, 90 days. Distance, 2,904 kilometers. Ninth Itinerary. —Frontier of Port- Bou-Cerbere, Barcelona, Tarragona. Va¬ lencia, Encina, Alcazar, Cordoba, Sevil¬ la, Merida, Badajoz, Ciudad Real, Ma¬ drid, Medina del Campo, Valladolid, Burgos, Vitoria, San Sebastian, and frontier of Irun-Hendaya, or vice versa. First class, $43.45. Limit, 90 days. Distance, 2,768 kilometers. Tenth •Itinerary. —Frontier of I’ort- Bou-Cerbere, Barcelona, Zaragoza, Ma¬ drid, Alcazar, Cordoba, Bobadilla. Gra¬ nada, Malaga, La Roda, Utrera, Sevilla, Merida, Badajoz, Ciudad Real, Madrid, Medina del Campo, Valladolid, Burgos, Vitoria, San Sebastian, and frontier of Irun-Hendaya, or vice versa. First class, $57.00. Limit, 120 days. Dis¬ tance, 3,455 kilometers. Eleventh Itinerary. —Madrid. Avila o Segovia, Medina del Campo, Valladolid. Palencia, Leon, Coruna. Monforte, Orense, Pontevedra. Itedondela, Vigo, Valenca do Minho, Oporto, Coimbra. En- troncamento, Lisboa, Valencia de Alcan¬ tara, Caceres, Talavera de la Reina, and Madrid, or vice versa. First class, $34.25. Limit, 60 days. Distance, 2,424 kilometers. The above-named trips are for indi¬ vidual tickets permitting stop-overs at all points en route within limit. They have been selected and arranged to afford the maximum of sight-seeing at a minimum cost. Other trips will be planned if desired. Complete information given on request. KILOMETRICAL OR MILEAGE TICKETS. Special kilometrical or mileage tickets are issued, good on all the principal railways of Spain, at greatly reduced rates, as follows : For 2,000 kilometers up to 12,000 kil¬ ometers. Some of the rates for these books are as follows : Kilo¬ First Second meters Class Class 2,000 $33.22 $24.42 Good for 3 mo. 2,600 43.12 31.68 Good for 3 mo. 3,200 53.02 38.94 Good for 3 mo. 3.800 62.92 46.00' Good for 4 mo. 4,400 69.92 52.49 Good for 4 mo. 5.000 77.22 58.52 Good for 5 mo. 6,000 89.98 68.86 Good for 6 mo. 7.000 101.86 78.76 Good for 7 mo. 8.000 112.86 88.22 Good for 8 mo. 9.000 124.96 96.24 Good for 9 mo. 10,000 136.62 105.82 Good for 10 mo. 11.000 145.84 113.96 Good for 11 mo. 12,000 158.62 121.66 Good for 12 mo. 362 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL They are limited from three to twelve months, as shown above, and the books of 3,200 kilometers may be used for two, 3,800 for three, 4,400 for four and 5,000 and more for five members of the same family. PERSONALLY-CONDUCTED TRIPS TO THE ORIENT The following are spring tours to China and Japan, and a tour around the world by way of the Trans- Siberian Railway. As these tours will be started prior to the publication of this book they must be looked upon only as what can be offered in the way of a personally-conducted tour to the Orient and around the world. TOURS TO EGYPT, THE NILE, AND HOLY LAND. The fares for the following tours in¬ clude all traveling expenses, of high- class character, and on a very liberal scale. Similar tours for 1911 will be offered probably at about the same rates. Consult the tourist agencies. TOUR NO. 1. Section /.—From New York on Wednes¬ day, January 5, 1910, by White Star Line S. S. “Cedric.” Section II. —From New York on Saturday, January 8. 1910, by Cunard Line S. S. “Caronia.” Route. —New York, Azores, Madeira, Gibraltar, Genoa, Naples, Alexandria, Cairo, Three Weeks on the Nile. Cairo, Port Said. Jaffa, Jerusalem, Bethlehem, Jericho, the Jordan, Dead Sea, Jaffa, Beyrout, Damascus, Baalbec, Beyrout, Rhodes, Smyrna. Constantinople, Pi¬ raeus, Athens, Messina, Naples, New York or Boston. Inclusive fare, S. S. “Cedric,” $1,145 ; S. S. “Caronia,” $1,130. TOUR NO. 2. Sailing from New York on Saturday, January 22, 1910, by Cunard Line Steamship “Carmania.” Route. —New York, Azores, Madeira, Gibraltar, Genoa, Naples, Alexandria, Cairo, Three Weeks on the Nile, Cairo, Port Said, Jaffa, Jerusalem, Bethlehem, Jordan. Dead Sea, Jaffa, Haifa. Naza¬ reth, Tiberias, Capernaum. Damascus. Baalbec, Beyrout, Constantinople, Ti- rseus, Athens. Naples. New York. Inclusive fare, $1,245. TOUR NO. 3. Sailing from New York on Wednes¬ day, February 2, 1910, by White Star Line Steamship “Celtic.” Route. —New York, Azores, Madeira, Gibraltar, Genoa, Naples, Alexandria, Cairo, Three Weeks on the Nile, Cairo. Port Said, Jaffa. Twenty-seven Days’ Tour in the Holy Land (visiting Jeru¬ salem, Bethlehem, Jordan, Jericho, Naza¬ reth, Damascus, Baalbec, etc.), Beyrout, Rhodes, Smyrna, Constantinople, Athens, Catania, Naples, Gibraltar, New York or Boston. Inclusive fare, $1,145. TOUR NO. 4. Sailing from New York on Saturday, February 19, 1910, by Cunard Line Steamship “Caronia.” Route. —-New York, Azores, Madeira, Gibraltar, Genoa, Naples, Alexandria, Cairo, The Nile to Assuan and Return, Port Said, Jaffa, Twenty-seven Days’ Tour in the Holy Land (visiting Jeru¬ salem, Bethlehem, Jordan, Jericho, Naz¬ areth, Damascus, Baalbec, etc.), Bey¬ rout, Rhodes, Smyrna, Constantinople, Athens, Catania, Nanles, New York. Inclusive fare, $1,050. TOUR NO. 5. Sailing from New York on Saturday, February 19, 1910, by Cunard Line Steamship “Caronia.” Route.— New York, Azores, Madeira, Gibraltar, Genoa, Naples, Alexandria, Cairo, the Nile to Luxor and return to Cairo, Port Said, Jaffa, Jerusalem. Beth¬ lehem, Dead Sea, Jordan, Jaffa, Alexan¬ dria, Smyrna. Constantinople. Piraeus, Athens, Patras, Corfu, Brindisi, Naples, New York. Inclusive fare, $825. TOUR NO. 6. Sailing from New York on Saturday, March 5, 1910, by Cunard Line Steam¬ ship “Carmania.” Route. —New York, Azores, Madeira, Gibraltar, Genoa, Naples, Alexandria, Cairo, Port Said, Jaffa, Jerusalem, Beth¬ lehem. Dead Sea, Jordan. Jaffa. Alexan¬ dria. Smyrna, Constantinople, Athens, Corfu. Brindisi, Naples, New York. Inclusive fare, $795. WINTER TOURS TO ITALY, THE RIVIERA. TANGIER, SPAIN, ETC. Select Conducted Parties. All Expenses Included. TOUR NO. 7. Leave New York on Wednesday, Jan¬ uary 5, 1910, by White Star Line Steam¬ ship “Cedric.” Route. —New York, Azores. Madeira, Gibraltar, Genoa, Nice. Monte Carlo, Cannes, Genoa, Milan, Venice, Florence, Rome, Naples (Pompeii, Vesuvius, Ca¬ pri), New York. Arrive at New York Monday, Feb¬ ruary 28, 1910. Tour of 55 days, $435. TOUR NO. 8. Leave New Y r ork on Saturday, Janu¬ ary 22. 1910, by Cunard Line Turbine Steamship "Carmania.” Route. —New York, Azores, Madeira, Genoa, Naples (Pompeii, Vesuvius), Rome, Florence. Venice, Milan, Genoa, Nice, Monte Carlo, Paris, Boulogne, Folkestone, London, New York. Arrive at New York, Monday, March 21. 1910. Tour of 59 days, $475. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 363 TOUR NO. 9. Leave New York on Saturday, Feb¬ ruary 12, 1910, by North German Lloyd Steamship “Konig Albert,” or from Bos¬ ton on the same date, by White Star Line Steamship “Canopic.” Route .—New York, Gibraltar, Algiers. Naples (or Boston, Azores, Gibraltar, Algiers, Naples) (Pompeii. Vesuvius), Rome, Florence. Venice, Milan, Genoa, Nice, Monte Carlo, Paris, Boulogne, Folkestone, London. New York. Arrive New York, Monday, April 4, 1910. Tour of 52 days by S. S. “Konig Al¬ bert,” $465: tour of 52 days by S. S. “Canopic,” $460. TOUR NO. 10. Leave New York on Saturday, March 5. 1910, by Cunard Line Steamship "Carmania.” Route .—New York, Azores, Madeira, Gibraltar, Genoa, Naples (Pompeii, Ve¬ suvius), Rome, Florence, Venice, Milan, Genoa, Nice, Monte Carlo. Paris, Bou¬ logne, Folkestone, London, New York. Arrive at New York Monday, April 25. 1910. Tour of 52 days, $460. TOUR NO. 11. Leave Boston on Saturday, March 12, 1910, by White Star Line Steamship "Cretic.” Route. —Boston, Azores, Madeira, Gib¬ raltar, Tangier, Cadiz, Seville. Cordo¬ va, Granada (the Alhambra), Gibraltar, Naples (Pompeii, Vesuvius), Rome, Florence. Venice, Milan, Genoa, Nice, Monte Carlo, Paris, Boulogne, Folke¬ stone, London, New York. Arrive at New York Monday, May 6. 1910. Tour of 66 days, $565. TOUR NO. 12. Leave New l'ork on Saturday, March 26. 1910. by North German Lloyd Steam¬ ship “Konig Albert” and from Boston by White Star Line Steamship “Canopic” on Thursday. March 24, 1910. Route .—New York, Algiers (or Bos¬ ton, Azores, Madeira, Gibraltar, Algiers), Naples (I’ompeii, Vesuvius), Rome, Florence, Venice, Milan, Genoa, Nice, Monte Carlo, Paris. Boulogne, Folke¬ stone, London, New York. Arrive at New York Monday, May 6. 1910. Tour of 52 days by S. S. “Konig Al¬ bert,” $465 : tour of 54 days by S. S. “Canopic,” $470. TOUR 14. CHINA, INCLUDING MAN¬ CHURIA. KOREA AND JAPAN. Sail from San Francisco on Tuesday, February 15, 1910, by the Toyo Kisen Kaisha turbine steamship “Chiyo Maru.” Route .—San Francisco, Honolulu, Yo¬ kohama. Kobe, the Inland Sea, Naga¬ saki. Hong Kong (Canton. Macao, etc.), Shanghai, Hankow, Peking, Shanliai- kwan, Newchwang, Dalny, Port Arthur, Chemulpo, Seoul, Fusan, Shimonoseki, Miyajima, Onomichi, Kobe, Hyogo, Osaka, Kyoto, Nara, Yamada in Ise, Nagoya, Shidzuoka, Miyanoshita, Tokyo, Nikko, Yokohama (Enoshima, Kama¬ kura, etc.), Honolulu, San Francisco. Due to arrive San Francisco Friday, June 17, 1910. Cost of membership, $1,225. TOUR 15. CHINA AND JAPAN. Sail from San Francisco on Tuesday, February 15, 1910, by Toyo Kisen Kai¬ sha turbine steamship “Chiyo Maru.” Route. —Honolulu, Yokohama, the In¬ land Sea, Nagasaki, Shanghai, Ilong Kong (Canton, Macao, etc.), Shanghai, Nagasaki, Kobe, Miyajima, Osaka, Ky¬ oto, Nara, Yamada in Ise, Futami, Na¬ goya. Shidzuoka, Miyanoshita, Tokyo, Nikko, Yokohama, Honolulu, San Fran¬ cisco. Due to arrive San Francisco Friday, May 20, 1910. Cost of membership, $875. TOUR 16. JAPAN. Sail from San Francisco on Tuesday. March 8, 1910, by the Pacific Mail Steamship Company’s steamship “Mon¬ golia.” Route .—San Francisco, Honolulu, Yo- kahama, Kobe, Miyajima, Osaka, Ky¬ oto, Nara, Yamada in Ise, Futami, Na¬ goya, Shidzuoka, Miyanoshita, Tokyo, Nikko, Yokohama, Honolulu, San Fran¬ cisco. Due to arrive San Francisco Friday, May 20, 1910. Cost of membership, $700. TOUR 17. A NEW WAY AROUND THE WORLD. By the Trans-Siberian Railway. Sail from San Francisco on Tuesday, March 8, 1910, by the Pacific Mail Steamship Company’s steamship “Mon¬ golia.” Route .—San Francisco, Honolulu, Y r o- kohama, Kobe, Hyogo, Osaka, Kyoto, Ya¬ mada in Ise, Futami, Nagoya, Shidzuo¬ ka, Miyanoshita. Tokyo, Nikko, Yokoha¬ ma, Onomichi, the Inland Sea, Miyaji¬ ma, Shimonoseki. Fusan, Seoul, Naga¬ saki. Manila (Philippines), Hong Kong (Canton, Macao), Shanghai, Hankow, Peking, Tientsin. Shanghaikwan. New¬ chwang, Dalny, Port Arthur, Mukden. Kwanchengtzu, Harbin, across Siberia to Irkutsk, Moscow. St. Petersburg. Warsaw, Berlin, Hamburg. New York. Due to arrive at New York Saturday, July 23, 1910. Cost of membership. $1,985. EGYPTIAN TOURS—GERMAN SERVICE DESCRIPTION OF 20 DAYS’ NILE TRIP 1st day—Leave Kasr-el-Nil Bridge, Cairo, at 10 a. m. Visit to Memphis and Sakhara during afternoon. 2d “ —Pass Pyramid of Meydoom and Beni Sooef. 3d “ -—Excursions to Tombs at Beni Hassan. 30 4 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 4th day—Arrive Assiout. 5th “ —Visit to places of interest in and around Assiout. 6th “ —Sail to Denderah. 7th “ —Excursion to the wonderfully pre¬ served Temple of Denderah. 8th “ f Will be spent visiting the highly 9th “ t interesting Temples and Tombs 10th “ ( clustering in and around Luxor. 11th “ -—Excursion to the Temple at Edfou. 12th “ —Arrive at Assouan early afternoon. 12th “ —Visit the famous Island of Philae, with its numerous archaeologi¬ cal treasures, and to the Cata¬ ract. 14t,h “ —Excursion to the Tombs at As¬ souan. 15th “ —The Temple of Esneh will be visited, afternoon at Luxor. 16th “ —Sail to Baliana. 17th “ —Excursion to the Temples of Seti and Rameses II. at Abydos. 18th “ —Short stay at Assiout. 19th “ —Sail to Minieh. 20th “ —Arrive Cairo. The Cook Company also have a fine line of Steamers and they issue special programmes which can be supplied by the New York Office, Thos. Cook & Son, 245 Broadway, New York City. ROUND THE WORLD TOURS. Tickets around the world are issued by the Peninsular & Oriental Steam¬ ship Company's New York office, 281 Fifth Avenue, at the following terms: Tour One. Across the Atlantic by any trans-At¬ lantic line to London ; from London to I long Kong via Gibraltar, Marseilles. Port Said. Suez, Aden, Colombo, Penang, and Singapore by P. & O. S. N. Com¬ pany : from Hong Kong to Vancouver via Shanghai, Nagasaki, Kobe, and Yo¬ kohama by Canadian Pacific Royal Mail Steamship Line ; from Vancouver to New York via Montreal or Minneapolis and Chicago, $610.00. Tour Two. Same as above except that Pacific Mail Steamship Company, or Occidental & Oriental Steamship Company, or To- yo Kisen Kaisha steamers are used be¬ tween Hong Kong and San Francisco via Honolulu, and any transcontinental line except the Canadian Pacific between San Francisco and New York, $610.00. Tour Three. Came as above, except that Great Northern Steamship Company is used between Hong Kong and Seattle via Shanghai, Nagasaki, Kobe, and Yoko¬ hama, and from Seattle to New York via any transcontinental line, $610.00. Tour Four. Same as above, except that the Bos¬ ton Steamship Company or the Nippon Yusen Kaisha is used between Hong Kong and Seattle via Shanghai, Naga¬ saki. Kobe, and Yokohama : Seattle to New York via any transcontinental line, $580.00 Tour Five. Choice of trans-Atlantic- steamship lines New York to London: P. & O., London to Sydney via Gibraltar, Mar¬ seilles, Port Said, Aden, Colombo, Fre¬ mantle, Adelaide, and Melbourne ; China Navigation Company, Eastern & Aus¬ tralian Company, or Nippon Yusen Kai¬ sha from Sydney to Hong Kong via the Torres Straits and Queensland Ports: Canadian Pacific Company's Royal Mail Steamship Line, Hong Kong to Vancou¬ ver via Shanghai, Nagasaki, Kobe, and Yokohama ; Vancouver to New York via Montreal or Minneapolis and Chicago, $764.00. Tour Six. Same as above, except that the Pa¬ cific Mail Steamship Company, Occiden¬ tal & Oriental Steamship Company, or the Toyo Kisen Kaisha is used between Hong Kong and San Francisco, and any transcontinental line except the Cana¬ dian Pacific between San Francisco and New York, $764.00. Tour Seven. Same as above, except that the Great Northern Steamship Company is used between Hong Kong and Seattle, and any transcontinental railroad between Seattle and New York, $764.00. Tour Eight. Same as above, except that the Bos¬ ton Steamship Company or the Nippon Yusen Kaisha is used between Iloug Kong and Seattle via Shanghai, Naga¬ saki! Kobe, and Yokohama, and any transcontinental railroad between Se¬ attle and New York, $734.00. Tour Nine. Choice of trans- Atlantic lines New York to London; P. & O., London to Sydney via Gibraltar. Marseilles, Port Said, Suez, Aden, Colombo, Fremantle, Adelaide, and Melbourne: Canadian Aus¬ tralian Royal Mail Steamship Line, Syd¬ ney to Vancouver via Brisbane, Suva (Fiji Islands), and Honolulu: Vancou¬ ver to New York via Montreal or Min¬ neapolis and Chicago, $632.70. Tour Ten. Same as above, except that the Oce¬ anic Steamship Company is used be¬ tween Sydney and San Francisco via Auckland, Samoa, and Honolulu, and any transcontinental line except the Ca¬ nadian Pacific from San Francisco to New York, $632.70. Tour Eleven, Choice of trans-Atlantic steamship lines New l r ork to London; P. & O., London to Hong Kong via Gibraltar, Marseilles, Port Said, Suez. Aden, Co¬ lombo, Penang, Singapore: Hong Kong to Sydney via China Navigation Com¬ pany, Eastern & Australian S. N. Com¬ pany, or Nippon Yusen Kaisha; Oceanic Steamship Company, Sydney to San SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 365 Francisco via Auckland, Samoa, and Honolulu : San Francisco to New York via any transcontinental line except the Canadian Pacific, $800.00. Todr Twelve. Choice of trans-Atlantic lines New York to London: P. & ()., London to Sydney via Gibraltar, Marseilles, Port Said, Suez, Aden, Colombo, Fremantle, Adelaide, and Melbourne: Oceanic Steamship Company, Sydney to Auck¬ land : Union Steamship Company, Auck¬ land to Taiti ; Oceanic Steamship Com¬ pany, Taiti to San Francisco ; any trans¬ continental line except the Canadian Pa¬ cific, San Francisco to New York, $695.00. Variations on Extra Payments. Passengers from London to Sydney or Ilong Kong can proceed via india on payment of an additional sum of $48.60, covering passage from Aden to Bombay, and thence to Colombo, or from Calcut¬ ta to Colombo, but will have to pay their own railroad fare across India from Bombay to Calcutta if they take that route. The overland journey across In¬ dia, which can be included in a round the world tour at the time of securing ticket, costs $29.20 by d'rect route be¬ tween Bombay and Calcutta, Allahabad, Jubbulpore, or $45.00 via Northwest Provinces, that is, via Ahemedabad, .Jeypore, Delhi, Agra, Cawnpore, Luck¬ now, Benares. If passengers provide their own trans¬ portation from London to Gibraltar, Marseilles, or Brindisi, an allowance of $19.50 will be made from the fares piloted above. The same reduction will apply if passengers travel between Amer¬ ica and Europe via the Mediterranean services of the trans-Atlantic steamship lines. A further allowance of $19.80 will be made if passengers do not join P. & O. steamer before Port Said,' or leave it at that port. Around the world tickets entitle the holders to $100 accommodations on trans-Atlantic steamers and to the best accommodations vacant at the time of application for same on the I*. & O. boats. Round the world tickets are good for two years from the date of issue and enable passengers to stop over at any point en route within the limit of valid¬ ity. In addition to tiie above a great many side trips can be arranged for. The above tours can also be reversed. The relationship existing between East Anglia and New England is preeminently that of members of the same race and blood. The pioneer settlers commemorated their love of their native East Anglia by giving the local place names of their old homes to the new settlements in New England which they founded. Among the names of cities, towns and. villages in New England States, the fol¬ lowing have been adopted from places in East Anglia, now served by the Great Eastern Rail¬ way Company of England: New ENGLAND-adopted Norwich (Conn.) Cambridge (Mass.,Me. Vt. and N. H.) Lynn (Mass.) Ipswich (Mass.) Ipswich River (Mass.) Woodbridge (Conn.) Harwich (Mass.) Harwich Port (Mass.) Colchester (Vt. and Conn.) Chelmsford (Mass.) Yarmouth (Mass.) Sudbury (Mass.) Groton (Mass., Conn., Vt. and N. H.) Framingham (Mass.) Newmarket (N. H.) Cavendish (Vt.) Needham (Mass.) Wells (Vt. and Me.) Burnham (Me.) Brandon (Vt.) Thetford (Vt..) Attleboro (Mass.) Braintree (Mass, and Vt.) Malden (Mass.) from-EAST Angua Norwich. Cambridge. Lynn. Ipswich. Ipswich River (Or¬ well). Woodbridge. Harwich. Harwich Port. Colchester. Chelmsford Yarmouth. Sudbury. Groton (book to Sud¬ bury). Framingham. Newrharket. Cavendish. Needham. Wells. Burnham. Brandon. Thetford. Attleboro. Braintree. Malden. Dover Harbor. —The new Dover Har¬ bor, covering at low water an area of 690 acres and costing £3,500,000 for its construc¬ tion, was opened by the Prince of Wales on October 15. The docks have been in course of construction for 11 years. The western arm of the harbor has been increased in length from 2,000 ft. to 4,000 ft., and an eastern arm constructed measuring 2,924 ft. A southern breakwater 4,212 ft. long, with the two arms, encircles the harbor. There are two openings, on the east into the naval harbor, and on the west alongside the Admiralty Pier. The harbor has required 63,000 concrete blocks each weighing from 25 to 41 tons for the two arms and the break¬ water, and 5,000 more as an apron to protect the new works on the outside. Many thou¬ sands of tons of Cornish granite have also been used. It is expected that Dover Har¬ bor will become a port of call for many ocean going vessels. Naples.—B y all means spend the night at Pompeii. Hotels are cheap and good. ^ esuvius can be visited by horseback from Pompeii. About 10 to 12 francs should be allowed for the excursion. Not recommended for ladies, as the trip up the cone after the horses are left is arduous, and the return trip is bad for shoe leather and stockings. In the heart of Alpland, the Bernese Ober- land has long been a favorite place of resort and the Jungfrau draws its thousands. The fashionable season in the Oberland lasts from April until October, but the region is attrac¬ tive all the year round. There is not a time in the whole year when flowers cannot be gathered at some elevation. HOTELS In odd, Qut-of-the-way places, do not ask for food or accommodations which are unknown to the hotels, as this often causes the hotel proprietors much trouble and results in a serious increase in the expenses for the trav¬ eler. Thus the writer asked for choco¬ late some years ago at a hotel in As¬ sisi, and the proprietor was obliged to send all over town before the choco¬ late could be purchased, so there is little wonder that 1 franc, 75 centimes (35 cents) was charged on the bill. On the Continent you furnish your own soap. As far as possible always write or telegraph ahead for your room, except in very unfrequented places. Nothing is more disappointing than to have to drive around for an hour or so in a cab, looking for accommodations which are often only secured at second-class hotels. The question of fees in hotels offers more of a problem than on the steamer. Head waiters should receive a shilling or a mark where a stay of a single day is made, for one or two persons. A chambermaid should re¬ ceive a franc or a mark for the same period. The porter should receive com¬ pensation according to the services per¬ formed. A franc or a mark should be sufficient for one or two persons. Other servants, such as a “boots,” expect small remunerations. Twenty-five centimes or twenty pfennigs should be sufficient. In some hotels, particularly in Germany, when a visitor is leaving, the porter rings a bell and summons the whole retinue of servants, most of whom the visitor has never seen. In cases of this kind a hasty retreat should be made, as if all were to be accommodated, the European tour would be very much curtailed. In general the hotel servants who need to be feed are the porter, the head waiter, the chambermaid, and possibly the waiter who has actually waited on you, if his services have called for special commendation. A nice way of tipping is to tell the servants that you have “remembered them at the office.” They are always grateful. Ask the proprietor to distribute 7 to 10 per cent, of your bill; 7 per cent, if the bill is large, 10 per cent, if small. Incoming travelers should turn over their baggage to uniformed porters representing the hotel at which they are to stop. The charge for accommo¬ dations in the hotel ’bus is practically uniform, but in some cases the ’buses are owned by private persons and pay¬ ment must be made on alighting, but usually the cost is charged on the bill. The porter of the hotel is a very important personage. He takes care of the coming and going of guests, and is a mine of useful information. He should be feed at the rate of a franc to a franc and a half a. day in France, or a mark a day in Germany. They are particularly expert in working out itineraries for travelers. They are also in a position to see that baggage is properly placed on the trains. The porters in the hotels abroad place labels on trunks, handbags, etc., and often use considerable skill in dis¬ playing them so as not to efface the labels of other hotels. The baggage, when it lands at New York or other ports, presents a parti-colored and gala appearance. It is customary to ask the porter for additional labels, in order that new suit-cases and new trunks may be “treated” after the old labels have fallen into disrepair. One concern in the United States adver¬ tises to send ten bona fide labels for one dollar, in order that those who stay at home may also have decorated traveling paraphernalia. This seems hardly fair, however. HOTELS IN ENGLAND The following remarks are based on personal experience. It will not be subscribed to by the Englishman who has a fondness for the cuisine of the United Kingdom. The food at hotels in England is apt to be cooked and served in a way which is distasteful to the American traveler who is used to better things : the bread particularly is apt. to be bad. and it is almost impossible in England to obtain a good cup of coffee. The best coffee in the world can be spoiled by an English cook. Their tea is very much better and should be used freely by those who care for this beverage. 366 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 367 Many experienced travelers carry small French coffee machines and make coffee on the table. The proper conveniences would be provided in any hotel for this. The traveler should carry a small can of paprika, as this can rarely be obtained except in Lon¬ don, and gives an added zest to the usually unseasoned English food. At pretentious hotels an attempt is made to serve a French table d’hote dinner, usually at an absurdly expensive price, say four or five shillings. The cook¬ ing is apt to be no better than can be obtained in the smaller hotels. Often a better meal can be obtained at the best restaurant in a towm than at the best hotel. One gets used to the food in England after a few days, but there is apt to be a shock after coming off the steamer with its splendid cuisine and unlimited raw materials. When the Continent is reached the traveler is apt to give a sigh of relief, as the food question has been solved. In London good food can be obtained at all of the best hotels and at the various Italian restaurants, also at special restaurants which are noted in the section relating to London. Inns in the small Cathedral towns are apt to be particularly deadly as regards the food question. The charges are high and the food is bad and the ser¬ vice is almost beyond belief. In sum¬ mer when travel is heavy, particularly in the Lake districts of Scotland, etc., rooms should be engaged by telegram, using a nine-penny prepaid message for the purpose, so that the traveler can be informed if there is no accom- ! modations ; if he does not receive a wire he may assume that he can be put up. The average price for a room in a coun¬ try inn or hotel is from two to three and one-half shillings, with often an extra charge for light and attendance, which you do not get, often amounting to 1 /6; while the baggage usually comes to about 1/6 to 2/6; while the dinner costs 3 to 5 shillings. Servants have to be given fees whether their ser¬ vices have been meritorious or indiffer¬ ent. Chambermaids should receive one shilling: the waiter should get about 10 per cent, of the amount of the bill, but where this is small, the percentage will be slightly increased, owing to the peculiarity of English money ; thus, in¬ stead of a fee of ten cents, a fee of six pence, or twelve cents, must be given. The “boots” receives six pence for bringing up baggage and taking it down, and three pence for his services as a bootblack will be ample. The porter, or portier, should not be con¬ fused with the ordinary porter of bag¬ gage, this function being usurped by the “boots.” He is a very useful person and can give much valuable in¬ formation as to trains, sight-seeing, costs of conveyances, etc. He should receive a shilling a day. If your room is cold at an English inn order a foot-warmer—an abomina¬ tion made of Doulton stoneware—a jar filled with hot water. Be sure the stopper is tight before taking it to bed. It takes a hardy traveler to stop in a cathedral town like Wells in winter. The writer reached Wells from Bath late in the evening and repaired to the —-—-—- hotel. No room with a fire was available, and with chatter¬ ing teeth he dressed and descended to the so-called office and begged one of these abominations which leaked. A heavy cold was the penalty. Do not cut out Wells, but do not pass the night there except in summer, and bring everything for wet weather. SWISS HOTELS The Hotels of Switzerland. Lake Constance; Italian lakes and Chamou- nix is a most valuable book, which is issued by the Swiss Society of Hotel Proprietors. It can be obtained gratis on the steamers and agencies of many of the trans-Atlantic lines, also at Swiss Consulates all over the world, and all offices of the Swiss Federal Railway, which office in New York City is located at 241 Fifth Avenue. The postage should be included in ask¬ ing for this book, for which no charge is made. It is issued in the interests of the hotel proprietors, and a careful perusal of it will do away to a large extent with the complaints of over¬ charges, of which we hear quite a lit¬ tle each year. There is an illustration of each hotel, there is concise infor¬ mation as to the number of beds, the accommodations of various kinds, and the prices at various seasons of the year, both for rooms and meals, and board and lodging, also rates for ser¬ vants and children. There are 222 pages in the book. Hotels charging less than five francs a day are not. found in the book, as they are mostly frequented by local inhabitants, and hotels of this grade are not appre¬ ciated by the foreigners. It should be remembered that the Swiss season is a very short one and that there is an enormous influx of visitors who oc¬ cupy every spare bed in the hotels. 3G8 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL It is therefore necessary to order rooms several days in advance in or¬ der to make certain of securing the same. Do not order rooms by tele¬ phone ; use a telegram or preferably the mail, accompanied by a post office money order for five francs per bed, giving the following information. State : (1) The number of rooms de¬ sired ; (2) whether single or double bedded rooms; (3) the floor; (4) the day arid time of arrival; (5) if the stay is to be prolonged more than one night or several days; a change in plan, however, does not render this binding; ((>) the exact address of the person ordering the rooms. In case the person ordering the rooms is pre¬ vented from occupying them, the or¬ der should be immediately canceled by telegram. If there is delay in arrival and the proprietor is not informed, he is entitled to the price for the re¬ served room in question. Due notice of departure is of as much interest to the visitor as to the proprietor. If the latter is prevented from letting a room by delay in departure, he is only acting in a business-like manner if he charges for the room for the following night. The same rule applies when rooms are ordered for an early hour in the morning, and must conse¬ quently be kept vacant in order to provide accommodations for the vis¬ itor who comes in the early morning. There is often an increase in the charge for rooms if the visitor does not take his meals at the hotel; this question should be discussed when making the bargain for rooms. As in hotels in other lands, valuables should be deposited with the proprietor to be placed in the safe at night. Regis¬ tered letters are difficult of delivery in Switzerland unless the visitor has a passport or some excellent means of identification, such as a letter of credit. LAUNDRY Laundry work can be done at short notice anywhere in Europe. If neces¬ sary, soiled garments will be called for and delivered the same day. Most of the large hotels have their own laundries. Laundry in England is about as bad as {he food; the clothes are apt 1o come back only fairly clean and their life is very much shortened after being entrusted to an English laundry for a short time. The following laundry list is one furnished by a modern steam laundry in New York City. Various items re¬ lating to household linens, such as tow¬ els, tablecloths, etc., have, of course, been omitted. The same numbers oc¬ cur in the French, German and Italian lists as in the English list. It is thought that with the aid of these tables much inconvenience may be ob¬ viated. BlANCHlSSERlE DB G REN BLAB Blancnissage & Location deIinge .,+°, Leon Kdkeine V' 14, Rue Rougel-dc-VIsle ISST'UtS- MOUUMMJ*. Scr,,) A FRENCH LAUNDRY BILL PAID BY TRE HOTEL AND CHARGED Perhaps the first theatrical performance on a transatlantic liner was given during a recent voyage of the “ Laurentic” from Liver¬ pool. There were but eighty first-class passengers, so that it was decided to give a theatrical performance instead of the regular concert—a one-act sketch called “Hog- many,” a play which does not require any change of scenery, and which is quite a fa¬ vorite among amateurs. The landing of the lower promenade deck was utilized as a stage, and the audience sat on the wide com¬ panionway steps between the upper and lower promenade decks, thus making a picture which was suggestive of an ancient amphi¬ theater. The scene was laid in a flat in Bloomsbury, London, and the comedy which was in the hands of professionals was very realistic. An attempt was recently made to put on a play on another vessel, but the sea was so rough that the actors were all seasick. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 369 £ G s h* 4 D gi £ d 43 rd d 3 o d 43 T 5 6 43 w ® d^H 73 d a)^5 1 —'_d +-> lj o-£=« ^ a §| § a 2 £ 6 ; 5 £ g-S S| o• rt^ ^ Jx 4 -p d -+J 43 -U 4 J jJ P -+^ ,-4 *-> ..IS.ti.r.t; Sac^ g|gas 3 E«g^o s|-g HJjsJ s § i= • - - ai§i J 3 0 2 o “ -S "5 « a OtT cj impish d u. c 3 d Ph a) d fl 2 l |6 • 3 c* glo a) 2 -d a? r* tx CD 3 d J£ d 43 43 >> o -d —> c a ;i Isjs-gf ~ a go^-s.a rH i—H i—I j—( i—IHHHf( T—I (N (M X Sx g ® d -rt d cd d h o 2 « ■ a> ddS,E^ . _ CD tx 5 § a ' d CD Hd d ^ *-• 43 m CJ (D SsJS 'S'Ho'S 0 PJ* 4 ) 43 ® 43 § gCE ~C "0 -§ T 3 xi H a£ a o^^'o ®'55.5 g ^ o ^ cd,£* d.2\£« d CD 73 : P o h d £ o G * 2 ,® Pd. S'o - 0 • d. 0 2 m p 43 d d ./). —4 0 0 43 43 O 3 O 3 d h d 3 -d . d 0 , 43 a S d.« di 2 d : 3 6 c 26 M- d * (Z 3 O d-d d d 2 d ,»_ d^- v d „ x +^.-- c o c > «goog fc-i C 3 • *^ d C 3 C 3 OUOPhO^ d g . ,I * d > d d - 43 d + - > sb d 43 43 43 d 2 /X 43 d CX 43 -d .d 43 •-= t- sl d H O d p- 43 x _43 d O o o d d o o w d o J 5 O W hJ d 03 •- W -ft *43 ij ^ ”£ 4 ^ o m'o ^ H *2 d n ® 55 Pd n. . d o d d J i-JOtaO a m © 03 2 x ®— d S 3 00 >OPh« e 3 "i) o fl 3s d « 2 3 $ ._, c C fl 3 ^.- 3.2 ® .®a s®-e « 1 : Mg.S'g g 2 O d o3 ^ d^2 SOOffiOOS ad 43 £ d _.X «| O H^-d 43 O d q 03 d d-o d o. d d « g O O 00 ^d 15 £ d .--d d-d d W) d 43 a 43 s-'g-'e sse 0 --J 2.0 o 2 43 £ o &1 66 HNCC^iCdt>i00030^iMW^iOCON00030H(M ’—Ir—I,— 1 ,—I.—I.— 1 ^,— 1 ^,—ICSIC^ICVI CO^iOCOr'^OOOSO’-'fNCOT^iOCDN.OOOiO’-tcNcOTfiO -oooiO*-H(N HXHiHHHHHC'lWC'l COT^iOcOI^OOGiO’-'CNCO'rfiCcOtxOOOiO'-'iMCOrfiO (NC^ d o J 3 'P 3 d -d d fi j H ^ 73 w q 72 c =:^ 56 £ 2 8 • 2 2 c 3 - 5”5 53 .£ _2 •« •£ 1 0 ,‘a'a ^ P- -q ’rs d 43 66 ^ : 43. -d d bfi w 73 d u d ® .11 65 o ■— "s^s '2 ® s CDT 3 ^ d d d a 73 43 4 > CD -gMifUs^l j^ 8 ggS§g tiJa2£a>0>Piffl 43 H 03 5 S|| 73 43 t >.2 306 »„og a a- £ ■— C fx 4 ^ r -x p*— ^ S Ss O ® &o £ e a>=; 5 SS £.tj o *- ® g: -a o£ ®£ 021 a ^ ooKWPOt»t» a a S <0 g a n «± vis „ .. g ^2 c.-hT j- ax ox pw^Pmomo rtNcji'ioaNccaoHNcc^act'OOfflOHC'i HHHHHHHHHHdOIN 370 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL M»rque HOTEL CONTINENTAL .. - . .. ■ v- 4-. — NOTE DE LINGE remis an blavchissqgr. le . pour Mf ---~-- -i- pour elre rendu le __«_ ... ..._ N • Jtf -- MOMBAE d® * pi /&$*■ ' ."A NOMBRE . d « pi Sees UNGE BE FEMME PfilX NOMBRE d« IMRCR3 UNGE D’ENFANT PBIX $ t Aa Chemises ...... v., . > .Chemises gar$onnel. de flanelle - Plastrons flanelte . Jupons ..... t \ .. * t z:£ 0 z Cale W Mers —Hotel du Casino* Modane f Hotel International 1 Station Buffet • Monaco (Condamine )—Hotel Bristol Hotel Savoief Hotel de Londres Monte Hotel d’Albion et du Littoral Carlo— Hotel Windsor!, V Hotel Balmoralt. W Hotel des Anglais et St. James, W Monte Carlo Palace Hotel, W Mont Dore —Nouvel Hotel, et Hotel de la Poste* Montpellier —Grand Hotel Mont St. Michel —Etablissements Poulard Reunis Nantes —Hotel de France Grand Hotel! Hotel Beau Rivage Hotel Metropolet Nice — Queen’s Hotel"! Hotel du Rhinf Hotel Terminus Station Buffet , Langham Hotel!, W Nice j Hotel Pavilion Victoria! ( Cimiez ) l Hermitage Hotel!. V Nimes— Grand Hotel de Luxemburg Orleans J Hotel Terminus \ Grand Hotel St. Aignan, W Parame f Grand Hotel* \ Bristol Palace Hotel Grand Hotel Terminus Hotel du Palais d’Orsay Hotel St. Petersbourg Hotel Dominici Hotel du Louvre Hotel Londres et New York Hotel Magenta Hotel de Calais Hotel de la Tremoille Hotel Malesherbes Hotel d’Autriche Paris Hotel Burgundy Hotel de Castille Hotel Terminus du Nord Hotel du Palais, 28, Cours la Reine Windsor Hotel Hotel Ste, Anne Hotel International, 60, Avenue d’lena, Champs Elys^es Grand Hotel, V Hotel Regina, V Hotel Continental, V Hotel Bedford, W , Hotel Meyerbeer, W See special chapter on Paris for full dis¬ cussion of the hotel question in Paris. Pan l Hotel du Palais et Beau Sejour \ Grand Hotel Gassion, W Perpignan —Grand Hotel de Perpignan Planet sur Argentieres —Grand Hotel du Planet Poitiers —Grand Hotel du Palais Pontarlier —Hotel de la Poste Quimper (Brittany) —Hotel de l’Epee Quimperle —Hotel du Lion d’Or et des Voy- ageurs Rennes —Hotel de France Reims — f Grand Hotel t Hotel du Lion d’Or, W Roscoff —Hotel des Bains Rouen — J Hotel de la Poste 1 Grand Hotel d’Angleterre, W Royan'les Bains —Grand Hotel* f Hotel Splendide Royat- J Grand Hotel du Parc et Metropole* les-Bains ) Grand Hotel de Lyon* (. Grand Hotel*, W Saleve (Mountain Health Resort, Monnetier —Hotel Bellevue Saiies de Bearn t Grand Hotel du Parc* ( Pyrenees) \ Grand Hotel du Chateau Salins —Grand Hotel des Bains* St. Br euc —Hotel de la Croix Blanche et de France Reunis St. Gervais-le-Village (Savoy)—Hotel Mont Blanc* St. Gervais- / Grand Hotel du Mont-Joly* les-Bains \ Grand Hotel de la Savoie*, W St. Honore-les-Bains ( N.evre )—Hotel Vaux Martin* St. Jean-de-Luz —Hotel d’Angleterre St. Jean-sur-Mer (near Beaulieu) —Hotel Panorama Palace! St. Lo —Hotel de 1’Univers f Grand Hotel de France et Cha- St. Malo 1 teaubriand* [ Grand Hotel Franklin* St. Raphael —Hotel Continental & des Bains St. Sauveur les Bains —Grand Hotel de France St. Servan (St. Malo )—Victoria Hotel Sens —Hotel de Paris Soissons —Hotel de la Croix d’Or Thonon-les-Bains —Grand Hotel* Toulon —Grand Hotel des Baines* ( Grand Hotel de l’Europe et du Toulouse Midi Rdunis (Grand Hotel Tivollier Tours / Grand Hotel de Bordeaux 1 Hotel Metropole, V Trieze Arbres (Savoy)—Station Buffet TrouviUe —Hotel Bellevue* Vannes ( Hotel du Commerce et de l’Ep^e (Grand Hotel de France f Hotel du Portugal* Vernet-les- { Hotel du Parc Bains \ Hotel des Bains Mercader Versailles —Grand Hotel Modeme Vichy —Grand Hotel des Bains, W Vic-sur-Cere —Grand Hotel* Vittel —Central Hotel* Vizzavona (La Foce, Corsica)— Hotel de Monte d’Or* 374 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Hotels at $2.60—13.00 Read text carefully SWITZERLAND AND THE ALPINE DISTRICTS At some mountain Hotels in Switzerland two table d’hote lunches are provided, and the lunch coupons are accepted at the table d’hote lunch advertised at 3 francs in such cases. Adelboden ( Grand Hotel Kurhaus \ Hotel National Aigle f Grand Hotel* \ Hotel Victoria Ariolo —Hotel Motta* Alpnach-Stadt —Hotel Pilatus Amsteg —Hotel de la Croix Blanche Andermatt —Grand Hotel Bellevue Anniviers —Hotel Weisshorn* Appenzell —Hotel and Kurhaus Weissbad Arolla —Hotel Mont Collon* Arosa —Hotel Seehof Axenfels —Grand Hotel* Axenstein —Hotel Axenstein* Baden j Hotels Hinterhof and Staadhof \ Grand Hotel*, W | Hotel Euler and Grand Hotel J Hotel Continental Bale 1 Central Station Buffet (Meals only) (Hotel Trois Rois, W Beckenreid (Lake Lucerne) —Hotel and Pen¬ sion Sonne Bellinzona —Hotel de la Poste et Schweizer- hof Bergun —Hotel Piz Aela Berne / Hotel Bellevue \ Station Buffet' Bex f Grand Hotel des Salines* \ Grand Hotel des Bains* Bienne —Hotel Macolin* Bouveret —Hotel de la Foret et Casino* Brienz —Hotel de la Croix Blanche Brigue j Hotel de la Couronne et de la Poste 1 Buffet de la Gare Internationale Brissago —Grand Hotel* Brunig —Grand Hotel and Kurhaus* BrunigRailway j Station Buffet (meals only) I GrandHotelandKurhaus*W f Hotel Adler* Brunnen j Waldstatterhof Hotel 4 Cantons* t, Eden Hotel and Pension* Bulle —Hotel de l’Union ( Park Hotel* Burgenstock { Palace Hotel*, V ( Grand Hotel*, W Campfer (St. Moritz )—Hotel Campfer* Caux —Grand Hotel du Caux*, W Chamounix (Savoy)—See under "Hotels in France” Chateaux d'Oex t Hotel Berthod 1 Grand Hotel, W Chatelard Frontiere —Hotel Suess du Chate- lard Chaux de Fonds —Hotel de la Fleur-de-Lis Chexbres (near Vevey) —Hotel Belle Vue Ch rwalden —Hotel Kurhaus Krone* Clarens —Hotel Royal Coire —Neues Hotel Steinboek Davos j Grand Hotel Seehof Dorfli 1 Fluela Post Hotel f Hotel d’Angleterre Davos Platz ' Grand Hotel Kurhaus, W ( Grand Hotel Belvedere, W Disentis —Disentis Hof* Eggishorn —Hotel Jungfrau Einsiedeln —Hotel du Paon f Hotel and Pension Bellevue- J Terminus Engelberg ] Hotel Titlis* ( Park Hotel, Sonnenberg* Evolene —Hotel d’Evolene* Faido —Hotel Suisse* Faulensee-Bad —Hotel Victoria* Fiesch (Eggishorn)—Hotel des Alpes Fins Hauts —Hotel Bel Oiseau Fluelen —Hotel Croix Blanche et Poste Fribourg— Hotel de la Gare Frutigen —Hotel Bellevue* i Hotel Furka* Fi.rka j Hotel Furkablich* ( Hotel Belvedere* Gemmi Pass —Hotel Wildstrubel Hotel de la Paix Hotel Metropole Hotel Bergues Geneva Hotel du Lac Hotel National, W Hotel Angleterre, W Gersau —Hotel Muller* Giessbach —Hotel Giessbach* Glacier du Rhone —Hotel Glacier du Rhone* Glion —Hotel Victoria Goeschenen —Grand Hotel Goeschenen Grindewald I Hotel Bear 1 Hotel Grand Eiger Gryon-s r-Bex —Grand Hotel de Gryon Gstaad —Grand Hotel Alpina G rten Kulm (near Berne )—Hotel Gurten Kulm* Harder-Kulm —Restaurant Harder-Kulm (meals only) Heiden — / Hotel Schweizerhof* \ Hotel Freihof* Herten tem (near L cerne) —Hotel Schloss Hertenstein* II ospenthal— Hotel Meyerhof* Hotel Metropole* Grand Flotel (formerly Beau Rivage)* Interlaken Hotel Victoria* Hotel Jungfrau* Hotel National* Hotel Royal St. George* Ilanz —Hotel Oberlap I e le ■—Hotel de la Poste Laax —Hotel Seehof Lac Noir (Fribourg)—Hotel des Bains du Lac Noir* Landquart —Hotel Landquart et de la Poste f Hotel Gibbon Lausanne ( Hotel Eden l Hotel Cecil Lauterbrunnen —Hotel Steinboek Les Avants —Grand Hotel Le Sepey (Ormonts)—Hotel de la Couronne et la Comballaz Lenkerbad — / Hotel des Alpes* \ Hotel de France* Liestal —Hotel des Salines Little Scheidegg / Hotel Bellevue \ Buffet Restaurant f Grand Hotel Locarno j Hotel du Parc ( Hotel Metropole Locle —Hotel Jura SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 375 Hotels at $2.60—$3.00 Read text carefully SWITZERLAND, &c.— Continued. Hotel du Cygne Hotel Victoria Hotel du Lac Chateau Giitsch* Lucerne Hotel de l’Europe* Lake of Lucerne Steamers (meals only) . Palace Hotel*, V (Paradiso Pier) Station Buffet Grand Hotel de l’Europe au Lac Lugano Hotel St. Gotthard Hotel Bristol Grand Hotel and Lugano Palace, V Grand Hotel du Parc, W Hotel Splendide*, W Lungern I Hotel du Lion d’Or \ Hotel and Pension Kurhaus* Martigny J Grand Hotel du Mont Blanc* 1 Hotel Clerc Mayens de Sion —Hotel de la Dent d’Herens* Meiringen —Hotel du Sauvage* Merl ngen —Hotel Beatus Mont-Barry-les-Bains (Gruyere) —Grand Hotel les Bains* [ Hotel Monte Generose, Station Monte i Bellavista* Genero o ( Hotel Kulm, Station Vetta Kulm* j Montreux Palace and Cygne Montreux -f Grand Hotel Chateau Belmont ( Hotel National Margins ( Valais) —Grand Hotel des Bains* Morschach (Lake Lucerne)—Hotel Frohnalp* Mt. Peler'm (near Percy)—Grand Hotel du Mt. Pelerin Munster —Hotel Croix d’Or et Poste Murren (Grand Hotel and Kurhaus \ Hotel des Alpes* [ Grand Hotel du Lac J Grand Hotel Bellevue et Beau Ne.chatel | Rivage ( Hotel des Alpes et Terminus*, W Neuhausen —Hotel Schweizerhof* Oberalp —Hotel Oberalpsee* O. chy f Hotel Beau Rivage \ Hotel du Chateau* Pfaefers —Hotel et Bains P. lat.s / Hotel Klimsenhorn* \ Hotel Pilatus Kulm* Pontresina —Hotel Kronenhqf Promontogno —Hotel Bregaglia* ( Hotel Quellenhof* Ragatz — ( Hotel Ragatz* ) Hotel Bristol* Reichenbachfalle —Grand Hotel des Alpes* Rigi-Ptrst —Hotel Rigi-First* Rigi-Kaltbad —Grand Hotel and Pension*, W Rigi-Kulm —Hotels Rigi Kulm and Schreiber* Rigi-Scheidegg —Hotel Rigi-Scheidegg* Rochers de N a ye- —Hotel Rochers de Naye* Rorschach / Hotel Anker \ Hotel Hirschen Rosenlani (near Meiringen)—Kurhaus Rosen- laui* Saas Fee —Hotel Bellevue Samaden —Hotel Bernina Sarnen —Hotel de l’Oberwald Savagnino —Hotel Pianta Saxon [ Grand Hotel les Bains 1 Hotel de la Pierre a Voir Scheidegg —See Little Scheidegg Schinznach —Baths of Schinznach* Schruns (Vorarlberg)—Hotel zur Taube Schuls —Hotel de la Poste Schwyz —Hotel Rossli Schynige Platte (near Interlaken)—Hotel Schynige Platte Seelisberg —Grand Hotel Seelisberg* Sierre —Hotel Chateau Bellevue Sils (Engadme) —Hotel Edelweiss* Silvaplana (Engadine)—Hotel Post Simplon-Kulm —Hotel Belle Vue* Simplon Village —Hotel de la Poste* Sion —Hotel de Sion and Terminus Soleure —Hotel de la Couronne Spiez —Hotel Spiezerhof* Splugen —Hotel Bodenhaus Stachelberg —Hotel Stachelberg Bad* Stalden —Hotel Stalden Stanserhorn (Lake Lucerne)—Hotel Stanser- horn* Stansstad —Hotel Burgenstock ( Grand Hotel St. Beatenberg, Kurhaus* St. Beatenberg { Hotel et Pension de la Poste* I Hotel Beau-Seiour* [ Grand Hotel Victoria* St. Bernardino— Hotel Victoria* St. Cergues sur Nyon —Hotel de l’Observa- toire* St. Gallen —Hotel Walhalla St. Moritz Bad (Hotel Neues Stahlbad*, W \ Hotel Engadinerhof*, IV St. Moritz-Dorf —Hotel Belvedere Susten (near Leuk)—Hotel de la Souste Tellsplatte —Hotel et Pension Tellsplatte* Territet —Grand Hotel Territet-Chillon- —Hotel Bonivard Tete Noire —Hotel de Tete Noire Thoune (Thun) J Hotel Bellevue* \ Grand Hotel Thunerhof* Thusis —Hotel Post Tiefenkasten —Hotel Julier Post Torrentalp (s. Leukerbad)—Hotel Torrentalp* Trient —Grand Hotel de Trient Trummelbach —Hotel Trummelbach* Unterschakin —Hotel Klausen Urigen —Hotel Urigen ValUe des Ormonts —Hotel des Diablerets* Vermala s. Sierre —Forest Hotel Vernayaz —Grand Hotel des Gorges du Trient* ( Hotel des Trois Couronnes Vevey \ Grand Hotel Vevey [ Hotel d’Angleterre Villeneuve —Hotel Byron Visp— Hotel de la Poste Vitznau / Hotel Vitznauerhof* \ Park Hotel* IVeesen (Lac de Wallenstadt)—Hotel Speer IP eg gis —Hotel Bellevue* 1 Veissenstein ( Solothurn )—Kurhaus Weissen- stein Wengen —Grand Hotel and National Yverdon —Hotel des Bains* 376 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Hotels at $ 2 . 60 —$ 3.00 Read text carefully SWITZERLAND, &c .—Continued (Hotel Mont Rose* J Hotel Zermatt* Zermatt ) Hotel du Mont Cervin*, W ( Hotel Victoria, W Zug / Hotel du Cerf \ Hotel Bahnhof Zug (Mountain)—Hotel Schonfels* Zuoz —Hotel Concordia Hotel Uetliberg (on Mount Uetli)* Hotel Royal Ilabis Bellevue au Lac and Palace H., W Zurich Grand Hotel et Baur en Vi lie, W Bolder Grand Hotel*, W Grand Hotel National, W ITALY AND SICILY Acireale —Grand Hotel des Bains Alagna —Hotel Monte Rosa* Alassio / Grand Hotel Alassio \ Salisbury Hotel! Amalfi —Hotel Cappuccini Anacapri —Hotel Eden Molaro Ancona / Hotel della Pace \ Hotel Victoria Aosta— Hotel Royal Victoria* Arona —Hotel St. Gothard Assisi —Hotel Subasio Bagni di Lucca —Hotel Continental Baveno j Hotel Belle Vue* ( Palace and Grand Hotel*, W Bellagio j Splendide Hotel des Etrangers 1 Hotel Grande Bretagne*, W Belluno / Hotel des Alpes* \ Albergo Central Capello Bogliaco— Grand Hotel Bogliacof Bognanco —Grand Hotel* ( Hotel Brun Bologna \ Baglioni’s Grand Hotel d’ltalie l Station Buffet* Borca —Palace Hotel des Dolomites ( Royal Hotel! J Hotel Savoy Bordighera I Hotel Hesperia [ Grand Hotel du Cap Ampegliot,V Bormio —Nouveaux Bains de Bormio Brindisi —Hotel International Brunate (Como) —Hotel Brunate Cadenabbia j Hotel Britannia 1 Hotel Bellevue*, W Cagliari (Sardinia)—Hotel Scala di Ferro Capri / Hotel Quisisana ( Hotel Schweitzerhof Casamicciola (Ischia )—Hotel Piccola Senti- nella Castellamare-di-Stubia —Hotel Quisisana Catania ( Grand Hotel Bristol et du Globe 1 Hotel Grande Bretagne Ceprano —Station Buffet Cernobbio —Hotel Villa d’Este*, W Certosa di Pavia —Restaurant Milano Chiavenna f Hotel Conradi I Hotel National Chiesa —Grand Hotel Malenco* Como —Plinius Grand Hotel*, W Courrnayeur f Hotel Royal* \ Hotel de l’Union* f Hotel Terminus d’Espagne Domo d’Ossola — < International Station Buffet 1 (meals only) Florence — Hotel New York Hotel Minerva Florence and Washington Hotel Grand Hotel Baglioni Grand Hotel, V Hotel Grande Bretagne, W Foligno —Station Buffet Frascati —Hotel Tusculum Gardone Riviera (Garda) —Grand Hotel* ( Hotel de la Ville | Hotel Continental Hotel de Londres Genoa — Station Buffet Eden Palace Hotel, V Grand Hotel Miramare, V Hotel Savoy. W Grand Hotel Isotta, W Girgenti —Hotel des Temples! Gressoney-la-Trinite (Valle d’ Aosta) —Hotel Miravalle Gressoney Saint-Jean —Hotel Lyskamm Intra —Hotel de la Ville Ivrea —Hotel Scudo di Francia La Cava —Hotel de Londres Lecco —Hotel Bellevue au Lac Leghorn — f Grand Hotel \ Hotel Angleterre et Campari Levo (Lake Maggiore) —Hotel Levo Lucca —Hotel de 1’Univers Luino I Grand Hotel Simplon-Terminus \ Station Buffet Madesimo —Etablissement des Bains* Mantua —Grand Hotel Acquila d’Oro Menaggio I Hotel Menaggio* \ Hotel Victoria*, W Hotel de 1’Europe Hotel de Nord et des Anglais Milan Grand Hotel Royal Hotel Cavour, V Grand Hotel de Milan, W Hotel Continental, W Misurina —Grand Hotel Misurina* Monsummano —Hotel Royal Vittorio Eman- uele* Montecatini (near Florence) —Grand Hotel de la Paix* Parker’s Hotel Hotel de Londres Hotel Continental Hotel Victoria Naples Bertolini’s Palace Hotel, V Hotel Royal, W Grand Hotel du Vesuve, W , Grand Hotel!, W Nervi —Grand Hotel et Pension Anglaisef Orbetelh —Station Buffet Orvieto —Grand Hotel Delle Belle Arti Padua —Grand Hotel Fanti Palermo I Hotel de France \ Grand Hotel des Palmes!, W Pallanza j Hotel Eden \ Hotel Metropole Pegli —Grand Hotel de la Mediterrande Perugia f Grand Hotel Brufanl \ Palace Hotel SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 377 Hotels at $2.60—$3.00 Read text carefully ITALY, &c .—Continued Piacenza —Hotel San Marco f Hotel Victoria j Station Buffet Pisa — | Hotel Restaurant Nettuno (meals 1 only) Pistoja — I Hotel du Globe 1 Station Buffet Pompeii —Hotel Suisse Portofi.no —Grand Hotel Splendidet PortofinaKulm —Grand HptelVillades Fleurs, W Porto Maurizio —Riviera .palace Hotelt Positano —Hotel Margherite | Hotel Royal Rapallo J Hotel Moderne Grand Hotel Verlit New Kursaal Hotel, W Ravello —Hotel and Pension Palumbo Ravenna —Hotel Byron Rigoledo (Lake Como) —Grand Hotel* ( Hotel de Milan I Hotel Savoyt | Station Buffet (meals only) Rome I Hotel Quirinal V, Hotel Regina V, Hotel Continental, W Hotel Marini, W Hotel d’Angleterre, W Salerno —Hotel d’Angleterre Salice —Grand Hotel Salo (Lake of Garda) —Grand Hotel Salo! ( Grand Hotel Milan Salsomaggiore { Hotel Central Bagni* ( Grand Hotel des Thermes*,W San Pellegrino —Grand Hotel* | Continental Palace Hotel! j Grand Hotel de Nicet San Remo { Hotel de l’Europe et de la Paixf Grand Hotel Royal!, V Hotel des Anglais!, W Santa Catherina —Hotel Tresero-Savoy BELGIUM, HOLLAND, THE RHINE In many of the hotels in Germany the table d’hote dinner is served at mid-day, and a lighter meal, called supper, is served in the evening. The dinner section of the hotel coupons is therefore accepted for the mid-day meal, and the luncheon section for the supper. A bbazia —Hotel Curanstalten Achern (Black Forest)—Hotel de la Poste Adelsberg —Grand Hotel* Admont (Styria)—Hotel zur Post Agram —Grand Hotel Air-la- | Henrion’s Grand Hotel Chapelle \ Corneliusbad Hotel 1 Hotel du Dragon d'Or Albbruck (Black Forest)—Hotel Albtlial Alkmaar —Hotel de Toelast ( Hotel Pays Bas A msterdam { Amstel Hotel, V l Brack’s Doelen Hote W [ Grand Hotel Antwerp J Hotel de l’Europe ] Hotel de la Paix l Queen’s Hotel Arco —Hotel Victoria ( Grand Hotel Miramare Eu- Sestri-Levante •' rope ( Grand Hotel Jensch. W Sienna —Grand Hotel Royal de Siene Sondrio (Valtelina)—Hotel de la Poste Sorrento —Hotel T ramontano ( Hotel d'ltalie Spezia { Station Buffet (meals only) [ Hotel Royal Croce di Malta, W Stresa —Hotel des lies Borromees*, W St. Vincent {Vailed’ Aosta) —Grand Hotel* ( Grand Hotel Syracuse ( Hotel des Etrangers 1 Palace Hotel f Grand Hotel San Domenico! Taormina \ Hotel Timeo ( Grand Hotel International! Tirana —Grand Hotel Tirano [ Grand Hotel Suisse Terminus Turin { Grand Hotel and Hotel d’Europe l Station Buffet Vallombrosa —Grand Hotel Vallombrosa* Varalio —Etablissemente Hydrotherapique and Grand Hotel Varenna {Lake Como) —Royal Victoria Hotel*, W Varese —Grand Hotel Varese Venadoro (Belluno)— Grand Hotel ( Hotel Victoria Venice J Hotel Britannia, W 1 Royal Hotel Danieli, W I Grand Hotel, W Venice [ Excelsior Hotel, V {Lido) { Hotel Villa Regina*, W I Grand Hotel des Bains*, W ( Hotel de Londres et Royal Deux Verona { Tours 1, Grand Hotel Colomb d’Or Vesuvius —Eremo Hotel Viareggio —Hotel de Russie Vintimille —Station Buffet GERMANY, AUSTRIA, RUSSIA, &c. Arnhem / Grand Hotel du Soleil \ Hotel des Pays Bas Augsburg —Hotel des Trois Maures A ussee —Hotel Erzherzog Franz Carl Baarn— Hotel Zeiler Baden {near Vienna)— Hotel Sacher Baden Baden {Germany) —Hotel Holland, W Badenweiler {Germany) —Hotel Sommer* Bad Liebenstein (Thuringerwald, Germany)— Hotel Kurhaus et Villa Victoria Bayreuth (Germany )—Hotel de la Poste Belchen (High Mountain Station) (Black Forest)—Rasthaus Belchen Belgrade {Servia) —Grand Hotel Berchtesgaden I Hotel Bellevue \ Grand Hotel * f Grand Hotel Bellevue Berlin J Alexandra Hotel ] Hotel Prinz Albrecht ( Hotel Bristol, V Bingen —Hotel Victoria Blankenberghe I Hotel du Rhin \ Grand Hotel du Kursaal* Boll {Black Forest)- —Hotel Curhaus* Bonn {Germany)—' Grand Hotel Royal, W Boppard —Hotel Spiegel 378 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Hotels at $2.60—$3.00 Read text carefully BELGIUM, GERMANY. Ac .—Continued. Bozen I Hotel Kaiserkrone (Tyrol) l Hotel Victoria Breda —Hotel Swan f Hotel ile la Croix Blanche Bregenz essett, ices, etc. ... Servants’ Board Beer ... Wines Liqueurs Spirits Minerals Cigars and Cigarettes Hairdressing, Clothes- pressing, etc Carriages & Omnibuses Motor Car Hire. etc. Laundry Typewriting... Storage Sundries DIS BURSEMEN TS. General Accounts ... Telegrams $nd Postages N ewspapefs... Messengers ... ... Parcels Cabs... . (• 1 d r / * G%29 JQvDowLe-^ptl- | EXAMPLE OF HOTEL BILL AT A FIRST-CLASS HOTEL IN LONDON Accomodations of similiar character would cost about double in New York Auoune reclamation ne ser a acce gtec 48 heures aprCs la remise de chaque note. .. . . M.M. lES Voya ge urs sont prevenus oue LA NOTE OES DEPENSES E6T REMISE CHAQUE • SEMAINE ET DOIT ETRE PAYEE LE LENDEMAIN A IA CAISSE LES PaiEMENTS, POUR ETRE VALABLES.DOIVENT Visitors are respectfully INFORMED THAT THE h6tEL BILLS ARE DEUyERID AT THE END OF EACH WEEK AND REQUIRE TO BE PAID ON THE FOLLOWING OAY AT THE CASH I ER'fe OFFICE Payments to be valid must bearthk CASH OFFICE STAMP. EXAMPLE OF A HOTEL BILL AT A FIRST-CLASS PARTS HOTEL Accommodations of similar character would cost about double in New ^ ork 386 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Hotels at Special Rates Read text carefully ENGLAND, Manchester — Grand Hotel Mosley Hotel Deansgate Temperance Hotel “ . Grosvenor Hotel Midland Hotel Margate —Queen’s and High Cliff Hotels White Hart Hotel Matlock-Bath —New Bath Hotel Nantwich —Brine Baths Hotel Newhaven —London and Paris Hotel Newport (I. of W.)—Warburton Hotel Norwich —Maid’s Head Hotel Nottingham —Victoria Station Hotel Oxford —Roebuck Hotel Clarendon Hotel Randolph Hotel Parkeston Quay (near Harwich) — Parkeston Hotel Rhyl (N. Wales)—Westminster Hotel Ripon —Unicorn Hotel Roker-by-the-Sea, Sunderland — Roker Ho¬ tel Ryde (I. of W.)—Royal Pier Hotel St. Leon ard’s-on -Sea —Alexandria Hotel & c.— C ontinued St. Margaret’s Bay, Dover —St. Margaret's Bay Hotel Salisbury —County Hotel Saltburn-by-the-Sea (Yorkshire)—Alexan¬ dra Hotel and Hydro Scarboro’ —Pavilion Hotel Shanklin (I. of W.)—Royal Spa Hotel Sheerness —Royal Fountain Hotel Southampton —South Western Hotel Southport —Queen’s Hotel Stratford-on-Avon —Red Horse Hotel Sutton Coldfield —Royal Hotel Trefriw (N. Wales)—Hotel Belle Vuc Tring —Rose and Crown Hotel Ventnor —Esplanade Hotel; Royal Hotel; Royal Marine Hotel Warwick —Woolpack Hotel Westcliff-on-Sea (near Southend)—Queen's Hotel West Hartlepool —Grand Hotel Windsor (Bucks,)—White Hart Hotel Woodhall Spa —Royal Hydro Hotel Worcester —Crown Hotel York —Harker’s Hotel Hotels at $3.00 SCOTLAND Aberdeen —Palace Hotel Grand Hotel Aberfeldy —Weem Hotel The Palace Hotel Aberfoyle —Bailie Nicol Jarvie Hotel Ardlui (Loch Lomond)—Ardlui Hotel Ardnadam —Ardnadam Hotel Arrochar (Loch Long)—Arrochar Hotel Aye —Station Hotel Ballachulish —Ballachulish Hotel Ballater —Invercauld Arms Hotel Banavie —The Lochiel Arm Birnam —Birnam Hotel Blair Athole —Athole Arms Blairgowrie —Queen’s Hotel Royal Hotel Boat of Garten —Station Hotel Bridge of Allan —Philp’s Royal Hotel Callander —Dreadnought Hotel Crinan —Crinan Hotel Dalmally —Dalmally Hotel Dumfries —Station Hotel King’s Arms Hotel Dunblane —Dunblane Hotel-Hydro Dundee —Lamb’s Temperance Hotel Queen’s Hotel Dunkeld —Athole Arms Dunoon —Argyle Hotel Edinburgh —North British Station Hotel Carlton Hotel Royal Hotel Cockburn Temperance Hotel Royal British Hotel Elie— Marine Hotel Forres —Royal Station Hotel Fort Augustus —Lovat Arms and Station Hotel Fort William —New Station Hotel G air loch —Gairloeh Hotel Glasgow —North British Station Hotel St. Enoch Station Hotel Windsor Hotel (late Maclean’s) “ Grand Hotel Grantown-on-Spey —Grant Arms Hotel Helensburgh —Queen’s Hotel Innellan —Royal Hotel Inverary —Argyll Arms Hotel Inverness —Palace Hotel Station Hotel Caledonian Hotel Alexandra Hotel Inversnaid (Loch Lomond)—Inversnaid Hotel Joppa (near Edinburgh)—Queen’s Bay Hotel Kenmore (Loch Tay)—Kenmore Hotel Kirn —Queen’s Hotel Kyle of Lochalsh —Station Hotel Loch Awe —Loch Awe Hotel Hotel Port Sonachan Loch Katrine —Stronachlachar Hotel Trossachs Hotel Lochness —Foyers Hotel Mallaig —Station Hotel Melrose —George and Abbotsford Hotel “ Abbey Hotel Nairn —Station Hotel Oban —Station Hotel Marine Hotel Caledonian Hotel Columba Hotel “ Alexandra Hotel Peebles —Peebles Hydropathic Establish ment Perth —Station Hotel Pitlochry —Fisher’s Royal Hotel Portree, Isle of Skye —Royal Hotel Rothesay —Queen’s Hotel Bute Arms Hotel Glenburn Hydropathic Estab¬ lishment Royal Hotel Rowardenan (Loch Lomond)-—Rowarden- nan St. Andrews —Grand Hotel Spean Bridge —Abinger Arms Hotel Stirling —Golden Lion Hotel SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 387 Hotels at $3.00 SCOTLAND— Continued Stonehaven —Stonehaven Bay Hotel Stranraer —George Hotel King's Arms Hotel Strathpeffer —Ben Wyvis Hotel Tarbet (Loch Lomond)—Tarbet Hotel Tigh-na-Bruaicii —Royal Hotel Troon —Marine Hotel Ullapool (Ross-shire)—Royal Hotel IRELAND Achill Island —(see Dugort) Armagh —Beresford Arms Hotel Athlone —Victoria Hotel Ballina —Imperial Hotel Ballycastle (Co. Antrim)—Marine Hotel Antrim Arms Bantry —Vickery’s Hotel Belfast —Royal Avenue Hotel Grand Central Hotel Station Hotel Blarney —St. Ann’s Hill Hydropathic Bray —International Hotel Marine Station and Bray Head Hotels Buncrana —Lough Swilly Hotel Bundoran —Great Northern Hotel Cahirciveen —Leslie’s Railway Hotel Cappoquin —Morrisey’s Hotel Caragh Lake —Great Southern Hotel Carrick- —Glencolumbkille Hotel Clifden —Railway Hotel Cork —Imperial Hotel Drogheda —White Horse Hotel Dublin —Hotel Metropole Gresham Hotel Grosvenor Hotel Imperial Hotel Shelbourne Hotel Russell’s Temperance Hotel Nassau Hotel Royal Hibernian Hotel Buswell's Hotel Monte Clare Hotel Dugort (Achill Isle)—The Slievemore Hotel Enniskillen —Imperial Hotel Royal Hotel Galway —Railway Hotel Mack’s Royal Hotel Giant’s Causeway —Causeway Hotel Glendalough —Royal Hotel Glengardlff —Roche’s Hotel Greystones —Grand Hotel Howth —The Claremont Hotel Kenmare —Great Southern Hotel Kilbrittain —Atlantic Golf Links Hotel Kilkee —Moore’s Hotel Ivillaloe —Lakeside Hotel NORTH OF ENGLAND, ISLE OF Killarney —Great, Southern Hotel ’• Lake Hotel Royal Victoria Hotel Killorglin —Railway Hotel Lahinch —Golf Links Hotel Larne —Olderfleet Hotel Lebnane —Leenane Hotel Limerick —Cruise’s Royal Hotel Royal George Hotel Glenworth Hotel Lisdoonvarna —Queen’s. Hotel Atlantic View Hotel Royal Spa Hotel Lismore —The Devonshire Arms Hotel Londonderry —Ulster Hotel City Hotel Lough Erne —Rossclare Hotel Macroom —Williams Hotel Malahidk —Grand Hotel Mallaranny —Railway Hotel Newcastle (Co. Down)—SlieveDonard Hotel N ew Ross—Royal Hotel Parknasilla —Great Southern Hotel Portrush —Northern Counties Railway Hotel Port Salon —Port Salon Hotel Queenstown —Queen’s Hotel Rathdrum —Grand Central Hotel Recess —Railway Hotel Rosapenna —Rosapenna Hotel Rosslare —Kelly’s Hotel Rostrevor —Great Northern Hotel Sligo —Victoria Hotel Strabane —Abercorn Arms Hotel Tiiurles —Hotel Munster Valentia —Royal Hotel Warrenpoint —Great Northern Hotel Waterford —Imperial Hotel Waterville —Great Southern Hotel Bay View Hotel The Butler Arms Hotel Westport —Railway Hotel Wexford —White’s Hotel Wicklow —Grand Hotel Wooden bridge —Woodenbridge Hotel Youghal —Devonshire Arms Hotel MAN AND THE LAKE DISTRICT Coupons for full board cost 11/ per day (?2.75) Ambleside —Queen’s Hotel “ Salutation Hotel “ Waterhead Hotel Appleby (Westmoreland)—Tufton Arms Hotel Bare (near Morecambe )—Elms Hotel Barrow-in-Furness —Victoria Park Hotel Blackpool —The Palatine Hotel County and Lane Ends Hotel Borrowdale ( Kesu'ick )—Borrowdale Hotel Bowness—Old England Hotel Coniston —Waterhead Hotel Douglas ( Isle of Man) —Grand Hotel Villiers Hotel Furness Abbey —Furness Abbey Hotel Grasmere —Rothay Hotel Prince of Wales Hotel Hkxham-on-Tyne —The Abbey Private Hotel Keswick —Keswick Hotel Liverpool —Hotel St. George ‘‘ Compton Hotel Morecambe —Midland Hotel N ewcastle-on-Tyne —Grand Hotel Penrith —George Hotel “ Crown Hotel “ (Palter dale )—Ullswater Hotel 388 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Hotels at $3.00 NORTH OF ENGLAND. &c—Continued Seascale —Scawfell Hotel j Windermere —Storr’s Hall Hotel Ulverston— Sun Hotel “ ( Lakeside) -Swan Ho tel, N ewt >y Windermere —Hydropathic Hotel “ ' “ Lakeside Hotel WEST OF ENGLAND Ashburton —Golden Lion Hotel Bideford —Tanton’s Hotel New Inn Family Hotel Bodmin —Royal Hotel Boscastle (N. Cornwall )—Wellington Hotel Bude —Falcon Hotel Camelford —King’s Arms Hotel Clifton (near Bristol) —Queen’s Hotel Dartmouth —Royal Castle Hotel Raleigh Hotel Dulvf.rton —Caarnavon Arms Exeter —Half Moon Hotel Helston —Angel Hotel Ilfracombe —Ilfracombe Hotel Imperial Private Hotel Kingsbridge —King’s Arms Hotel Launceston —White Hart Hotel Lizard Point—The Lizard Hotel Lynton (North Devon )— Valley of Rocks Hotel “ Royal Castle Hotel Newton Abbott —Globe Hotel Paignton —Gerston Hotel Esplanade Hotel Penzance —Union Hotel Queen’s Hotel Plymouth —Duke of Cornwall Hote Royal Hotel Grand Hotel Scilly — (St. Mary’s) —Holgate's Hotel Torquay —Victoria and Albert Hotel Royal Hotel Totnes —Seymour Hotel Truro —Royal Hotel Wadebridge —Molesworth Arms Hotel Weymouth —Crown Hotel “R” LIST Hotels at $1.85—$2.00 FRANCE Coupons for these hotels cost $1.85 a day for full board. Supplements rarely required, $2.00 will cover everything. All the Hotels in the following list are not open during the entire year. Special reference is made in regard to the time of year the houses in question are closed, but the exact dates of opening and closing can be obtained from any of the Agents of the tourist company. The * means closed in winter, f means closed in summer. Abbeville —Hotel de France Abries —Grand Hotel* Aix-en-Provence (near Marseilles)—Hotel Negre Coste Aix-les-Bains— Hotels de la Paix et Derouge* Hotel de Geneve* Hotel de Russie et des Colonies Ajaccio, Corsica—Hotel des Etrangersf Albertville —Hotel de la Balance , Amiens —Hotel de France et d’Angleterre Antibes —Hotel Terminus Arcachon —Hotel de la Gare Argeles-Gazost —Hotel Beau Sejour Argentieres (near Chamounix)—Hotel de la Couronne Arles— Grand Hotel du Nord-Pinus Arromanches (Normandy)— Grand Hotel du Chemin de Fer* Asnelles —Hotel Belle Plage Auray (Brittany)—Hotel du Pavilion Avignon —Hotel Crillon Hotel du Louvre Avranches; Normandy—Hotel d’Angleterre Bagneres de Luchon— Grand Hotel Cave et d’Europe Hotel Canton* Bagnoles-Tesse-Madeleine— Hotel de la Madeleine Bains les Bains (Vosges)— Grand Hotel des Bains* Barbizon —Hotel de la Clef d'Or Bayeux —Grand Hotel du Luxemburg Beauvais —Hotel Continental Berck Plage —Grand Hotel de la Paix Besancon —Grand Hotel du Nord Biarritz —Hotel de Bayonne et Metropole Hotel Pension, St. Julien et du Midi Hotel Bristol Blonville-s.-M —Hotel de la Terrasse Normandy Hotel Bordeaux —Hotel Restaurant Beeli Boulogne —Berry’s Hotel Grand Hotel du Louvre Boulouris (near St. Raphael)— Grand Hotel* Bourg —Grand Hotel de la Paix et Terminus Grand Hotel du Bourg d’Oisans Brest —Hotel de France Cabodrg —Hotel du Casino Caen (Normandy)—Hotel de France Hotel de la Victoire Calais —Hotel Meurice Cannes —Hotel de Paris! Hotel d’Europef Hotel de France! Hotel Victoria Carentan —Hotel d’Angleterre Carhaix —Hotel de France Carnac (Brittany)—Hotel des Voyageurs) Carnac-Plage— -Grand Hotel* Carteret —Grand Hotel de la Mer* Caudebec-en-Caux (Normandy)—Hotel du Havre Cauterets —Hotel Bellevue* SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 389 Hotels at -11.85—$2.00 FRANCE —Continued Chambery— Grand Hotel de la Poste et Metropole Chamounix— Hotel Beau Site and Continental Hotel de France et de l’Union* Hotel de la Croix Blanche Chenon ceaux— Hotel du Bon Laboureur et du Chateau Chinon —Hotel de la Boule d’Or Hotel de France Clermont Ferrand— Grand Hotel de la Paix Clauses —Hotel National Cognac —Grand Hotel de Londres Concarneau (Brittany)— Grand Hotel des Voyageurs Grand Hotel Containville-les-Bains (Normandy)— Grand Hotel* Courseulles-sur-Mer— Hotel des Etrangers Coutances —Hotel d'Angleterre Dieppe —Hotel Chariot d’Or Hotel du Globe du Nord et Victoria* Digne —Hotel Boyer-Mistre Dijon —Grand Hotel de Bourgogne Dinan —Hotel de Paris et d’Angleterre Dinard (Brittany)—Hotel Bellevue* Divonne-les-Bains— Hotel Pension des Etranger. Dol de Bretagne —Hotel Grand Maison Etretat —Hotel d’Angleterre* Evreux —Hotel du Cheval Blanc Falaise —Hotel du Grand Cerf Hotel de Normandie Fecamp (Normandy)—Hotel Canchy Gerardmer —Maison de Famille Bouton Giromagny —Hotel du Bceuf Gisors —Hotel de l’Eau de France Grandcamp les Bains —Hotel Villa Belle Vue Grandcamp Hotel Granville (Normandy)— Grand Hotel des Bains Grasse— Hotel Pension Bellevuet Grenoble —Hotel de l’Europe Guingamp —Hotel de l’Ouest Havre —Hotel d’Angleterre Hendaye —Grand Hotel Imatz Huelgoat (Brittany)—Hotel de France Hyeres- —Hotel Beau Sejourf La Bourboule—• Grand Hotel des Ambassadeurs Hotel du Parc* La Faucille s. Gex —Hotel de la Couronne Lamballe —Hotel de France Hotel des Bains Val Andre La Napoule— Golf Hotel et des Bains Landerneau —Hotel de l’Univers Langeais —Family House Hotel Hotel du Lion d’Or Lannion— Hotel de l’Europe, Rue de Capucins Laon —Hotel de la Hure La Rochelle —Grand Hotel du Commerce Le Lavandon-sur-Mer (Var)— Grand Hotel de la Mediterranf'-e Les Andelys —Hotel de la Chaine d’Or Les Praz (near Chamounix)— Splendid Hotel Lion sur Mer (Calvados)— Grand Hotel de la Plage Lisieux —Hotel de France et d’Espagne Loches —Hotel de France Lourdes —Hotel Bfelge et de Madrid Hotel Notre Dame Lovere —Hotel Lovere Luc-sur Mer —Hotel des Families* Hotel du Petit Enter Lux (St. Sauveur)— Grand Hotel de Londres Lyons —Grand Hotel de Russie Lyons-la-Foret —Hotel de la Licorne Macon —Hotel des Champs Elysees Marseilles —Hotel de Geneve Mentone —Hotel de Turin! Hotel Britannia! Mers —Hotel de la Plage Meru (Oise)—Hotel du Lion d’Or Monaco (Monaco)—Hotel de Nice Mont Dore —Hotel Tournaire Monte Carlo (Monaco)—Hotel National Montreuil-sur-Mer— Hotel de France et d’Europe Morlaix, Brittany—Hotel Bozellec Nantes —Hotel du Commerce et des Colonies Neris-les-Bains —Grand Hotel Berger* Nice— Hotel des Princes! Hotel Busby! Hotel de Berne Pension Miramare! (Suburb St. Barthelemy)—- Grand Hotel St. Barthelemy! (Cimiez)—The English Hotel! Hotel de Bade and O’Connor Nimes —Hotel d’Europe et de Provence Parame (Brittany)—Hotel de la Plage Paris —Hotel Prince des Galles Hotel Londres et Milan Hotel du Pas de Calais, 59, Rue des Sts. Peres Hotel des Tuileries Hotel de Dijon Hotel Prince Albert Hotel du Chariot d’Or See Paris in Index for full list of hotels Pau —Hotel de la Poste Perpignan —Hotel de la Loge Perros-Guirec (Brittany)—Grand Hotel* Pierrefonds (Oise)—Grand Hotel des Bains Pont Audemer (Normandy)—■ Hotel du Lion d’Or, Rue Gambetta Pontorson (Normandy)—Hotel de l’Ouest Pornichet —-Grand Hotel de Pornichet Quimper (Brittany)—Hotel de France Quimperle (Brittany)—Hotel du Commerce Remiremont (Vosges)—Hotel des Deux Clefs Rennes —Grand Hotel Jullien Retournemer (Vosges)— Hotel Restaurant de Retournemer Riva Bella (Normandy)— Hotel de la Plage Hotel de Chalet Rouen —Restaurant de Paris, Rue de la Grosse Horloge Hotel Victoria Sable-sur-Sarthe —Hotel Saint Martin Sedan —-Grand Hotel de la Croix d’Or Sixt (Haute Savoie)—Hotel Fer a Cheval Ste. Baume (Var)—Hotel Ste. Baume St. Germain en Laye —Hotel du Grand Cerf St. Lo (Normandy)—Hotel de Normandie 390 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Hotels at $1.85—12.00 FRANCE —Continued Sainte Marguerite (near Pornichet, Loire Inferieure)—Hotel de la Plage St. Malo —Hotel Central Benoit* Hotel du Louvre Grand Hotel du Centre et de la Paix St. Michel he Maurienne (Savoie)— Terminus Hotel Saint Nazaire —Hotel de Bretagne St. Quentin —Hotel du Commerce St. Sauveur-les-Bains— Grand Hotel des Bains et des Princes Reunis St. Valery-en-Caux —Hotel de l’Aigle d’Or Thonon-les-Bains —Hotel de France Toulouse —Hotel de Paris Tours —Hotel de l’Europe Trouville (Normandy)—Hotel du Chalet Hotel du Louvre* Vannes —Hotel du Dauphin Vernet-les-Bains— Hotel Etablissement Thermal Vernon —Hotel d’Evreux Vichy —Hotel Bellevue Grand Hotel de Milan Villard-df.-Lans —Hotel de Paris Villedieu-les-Poeles —Hotel du Louvre Vire —Hotel St. Pierre Vitre —Hotel de France VizzavonA (Corsica)—Grand Hotel de VI z- zavona Wimereux-Plage— Grand Hotel de la Plage* SWITZERLAND Adelboden —Hotel Bellevue Airolo —Hotel Rossi Hotel de la Poste Alpnach-Stad —Hotel Pilatus Dependence Station Buffet Altdorf —Hotel du Lion Noir Hotel de la Clef d’Or Andermatt —Hotel Touriste* Hotel Pension Krone Hotel Monopol Aquarossa —Hotel Aquarossa* Arosa —Hotel Bristol and Schweizerhau Hotel and Pension Rhatia and Germania Bale —Hotel St. Gothard Hotel Bauer am Rhin Bellinzona —Hotel du Cerf Bergun —Hotel White Cross Berne —Bear Hotel Hotel Pfistem Bex —Hotel des Alpes Bienna —Hotel de la Gare Bcenigen (Lac de Brienz)—Hotel Belle Rive* Bouveret (Valais)— Grand Hotel de 1’Aiglon* Brienz —Hotel de l’Ours Brigue —Hotel de Londres Brunnen —Hotel Rossli Bulle —Hotel des Alpes Castagnola (near Lugano)— Hotel Pension Villa Castagnolaf Champery —Hotel de Champery Champex —Hotel Pension du Lac* Chateau d’Oex —Hotel and Pension de l’Ours Chillon —Hotel Chillon Coire —Hotel Lukmanier-Terminus Dachsen (Falls of the Rhine)— Hotel Schloss Laufen* Darligen— Hotel Pension du Lac Davos Platz —Eden Hotel and Pension Delemont —Hotel du Faucon Engelberg —Hotel Engel* Hotel Victoria Entlebuch (near Lucerne)— Hotel Schimbergbad* Ermatingen (Thurgan—Hotel and Pension) Schloss Wolfsberg Fionnay —Hotel du Grand Combin* Fluelen —Hotel Tel et Poste Forclaz (near Martigny)—■ Hotel de la Fougere* Fribourg —Hotel Suisse Frutigen —Central Hotel , Hotel Terminus Geneva —Hotel Terminus Hotel des Alpes Hotel In'ernational Glion —Hotel Pension Champs Fleuri Goeschenen —Hotel de la Gare* Grindf.lwald —Hotel Alpenruhe Hotel du Glacier Hotel and Pension Burgener Guttanen —Hotel Haslital* Herisau —Hotel du Lion Hospenthal —Hotel Lion* Immensee —Hotel and Pension Rigi Interlaken —Hotel du Pont Hotel Beau Site* Hotel St. Gothard Jogny s. Vevey —Hotel du Parc Kussnacht —Hotel Mon Se.iour* Lausanne —Hotel du Grand Pont Hotel National Hotel Mont-Fleuri Lauterbrunnen —Hotel Adler* Lenzerheide —Hotel Schweizerhof Le Pont (Lac de Jour)— Grand Hotel du Lac de Jour Linthal —Hotel Bahnhof Locarno— Hotel Beau Rivage et d’Angleterre Lucerne —Hotel de l’Ange Hotel Rutli Hotel Helvetia Lake of Lucerne Steamers (meals only) Lugano —Hotel Lugano Hotel Washington Hotel Pension Villa Carmen au Lac Hotel Beau Rivage* Martigny —Hotel National Mayens be Sion (Rhone Valley)— Hotel de la Rosa Blanche* Meiringen —Hotel Brunig* Hotel Meiringerhof Hotel Oberland* Melchthal— Hotel and Pension Alpenhof Hotel and Pension Melchthal Monnetier (Saleve, near Geneva)— Grand Hotel du Parc et du Chateau* Montbovon —Hotel Pension de la Gare Montreux —Hotel Beau Rivage Hotel de la Paix Hotel Splendid SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 391 Hotels at $1.85—$2.00 SWITZERLAND —Continued Montreux (Territet)—Hotel de Hollande Morgins-les-Bains (Valais)—- Hotel Pension de la Foret* Murren —Hotel and Pension Eiger* Naters-Brigue —Hotel des Alpes Neuchatel —Hotel du Soleil Neuhausen —Hotel Bellevue Nyon (Lake Geneva)—Hotel des Alpes Oberhofen— Kurhaus Hotel Victoria* Olten —Hotel Suisse Pontresina —Hotel and Pension Bernina Ragaz —Hotel St. Gallerhof Rapperswyl —Hotel et Pension du Lac Reckingen —Hotel Pension Blinnerhorn Rheinfelden —Hotel Dietschy am Rhein Rigi Kaltbad —Hotel Bellevue Rigi-Klosterli —Grand Hotel de l’Ep^e* Rolle— Hotel Tete Noire Rorschach —Hotel Bodan Rosetto (Bellinzona)— Hotel and Pension du Cerf Saanen —Hotel Gross-Landhaus Saas Fee (Valais)—Hotel du Glacier Salvan (Valais)—Hotel de Salvan and des Gorge du Triege Schaffhausen —Hotel Riesen Schuls-Tarasp —Hotel du Parc Schwyz —Hotel du Cheval Blanc Selzach —Hotel zum Rreuz Sepey (Valais des Ormonts)— Hotel du Mont d’Or Sion —Hotel de la Gare Soglio —Pension Willy Soleure —Hotel Hirsch ITALY A Alassio —Hotel Victoria Alessandria— Hotel Grand Mogol et des Etrangers Amalfi —Hotel de la Lunc Hotel Marine Rivere Anacapri —Hotel Victoria Aosta —Hotel Corona Hotel Suisse Aron a —Hotel d’ltalia Assisi— Hotel Giotto and Pension Belle Vue Battaglia —Hotel Italy Baveno —Hotel Simplon* Hotel Beau Rivage Hotel Suisse et des lies Borromees Bellagio —Hotel Pension Genezzini* Hotel Florence Belluno— Hotel Bellunof Bergamo —Hotel Chapeau d’Or Bologna —Hotel Pellegrino Hotel Stella d’ltalia e Aquila Nera Hotel du Parc Bordighera— Grand Hotel des lies Britanniquesf Bormio —Hotel de la Poste Hotel des Vieux Bains Brescia —Hotel d’ltalie Hotel Brescia Brindisi —Hotel de l’Europe Cadenabbia —Hotel Belle lies* Cannero (Lake Maggiore)—Hotel Italia Cannobio (Lake Maggiore)— Hotel Cannobio et Savoie Spiez —Hotel Restaurant de la Gare Hotel Kurhaus* Hotel Pension Belvedere* Splugen —Hotel Post* Stannstad —Hotel Winkelried Stein a/Rhein —Hotel Sonne St. Beatenberg —Hotel Silberhorn* Hotel Alpenrose* Hotel and Pension National St. Maria I/M—Hotel Schweizerhof* St. Moritz —Hotel National* St. Moritz-Dorf —Hotel Albana Hotel Bristol Bahnhof Thun —Hotel Falken Tiefenbach (FurkaPass)— Hotel Tiefengletsch* Urigen —Hotel and Pension Posthaus* Vernayaz— Hotel Victoria et des Alpes Vevey —Hotel le Chateau Villeneuve —Hotel du Port Visp —Hotel du Soleil Vitznau —Hotel Rigi Wadensweil —Hotel Engel Weesen —Grand Hotel Weesen Hotel de l’Epee Weggis —Pension Villa Alpenblick AVeissenberg —Hotel Weisse Burg* Wengen —Hotel Falken Zermatt —Hotel de la Poste Hotel Terminus* Zurich —Hotel Schweizerhof Hotel Schwert Zaieisimmen Hotel et Pension de la Couronne ) SICILY Capri —Hotel Royal Hotel Bristol Carate (Lake Como)—Hotel Lario Caserta —Hotel Victoria Castellamare —Station Buffet Cava dei Tirreni (near Salerno)— Hotel Victoria Cernobbio —Hotel Pension Rhine Olga Certosa Pavia —Hotel de la Vi lie Chatillon (near Aosta)— Hotel de Londres Chiavenna— Hotel Helvetia and Specola Collio —Grand Hotel Mella* Como —Hotel d’ltalie et d’Angleterre Hotel Metropole Hotel Pension Bellevue Grand Hotel Volta Desenzano —Hotel Royal Mayer Hotel Splendid Domo d’Ossola —Hotel Milan Fasano (Riviera, Lake Garda)— Hotel Bellevuef Florence —Hotel Porte Rossa Hotel de Londres et Metropole Gardone Riviera —Hotel and Restaurant Benaco Genoa —Hotel Milan Hotel de France Hotel Helvetia Iseo sul Lago —Hotel del Leon d’Oro Lanzo d’ Intelvi (Lake Lugano)— Grand Hotel Belvedere* Laveno —Hotel de la Poste Lecco —Hotel Mazzolein 392 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Hotels at $1.85—$2.00 ITALY AND SICILY —Continued Leghorn— Hotel Giappone et Grande Bretagne Lenno —Hotel Regina Levanto —Grand Hotel Loreto —Grand Hotel Campania and Poste Hotel Pace Gemelli Macunaga —Hotel Belvedere* Hotel Mont Moro* Magianico —Hotel Climatique Milan —Hotel Victoria Hotel de France Hotel Central Pozzo Misurina —Hotel Misurina* Naples —Hotel Pension de la Riveira Hotel de Naples Hotel Isotta et de Geneve Hotel Bellevue Hotel Metropole Nervi —Schichert’s Parc Hotel Oneglia (Italian Riviera)—Grand Hotelf Ospedaletti —Hotel Pension Suisset Pallanza Hotel St. Gothard Pension Suisse Pegli —Hotel de la Ville Piedimulera —Hotel Couronne and Poste Pisa —Grand Hotel de Londres Hotel Nettuno Hotel Minerva et Ville Pompeii —Grand Hotel Pompeii Rapallo —Hotel Beau-Rivage Ravello —Hotel and Pension del Toro Ravenna —Hotel Royal Rome —Capital Hotel Hotel d’Allemagne Fisher’s Park Hotel Hotel Geneve BELGIUM, HOLLAND, THE RHINE, In many of the hotels in Germany the table d’hdte dinner is served at mid-day, and a lighter meal, called supper, is served in the evening. Abbazia (Hungary)—Hotel Pension Villa Herkules 'Abtenau (Austria)— Hotel Gasthorp zum rotheu Ochsen Aix la Chapelle (Germany)— Hotel King of Spain Alkmaar (Holland)-—Hotrel Neuf Amrum (Germany)—Hotel Kurhaus Wittdun Amsterdam (Holland)—- Hotel Neuf Hotel Oldewelt Hotel Het Haasje Hotel Suisse Andernach (Germany)—Hotel Schaefer Annenheim a. Ossiachersee (Austria)— Hotel Annenheim Antholzerwildsee (Tyrol)— Hotel and Pension Antholzerwildsee* Antwerp (Belgium)— Hotel du Commerce, Rue de la Bourse Hotel des Mille Colonnes Arco (Austria)— Hotel Erzherzog Albrechtf Arnhem (Holland)—Hotel Continental Augsburg (Germany)—Hotel White Lamb Baden-Baden (Germany)— Hotel and Pension Villa Blucher* Hotel Romerbad Hotel Terminus Ruta —Hotel d’ltalie Salice —Hotel Milan Salsomaggiore —Hotel Cavour San Gimiguano —Hotel Centrale Vittoria San Remo —Hotel Metropole Cosmopolitan Hotel Santa Maria degli Angeli (near Assisi)— Hotel Porziuncola Santa Margherita —Hotel Regina Elena San Vito di Cadore —Hotel Marcora* Savona —Hotel Rome Sirmione —Grand Hotel des Termes* Sorrento —Hotel de la Syrene S. Maria Maggiore (near Domo d’Ossola)— Hotel des Alpes Stresa (Lake Maggiore)— Hotel Pension Beau Sejour* Hotel Savoy et Lucernerhof Suna (Lake Maggiore)—Hotel Suna Tai di Cadore —Hotel Cadore* Termini Imerese— Grand Hotel des Thermes Tivoli —Hotel Sirena and Regina Torre-Pellice —Hotel du Parc Tremezzo— Hotel Bazzoni Turin —Central Hotel Continental Hotel Ville et Bologne Valle di Pompei —Hotel du Sanctuaire Valtournanche —Hotel de Mont Rose Varallo Sesia —Hotel d’ltalie* Varese —Hotel Europe Venice —Hotel Bellevue Verona —Hotel Europe Hotel Riva San Lorenzo Viareggio —Hotel d’ltalie Vintimille —Hotel Suisse GERMANY, AUSTRIA, RUSSIA, &c. Bad Harzburg (Germany)—Hotel Belle Vue Bad Herrenalb (Black Forest)— Hotel and Pension Sternen Bad Homburg, V. D. Hohe (Germany)— Hotel Beau Sejour Bees (near Nymegen, Holland)— Hotel Pension Elsbeek Belfort (Ballon d’Alsace)—Hotel Stauffer Berchtesgaden (Bavaria)— Hotel vier Jahreszeiten Berlin (Germany)—Nurnberger Hotel Biebrich (Germany)—Hotel Kaiserhof Bingen (Germany)—Hotel StarkenburgerHof Blankenberghe (Belgium) Grand Hotel d’Orange Blankenburg (Hartz, Germany)— Hotel Kaiser Wilhelm Bonn (Germany)—Hotel du Nord Hotel Rheineck Botzen (Austria)—Hotel de l'Europe Bremen (Germany)—- Hotel Furstenhof Hotel Monopol Bruges (Belgium)—Hotel du Panierd’Or Brunswick (Germany)—Fruhlings Hotel Stadt Bremen Brussels (Belgium)—Hotel de Bordeaux Hotel Bristol et Marine Hotel de l’Esperanee Hotel du Grand Monarque et de l'Em- pereur Extra Supplements at all during the Expo¬ sition average about 2 fr daily. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 393 Hotels at $1.85—$2.00 BELGIUM, HOLLAND, THE RHINE, GERMANY, AUSTRIA, RUSSIA, &c„—Continued Carlsbad (Austria)—Hotel Nurnberger Hof Cassel (Germany)—Hotel Strick Chaudfontaine (Belgium)— Grand Hotel des Bains* Cleve (Germany)—Hotel Maywald* Coblence (Germany).—Hotel Zur Traube Cologne (Germany)—Hotel Minerva Hotel Continental Crefeld (Germany)—Hotel Beltz Diekirch (Luxemburg)— Hotel de la Maison Rouge Dinant (Belgium)—Hotel Famille Dordrecht (Holland)—Hendrich’s Hotel Dresden (Germany)—Hotel Kaiserhof Carlton Hotel Duisberg (Germany)—Hotel Berliner Hof Durrheim (Black Forest)—Salinen Hotel Dusseldorf (Germany)—Hotel Europe Echternach (Luxemburg)—Hotel Bellevue Edam (Holland)—Dam Hotel Eisenach (Germany)—Rohrig’s Hotel zum Grossherzog von Sachsm Elberfeld (Germany)—Hotel Europe Enkhuizen (Holland)—-Stapel Hotel Erfurt (Germany)—Hotel Europaischer Hof Flushing (Holland)—Hotel Albion Frankfort-on-Main (Germany)— Hotel Union Hotel Prince Henry Freiburg (Baden) — Hotel Pfauen Hotel Salmen Furtwangen (Black Forest) — Hotel Girshaber zum Ochsen Fussen (Bavaria)—Hotel Bayerischerhof Garmisch (Bavaria)—Hotel Sonnenbichel) Hotel Alpspitz GerNsbach, (Murgtl, Baden, Black Forest)— Pension Villa Bellevue Ghent (Belgium)—Hotel Universel Golling (Austria)—Hotel Pension Bellevue Hotel Bahnhof Gotha (Germany)-rHotel Herzog Ernst Gries bei Bozen (Austria)— Hotel Pension Bellevue* Groningen (Holland)— Hotel Seven Provinces Gstatterboden (Steiermark, Austria) — Hotel Gesiiuse* Haarlem (Holland)—Hotel Lion d'Or Hague (Holland)—Hotel du Passage Hotel Lion d’Or Hallein (Austria)—Hotel Stern Hamburg (Germany)—Hotel Furst Bismarck English Hotel Hanover (Germany)— Hotel zu den Vier Jahreszeiten Hausach (Germany)—Hotel z. Hirseh Heidelberg (Germany)— Hotel Darmstadter Hof Hildesheim (Germany)—Hotel d'Angleterre Honnef Rhein (Germany)—Hotel Webel Innsbruck (Austria)—Hotel Veldidena Hotel Habsburgher Hof Ischl (Austria)—Hotel Victoria Hotel Habsburgerhof Kestenholz (Alsace)—Kurhaus Badbroun Kirnhalden (Black Forest)— Hotel Bad Kirnhalden Kissingen (Bavaria)— Hotel and Pension Wurtemberger Hof Konigsfeld (Baden)—Hotel and Kurhaus Doniswald Konigswinter (Germany)— Hotel Dusseldorfer Hof Krimml (Tyrol)—Hotel KrimmUrhof Kufstein (Austria)—Hotel Gisela Kyllburg (Germany)—Hotel Eifelerhof Lana (near Meran, Tyrol)—Hotel Royal Laroche (Belgium)— Hotel de Luxemburg Lavarone (Austria)—Hotel du Lac* Leiden (Holland)—Hotel Rynland Leipsic (Germany)—Hotel zum Palmbaum Hotel Sachsenhof Hotel Sedan Leoben (Austria)—Hotel Sudbahnhof Liege —(Belgium)—Hotel d’Angleterre Luxemburg (Lux) —Hotel Clesse Maastrich (Holland)—Hotel Derlon Malines (Belgium)—Hotel de la Couronne Mals (Tyrol)—Hotel Post Mauterndorf (Austria)—Gasthof zur Poste Mayence (Germany)—Central Hotel Hotel Mainzerhof Menzanschwand (Black Forest)— Hotel Eagle Meran (Austria)— Hotel and Pension Windsor* Hotel d’l Europe Metz (Germany)—Hotel d’Angleterre Middelkerke (Belgium)— Villa des Roseraies* Mittenwald (Bavaria)—Hotel Post Mori (Austria)—Hotel de la Gare Munich —Hotel de l’Europe (3 m. Supple¬ ment) Hotel Wagner (1 Li m. Supplement) Hotel Stachus (3 m. Supplement) In the Summer of 1910 engage rooms at least two or three weeks in advance. Namur (Belgium)—Hotel de Hollande Neuspondining (Tyrol)— Bahnhof and Post Hotel Neustadt (Germany)—Hotel Crown Neuwied (Germany)— Moravian Hotel Nieuport-Bains (Belgium)— Grand Hotel de la Plage Nordhausen (Germany)— Hotel Friedrickskron Nurnberg (Germany)—Hotel Maximilian Nymegne (Holland)—Hotel du Soliel Oberammergau (Bavaria)— Anton Lang’s Pension, No. 19 Oostduinkerke-Bains (Belgium)— Grand Hotel des Dunes Ostend (Belgium)—St. James Hotel* Hotel de Gand et d’Albion* Hotel Royal de Prusse and Grande Bretagne* Hotel Marion* Hotel de Cologne et Villa Paula* Partenkirchen (Bavaria)—Hotel Post Pilsen (Austria)—Hotel Golden Eagle Plansee (Tyrol)—Hotel Seespitz Reichenhall (Germany)—Hotel Deutscher Kaiser* Reutte (Tyrol)—Hotel Tyrol Rippoldsau (Black Forest)—• Hotel Fritsch zum Klosterle Riva (Austria)—Hotel and Pension See-Villa Rochefort (Belgium)—Hotel Biron Rolandseck (Germany)—Hotel Decker Rothenburg (Bavaria)—Hotel Hirseh 394 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEI. Hotels at $1.85—12.00 BELGIUM, HOLLAND, THE RHINE, GERMANY AUSTRIA, RUSSIA, &c .—Continued Rotterdam (Holland)—Hotel de France Hotel Victoria Rudesheim (Germany)—Hotel Massmann* Sackingen (Germany)— Bad Hotel zum Lowen Salzburg (Austri-a)— Hotel Kaiserin Elizabeth Sarajevo (Bosnia)—Hotel Central Scheveningen (Holland)— Hotel van den Abeelen* Hotel Zeerust Schluderbach —Hotel Schluderbach Schoenwald (Baden, Germany) — Kurhotel Victoria* Schonau (Black Forest)—Hotel Sonne Schwalbach (Germany)— Hotel Continental Schwerin (Mecklenburg, Germany)— Hotel Niendorff Seefeld (Tyrol)—Hotel Post Soden (Germany)—Hotel Kurhaus Sophia (Bulgaria—Hotel Royal Spa (Belgium)—Hotel de Lacken* Steinach-Irdning (Austria)— Station Hotel St. Blasien (Germany)—Hotel Hirschen St. Georgen (Black Forest)—Hotel Hirsch St. Goarshausen (Germany—Hotel Ilohen- zoller St. HuBERT(Belgium) —Hotel du Luxembourg St. Johann am Pongau (Austria)— Hotel zur Post St. Polten (Austria)—Hotel Pittner St. Wolfgang (Germany)— Hotel and Pension Peter zur Schafberg- bahn Hotel zum Weissen Rossel* Strassburg (Alsace, Germany)— Pension Internationale, Universitats- strasse 26 Hotel Victoria Stuttgart (Germany)—Hotel Dierlamm Telfs (Tyrol)—Hotel Post Texel (Holland)—Hotel Texel Toblach (Austria)—Hotel Germania* Trafoi (Tyrol)—Hotel Post Trarbach (Germany)—Hotel Adolph Treves (Germany)—Hotel Reichshof Trient (Austria)—Hotel de l’Europe Trieste (Austria)—Hotel Toniato Tutzing (near Munich, Bavaria)— Hotel Seehof Utrecht (Holland)—Hotel Central Valkenberg (Holland)—Hotel Monopole Veldes am Veldersee (Austria)— Hotel and Pension Malbner Vienna (Austria)—Hotel Victoria Villingen (Germany)—Flotel Blume Vlaardingen (Holland)—Hotel Bellevue Weimar (Germany)—Hotel Elephant Hotel Goldner Adler Wiesbaden (Germany)—Taunus Hotel Wildbad (Germany)— Hotel zum Gold Ochsen Wolfach (Black Forest)— Hotel zum Sahnen Worms a/RHiNE (Germany)— Hotel Kaiserhof Wurzburg (Bavaria)— Hotel zum Schwan Zell am See (Austria)— Hotel Pinzgauerhof GREECE, Candia (Island of Crete)— Hotel d’Angleterre Canea (Greece)— Grand Hotel de France et d’Angleterre MALTA, &c. Famagusta (Cyprus)—Hotel Savoy Larnaca (Cyprus)—Royal Hotel Malta —Hotel d’Angleterre SPAIN, PORTUGAL, &c. Algeciras (Spain)—Hotel de la Marina Hotel Terminus Barcelona (Spain)—Hotel Falcon Gran Hotel Ambos Mundos Burgos (Spain)—Gran Hotel Universal Cordova (Spain)—Hotel Espanola y Francia Escorial (Spain)—New Hotel Fuenterrabbia (Spain)—Hotel de France Gibraltar (Spain)—Hotel Victoria Hotel Continental Granada (Spain)—Hotel Victoria Hotel Pension Alhambra Lisbon (Portugal)—Hotel Avenida Madrid (Spain)—Hotel Peninsular Malaga (Spain)—Hotel Alhambra Ronda (Spain)—Station Hotel Salamanca (Spain)— Gran Hotel del Comercio San Sebastian (Spain)—- Grand Hotel de Biarritz Seville (Spain)—Cecil Hotel Hotel La Peninsular Hotel de Rome NORWAY, SWEDEN, AND DENMARK, Blaaflaten (Norway)—Hotel Blaaflaten Copenhagen (Denmark)—Hotel Hafnia Hard anger (Norway)—Hotel Vikingness Stockholm (Sweden)—Hotel Belfrage Pension Continentale SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 395 Hotels at $1.85—$2.00 ALGERIA. TUNISIA. &c. Affreville (Algeria)—Hotel de Vaucluse Hotel de l’Univers Algiers (Algeria)— Hotel Beau Sejour (Mustapha Superieur) Hotel Oriental (Mustapha Superieur)t Hotel Pension Olivage (Mustapha Supe¬ rieur) Grand Hotel (Mustapha Superieur) Azazga (Algeria)—Hotel Vayssieres Hotel Gebhard Biskra (Algeria)—Hotel de l’Oasis Bizerte (Tunisia)—Hotel Metropole Bona (Algeria)—Hotel du Commerce Bordj-Bouira (Algeria)—Hotel de la Colonie El Guerrah (Algeria)—Hotel El Guerrah BRITISH Aberdeen, Scotland— Hutcheon’s Temperance Hotel Royal Hotel Antrim, Ireland—Hall's Hotel Ardara, Ireland—Nesbitt Arms Armagh, Ireland—Charlemont Arms Arrochar, Scotland—Ross’s Hotel Avoca —See Ovoca Balloch, Scotland—Tullichewan Hotel Ballyshannon, Ireland—Royal Hotel Bangor, co. Down, Ireland—Grand Hotel Barmouth, N. Wales—Tal-y-Don Hotel Belfast, Ireland—Prince of Wales Hotel Monteith’s Temperance Hotel Birnam, Scotland—Park View House Borth, Wales—The Cambrian Hotel Bournemouth, England—Dalkeith Hotel Hotel Windsor Bowness, England—Royal Hotel Bradford, Yorks, England—Talbot Hotel Bridge of Allan, Scotland—Queen’s Hotel Brighton, England— Argyle Mansions Hotel Gloucester Hotel Haslemere Hotel Bristol, England—Bank Hotel Bude, North Cornwall— Norfolk Temperance Hotel Bundoran, Ireland—Marine Hotel Buxton, England— Wilberforce (Temperance) Hotel Cappoquin, Ireland—Harrington’s Hotel Carbis Bay, Cornwall— Hendra’s Private Hotel Cardiff, Wales—Central Hotel Cashel, Co. Tipperary, Ireland— Ryan’s Hotel Chester, England—Washington Hotel Clifden, Ireland—Lyden’s Hotel Clonbur, Ireland—Mount Gable Hotel Coniston, England—Sun Hotel Cork, Ireland—McTernan’s Hotel Windsor Hotel Royal Victoria Hotel Creeslough, Ireland—Harkin’s Hotel Cushendell (Ireland)—Delargy’s Hotel Donegal, Ireland— Erin Temperance Hotel Dover, England— Metropole Hotel Esplanade Hotel Kairouan (Tunisia)—Grand Hotel Kerrata (Algeria)—Hotel Kerrata Marengo (Algeria)—Hotel d’Orient Michelet (Algeria)—Hotel des Touristes Orleansville (Algeria)— Hotel des Voyageurs Tangier (Morocco)—Hotel Bristol Tizi Ouzou (Algeria)—Grand Hotel Hotel des Postes Tripoli (Barbary)— Hotel Transatlantique Hotel Minerva Tunis (Tunisia)— Imperial Hotel Hotel Eymon HOTELS. Douglas, Isle of Man— The Imperial Hotel Hotel Ellerslie Cliff View and Oxford Private Hotel Sefton Hotel Aylen’s Hotel Dublin, Ireland—Standard Hotel Royal Exchange Hotel Clarence Hotel (Wellington Quay) Manchester and Provincial Hotel Four Courts Hotel St. Andrew’s Hotel Moran’s Hotel Abbotsford Hotel Hotel Pelletier Dunfanaghy, Ireland— Stewart Arms Hotel Dungarvan, Ireland—Lawler’s Hotel Dungloe, Ireland—Boyle’s Hotel Edinburgh, Scotland — Castle-Central Hotel Old Ship Hotel Milne’s Hotel, 145 Leith Street Maitland Temperance Hotel Adelphia Hotel Palace Temperance Hotel Enniskillen, Ireland—Railway Hotel Exeter, England—Hotel Osborne Folkestone, England—Pier Private Hotel Fort William, Scotland— Waverlev Temperance Hotel Central Temperance Hotel Palace Hotel Garronpoint, Ireland— Garron Towers Hotel Giant’s Causeway, Ireland— Kane’s Roval Hotel Glasgow, Scotland—Balmoral Hotel Glengarriff, Ireland—Perrins Hotel Bridge Hotel Glenties, Ireland—O’Donnell’s Hotel Gougane, Barra, Ireland— Cronins Hotel Guernsey, Channel Islands— Channel Islands Hotel Imperial Hotel Gweedore, Ireland—Gweedore Hotel Harrogate, England—Lancaster Hotel The Spa Hydro Hull, England—Percy’s York Hotel London Hotel 396 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Hotels at SI.85—$2.00 BRITISH HOTELS —Continued Ilfracombe, England— Gilbert Private Hotel Runnacleave Hotel Ilkley, England— Spa Hydropathic Establishment Inchigeela, Co. Cork, Ireland— Lake Hotel Inverness, Scotland—Glen Albyn Hotel Queensgate Hotelds Jersey, Channel Islanr— Hotel Pomme d’Ov Hotel de l’Europe Le Coie House Royal Hotel Keswick, England—County Hotel Killarney, Ireland— Slattery’s Imperial Hotel O’Sullivan’s Hotel The Muckross Hotel Lake View Hotel New Hotel Killybegs, Ireland—Rogers Hotel Kilkee, Ireland—West End Hotel Langholm, Scotland— Eskdale Temperance Hotel Larne, Ireland—King’s Arms Hotel Laharna Hotel Leeds, England—Albion Hotel Imperial Hotel Liverpool, England—Waterloo Hotel Deysbrook House, 2, Canning St. Bee Hotel Llandudno, N. Wales- North Western Hotel London, England— Imperial Hotel, Russell Square Wilton Hotel, opposite Victoria Station Philp’s Glenburn Hotel, 26, Great Rus¬ sell Street, W. C. Osborne Hotel, Tavistock Place, W. C. Waterloo Hotel (corner of York and Waterloo Roads, S. E.) Morton Hotel. Russell Square, W. C. Peru House Hotel, 4, 5, and 6, Woburn Place, Russell Square ,W. C. Hotel Brooklvn, Earl’s Court Square, S. W. The Eccleston Hotel, Eccleston Square (close to Victoria Stn.) Woburn House Hotel, Upper Woburn Place, W. C. See Chapter on “London” for full list hotels. Louisburgh, co. Mayo, Ireland— McDermott’s Hotel Matlock-Bank, England—Dalefield, Hydro Matlock-Bath, England— Bath Terrace Hotel M elrose, Scotland—King’s Arms Hotel Milford, co. Donegal, Ireland— McDevitt’s Hotel Morecambe, England—Battery Hotel Mumbles, near Swansea, Wales—Yacht Cafe Newquay, Cornwall—Moirah House Newcastle-on-Tyne, England— Clarendon Temperance Hotel Imperial Hotel, Jesmond Road Nottingham —Portland Hotel Oban, Scotland—County Hotel Royal Hotel Argyll Hotel Imperial Hotel Ovoca, Ireland—Vale View Hotel Paisley, Scotland— George Temperance Hotel Perth, Scotland- Grand (Temperance) Hotel Peterhead, Scotland—Palace Hotel Plymouth, England—Continental Hotel Farley Hotel Porthcawl, Wales— Marine Private Hotel Portrush, Ireland—Eglington Hotel Windsor Hotel Central Hotel Queenstown, Ireland—Rob Roy Hotel Ramsey, Isle of Man— Prince of Wales Hotel Richmond Hill, Surrey, England— Mansion Hotel Rothesay, Scotland—Lome Hotel Scarsborough, England— Spa Private Hotel Skipton, Yorkshire, England— Black Horse Hotel Ship Hotel Sligo, Ireland—Bridge House Hotel Southampton, England—Flower’s Hotel Southport, England—Wheldon’s Hotel Southsea, England—Washington Hotel St. Leonards-on-Sea, England— Fife Hotel Stirling, Scotland—Waverley Hotel New County Hotel Stranraer, Scotland—Meikle Hotel Swansea, Wales—Mackworth Hotel Torcross, Devon, England— Torcross Hotel Torquay, Devon, England— Petworth Hotel, Chestnut Avenue Dudley Private Hotel Turriff, Scotland—Fife Arms Hotel Ullswater, England—Sun Hotel Westport, Ireland—West Hotel Winchester, England— Hotel Crown and Cushion Worcester, England— Victoria Temperance Hotel Central Temperance Hotel SHORT DAY TRIPS FROM LONDON St. Albans. Midland Railway (20 miles); London & North Western (24 miles); fare round trip third class 3s. 3d. Great Northern (2.3 miles) fare round trip 3s. 3d. The Verulam of the Romans. Burial place of Lord Bacon, whose tomb is in St. Michael’s Church. Cathedral with longest nave in England open 10 to 4, 5 or 6 p. m. weekdays, according to season. Nave free; transept and parts east of nave 6d. Also may be seen remains of ancient Verulam, old Abbey Gateway, and quaint round tavern. “The Fighting Cocks” the oldest inhabited house in England. Rye House. Great Eastern Railway, (19 miles) fare third class 2s. lOd. (round trip). Remains of Rye House, the ancient manor whose owner was beheaded for complicity in the Rye House Plot. Is now an inn. Em¬ battled gatehouse. “ The great bed of Ware ” twelve feet square mentioned by Shakespeare in ‘ Twelfth Night” is a curiosity. AUTOMOBLLIKG IK EUROPE For much help on this difficult sub¬ ject the author is indebted to the fol¬ lowing gentlemen : Mr. Raymond Beck, of the Tour Department of the Auto¬ mobile Club of America; Mr. F. II. Elliott, secretary of the American Automobile Association, and to Mr. A. C. Spencer, of the American Express Company. HIRING AUTOMOBILES It is very expensive to hire an auto¬ mobile abroad, and those who do not ship their own automobiles should expect to pay six or seven pounds a day, or even more, for a desirable car. While the expense of shipping an auto¬ mobile to Europe seems very large, it will prove economical in the long run if a motor trip is contemplated. If the machine is to be hired the exact time and place where it is to be brought should be specified, and this sending of the car should be included in the sum paid. Those who intend to take an automobile trip on the Con¬ tinent will find it more advantageous to rent automobiles in Paris than to rent them in England and have them sent over. Automobiles may be hired in Paris from the following concerns : American Garage, 54, Avenue Mon¬ taigne. Sole representative for Bianchi ears. Garage de l’Avenue du Bois, 56, Rue Pergolese. Fine car on hire. Garage Bourbon, 7, Place du Palais Bourbon. Mercedes and Renault cars for hire. Gomes & Co., 153, Boulevard Hauss- mann, and Garage Automobile Agency, 1(53, Avenue Victor Hugo. .7. B. Mercier, (5, Rue Saint Ferdi¬ nand (’phone 565.30). A specialty of second-hand cars. New York Garage, 34, Rue du Mont Tliabor. Modern garage. Machine tools for repairs on the premises. Perignon & Rougier, 13, Rue Des- combes. Special agents for Lorraine- Dietricli cars. Schrader & Co.. 51. Avenue de la Grande Armee. Special agent for Re¬ nault cars. Socffite des Garages Krieger and Brasier, 48, Rue la Boetie. Fine tour¬ ing cars for hire. All those who are thinking about taking an automobile trip abroad should obtain a little 32-page pamphlet by J. M. Murdock. This pamphlet de¬ scribes how the writer made arrange¬ ments for shipping his car. It gives par¬ ticulars as to le landing of the cars, the proper season for touring, Euro¬ pean touring clubs, the duty deposit in Italy, the French license and de¬ posit, the Swiss duty deposit, the two German licenses, and the English li¬ censes and tags, frontier procedure, passing octroi officials, Italian road maps, French maps, maps of England. The author also speaks of renting cars abroad, in which he states that it is quite a common practice for some Americans to hire or lease cars on the Continent, but as a rule these engage¬ ments are only for a short period and the cost usually runs from $20 to $30 a day, which includes a chauffeur and all repairs and supplies. As a rule, there is a limitation as to the number of passengers allowed to be carried, as well as to the average number of kilo¬ meters a day the car may be run. The cars are necessarily second-hand, and almost all that the author met had seen considerable service, although still in good touring condition. Mr. Murdock states: “For a short time I considered tnis preferable to taking a car from this side, but for a trip in¬ volving a matter of six weeks or more, or one involving a tour which does not start and end at the same point, it would certainly be better to take your own car with you. The expense of hiring a car for our trip would have been more than double the actual cost of taking our own car, and, moreover, we could not have had the opportunity of hiring anything like my ‘30.’ ” He also states that gasoline in Italy is known as “benzina,” in France “es¬ sence,” in England “petrol,” or “spir¬ its.” This the writer found sold every¬ where in sealed tin cans. In Italy it is usually sold in cans containing 20 liters; in France and England in five- liter cans. In Italy the liquid fuel is more expensive than elsewhere. In southern Italy he paid as high as one lira and ten centesimi per liter, equiva- 397 398 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL . O fl O r* r- O G c c S-TgffssS 2 «s v ra - £w|.2\. 2 r & c a S.2J r ° o w) o a S ^Sog§|> o o:g sss’-e-^ •sw g.e^A o o 33 J . rS-rH’- c Jr g^ o i"§ 5® 1 G G G fl)M s jj.s J -— G ® oJ _b air x»W Eh O <| (2 Eh & O o >H PQ 02 W P M « o O Eh P .O ■2 aQ- § C E ==E®Sow ■5 03 3 ^ o §•-- g.5o » 3 -a « G^ EW— g -G o £ TO £ •P-H O (D ^ Hi H® -*-i o - C3 O ° NH -H33 a f at'g'* 5 GO O 53 o 3 l^-g-o g* PlS O C-- 53 -*f © g-s&Ss 8 *: _,‘G - O) c CQ S"S --C « o.S? d £ g -h , £^ os M-jf OS g o^ gpq c : T3 CO O .0) - s g s ^ a a g g o-h WE « - OM ► O c3 - . 0 "~H c >.O"0 _ SotoA CO- — .H-OA 3 m -*-> G 3 G g § <.2.2 og g o 41 C-- c c rt S' O 53 C3 SSfei.. SaSS'SsIS •g-wf-S®*! ys o3 1.348*2 «+h r/j H, . Ww S o «0£ cj 32 osi: £ « o . m X t>0 ih“0 >>£;H ° > o3 T3 \ o CO c3 o JO TJ d o3 bC _C ’5d T3 O d a> Jfl d c3 J= V aT be o3 S d bfl TO A £?c: 0-3 —< « 'd 53 G M oo t. « 5 1 O d -*h t-H o * G O ”d ^ oi C l I I OO GO ^ CO a> I H W O W w p z < >! w < H G C . o ^ ■~ M . .to s a to^.E o M o ► CO .0 GS> * § £ g“5 -+T» * »o 10 Cl —1 Cl f- Cl co^ bfl c ’be "O c 73 Hi c3 0 00 *‘p G Oo 41 G 90 c3 CO 00 X O Hi 0 rr 1 O CO o —1 LO >> c3 \ co c3 O Xi "d G c<3 bfl ’bfl T3 0 G

    A8 “ o * G 0 T3 ^ LO 7T O iO ^ CO a> -G H k-* < a w o 0 bfl o g: >> c3 'd J<3 t- c3 s o c3 O JO TJ G c3 bfl _C bfl 73 o O G . 4) dr to ^ P o 2 £pg c3 -C . x o I s - o * ^ _ p — bfl G c3 03 bfl P o > o o Hi o G O T3 73 c« > cj "G c3 LO Cl 03 O X' "G G rt bfl G 'bfl T3 O fcj G oj X 41 I b o3 m M G - at a t. G s« II Jo 00 Cl O "G rr 4) Hi c3 u, JZ H SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 399 lent to 90 cents per gallon. As you move nortli through Italy it becomes cheaper; in small towns in France it can be bought for 35 to 40 centimes per liter, or 35 cents a gallon. All through England he paid about 33 cents a gallon. The price of oil is not much differ¬ ent from that throughout America, al¬ though the quality of the cylinder oil is not as good. Nowhere did he find such garages as we have at home. In fact, the only one belonging to the first class was the “Palace Garage” at Rome. For washing and polishing, a charge of from 40 cents to 00 cents was usually made. The pamphlet contains a detailed schedule of the tour and gives a sum¬ mary of the miles driven and the ex¬ pense. The average cost for all oper¬ THE AMERICAN AUTOMOBILE ASSOCIATION The American Automobile Association is a powerful aid to automobiling progress. Any one who is interested in automobiling can become an individual member or through an Automobile Club which is affiliated with the State organization of the American Auto¬ mobile Association. Every member of the A. A. A. receives once a month a copy of the “American Motorist,” which is the official journal of the National Association, with its headquarters at 437 Fifth Avenue, New York City. This Association was organized in 1902, and has a membership of over 35,000 subdivided into 36 State Associations, com¬ prising over 250 automobile clubs and hun¬ dreds of individual members. Full literature is sent by the Association on request at the above address. For the benefit of A. A. A. members reciprocal arrangements have been en¬ tered into with the following European organizations : Automobile Association of London Stenson Cooke, Secretary Princes Buildings, Coventry Street, London, W. Motor Union of Great Britain Rees Jeffreys, Secretary 1 Albemarle Street, Piccadilly, Lon¬ don, W. Touring Club of France Honorable Secretary 65 Avenue de la Grande Armee, Paris, France. European Touring Consul, A. A. A. M. Victor Breyer 4 bis, Rue Descombes, Paris, France. Touring Club Italiano S. J. Johnson, Secretary Via Monte Napolcone 14, Milano, Italy. Touring Club Suisse A. Navazza, Director Geneva, Switzerland. Continued on page 400, column 1. ating and maintenance charges per day for the whole 104 days was $10.62. The average cost of all expenses, tires, supplies, repairs, garages, and every item connected with the operation of the car for the trip, was 18 cents a mile; the total number of miles driven was 5,846. The total expense was $1,105.12. Of this amount, $632.81 went for the purchase of tires and in¬ ner tubes and repairs to the same, while $339.86 went for the purchase of gasoline and oil. The storage, pol¬ ishing and cleaning cost only $78.73. The repairs, outside of the tires, were only SO cents for repairing the gaso¬ line tank and $1.92 for relining a foot brake. It is seldom that so much informa¬ tion can be found in 32 pages as in the little book before us. THE AUTOMOBILE CLUB OF AMERICA The Automobile Club of America is the only organization recognized in America by the following national automobile clubs, is a member of the International Association of Recog¬ nized Automobile Clubs, and is the sole representative in this country of the following clubs: Automobile Club de France, (Paris) Royal Automobile Club, (London) Kaiserlicher Automobil Club, (Berlin) Automobile Club d’Italia, (Italy) Automobile Club de Belgique, (Brussels) Automobile Club de Suisse, (Geneva) Ossterreichische Automobil Club, (Vbnna) Nederlandische Automobiel Club, (The Hague) Kungl Automobil Klubben, (Stockholm) Auckland Automobile Association, (New Zealand) Automobile Club of Russia, (St. Peters¬ burg) Automobile Club of Roumania, (Bucha¬ rest) International Automobile Racing As¬ sociation of Cuba, (Havana) Magyar Automobile Club, (Budapest) Automobile Club of Porto Rico, (San Juan) Automobile Club of Canada, (Montreal) Automobile Club of Denmark, (Copen¬ hagen) Royal Automobile Club of Spain, (Madrid) and vice versa. Members ot this club may procure from the secretary a card, which, on presentation at the office of the above named clubs, will give the member per¬ mission (under certain restrictions) to use the premises of those clubs. Continued on page 400, column 2 400 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Continued from page 399, column 1 Interesting books, beautifully illustra¬ ted, descriptive of European travel by motor car, compiled by well-known au¬ thors, can be secured at the American Automobile Association in New York at special prices. Circular announcements of these publications will be mailed upon application to the Secretary. THE AUTOMOBILE ASSOCIATION OF LONDON. By special arrangements the members of the American Automobile Association who reside permanently out of Great Britain become members of the Automobile Associa¬ tion at a subscription of one pound one shilling per annum. A form of application for membership is given below. There are many advantages connected with member¬ ship in this organization: A. A. cyclists patrol the roads; A. A. agents repair cars at special terms; A. A. signs are found all over England, and are illustrated elsewhere. The A. A. Tours Department affords unique facilities for transportation of members’ cars into or through various European countries. There are many other advantages. Full particu- ars and the A. A. Hand Book can be had by addressing the American Automobile Associa¬ tion, 437 Fifth Avenue, New York City. To avoid all possibility of mistake in de¬ scription, it is suggested that the applicant’s visiting card be attached to this form. Form of Application for Membership of the American Automobile Association. To the AUTOMOBILE ASSOCIATION {Affiliated to the Automobile Association, Limited), Princes’ Buildings, Coventry Street, London, W. I, the undersigned, being in sympathy with the object of the Association, hereby request to be enrolled as an Ordinary Member per¬ manently resident out of Great Britain, in accordance with the provisions of Rule 40 and subject to the Rules and Regulations of the Association. Please send me the Official Badge of the Automobile Association, which I undertake not to lend, sell or sublet to any person, and to return at any time my membership ceases, for which I enclose— {Banker's order form below.) (1) My Subscription for the ensuing Finan¬ cial year (ending April 30th) .... £1 1 0 (2) Fee for the use during term of mem¬ bership of Car Badges at the rate of 5s. each. £ It is understood and agreed that no property or interest in the said Badges, other than that of the right to use the same during member¬ ship, shall vest in or pass to me, and that the same are to be returned to the Associa¬ tion on my ceasing to be a Member. Name . Temporary Address in Great Britain . Membership No. A. A. A . Continued on page 401 , column 1 Continued from page 399. column 2 THE AUTOMOBILE CLUB OF AMERICA BUREAU OF TOURS. 54th St. West of Broadway, New York. The following data are essential in order to procure tryptiques for the various European countries: Countries to be visited: 1. Name of maker. 2. Model (year). 3. Style (touring car, limousine, runabout, etc.). 4. Color of body. 5. Number of chassis. 6. Color of chassis. 7. Color of wheels’. 8. Kind of tires (Continental, Samson, etc.) 9. Number of seats (places). 10. Kind and color of upholstery inside. 11. Weight. 12. Value. 13. Number of motor.. 14. Fuel or motive power. 15. Number of cylinders. 10. Horse-power. 17. Bore of cylinders (this is necessary for Austria only). 18. Owner’s name and address. The following books are sold by the Tour Department of The Automqbile Club of America: FOREIGN MAPS, GUIDE BOOKS, ETC . MISCELLANEOUS A. C. A. European Itinerary Map ..f 1.00 Motor Tours Abroad in Winter and Spring... 1.50 The Car Continental Touring Guide. 3.50 McMurtry’s Map of Central Europe. ... 1 50 Bartholomew’s Map of Central Europe 1.50 London to the Riviera. 0.50 ENGLAND Contour Road Book of England. 1.90 Montagu’s Maps of England (11 sections) per section. 1.00 Bacon’s Maps of England and Wales per section. 0.60 Bartholomew’s Sectional Maps of Eng¬ land, per section. 0.85 Bartholomew’s Map of the British Isles.. 1.75 The Car Road Book and Guide. 5.00 Motor Trips from London at a Glance . . 0.50 Bartholomew’s Map of London and En¬ virons. 0.85 Foreign Handbook of the Motor LTnion of England. 0.75 Legal Handbook of the Motor Union of England. 0.45 Set in Silver. 1.20 Motor Mileage Map of England and Wales. 4.00 SCOTLAND Montagu’s Road Maps of Scotland, per section. 1.00 Johnstone’s Map of Scotland. 1.75 Contour Road Book of Scotland. 0.85 IRELAND Bartholomew’s Map of Ireland... 0.85 Bartholomew’s Road Maps of Ireland (7 sections) per section. 0.85 Continued on jxige 401 , column 2 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 401 Continued from page 400, column 1 Permanent Address abroad . Dale . Reg. No. of Car . Please state whether white metal or brass Badges are required. If a clip for attachment of the Badge to the Radiator Neck is required, kindly give measurements. Reciprocal membership arrangements also exist with the Touring Club of France, and the Motor Union of Great Britain and Ireland, Touring Club of Italiano and the Touring Club of Suisse, whereby these organizations extend special courtesies, and their touring information is available upon presentation of their A. A. A. membership cards. International League of Touring Associations The A. A. A. is the representative in the United States of America of the Ligue Inter¬ nationale des Associations Touristes (Inter¬ national League of Touring Associations). This League is now one of the largest and most powerful non-political federations in the world, with a steadily increasing member¬ ship which already numbers considerably over half a million. The objects of the League are the safeguarding in all countries of the interests of the motor tourist. Since the various National Automobile Associations united their forces in an international league their combined power has been brought to bear with much greater effect on the govern¬ ment of the different countries, especially as regards international touring. One of the most valuable books which the automobile traveler can have is “Stevens’ Motor Routes in France,” which is sold in this coun¬ try at $1.25. The information con¬ veyed is very clear. We quote quite extensively from this book as follows relative to customs, circulation per¬ mits and driving licenses, rules of the road, notices and sign posts, the trans¬ port of motor cars by rail and sea, the transport of motor cars in France, a short glossary of English and French phrases and terms used by automobU- ists, tables of kilometers and miles and miscellaneous notes. PERMITS A French permit to run an automo¬ bile in France is reproduced elsewhere. The photograph, which should be pro¬ vided, should measure 1% inches in height and should be 1% inches wide. A number of these photographs should be procured before leaving home, as they will be found very useful for use on circular tour tickets. There is also reproduced a license to drive a motor car or motor cycle in Great Britain. Continued from page 400, column 2 Contour Road Book of Ireland (Gall & Inglis).$0.85 Mecredy’s Maps of Ireland in five sec¬ tions, per section. 0.75 Mecredy’s Road Map of Ireland. 0.50 Mecredy’s Road Book of Ireland. 0.60 FRANCE Taride’s Maps of France, per section... 0.85 Taride’s Maps of France (on paper). 0.50 Taride’s Guide to France. 1.75 De Dion Bouton Maps of France (4 in set), set. 2.50 Annuaire de Route of the Auto. Club of France. 1.00 Sur Route, Atlas Guide de Poche. 1.00 Automobilia, Motor Roads in France.. . 5.50 Touring Club of France Map of the Esterel (on paper). 1.00 Touring Club of France Annuaire, France North. 0.50 Touring Club of France Annuaire, France South. 0.50 Touring Club of France, Foreign Coun¬ tries. Vol. 1. 0.60 Touring Club of France, Foreign Coun¬ tries. Vol. II. 0.60 Touring Club of France, Excursions and Voyages... 0.60 Michelin Guide Book of France. 0.75 BELGIUM AND HOLLAND Taride’s Maps of Belgium, per section... 0.85 Touring Club Map of Belgium (on linen) 0.75 Touring Club of Belgium Map on paper... 0.40 Touring Club of Belgium Manual for the Tourist. 0.25 Touring Club of,Belgium Annuaire. 0.23 Netherlands Map (on linen), of Nether¬ lands Auto. Club. 2.00 GERMANY Taride’s Maps of Germany (3 sections), per section.•. 0.85 Continental Road Atlas of Germany.... 2.00 Continental Guide Book of Germany. 0 75 Mittelbach’s Strip Maps of Germany.... 0.75 SWITZERLAND Taride’s Map of Switzerland. 1.00 La Suisse Guide de l'Automobiliste (A. C. of Switzerland). 2.00 ITALY Taride’s Sectional Maps of Italy, per section. 0.85 Touring Club of Italy maps. 0.35 SPAIN Spanish Auto. Club Official Guide. 2 25 Taride’s Map of Portugal and Spain.. . . 1.00 AUSTRIA Touring Club of Austria Map. 0.85 Austria Auto. Hand Book. 1.75 Dalmatia Bosnia Map. 1.50 Motoring in the Balkans, Along the Highways of Dalmatia, Etc. 2.75 SWEDEN Swedish Auto. Club’s Guide to Sweden 2.00 ALGIERS AND TUNIS Map of Algiers (3 to a set) set. 7.50 Map of Tunis. 1.50 INDIA Motoring in India. 2.00 402 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL CARRYING AUTOMOBILES ABROAD Automobiles are not carried on ex¬ press steamers, and none of the trans- Atlantic lines carry them uncrated. Ar¬ rangements may be made through the American Express Company, or special agents of the steamship companies, for crating cars on the steamship dock. This saves cartage charges, and possible in¬ jury by drayage. It also leaves the car available for use until the day prior to sailing, as it may be delivered for box¬ ing in the morning of the day previous to de¬ parture. BOXING THE AUTO The crates are built in such a manner that they may be taken apart on arri¬ val abroad, and used again for the re¬ turn shipment, unless the car is to be returned from a different port, in which case it may prove more economical to build a new crate than to ship the old box to another port. This information will be supplied by the shipping agent. Boxing is unnecessary between ports in Europe. Insurance. It is always desirable “to cover" an automobile with insurance while in transit. “All risk insurance” covers against anv damage whatsoever, provi¬ ded the policy is $25.00 or over, from the time the car is received until its delivery to owner. It is also advisable for owners to protect themselves by in¬ surance against accidents, injury to others, and employers' liability in re¬ spect to chauffeurs. AMERICAN EXPRESS COMPANY. Foreign Department. New York, 65 Broadway. Chicago, III., 72 Monroe Street. Boston, Mass., 43 Franklin Street. (When writing American Express Com¬ pany for information about your trip abroad, kindly fill in a similar blank and enclose with your letter.) Make of Automobile. Is it of U. S. or Foreign Make. Style of Car . Number of Passengers Carried. Dimensions of Car: Length over all. Greatest height . Greatest width . Weight of Car . Do you want Insurance. How much .$. What kind of Insurance—“Ordinary Ma¬ rine Risk” or “All Risk”. Where do you want to send car. When can you give car to us for Ship- When do you want car at destination Name . . . Address Rules of the Road. If driving in a country where the rule is to keep to the right, remember to place the tail-lamp on the left side, and vice-versa. Caution. Always carefully inspect your ma¬ chine, oil and gasoline before leaving garage. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 403 How to Ship an Automobile Abroad by the North German Lloyd. Id shipping an automobile it is essen¬ tial to give the following information : Passenger's name. Per S. S. sailing. Ship car to. Chauffeur's name. Make Bills of Lading in name of. Consign car to. Value of the car for U. S. Custom House clearance $. Insure automobile against marine risk for $. The make of my car is. The motor number is. The chassis number is. The measurements of my car are, length ; width ; height. The weight of my car is lbs. (If a foreign car, please fill in the following, too) : The car was imported on S. S. Custom House entry was effected by Entry No. All charges are to be paid at. Please state if car is to be returned to the United States. In shipping automobiles that arc boxed from inland points of the United States same should be consigned Passenger's name. Port of shipment. Care of Oelrichs & Co., Forwarding Department. 5 Greenwich Street, New York. Sending shipping instructions and railroad bill of lading to the company's forwarding department. Triptiques. Triptiques, or permits for temporary importation of cars, are the favorite means employed by motorists for pass¬ ing the Customs. A triptique avoids the trouble either of finding a guarantor or of paying a deposit at the Custom House, and does away with the long and tedious Customs formalities, es¬ pecially when leaving a country and re¬ quiring refund of duty deposited. Cus¬ toms Houses at small frontier points are frequently unable to reimburse the auto- mobilist at time he leaves the country, and he is also liable to detention at night and on Sundays and holidays, when officials prepared to receive or pay cash are not on duty. With a triptique, however, he can pass readily on any day. and at any hour by simply hav¬ ing his papers promptly viseed or en¬ dorsed. It also avoids the necessity of carrying large sums of money and loss on exchange. A triptique consists of three sheets: a Counterfoil, an Entry Permit, and a Departure, Permit. ( a ) Counterfoil .—This contains vari¬ ous particulars by means of which the car may be identified, and it should therefore be retained by the owner. It must be endorsed by the Customs, both when entering and when leaving the country, and should finally be presented to the club which issued the triptique, where the amount deposited will be re¬ funded. (b) Entry Permit .—On entering a country, the receiving Customs officer checks the description of the car, fills in the first part of the Counterfoil, stamps and detaches the Entry Permit, which he keeps. (c) Departure Permit .—On leaving the country the description of the ear is again checked, the Counterfoil is stamped and filled in. and the departure form is detached and forwarded, with¬ out delay, to the office which recorded the car’s arrival. The triptique should be endorsed every time the frontier is crossed. Swinging a Touring Car on board at Folkestone When the tourist finally leaves the country, he must see that the Departure Permit is detached by the Customs. Triptiques are obtainable on applica¬ tion by members of the Royal Automo¬ bile Club, the Automobile Association, the Motor Union, and are also issued by certain automobile clubs on the Conti¬ nent. in which membership may be ob¬ tained. The dues and fees are very small. For instance, the dues of the Touring Club de France are about $1.20 U. S. money per year, or $25.00 for life membership. The Automobile Club of America also issues Triptiques. To obtain a triptique the following particulars must be given : 404 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Rates for Motor-Cars («) Kind of car (whether racing or otherwise), manufacturer’s number and trade mark. (6) Make and number of engine. (c) Style of body, seating accommoda¬ tion, description of interior fittings, up¬ holstery, etc. (d) Color of car and any special feat¬ ures. (e) Weight and value of the car. A photograph of the car must be attached to the triptique. if) Five unmounted photos of chauf¬ feur, 1% in. by % in. Triptiques are valid in France, Ger¬ many, Austria, Belgium, Holland. Swit¬ zerland, Italy, Spain and Luxemburg. The approximate amount of deposit required on a 4 to 7 passenger car in different countries is as follows : France, $6.50 per 100 lbs., available for one year : Germany and Luxemburg, $2.45 per 100 lbs., available for one year; Holland, 5 per cent of declared value, available for one year; Belgium, 12 per cent of declared value, available to 31st of December of year of issue; Italy, in full $120, available for three months from date of importation ; Swit¬ zerland, $4.50 per 100 lbs., available for six months from date of entry. TRANSPORT OF MOTOR-CARS BY SEA AND RAIL Bodlogne-Folkestone Route Folkestone-Boulogne being the favorite route for motorists coming from England, it is placed first. Cars are conveyed by the South Eastern and Chatham Railway Company’s passenger steamers daily (Sundays included). The departures are as follows: Folkestone (dep.).11.55 a.m. 4 10 p.m. Boulogne (arr.) ... 1.45 p.m. 5.45p.m. Boulogne (dep.) .12 (noon) 7.10 p.m. Folkestone (arr.). . . . 1.35 p.m. 8.40 p.m. £ s. d. For cars of normal size at Owner’s risk. 4 00 For cars of normal size at Company’s risk. 5 50 Cars for shipment by the 11.55 a.m. boat from Folkestone must be on the quay at 10.30 a.m. Cars for shipment by the 4.10 p.m. boat from Folkestone must be on the quay at 2 P.M. Cars for shipment by the noon boat from Boulogne must be at the South Eastern and Chatham Railway Company’s office (Gare Maritime) not later than 10.30 a.m.; and by 5 p.m. for shipment by the 7.10 p.m. .boat. In all cases it is advisable to write as long beforehand as possible giving notice of inten¬ tion to ship. Cars landed at Boulogne from Folkestone are cleared through Customs at once, week¬ days and Sundays alike. Both at Folkestone and at Boulogne cars are run on to special stages and lowered on to the boats by cranes. Heavy luggage must be removed from the cars to be registered, but hand-bags and light articles may be left in the car. SOUTHAMPTON TO HAVRE SOUTHAMPTON TO CHERBOURG SOUTHAMPTON TO ST. MALO By the London and South Western Rail¬ way Company’s steamers: £ s. d. For cars not exceeding 1 ton. 2 7 6 For cars not exceeding 25 cwt. 3 0 0 For cars not exceeding 30 cwt. 3 10 0 For cars not exceeding 2 tons. 4 0 0 Cars for shipment to Havre or Cherbourg must be alongside the boat (which sails at midnight) not later than 10 p.m., and those for St. Malo (a tidal service) one hour before advertised sailing. At least twelve hours’ notice should be given of intention to ship, MILEAGE TABLES. The following table of kilometers and miles will be found of some service while traveling abroad. Km. Miles Km. Miles Miles Km. Miles Km. 1 0.621 17 10.558 1 1.609 17 27.37 2 1.242 18 11.179 2 3.219 18 28.08 3 1.863 19 11.800 3 4.828 19 30.59 4 2.484 20 12.421 4 6.437 20 32.20 5 3.105 30 18.63 5 8.047 30 48.28 6 3.726 40 24.84 6 9.660 40 64.37 7 4.347 50 31.05 7 11.27 50 80.47 8 4.968 60 37.26 8 12.87 60 96.56 9 5.89 70 43.47 9 14.48 70 112.65 10 6.21 80 49.68 10 16.09 80 128.75 11 6.S31 90 55.89 11 17.70 90 144.84 12 7.453 100 62.06 12 19.31 100 169.93 13 8.074 200 124.2 13 20.02 200 321.86 14 8.695 300 186.3 14 22.53 300 482.79 15 9.316 400 248.4 15 24.15 400 643.72 16 9.937 500 310.5 16 25.76 500 804.66 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 405 together with the following particulars: (1) weight of car; (2) measurement; (3) whether or not the car is fitted with a fixed canopy or cab attachment. The landing and shipping at Havre and Cherbourg depend upon the state of the tide. Driving licenses for France can be obtained at either of the three ports. Motorists returning from France are ad¬ vised to communicate with the London and South Western Railway Company’s Agent at the port at which they will embark. NEWHAVEN—DIEPPE ROUTE Motor-cars, when accompanied by the owners or their representatives, can be shipped, -weather and other circumstances permitting, on the passenger boats sailing between Newhaven and Dieppe. For further particulars write or telephone (Westminster 874) to the Continental Manager, London Brighton and South Coast Railway, Victoria Station, S.W., stating date of proposed journey, weight of car, and whether it is desired to cross by the day or night passen¬ ger boat. Rates .—The rates for the conveyance of accompanied motor-cars from Newhaven to Dieppe and vice versa are as follows: Per Car. £ s. d. (1) Motor-cars with wheel-base / 3 10 0 less than 6 ft. 4 in. { 2 10 0* (2) Motor-cars with wheel-base 6/4 50 ft. 4 in. to 8 ft. 4 in. { 3 0 0* (3) Motor-cars with wheel-base 8/5 00 ft. 4 in. to 10 ft. 4 in. 1 3 10 0* (4) Motor-cars with wheel-base / 5 16 0 exceeding 10 ft. 4 in. | 4 0 0* *At Owner’s risk. The only additional charges are for French Government Stamp, &c., as, follows: New¬ haven to Dieppe, Is.; Dieppe to Newhaven, Is. lid. Cars for shipment at Newhaven by the passenger boats should reach the port at least one and a half hours before the time fixed for the departure of the boats. At Dieppe, cars for shipment by the day passen¬ ger boats should also reach the port at least one and a half hours prior to the hour of sailing; if for shipment by the night passen¬ ger boats, cars can be accepted up to midnight if accompanied by a triptique or deposit voucher, but failing the possession of either of these documents, they should reach Dieppe by 5.0 p.m. Newhaven Harbor dep. Dieppe-Maritime (about) arr. Dieppe-Maritime dep. Newhaven Harbor (about) arr. Day Night . Passenger Passenger Boat Boat 11.30 a.m. 10.25 p.m. 3. 0 p.m. 2.30 a.m. 1.34 p.m. 1.25 a.m. 5. 0 p.m. 5. 0a.m. Per Cargo Steamer Motor-cars are also shipped by cargo boats which sail as under: Newhaven to Dieppe every week night. There is no cargo boat on Sunday nights. Dieppe to Newhaven on the nights of Mon¬ day, Tuesday, Wednesday, Thursday and Friday, and on the afternoon of Sunday. There are no cargo boats from Dieppe on Saturday or Sunday nights. Rates .—The rates for the conveyance of motor-cars when not accompanied from New¬ haven to D'eppe and vice versa, per cargo boat, are as follows: Company's Risk £ s. d. Cars weighing up to 2050 kilos. or 40 cwt. 5 0 0 per car. Cars weighing above 2050 kilos. or 40 cwt. 2 8 2 “ ton. Owner's Risk Cars weighing up to 1450 kilos, or 28§ cwt. 3 10 0 per car. Cars weighing above 1450 kilos, or 28J cwt. 2 8 2 “ ton. Additional charges for French Government Stamp, &c.: New haven to Dieppe, 3s. 5d.; Dieppe to Newhaven, 4s. 5 d. Cars can be accepted at Newhaven for conveyance by cargo boat up to 7.0 p.m., and at Dieppe up to 5.0 p.m., or up to 10.0 p.m. if accompanied by a triptique, or deposit voucher. A Noonday Meal in Brittany DOVER—CALAIS ROUTE By the/South Eastern and Chatham Rail¬ way Company’s night cargo boats, any night, Sundays excepted. £ s. d. For cars of normal size at Owner’s risk. 4 0 0 For cars of normal size at Company’s risk. 55 0 The boats leave according to tide, and cars must be embarked before dusk. All communications should be addressed to the Marine Superintendent, South Eastern and Chatham Railway, Dover, or at Calais to Captain E. H. Bloinefield, Gare Maritime. Telegrams: Dixon, Dover; and Blomefield, Calais. Detailed Information Concerning Automobiles Abroad Algeria and Tunisia .—These countries are under French control, and French Customs laws and road regulations pre¬ vail. Roads — Algeria .—Roads are good, but some points of interest on the Algerian desert can only be visited after the 40G SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL middle of March, owing to snow on the mountain passes. The roads are splen¬ did after April 1st. Roads — Tunisia .—Good roads are few, but the country is attractive and offers many places of interest to tourists. Supplies .—Gasoline and supplies of all kinds are obtainable at larger cities only. For long trips between distant points extra supplies must be carried with you or shipped ahead. Austria-Hungary. Austria-Hungary Customs .—The duty, usually exacted in Austrian Cold Coin, must be deposited at the Frontier and is returnable when the car leaves the country, provided the stay does not ex¬ ceed three months. return of the duty deposited upon en¬ tering (state amount) will be required. This will give the officials time to ob tain the money. If, however, they are not in possession of the amount they should be requested to furnish a written statement certifying that'the car left on a certain date, and that the Customs duty will be forwarded to a given ad¬ dress later. The above remarks do not apply to holders of triptique . Circulation Permits, Driving Licen¬ ses, Rules of the Road. Credentials .—Customs Officials issue special permits and supply number plares to tourists who produce licenses THE AUTOMOBILE The Customs deposit amouuts to be¬ tween $250 and $350 on ordinary tour¬ ing ears. The exact scale is as follows: Up to 4 quintal (880 lbs.) 150 Kron¬ en—say $30 per 100 kgs. (220 lbs.). Over 4 quintal but not exceeding 18 qu.—about 4000 lbs. ; 120 Kronen per 100 kgs.—say $24.50 per 220 lbs. Over 18 quintal but not exceeding 32 qu.—about 7168 lbs. : 100 Kronen per 100 kgs.—say $20.50 per 220 lbs. When practicable, it is advisable to write in advance to the Chief of the Customs at the point of departure stat¬ ing that the car will be taken out of the country on a certain date, and a :ady for the hold issued in their own countries. These permits are valid for three months. If this period is exceeded the car and the driver must be examined by government officials. If you have no certificate of capacity, lose no time in asking for an examination and a certificate as to your competence. If this is not done within a fortnight after your arrival, complications may be expected. On crossing the frontier, and satisfy¬ ing the authorities of your automobiling capabilities, you will receive a letter “Z” in red color, which will have to be carried conspicuously on the machine. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 4 or Stammblatl. Auatrhtsblal*. r Automobil-Club Lctptijer PJau j£.; . ..jw^vheio Nn.4$i23i OmW •Utt'UqlH *Jaci U d L .At,... Aa#oart6U-Cb>t> Mr - "3T.;, »«*' - -- A lfl - *... v ~ v - : ; 4#** C*1 KfirfUil:0*«gw -V..-. • P«toi N« an Kfritfalmcuac* OfwWti d««ib«» .. ._ Aot«n<>WW!ab far :.. :;.: «B*U*d ie»^ ; .- . : Cfaa 0 / 1 - . - . --,-A’V ,. S!w N<. : - - PaMkaut de» ^-■ ■»-■.-W F«ok>N«. .Ut-. RfdfiUbawgM - Otvww *)<**&«. -14 «*aiiui£too—V ;A ; A W*r*'*% dMm ■ ; !>% 'V Au*lrlttsbc«cljclal^uug. trt Imok aui Uyt .ih V BM I oingtiuba ^unJrA .-A ■!•» . -V ? ‘ t- v ^ ■ ^ ^".v Abscbnltt IV. Kaisofiwfer Automobil-CW N'o. SaSI IM 6s dejj“.sJl»« |( ^yyI^iuge5Vlil ^ofdi At!wart>tt^u«>it t"^ t W 1 ■■ ~!"-r■,:■'?. ■■ . V''A^?^ , Tb''- ; C acteiucb MttfUfa! , .:• - - . - AvIoMSittCtalji ^ *** ' Tjnkfri te KWtfalijriHi^w'......... ..._s.j-, t ,v*_C-4- ‘ ; ;-A.' Pftorik-Nfli. do Kfo-'ihiareaBW-. ... Gewkftl d«t»4bvJi. -- ii Ms. de* kV»lors • : \«AV •, - . ! %§$& , 0 T- t*T.r ■ - ■' «*» l>tr Pasl^nU V"' -- - A be lobobtt- A ; ,' < \ Ka d« Vonu«Kffv»*«» • ' £intrUtsv«rmerk. . . Djijr vbca bciCiimbtne Fitirreug. ~l~ ~~~ _ ; ■; -% ....•. fat Suratc la Q «m t . U U n J c.nijdthct ov Jot Ftirf tat Wiedcj»«Iula. .■ is 6. ..: Al*»chmtt V. Stub Departing Coupon GERMAN TRIPTIQUE Entering Coupon SWISS TRIPTIQUE 408 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL On leaving the country, you will be ex¬ pected to return the red letter “Z” and any other marque de reconnaissance which you have received. Lights. —Sufficient number required to give light on approach of the machine. Colored lanterns are not allowed. Horn. —Required, and must be used during fogs. Rules of the Road. —The general rule is to keep to the left and pass to the right, but this is reversed in the provin¬ ces of Tyrol, Carinthia. Istria, Carniola (Kroin) and Dalmatia, where the rule obtains to keep to the left and pass to the right. Never pass vehicles on bridges. Keep in line. aces, or the buildings and ports apper¬ taining to the palaces. Side Trips—Dalmatia. —Dalmatia is governed by the laws and road regula¬ tions of Austria. This quaint and in¬ teresting country on the borders of the Adriatic is now being penetrated by ad¬ venturous automobilists with high pow¬ er cars. The roads of the district are generally good, but the grades are very steep, since the country is broken and mountainous. Gasoline is difficult to ob¬ tain, and persons visiting that country should arrange to carry an extra sup¬ ply to cover long distances between prin¬ cipal points. THE AUTOMOBILE DOES AWAY WITH HOTELS AT TIMES Speed. —The speed limit is fixed at 15 kilometers (10 miles) per hour in towns, to be reduced to 6 kilometers (4 miles) per hour in crowded thorough¬ fares or during fog. On country roads a speed of 45 kilo¬ meters (30 miles) is permitted. When an automobile causes fear to animals, slow down, and if necessary, stop. Roads. —The roads, with the excep¬ tion of some of the main routes, are poor and the existence of open gutters across the roads presents special dan¬ ger to motorists. These gutters are more numerous in the mountain dis¬ tricts, and they are sometimes 18 inches to 2 feet deep. In Vienna, automobiles are not al¬ lowed at any time near the Imperial pal- BELGIUM. Customs. Duty is 12 per cent ad valorem, re¬ funded in full, within six months, at whatever Customs frontier or port the car leaves the country. Motorists are advised to give a true description of their car, as the Belgium Customs have the right to purchase the vehicle at its declared value. Taxes on automobiles vary according to the province as follows : Brabant. —20 francs per annum for 400 kilos and under, 50 francs over that weight. Flandre Orientate. —15 francs per an¬ num and per wheel, reduced one-lialf after July 1. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 409 Hainaut .—No tax imposed for visi¬ tors of 30 days only. Otherwise 50 francs per annum (three seats), and 80 francs for more than three seats. Liege .—Three months is deemed resi¬ dence, which implies a tax of 75 francs for four seats and over, and 60 francs for less. After the first three months of the year, taxes are reduced one-lialf. Limbourg .—Three months constitutes residence, and the tax is 20 francs per automobile per annum. Namur .—50 francs per annum after thirty days’ sojourn. Circulating Permits, Driving Licen¬ ses, and Rules of the Road. Credentials .—No driving license is re¬ quired, but it is advisable to carry the driving license issued in the United States. Driver .—Must be over sixteen years of age. Lights .—One front and one rear light. Headlights are forbidden in towns and villages. PREPARING FOR A SPREAD Horn .—Horn or large bell to be heard at least at 50 meters, must be carried. Sirens and whistles are only allowed in the open country. During time of ice and snow, bells or other constant warn¬ ing must announce approach. Metal Plates .—One plate bearing se¬ rial license number must be fixed in front of the car, and the number also painted at the rear, the latter to be lighted at night by convergent lights. These plates are obtainable at cost from the Belgian authorities. Rules of the Road .—Keep to the right, pass on the left. Speed .—In country districts 30 kilo¬ meters (20 miles). In towns, 10 kilo¬ meters (6V 2 miles). Special regulations are in force in certain towns. In crowds the speed of a man walking is enjoined, and vehicles must go in sin¬ gle file. Roads .—Are generally good and sign¬ posts numerous. Touring Club of Belgium .—At Brus¬ sels: Automobile Club de ' Belgique, Ho¬ tel du Globe, Place Royale, Brussels. At Antwerp: Automobile Club Anver- sois, 40 Grand Place. Side Trips .—Connection with the British Isles can be made by steamer from Ostend to Dover; from Bruges (Zeebrugge) to Hull; from Antwerp to Harwich, Grimsby, Manchester. New- castle-on-Tyne, Southampton, Liverpool, Glasgow, Dublin or Belfast. BRITISH ISLES. Customs. No duty deposit is required. Taxes for registration are as follows : Registration of car Driver . .£1.0.0 . 5.U Owner . . 5.0 Inland revenue tax 2240 lbs. Inland revenue tax 4480 lbs. on cars over . 4.4.0 on ears over . 5.5.0 Tax for employing feur) servant ... male (ehauf- . 15.0 Total £6.9.0=$31.60 or £7.10.0= account of London County Council.” 1. Full names of applicant ... • 2. Postal address of residence of appli¬ cant... ... ... 3. Is the application (a) for a licence to drive motor cars and motor cycles, or ( b) for a licence limited to driving motor cycles ? 4. Is the applicant (a) less than seventeen years of age, or (i b ) in the case of an application limited to driving motor cycles, less than fourteen years of age ? 5. Is the applioant the holder of a licence, or has he at any time previously been the holder of a licence ? 6. Particulars of any licence which the applicant holds, or which he has previously held County or County Borough Number of Licence ... Date of Expiry 7. Particulars of any endorsement on any licence which the applicant holds, or which he has previously held. (See Sec. 5 on back hereof.) 8. Has the applicant at any time been disqualified for obtaining a licence ? If so, particulars as to the Court by whom, the date on which, and the period for which thedisquali- fication was imposed. (See over.) I declare that the above particulars are true in every respect, and I apply for a licence to be granted to me. Signature of Applicant . Dale of Application _ NOTE-An application for the gTant or renewal of a licence may be received and dealt with at any time within one month before the date on which the grant or renewal of the licence is to take effect. S.S./7818 P.T.O. 19495—10000—22.2,09 414 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL A. A. Village Signs. The Automobile Association is plac¬ ing signs on all the most frequented routes, giving names of villages, etc., and the distances to the nearest hamlets in both directions. Lamps are also be¬ ing erected, which are illuminated at night and give similar information to motorists. Sign Posts Village Signs DENMARK. . Tourists' cars admitted free on decla¬ ration of visit being temporary. The authorities demand engine number, horsepower and weight of car, and num¬ ber of British driving license. British licenses must be produced for stamping. Speed limit : 15 kilometers in towns, and 30 kilometers in the country. Roads good, but upon many of the minor roads motoring is not allowed ; supplies plen¬ tiful. Motoring not allowed before sun¬ rise or after sunset. EGYPT. Circulating Permits, Drivers' Licen¬ ses and Rules of the Road. Credentials .—Automobiles must be registered at the office of the governor or at the Moudirieh , before being driven in the streets. The license once acquired is valid for the whole of Egypt. Hired machines are not exempt from severe restrictions as to license to drive. Application must be made to the gover¬ nor or to the Moudir, who will deliver the certificate, provided the applicant can prove, in a practical and technical manner, his ability to drive an automo¬ bile. Lights .—One in front, and one in the rear to show number at night. Horn. —Required. Plates .—A number is given to each holder of a license, and this is indica¬ ted on a plaque in front of the auto¬ mobile and one in the rear. Rules of the Road .—Keep to the right. Drive with great care. In crowds or narrow thoroughfares, not greater than that of a man walking. In towns a maximum speed of 15 kilometers an hour is prescribed. FRANCE. Customs. On landing at a French port, apply at once for one of the authorized agents to fulfil the necessary Customs formali¬ ties. Motorists are warned against touts who are to be found at all the ports. An Auto Dejeuner Motor-cars entering France are sub¬ ject to the following' duty : any car of European origin : 50 francs per 100 kilos. America not coming under the “most favored nations’’ clause, Ameri¬ can cars pay a slightly higher rate, as follows : 63 frs. 60 per 100 kilos. This duty is refunded in full upon surrender of the certificate of deposit, at what¬ ever port or frontier Customs the car leaves the country, but it must be with¬ in a year from date of entry. Motor-cars of French manufacture pay no duty on entering France provi¬ ded a passneant is produced. This doc¬ ument is obtainable from the Customs officials at the place at which the car is first taken out of France, and is valid for one year. It cannot be obtained af¬ ter the car has once left the country. A passavant can be renewed provided an application is made before the date of expiry, but only at the frontier Customs at which it was originally issued. As regards cars of foreign make, a passavant can also he obtained provided the owner of the car is able to prove that he has a private residence in France. Tourists bringing cars into France are only allowed to carry two spare tires (with inner tubes), or two com- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 415 plete-tired wheels, free of duty. On all tires or wheels in excess of this num¬ ber the full duty is chargeable, viz., 70 francs per 100 kilogrammes, equivalent to 3 pence per lb., and will not be re¬ funded. The number of spare tires and wheels should be specified on all Cus¬ toms triptychs. Circulation Permits and Driving Li¬ censes in France. Motorists intending to tour in France should provide themselves yith (1) a circulation permit for their car and (2) a driving license both for themselves (if they intend driving personally) and for their chauffeur. These documents are obtainable at any Prefecture. Applicants for driving licenses will be required to furnish the following partic¬ ulars : (1) Name (Surname and Christian name). (2) Place of birth. (3) Date of birth. (4) Present address. (5) Unmounted photograph (size about IV 2 by 2 inches) taken full-face, which will be gummed on license when is¬ sued. USEFUL TIPS (1) To avoid heavy octroi duties, do not take more petrol into Paris than is necessary. Refill outside the barriers. Octroi duties on petrol are rarely levied in other towns. (2) When entering France it is always advisable to declare any dutiable goods. As a rule, a broken box of 50 cigars or 100 cigar¬ ettes is admitted free. Matches are strictly prohibited. (3) When in difficulties in a village through a breakdown or other cause, ask to be taken to Monsieur le Maire or Monsieur le Cur'; the latter will generally be found the more intelligent. (4) When on the road, always keep a sharp lookout for canivaux, or open gutters. 0)n the main roads they are very clearly indicated by warning posts as follows. |-1 _ (5) Do not time yourself to arrive at a frontier Customs station, or at any other place where you have official business to transact, between noon and 2 p.m. These being the generally recognised official dinner hours, you will rarely find any one to attend to you. Sirens illegal in France. —Article 15 of the law of March 10, 1899, regulating the circu¬ lation of motor-cars, lays it down that the approach of a motor-car must be signalled, in case of need, by means of a horn. This law is rigorously enforced in Paris and some of the environs, but sirens are tolerated in most of the other parts of France. Crossing the Frontier. —A motorist must have his papers stamped on leaving a country, and he must obtain the papers of the new country which he enters. Should he fail to do this, the motorist in the first place forfeits the refund of his deposit, and secondly, risks penalities by contravening the law. Running past a Customs House. —On the main thoroughfares the Customs Houses are generally easily found, but on less-frequented roads it is equally easy to unwittingly run past the inconspicuous building. For the reasons stated in the preceding paragraph, motorists are therefore warned, when ap¬ proaching a frontier, to ascertain the nearest Customs House. New Proposal .—M Chastene has induced the French Chamber of Deputies to pass a law to punish the offence of flight on the part of the driver of a motor-car or other vehicle that has caused an accident. It runs; “The driver of any vehicle, who, knowing that it has just caused or occasioned an accident, has not stopped or has attempted to escape from the responsibilities, penal or civil, which he may have incurred, shall be punished with six days to two months’ imprisonment and a fine of 16f to 200f., and this without preju¬ dice to any other penalties that he may have incurred through the accident. In the case of Articles 319 and 320 of the Penal Code having been infringed, the penalties that may be inflicted under these articles shall be doubled.” Before a circulation permit for the car can be obtained the latter must be examined by a government official from the Bureau des Mines, and an appoint¬ ment fixing the date and hour at which the examination is to take place should be made several days before arriving in France. The letter making the appoint¬ ment must be written in French on of¬ ficial stamped paper, papier timbre (60 centimes) and addressed to the Prefect at the nearest Prefecture to the port of entry. Nearest Prefecture. Arras Rouen St. Lo Bordeaux Upon arrival of the car, and after completion of the usual Customs formal¬ ities, it can be driven direct to the Prefecture at which the appointment is made, when the examination of the car will at once take place and the circula¬ tion permit be issued. r J'he French reg¬ istered number which the car will then have to carry will be found in the bot¬ tom left-hand corner of the certificate. The ordinary oblong plate carried by British cars may be reversed and the new French numbers painted on the blank side. Address Plate. —A plate bearing the name and address of the owner must be fixed in a conspicuous position in the front part of the car. In the absence of such a plate the owner will be liable to a fine. Number Plates. —An important Order of the Minister of Public Works came into force in France on January 1, 1910. The first article adds the follow¬ ing paragraph to the order dated Sep¬ tember 11, 1901 : “Each number-plate must consist of a flat surface forming an integral part of the chassis or body, and on this surface the number must Lauding Place. . Boulogne) Calais f I >ieppe \ Havre j Cherbourg Bordeaux 416 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL be painted. Alternatively, the number may be painted on a rigid metal plate, invariably riveted either to the chassis or the body.” The numbers must be not less than 8 centimeters (3.937 in¬ ches) high. Another article of the same order is modified as follows: "After nightfall, and during the night, the car must carry at the back, in the position laid down in Article 3, a reflecting lamp, in perfect working order, light¬ ing, as a transparency, an opaque glass, covered with a plate in which the num¬ bers have been cut out, in such a man¬ ner that the numbers shall show in lum¬ inous characters on a dark back- TOURING-CLUB DE FRANCE . Sibgb social : 65, Avenue de la Grande-Armee, PARIS c ' Je demands won admission eu TOURING CLUB DE FRANCE. Ci-joint : 5 francs , mootant de la cotisation de I'annee courante, plus 2 fr. pour recevoir TANNUAIRE franco. [Le rachat de la cotisation est admis moyennnnt le vef- sement d’une somme de Cent francs; il confers la qua¬ lity de Mbmbrb a vih.) (•) La cotisation des candidate habitant les Colonies ou lTStranger est Sxee a six trancs. (Voir : Statuts, art. ).) Signature : a. e g E Norn . ® «* L Prenoms w = : 2 * Profession (Soit l'actuellc, soit Fancienne.) Nationality .......... 6 a T3 « a Decorations et distinctions honorihques ^ t Rue at numero I \ Ville ( / et ^ \ Departement ( Nome et Adressest des Par rains ou \ References ( 3 ^3 {•) UAnnuaire pourl'Stranger, en deux volumes, prix : g « j fr. (chaque volume separ^ment : I fr. 50. — Le volume Excursions et Voyages, prix : 1 fr. 50 — Porte-carte d’identiti marqu^au monogramme du Touling-Club.. a fr. so l.. (franco : a fr. 75). APPLICATION BLANK ground : the numbers being of the size, etc., laid down in Article 2. Alterna¬ tively, the plate, as laid down in Ar¬ ticle 2, may be illuminated by a reflect¬ ing lamp, in perfect working order, if it satisfies the following conditions: (1) The light center to be at the same height as the plate, and at the intersec¬ tion of two vertical planes, one parallel to the axis of the vehicle and situated 15 centimeters to the left of the left end of the numbers, the other perpendicular and at least 15 centimeters distant from the face of the numbers. (2) The posi¬ tion of the reflector, and the direction of the rays of light, must be such that the lighting of the whole number-plate shall be practically the same, the outer numbers being as well lighted as the others. Whichever of these two meth¬ ods of lighting be employed, the lighting of the letters and numbers must be such that the rear number can be read dur¬ ing the night at the same distance as in broad daylight. The above arrange¬ ments must not hinder in any way the visibility during the day of the rear plaje prescribed in Article 2, this plate remaining distinct from the transparent lantern number referred to in the first part of this article. The preceding ar¬ rangements will be obligatory from Jan¬ uary 1, 1909.” For the convenience of motorists land¬ ing at Boulogne special arrangements have been made whereby Circulation Permit and driving licenses may be ob¬ tained there on certain days without the necessity of going to the Prefecture at Arras. These days are : In Winter: Mondays. In Summer: Mondays and Fridays. Motorists wishing to avail themselves of this advantage should write direct, several days in advance, to the South Eastern and Chatham Railway’s repre¬ sentative, Boulogne-sur-Mer. As the ex¬ amining official does not arrive at Bou¬ logne until 3 p. m., those motorists wishing to obtain their Circulation Per¬ mit and Driving License, and to leave the same day, must arrive by the 11.55 a. m. boat from Folkestone. The French driving license is for life, not for a year only as in the case of the English one. The fee for a French li¬ cense is £1. At Havre provisional licenses can be obtained. These must, of course, be re¬ placed later by the ordinary permanent document. Representatives of the ex¬ press company undertake all arrange¬ ments for motorists landing at the lat¬ ter port. Brakes.- —Two independent brakes must be provided, and each must act automatically. One system, at least, must act directly on the wheels. Horns. —One required. The use of sirens is prohibited in large cities. Lights. —Lighted acetylene lamps are forbidden in cities and towns. Two front lamps are required, green on the left, white on the right. Leaving France Temporarily. —Tour¬ ists who desire to leave France tempo¬ rarily may secure a passarant, which will allow* them to re-enter without pay¬ ment of duties. If the machine be of French manu¬ facture, the securing of the passavant is easy orf accomplishment. If it is of foreign manufacture, the receipt should be shown proving that the Customs du¬ ties were paid at the time of importa¬ tion into France. Sometimes, where the duty has not been paid, the owner of the* machine may have secured a bond called acqilit-ct-caution, which the Cus¬ toms officials at the frontier will re¬ spect. Acquit-d-cautions may be obtained at any of the railway stations, at any of the Customs bureaus, and particularly at the frontier Customs stations. The SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 417 passavant is sometimes called a passa¬ vant descrvptif , because it must con- taiu a full description of the machine— name of maker, horsepower, number of motor, style, painting, and so on. The passavant is good for one year; can be used several times during this period, but must be viseed each time you pass THE FRONTIER, COMING AND GOING, by the officials. (See "Forms.”) Rules of the Road. In France the rule of the road is that traffic shall keep to the right and pans other vehicles on the left. It may here be mentioned that the same rule is in force in all the other European coun¬ tries except Bohemia, where they keep to the left and pass to the right! as in England. Speed Limits. In the open country: 30 kilometers (.18miles J an hour. In populated places: 20 kilometers (12 y 2 miles) an hour. in narrow and crowded places; 6 kil¬ ometers (4 miles) an hour. In built-up sections. 12 kilometers (8 miles), unless otherwise indicated by signs. In Taris. 10 miles. There are exceptions to the above rules in certain districts. The following is a translation of a paper by Mr. J. Perrigot, Chairman of the Vosges Automobile Club, which has been adopted by all the principal motor clubs and associations in France : 1. On a clear road the middle may be occupied on condition of leaving suffi¬ cient space on the left to allow of the passing of a faster car traveling in the same direction. 2. Meeting of two cars .— (a) Two cars coming in opposite directions pass one another each keeping to its right. They must slow down when the road is obviously too narrow for them to pass one another easily, either because the road is in itself narrow or made narrow by tramways, partly obstructed by road or other materials. If very narrow or difficult the speed should even be re¬ duced to walking pace. (b) Two cars traveling at different speeds in the same direction : the car that is being over¬ taken must simply be kept to its right. The driver of the car that wishes to pass should notify its presence by sound¬ ing the horn, and not attempt to pass until clear space is given for him to do so. (c) A car should never be passed at a turning nor at a high speed when passing through a village. 3. Turnings. — ( a I Where the whole of the turning is visible there is no neces¬ sity to slow down, (b) When a part of the turning is hidden speed must be re¬ duced sufficiently to enable the car to be- stopped within 12 yards. This especial¬ ly applies to hilly countries, (c) The car must on no account leave the right side of the road and the horn must be sounded. ( d) In the case of there being an obstacle on the right side of the road, thus obliging the car to go to the left, the driver should proceed so slowly that he can, if necessary, stop within 4 yards, and sound his horn continuously. 4. Cross-Roads. — ( a ) Speed need not be slackened when the view is not hid¬ den in any way and the road is clear, if two cars are converging towards open cross-roads, the driver who sees a car coming from his right must give way no matter what the relative widths of the roads may be. ITe must therefore slow down and, if necessary, stop, (b) If the cross-road cannot be seen, or even if the view is merely hidden, the driver of a car approaching a cross-road must reduce to not more than 2 miles an hour. If on arriving thus at the slack¬ ened speed at the cross-road the drivers of two cars find themselves meeting and in danger of collision, each should swerve to the right, even though this should make him momentarily leave his own road. 5. Passing Through Crowded Places. — (a) In passing through towns the special regulations locally in force must be respected. ( b) In passing through vil¬ lages speed should be so reduced that the car can be stopped in 12 yards if the road be broad or in 4 yards if it is narrow. The horn must be sounded when nearing isolated houses. 6. Meetings. —When approaching men or animals they should be warned by continuously sounding the horn until it is evident that notice has been taken, and considerably slacken speed if the road is narrow. If animals show sign of fear, the driver of a car must relax speed, and, if necessary, stop the car and even the motor. 7. Accidents to Persons. —In the event of an accident, one must stop and ren¬ der all possible aid to the victims of the accident. After seeing that the in¬ jured are safe and receiving medical aid, every effort should be made to gather all the evidence bearing on the circum¬ stances of the accident. 8. If another car pass at the t ; me of the accident, it should stop and offer every assistance, first to the injured and afterwards to the authors of the acci¬ dent, it being always taken for granted that the accident was unavoidable. 9. Mishaps, Breakdowns, Accidents to a car. — (af Every motorist must be ready to render assistance to a fellow motorist when asked. (b) In the case of a breakdown help is asked as follows : (i) In the daytime by facing the car which it is desired to stop and raising and lowering one’s arm perpendicularly to the road, or by placing a white flag (a handkerchief will do) in a conspicu¬ ous position on the car; (ii) At night by waving one of the lamps across the road. 10. In the case of breakdown through want of petrol the driver from whom it is asked should let his fellow driver have whatever quantity he can spare. This petrol must be paid for in ready money. 418 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL S Nuruero du cartificat ^ 1 ) tysf7 Le Prefet du departement d Yu le decret du 10 mars 1899 portant reglement relatif a la circulaUon des automobiles, et sp^cialement sou article 11; Vu l’avis favorable du service des Mines; Delivre a M. fO/iVt'VU) ne a I 3 ) U)l A domicilii al 4 ' 5^ ^ cXcd 1 nW* p ^ jnfCertificat de capaeite pour la conduite d (fJ 1 5 1 «>> U aM&* £ l fonctionnant dans les conditions preserves par le decret susvis^. —,4^. 9^^ ^A^CV iqoA . ' j y \Le Prefet, M-V. ' -aeaeff&l .( 1 ) Namero dn registte 9pScj»l^de^,j5^ 1 PrpI^Ttn^:"$'.|a) Nbfioi et prenoms. — (3)'"fcieu'et date ;de naisaauce. — \k) Indicatld.n'JiCrdqise' dn^agaiclNr^f-lS) Designation de la nature 4tt «■ de* vehici.Iea a la conduite desqulds^.s^app^qiej^JserjSlicat de c^pacite conforme'meit an paragrapbe ii 'de la clrculaire mlnisterielle'aifAd ayr+^Sae 1 . rifie REVERSE OF FRENCH PERMIT [s£i I ’SOfl f—o,p‘a- nv SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 419 » S&s, isr mrnum nuQ»w. DES POSTES . -—- ■ d El DES JtfclEGfUPUES. CIRCULATION DES AUTOMOBILES. ™ ! —^^— (Decret du 10 mars 1899 .) ceutificat de capacite vafRESlepour la con^aite „ A d (1 3U VtfUuA^ . 0 » /}0^ TQuWlNG Cm» IT«li«NO B—| |—K straoa interrotta Road “ up,” or Interrupted. 702 Immune cm! minim liC'O 01. ••V* S ARRESTO “Stop.” This usually in¬ dicates an urgent real danger, but sometimes also stoppages required by the law— t.g.. Cus¬ toms, roads closed, etc. Speed .—Must not exceed 12 kilome¬ ters (7% miles) in built-up sections, 40 kilometers (25 miles) in country. In the latter case the speed must be di¬ minished to 15 kilometers, unless the road is exceptionally straight and the light good. Roads .—Inferior to those in France, bad in the neighborhood of large cities. Touring south of Naples, iu Sicily and Sardinia, not recommended. Touring Club of Italy .—Via Monte Napolene, Milan. Membership will be found very useful in many ways. Mem¬ bers are entitled to special rates at ho¬ tels and are also able to obtain a special 428 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL quality of gasoline (Essende), which, owing to the poor quality of that us¬ ually sold, the club has undertaken to supply at certain stores along the most freouented routes. LUXEMBOURG. Customs. Duties are 10 francs for 100 kilos for automobiles, but for temporary impor¬ tation the same usages are in vogue as for Germany. Two months constitutes residence, when taxes are 30 francs per annum for three seats, chauffeur’s included, and HO francs for more. Circulation Permits, Driving Licen¬ ses and Rules of,the Road. Driver. —Must be at least 18 years of age. Lights. —Two white lights to be placed in front. Brakes. —Sufficient. Horns. —Loud sounding horn to be heard at 50 meters. Rules of the Road. —Keep to the right and pass to left. Give velocipedes a clear space of 1 meter 50. Speed. —35 kilometers an hour in open country, and a speed not exceeding that of a horse at a slow trot is ordered in towns. NORWAY. Duty 15 per cent ad valorem on cer¬ tificated value of car, signed by makers or agents. Returnable. PORTUGAL. Customs. Duty on automobiles is 120 reis, or about 480 francs. Temporary importa¬ tion for one month is allowed, on de¬ positing the duty, for which a receipt is given. On leaving the country, the amount is repaid. The month's license may be renewed. Foreigners should be able to show papers establishing domi¬ cile in the country they come from. Circulation Permits, Driving Licen¬ ses and Rules of the Road. Credentials.— The Public Works De¬ partment issues licenses which are re¬ newable every four years. A plaque is provided by the department. Driver. —Must have a license to drive, which is issued after examination. Lights. —Two lanterns in front, of which one must be a green light and the other a white light. Brakes.— Two separate systems of brakes are prescribed. All vehicles over 350 kilos in weight must be able to back. Horn.- —Trumpets or other loud signal required. Rules of the Road. —Keep to the left and pass on the right, as in England. SPAIN. Customs. The duty is divided into two portions as follows : 1. Duty on chassis weighing up to 1000 kilos, 8d. per kilo. ; over 1000 kilos, lOd. per kilo. 2. If an open car add 200 kilos : if a closed car add 400 kilos. The duty is refunded at the frontier station at which it was deposited; but if leaving the country at a different place, application can be made to the Customs agent at that point to carry out the necessary formalities to obtain the refund of the money. Mr. Joachim Lafitte, 6 Avenue de la Liberte, Biarritz, is in a position to is¬ sue special permits by the aid of which cars may be entered for a short period free of duty. Automobilists proceeding to Spain by way of Biarritz would do well to consult Mr. Lafitte. He charges for this permit about Fes. 10. Circulation Permits, Driving Licen¬ ses and Rules of the Road. Credentials. —Circulation permit for car is necessary, _and driving licenses are issued by the civil governor of the province. British or French licenses are usually accepted. The regulations are not strictly enforced, but tourists are advised to have their names regis¬ tered. and permits issued if necessary. Lights. —Two lanterns in front, of which one must be green. Red light in rear. Brakes. —Two separate systems pre¬ scribed, and machine must be able to be steered in short curves. Horn. —Loud bell or horn. Plates. —A plate is required showing name and address of owner, name of maker, type and number of series, the weight on each wheel when automobile is loaded. Rules of the Road. —Keep to the right and pass to the left. Speed.— 12 kilometers (7 miles) per hour, save in the open country, where 28 kilometers (17 miles) an hour is the maximum. Slow up in crowds and nar¬ row streets. Roads. —Generally bad, and gasoline is hard to obtain. SWEDEN. Customs. Duties are 15 per cent ad valorem. the value being proved by the original Invoice. Circulation Permits, Driving Licen¬ ses, Rules and Regulations. The police issue numbers and permits. Rules of the Road. —Keep to the left. In passing a horse led by the bridle, pass on the side of the person leading the horse. Speed. —Go slowly in the city. Roads. —While each department has its own rules, Stockholm may be taken as a general example. Here, certain roads are forbidden to automobiles, for example : The Vesterlanggatan and ad jacent streets, Iakobsgatan between Malmtorgsgatan and Vestra Triidgards- gatan ; Ilamngatan between Malmskil- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 429 nadsgatan and Regeringsgatan, and be¬ tween Gdthgatan and Hornsgatan streets. RUSSIA. Customs. Duties are, for automobiles, two seats, 162 roubles, about 432 francs, and for four seats. 237 roubles, or about 634 francs. Foreigners, on crossing the frontier, must deposit the duties and should receive a receipt. On condition that it is proved that the automobile actually left the country the duties are returned, but some considerable delay is experienced in this payment. Rales of the Road. —Keep to the right and pass to the left. Each commune has the right of imposing its own par¬ ticular rules. Armed with a passport, viseed by a Russian Consul, the auto- mobilist cannot do better than inquire of local officials for details concerning various traffic rules. SWITZERLAND. Customs. Duty 40 francs ($7,801 per 100 kilos (220 lbs. 1, repayable in full on the car leaving the country within six months. If the weight of the motor can be proved exactly, it can be taxed separate¬ ly at 4 francs per 100 kilos. The auto- mobiiist is supplied with a passavant as in France, which is valid for one year. Circulation Permits, Driving Licen¬ ses and Rules of the Road. Credentials. —Circulation permits and driving licenses are issued, but in case of tourists the permits and licenses is¬ sued in their own country are generally accepted, but must be presented to the Swiss authorities for endorsement. The following cantons in Switzerland agreed, June 13. 1904, to uniform regu¬ lations in regard to automobiles: Zu¬ rich, Berne, Lucerne, Schwyz, IJnter- wald-le-IIaut, Unterwald-le-Bas, Claris, Zoug, Fribourg. Soleure. Bale-ville, Bale-campagne. " Appenz'dl-Rh.. exterior and interior. Saint Gall, Argovie, Tes¬ sin, Vaud, Valais, Neuchatel, Geneve and Schaffouse. Lights. —Two lanterns are required— the one on the right must be white, while that on the left must be green; in the rear, a red lantern. Particular care must be exercised in regard to having the “tail” light always lit when the automobile is standing still. Brakes. —Two independent brakes are required, and they must be employed (or one of them) in going down hill. Horn.—A horn is prescribed as a warning signal, and this must be used in turnings and during fogs, in ap¬ proaching" or passing vehicles and per¬ sons. Rules of the Road. —Keep to the right, pass on the left. Never run in front of man or vehicle at right angles. Speed. —The speed limit varies in dif¬ ferent cantons, and is as low as 5 kilo¬ meters (4 miles) per hour in some towns and villages. The general limit on open country roads is 3u kilometers (20 miles) per hour. The police enforce the regulations most severely in Switzerland and motor¬ ists are constantly lined for trivial of¬ fenses. Give Swiss Federal diligences a wide berth and stop to let them pass. Be¬ ware of trouble with flocks and herds. Avoid all roads which are manifestly intended for pedestrians or vehicle's other than automobiles. In case of a panne , see that your automobile is placed on the right side of the road, or, in narrow passages, on the sidewalk. Roads.—' The roads are generally good, and there is no difficulty in obtaining supplies of gasoline. Great care must be taken when driving through villages and when meeting other traffic on ithe mountain roads. Closed Roads and Open Passes. —The following routes are forbidden for auto¬ mobiles: All the Alpine passes; valley roads at the side of the canton of Va¬ lais. You can go along the Rhone road as far as Brigue, and for the St. Goth- ard you can go as far as Goesehenen. All roads in the canton of Orisons are forbidden, also the road to Lucerne to Briinig by way of Giswil. The Grimsel road from Hof is forbidden. Also the Frutigen road to Kandersteg, between Reichenbach to Kienthal. The Diemti- gen road is also forbidden. Briinig Pass. —Open every day from 9 a. m. to 4 p. m., except Sunday. Special permits must be obtained from the po¬ lice in Briinig or Giswil. Speed limit 10 kilometers (7 miles) per hour. St. Gothard Pass.— Open every day, in the morning from 5 a. m. to 8 a. m. ; in the evening from 7 p. m. to 9 p. m. Simplon Pass. —On June 25. 1906, the Smrplon Pass was opened to automo¬ biles. Only duly authorized chauffeurs hold¬ ing permits will be allowed to make the journey. No crossing of the Pass by night is to be allowed. Before traversing the Pass, notifica¬ tion must be made to the gendarmerie of Brigue on the Swiss side, or to the gendarmerie of Gondo on the Italian side, who will give applicants a permit, on which the rules and conditions are printed. No automobile will be allowed to cross the Simplon in less than four hours and a half. Speed will be checked by officials at places on the route. Automobiles will be allowed to cross the Pass in June and September, except¬ ing Thursdays. Saturdays and Mondays, and during July and August every day except Thursdays. Automobiles meeting carts or car¬ riages must take the outside. TURKEY. Automobiles are not allowed in Tur¬ key. Not much is lost, however, as the roads are not adapted to automobile traffic. SPORTS CYCLES IN EUROPE CYCLES IN ENGLAND. Bicycles should be crated for an ocean trip. The charge varies with different lines, but the expense is usually about $2.50. The roads all over Europe are superb, and a bicycle is an extremely convenient method of getting around in good weather. In England par¬ ticularly the distances are so short that a per¬ son who can make forty or fifty miles in a day on a wheel can cover a vast amount of terri¬ tory without waiting for the innumerable stops at the inevitable English .junctions. Bicycling is also a very popular pastime in France. Bicycles can be hired anywhere in Europe, and if the trip is not to be professedly a bicycle trip, is is often cheaper to rent the bicycles. Motor cycles must be crated for the voyage and the charge is usually $5.00. The tank must be empty. Cyclists are recommended to become mem¬ bers of the Cyclists’ Touring Club (47, Victoria Street, Westminster), as the production of membership ticket on landing at several Continental ports and frontiers will insure passage through Customs without payment of duty or deposit. Forms of application for membership may be obtained at Cook’s Tourist Offices. Membership of the French Touring Club will secure similar facilities. The following are the charges on Bicycles at owner’s risk from London, &c., to various Continental ports; Tandems and Tricycles are charged extra rates:—London—Calais, 5/-; London—Flushing, 5/-; London (Harwich)— Antwerp, Hook or Rotterdam, 10/- packed, 5/- not packed; London (Harwich)—Ham¬ burg, 15/- packed, 7/6 not packed; London (Newhaven)—Dieppe, Rouen, Havre, Paris, Fecamp, 5/-; Newhaven—Dieppe, 4/-; when the gross weight of Baggage, including Cycles, exceeds 66 lbs. per Passenger, Kd. per lb. on any excess weight up to a maximum of 30 lbs. in the case of a Bicycle, 45 lbs. on a Tandem or Triplet Bicycle, or 60 lbs. on a Tricycle or Bicycle to carry more than three persons, is allowed upon the above-mentioned fixed charges. London (Southampton)— Havre or Cherbourg, 3/-, Jersey and Guernsey 3/6, St. Malo or Granville 4/-, Southampton to Cherbourg 2/-, Havre, 2/6, Jersey and Guernsey 2/6, St. Malo or Granville 3/-, Thule line, London—Gothenburg, one bicycle free. Bicycles and Tricycles can now be registered to towns in France served by the Nord Railway; also to Austria, Belgium, Germany, Holland. They are treated as ordinary luggage, and are weighed in with other registered luggage, but when excess weight is chargeable a rebate of Kd. per lb. will be deducted, but are subject to extra charges, as follows:— Tricycles or Tandem Bicycles Bicycles To France (towns on Nord Rly.) via Calais.. Via Calais to Belgian towns; and Herbesthal or Bleyberg to Ger¬ many, and via Ger¬ many, except to Rus¬ sian towns,Copenhagen and Trieste; and Lux¬ emburg, to Bale. Lux¬ emburg, Metz, Mul- house, Strasburg, and Zabern. Via Ostend to Bel¬ gian towns; and Her¬ besthal or Bleyberg to Germany, and via Germany, except to Russian towns and Trieste; and Luxem¬ burg to Bale, Luxem¬ burg, Metz, Mulhouse, Strasburg, and Zabern Via Flushing to Hol¬ land, Germany, and via Germany, except to Russian and Scandina¬ vian towns. Via Flushing to Scandinavian and Fin¬ land towns, via Kiel or via Lubeck. 5s. 10s. 5s. lOd. 11s. 8d. 3s. 7d. 7s. 2d. 5s. 10s. 7s. Od. 15s. Od. Cycles may also be registered via Harwich to the principal Continental towns (except to Russia, Carlsbad, Innsbruck and to Swiss Stations beyond Bale via Harwich and Ant¬ werp). The Baggage Insurance advertised by Thos. Cook & Son includes insurance of Cycles against loss. ' N. B.—On entering countries where the duty is claimed, to be afterwards refunded on leaving care must be taken to demand a written declaration of intention to reclaim the duty, otherwise it will not be refunded. Each bicycle should bear a number on the frame, and a name-plate attached. Algeria. —The charge of the Transatlantic S. S. Company for conveyance of a Cycle from Marseilles to Algiers, or vice versa, is 5 fcs. The duty is 2 fcs. 50 c. per kilo, refunded on leaving. Members of the C. T. C. are admitted free on presentation of the Club Ticket. Austria and Hungary. —On entering Austria or Hungary, a duty of 25 gold florins is charged, and a receipt obtained in order to reclaim the duty on leaving the country. Members of the C. T. C. can obtain free entry 430 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 431 on presenting the Special Customs Ticket for Austria or Hungary, with photo, endorsed by the Secretary. A lead seal will be attached, which must not be removed. Australia. —Used Cycles free if accom¬ panied by owner; new cycles 20 per cent, ad- valorem duty. Belgium. —The duty (12% ad valorem) is charged, but is refunded when leaving. Cycles treated as registered luggage on rail¬ ways. Members of the C. T. C. will not be charged duty on production of their Special Customs Ticket, with photo, endorsed by the Secretary. A fixed charge of 70 c. per bicycle is made between any two stations of the Bel¬ gium State Railways, or 1 f. between stations on the B. S. Railways and stations on other Belgian Railways. Denmark. —Duty, 10%, must be paid on arrival, and reclaimed on leaving. Members of C.T.C. free. , . , , u u France. —Duty on cycles is charged by the French Customs at the rate of 2 f. 20 c. per kilo but will be refunded on leaving France. A ‘‘consignation” (returnable receipt) must be demanded and given up at the frontier on leaving France. Cyclists of foreign coun¬ tries staying a limited time in France, will not be charged duty at any French port or frontier, but must apply immediately on entering France for a constat d’entrde on pay¬ ment of 60 centimes, available for three months. On French railways Cycles are accepted as passengers’ luggage. Transport of Cycles by Petite Vitesse (goods tram) is charged at 27 ct. per 1000 kilos per kilometre. For riding in France every Cycle must be provided with a plate containing the name and address of the owner, which should be fixed before leaving England. Germany. —On entering Germany no duty is charged unless the machines are for com¬ mercial purposes. Unpacked bicycles with one seat are on the Prussian State lines charg¬ ed at a fixed rate of 50 pfennige, to be paid at the Booking Office in exchange for a spe¬ cial ticket, which must be shown to the official in charge of the luggage van, who will receive the bicycle. Cycles are not conveyed by all express trains. All parcels and ' the lamp must be removed from the machine. Pass¬ engers must take their cycles to or from the luggage van. In South Germany and be¬ tween Germany and other countries cycles are considered as passengers’ luggage weigh¬ ing 20 kilos. On entering Alsace-Lorraine from France, the duty (about 30 centimes per kilo) may be demanded, in which case a re¬ ceipt should be obtained, which should be presented on leaving the country, in order to obtain refund. Gibraltar. —No duty is charged on Cycles arriving at Gibraltar. Greece. —Duty 15 drachm®, part of which will be refunded on leaving, on production of receipt. Holland.— The duty on Cycles entering Holland is 5% of their value; but the mem¬ bers of the C.T.C. and other cyclists accom¬ panying their machines will not be charged duty. Cycles are treated as registered lug¬ gage, and charged for at the ordinary excess luggage rate in force, and applying to the description of ticket held by the passenger, viz, 20 cts. for any journey in Holland. Tandems are reckoned as weighing 30 kilos and charged at ordinary baggage tariff. A Safety Bicycle is considered as weighing 20 kilos, and a Tricycle 40 kilos. India.; —A duty of 5% is charged on Cycles landing in India. Cycles are treated as re¬ gistered luggage on the railways, and not charged for if their weight and that of the other registered luggage does not exceed the usual free allowance. In Ceylon used bicycles are admitted free. Italy. —On entering Italy a declaration is required that the owner will only stay a limited time in the country, and the duty, 42 f. 60 (in gold), will be refunded at the fron¬ tier (in silver or paper) on leaving. Cycles are treated as registered luggage on the rail¬ ways, and considered as weighing 30 kilos, or if packed in a crate or more than one seat 45 kilos. Members of the C.T.C., the French Touring Club, the Union Velocip^dique de France, the Unione Velocipedistica Italiana and Touring Club Ciclistico Italiano do not pay duty if they ride their cycles across the frontier, or pass the cycles through a frontier custom house, provided they obtain from Customs Officials a Certificate of Temporary Importation, which can only be obtained personally at the frontier. If the cyclist is resident abroad the certificate is available for three months only; if the cyclist is resi¬ dent in Italy the certificate is available for twelve months. In the latter case the tax, 10 lire, must be paid. The fees amount to about 1 f. 35 c. Bicycles registered to any interior town in Italy are charged 42 fire 60 c., and have to pay 1 1. 35c. for registration. The duty is refunded on leaving Italy. On Italian railways the charge for conveyance of Cycles is 0.464 c. per kilometre per ton. Cycle accessories must be packed separately unless belonging to members of C. T. C. If desirous of staying any length of time in an Itahan town, the owner of a Bicycle must give notice at the Municipality, paying the tax (10 lire), and must conform to all local regu¬ lations. New Zealand. —20% duty ad valorem. Used Bicycle accompanied by owner free if in his possession over 12 months. Norway. —A duty of 30 kroner must be paid, and can be reclaimed on leaving the country. Foreigners can introduce cycles free of duty on making affidavit that the machine will be taken out of the country within a limited time. Members of the C.T.C. (International Touring Club), Deutscher Touring Club, Algemeene Nederlandsche Wielrijders Bond, and the Deutscher Rad- faherr Bund can pass their machines free of duty. Cycles are treated as registered lug¬ gage on the railways (25 kilos of baggage al¬ lowed free). Portugal. —Duty 27%, which will be re¬ funded on leaving. Russia. —The duty is 18 roubles (about 57/6) each Cycle, which will be refunded on leaving, if a stamped declaration has been made on entering that a claim for refund would be made. Spain. —The formalities attendant on tak¬ ing Cycles into Spain render it advisable to engage the help of an agent at the frontier, or of the .International Agency at Hendaye or Cerbere, in order to correctly fill up the Customs declarations. Duty 70 pesetas per 100 kilos, which will be refunded at the same 432 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL frontier station on leaving if a proper declara¬ tion is made at the time of payment. Cycles conveyed as registered baggage at owner’s risk. Sweden. —Duty 25 kr. (28s.), refunded if claimed within two months. A cycle for personal use will be admitted without duty, a declaration being signed at the Custom House. In all towns of any importance, num¬ ber plates (obtainable from the police on small payment) have to be affixed before using the cycle. Switzerland. —A duty of 70 c. per kilo is charged on entering, and refunded on leav¬ ing. On the railways machines are treated as baggage, which is charged at the rate of 50 c. per 100 kilogrammes per kilometre. On the lake steamers a fixed charge varying from 50 c. to 150 is made for any distance. Members of the C.T.C., and principal clubs of other countries are admitted without pay¬ ing duty on production of their card of mem¬ bership bearing the seal of the Society, photograph and signature of holder, member¬ ship number, description and number of machine and name of maker, signature of the president of the Club. Membership of the C.T.C. can be obtained through Thos. Cook and Son’s Chief Office, and of the Tour¬ ing Club Suisse through Thos. Cook and Son, Geneva Office (Annual Subscription, 5 f.). In some towns, such as Geneva and Bale, number plates (obtainable at the Hotel de Ville on small payment) must be affixed to the machine. On the Lake of Lucerne Steam¬ ers a charge of 1 f. 50, and on the Lake of Geneva 50 c. is made for Cycles. Turkey.—T he duty on Cycles is 8% on value. United States of America. —The duty on Cycles is 45 per cent. Members of the C.T.C. can have one cycle admitted free on production of Special Club Customs Ticket, with photo, endorsed by the Secretary. Ourcuts pages 433, 434 show some excellent paraphernalia for the traveler. The photo¬ graphs were made by Messrs. Brooks Bros., New York City, from goods in their store. The upper left-hand picture represents an English collapsible kit bag which is a most useful form of the carry-all. The upper right-hand engraving represents a hat hox adapted to carry silk, derby, straw hats, caps, etc. It is most conveniently arranged and it does not form a heavy piece of baggage. The English gardening baskets are particu¬ larly useful in gathering wild flowers, ferns, mushrooms, etc., and can conveniently be carried in an automobile. The lower corner is occupied by a huntsman’s boot kit, and contains boots, brushes, oil, boot hooks, etc. On the next page will be found engravings of luncheon baskets, camping outfits, etc.; the upper left-hand engraving shows a luncheon basket lined to exclude dust, and fitted for from two to eight persons. The cost of such a basket varies from $10.00 to $100.00. The upper right-hand engraving shows a folding spirit lamp, which is very handy for travelers, as it is contained in a neat leather case. At the lower right-hand corner will be seen a tea basket fitted for from two to six persons; baskets like this are also made in combination for automobiling, coaching and outing. The expense of a tea basket like this is approxi¬ mately the same as a luncheon basket. A camp cooking outfit which is arranged to fit compactly into a single covered pail is seen at the lower left-hand corner. Such an outfit costs anywhere from $12.50 to $27.00. CONTINENTAL GOLF CLUBS Club. Holes. Season. France—■ Hyeres. 18 winter (Costebelle). 18 “ Le Touquet. 18 summer Nice. 18 winter Paris. 18 all year Pau. 18 winter St. Jean de Luz. 18 i i Valescure. 9 “ Vittel. 9 summer Germany— Baden-Baden. 9 n Berlin. 9 a Bremen. 9 n Cologne. — — Dresden. 9 summer Hamburg. 9 all year (Wentorf-Reinbek). . 9 Homburg. 18 summer Kiel. 9 — Kissingen. — summer Nauheim. 9 a Wildungen. 9 it Holland— Arnheim. 9 a Doom. 9 ti Haarlem. <4 Hague (The). 9 44 Hilversum. 9 44 Leeuwarden. — — Scheveningen. 9 — Italy— Dervio. 9 spring, autm. Florence. 9 winter Rome. 9 44 San Remo. 9 44 Malta— Malta. 9 _ Portugal— Oporto. — — Russia—■ Moscow. — — St. Petersburg. 9 summer Spain— Gibraltar. 9 — Sweden— Gothenburg. 6 summer Switzerland— Interlaken. 9 44 Lucerne. 9 “ Maloja. 9 44 Montana. 18 / ** Montreux. 9 Oct, June Regaz. 9 summer St, Moritz. 9 44 Samaden. 18 44 Fire-arms. —Travelers are allowed to take into France with them, as part of their personal luggage, one sporting gun, one sporting rifle, and one revolver or pistol not under 6 inches in length, on declaring same to be their pricate property. Fire-arms cannot be conveyed through Italy in personal luggage. Car¬ tridges must not be conveyed by train or by mail steamer. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 433 SOME CONVENIENT TRAVELING KITS. For Motoring or Hunting Trips. (See page 4320 434 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL LUNCHEON, TEA AND CAMPING KITS. (See page 432) PRACTICAL GUIDE TO LONDON BY FREDERICK A. A. TALBOT, OF HOVE, SUSSEX, ENGLAND, ENGLISH CORRE¬ SPONDENT OF THE SCIENTIFIC AMER¬ ICAN. Loudon, the capital city of the Brit¬ ish Isles, has an area of (J93 square miles, which has expanded on all sides from the site of the “City,” or London of ancient times, which is barely a square mile in extent. The traditional city was bounded by a wall, which the Romans built, and of which some por¬ tions may still be observed here and there, as, for instance, in the church¬ yard of St. Giles’ Cripplegate and at the Tower. Access to the city was af¬ forded by a number of gates, of which, however, all traces have disappeared, and the sites of which can only now be traced by the names, viz.: Ludgate, Aldgate, Bishopsgate, and so on. The city, or ancient square, is essentially the business quarter, for its residen¬ tial population is approximately only 25,000; but over a million and a quar¬ ter people pour in and out of this small area every week-day morning and eve¬ ning. The cost of a sojourn in London is often stated to be expensive, but such is entirely governed by the habits and tastes of the traveler. Accommoda¬ tion can be found to meet the require¬ ments of every purse. The Blooms¬ bury district, comprising the large area immediately contiguous to the British Museum, and within easy reach of the shopping and amusement centers, is that most favored by American tour¬ ists, though since the Great Western Railway have handled the American traffic from Fishguard, at which port the Cunard liners call, and also that of the German, White Star, and other lines, at Plymouth, the Bayswater dis¬ trict around Paddington station, the London terminus of the Great West¬ ern Railway, has sprung very much into favor. In these districts apart¬ ments comprising room and board can be secured at £2, £3 and £4 weekly. If only a room and breakfast are re¬ quired then the -terms may be as low as 21s. or 25s. per week, the remainder of the meals being taken at a hotel or restaurant as desired; and which, it may be mentioned, is a system pos¬ sessing many recommendations. The same applies to the hotels, there being many establishments where one can live and board economically and com¬ fortably for about $2 per day, the terms including room, breakfast, lunch¬ eon. tea, dinner, and attendance. The middle-class hotels offer excellent fa¬ cilities for about $3 per day, while at the first-class hotels the prices range from $5 upward per day, according to the situation of the room. In the suburbs excellent private ac¬ commodation can be secured, but such should only be resorted to when a fair¬ ly lengthy stay is contemplated. The visitor arriving in London, and who only intends to spend a few days there¬ in, should select a hotel, resorting to a boarding house near the British Mu¬ seum for a sojourn of a \y.eek or two. The more suburban districts have the advantage of being quiet, secluded cen¬ ters, within cheap and easy access of the city and the west end of the me¬ tropolis. On reaching the metropolis the trav¬ eler can, if he desires, drive direct to his hotel with his baggage. If the latter is not bulky, a taxicab or han¬ som cab will be the most convenient and expeditious. In order to be saved from exorbitant charges by the latter, the traveler, upon reaching his hotel, should request the hall porter to as¬ certain the legal fare due, giving the point from which he has been driven, and in this manner disputes can be avoided. The cab fares are levied ac¬ cording to a schedule prepared by the police department, and adherence to these scales, whether by time or dis¬ tance, is very rigidly enforced. If the visitor is ever in doubt as to the cor¬ rectness of the fare demanded he should not hesitate to refer the matter to a policeman, who will promptly deter¬ mine the legality or otherwise of the cabman’s demands. Should a party of visitors, or family, wish to travel by vehicle to a certain hotel or boarding house, the cheapest and most expeditious means is to char¬ ter one of the railway private omni¬ buses. This can be done in advance, by notifying the officials at the port of disembarkation, and when the train 435 436 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL reaches its destination the vehicle will be waiting alongside. These private ve¬ hicles will carry six or eight passen¬ gers, together with about half a ton of baggage, and the cost of such trans¬ portation for a distance up to four miles will only aggregate a few shil¬ lings—about half the cost by any other conveyance. In the matter of transportation Lon¬ don is one of the best and most ade¬ quately provided cities in the world. Moreover, travel is cheap. Seventeen trunk railways have termini in Lon¬ don, there is an intricate and complete network of local lines serving nearly four hundred stations in the suburbs, Antwerp, Hamburg, Rotterdam, and other Continental ports) : also con¬ nected with the North of England and Scottish Railway systems. Great Eastern, Liverpool Street, near Bank of England. Trains to the eastern counties between the north bank of the Thames and the Wash, including such centers as Cambridge, Ely, Ipswich, Norwich, Peterborough, Yarmouth, Lowestoft, Southend, etc. Daily steamship service between Lon¬ don and Rotterdam via Harwich, by the Hook of Holland Route. Great Northern Railway, King’s Cross, N. W. The East Coast route to Scotland; also serves Peterborough, jja. \ -y.——- 'Ygfjg. t : ill m n I Bt BUSY LONDON BRIDGE while cabs, omnibuses—both horse and power—a street tramway service stretching over a large mileage, serves the ten thousand or more streets, and numerous underground electric tubes and railways afford rapid and cheap in¬ tercommunication with various points. The following are the great trunk rail¬ ways and their termini in London : Great Central Railway, Marylebone Station, W. Trains to Liverpool, Man¬ chester, Sheffield. Nottingham, Strat¬ ford-on-Avon, Grimsby (from which port there is a steamship service with TEEMS WITH TRAFFIC Nottingham, Leeds, York, Newcastle and the Tyne. Great Western Railway, Paddington Station, W. Serving the whole of the West of England, between London and Penzance, South Wales, the upper reaches and beauty spots of the Thames: Oxford, Henley, Bath, Bris¬ tol. Plymouth, Birmingham, Chester, Birkenhead, Stratford-on-Avon, War¬ wick, etc. This railway possesses the new route between Fishguard (where the Cunard liners disembark passen¬ gers on the eastward journey) and SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 437 London. Plymouth is the point of dis¬ embarkation for White Star and Ger¬ man liners on the eastward journey. Steamship service between Fishguard and Ireland, for Killarney, Weymouth and the Channel Islands, Plymouth and Brest. London and North Western, Euston, N. W. The West Coast route to Scot¬ land. Trains to Liverpool, the Eng¬ lish Lake district, Manchester, North Wales, Stafford, Birmingham, Peter¬ borough, Northampton, Rugby, Ban¬ bury, Oxford, Leamington, etc. The main route between London and Liver¬ pool for the trans-Atlantic steamship service; also between Holyhead and London. Steamship service between Holyhead and Dublin in connection with the overland route between Lon¬ don and Queenstown in connection with the trans-Atlantic steamship ser¬ vice. London and South Western, Water¬ loo, S. E. Serves the whole of the Southwest of England between London and Plymouth. Trains to Windsor, upper reaches of the Thames : Ports¬ mouth, Guildford, Winchester. Salis¬ bury, Exeter, Plymouth, Isle of Wight, Bournemouth, New Forest, etc. South¬ ampton is the port of arrival and de¬ parture for several Atlantic lines. Steamship service between London and Channel Islands, St. Malo, Cherbourg and Havre (for Paris) via Southamp¬ ton. London, Brighton & South Coast Railway, Victoria (West End), and London Bridge (.city). Serving re¬ sorts on south coast, between Hast¬ ings and Portsmouth, including East¬ bourne, Brighton, Worthing, Southsea ; also Chichester, Arundel. Leatherhead, Dorking, Guildford, Tunbridge Wells. Steamship service twice daily between London and Paris via Newhaven and Dieppe. London, Tilbury and Southend Railway, Fenchurch Street, E. C. Serving places along the north bank of the Thames as far as Southend and Shoeburyness. Passengers embarking and landing at Tilbury, in connection with trans-Atlantic steamers arriving in the Thames, travel by this line. Midland Railway, St. Paneras, N. W. Route to Scotland, passing through the central counties of Eng¬ land, and serving Northampton. Leices¬ ter, Birmingham, Lincoln, Sheffield, Leeds, Bradford, Carlisle, the Peak district, English Lakes; also stations in the north of Ireland, between Bel¬ fast and Londonderry. Mail steam¬ ship service between London and Bel¬ fast via Heysham, and between Bel¬ fast, Barrow, and Isle of Man. North London Railway, Broad Street, E. C. A suburban service in the northwestern districts of London ; also direct communication between the city and North of England, by the London and Northwestern Railway. South Eastern and Chatham Rail¬ way. Six termini in London: Victo¬ ria and Charing Cross (West End), Holborn Viaduct, Ludgate Dill, St. Paul’s, and Cannon Street (city). Trains to all parts of southeastern counties, including Gravesend, Strood. Rochester, Whitstable, Ramsgate, Mar¬ gate, Deal, Dover, Folkestone, Wiu- chelsea, Hastings, Tunbridge Wells, Canterbury, Maidstone, Dorking. Ex¬ cellent suburban service on south side of river. Shortest and most direct route between Loudon and the Conti¬ nent. Twenty services daily: Dover and Calais, for Paris (twenty-mile sea passage, one hour) : Folkestone and Boulogne, for Paris, Dover and Os- tend, Queenborough and Flushing. Trains to all parts of the Continent connect with the boats at Continental ports. The quickest and simplest means of traveling about London—that is, the area of the greatest sight-seeing in¬ terest to the tourist—is by means of the electric underground railways, which are to the English metropolis what the subway is to New York. They bring the City and West End into direct communication, and also link up the various terminal stations of the great trunk railways. More¬ over, there are several junctions where the underground systems cross one an¬ other, and at such points there is in¬ tercommunication by means of sub¬ ways. Travel is greatly facilitated by the issue of through tickets, which save the traveler procuring a new ticket for respective railways. The underground railways are as follows : The Metropolitan and District. The main system of these combined rail¬ ways forms an irregular oval, called the “Inner Circle,” which links the City with the fashionable West End; also affords communication between the termini of the trunk railways. The line runs parallel with the main ar¬ teries of traffic, such as the Strand and Fleet Street. Starting from Char- 438 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL ing Cross, which is the most conveni¬ ent center, the stations, traveling east¬ ward, are: Charing Cross:—Junction with Bakerloo Tube and South Eastern Railway. Temple. Blackfriars:—Junction with South Eastern and Chatham Railway, convenient for Fleet Street, Ludgate Hill, St. Paul’s Cathe¬ dral, Thames Embankment (eastern end), Queen Victoria Street. Mansion House:—For St. Paul’s Cathedral Bank of England, Mansion House and City. Cannon Street:—Junction with South Eastern and Chatham Railways; convenient for city,also “ London Stone,” oldest memorial of London in existence, built into wall of St. Swithin’s Church, opposite station. Monument:—For London Bridge, Monument, Billingsate Market, and south side of river. Mark Lane:—For Tower of London, Mint, Tower Bridge. Aldgate:-—For east end of city. Bishopsgate:—For Bishopsgate Street, U. S. Consul, 12 St. Helen’s Place, also subway connection with Great Eastern and North London Railways. Moorgate Street:—For London Wall, City, Bank of England. Guildhall. In proximity to the electric City and South London, and Great Northern and City Tubes. Aldersgate Street:—for Charterhouse, St. Giles’ Church, Cripplegate, Smithfield Market, General Post Office. Farringdon Street:—For Holborn. King's Cross:—Subway connection with King’s Cross, and St. Pancras (termini of Great Northern and Midland Railways), also City and South London Tube. Gower Street:—For Euston Station (London and North Western Railway). Portland Road:—For Regent’s Park and Zoological Gardens. Baker Street:—A busy junction involving changes for extension lines of the Under¬ ground to St. John’s Wood, Willesden, etc., junction with Bakerloo Tube, and also close to Marylebone Station of the Great Central Railway. Edgware Road:—Change for Extension Line to Westbourne Park and Hammersmith. Praed Street:—Subway connection with Paddington Station, Great Western Rail¬ way. Queen’s Road:—For the shipping district in Westbourne Grove. Notting Hill Gate:—For Kensington Gardens. High Street, Kensington:—For Kensington Gardens and Palace. Gloucester Road:—Junction with under¬ ground line to Earl’s Court and Hammer¬ smith. South Kensington:—For Victoria and Albert Museum, Imperial Institute, Albert Hall; change for Earl’s Court and Exhibition. Junction with Piccadilly Tube. Sloane Square. Victoria:—Connection with Victoria Station (terminus of London, Brighton and South Coast Railway, and South Eastern and Chatham Railways). Convenient for Buck¬ ingham Palace, Piccadilly, Roman Catholic Cathedral. St. James Park:—For St. James and Green Parks. Westminster:—For Westminster Bridge, Houses of Parliament, Whitehall and Tra¬ falgar Square, Westminster Abbey. Charing Cross:—In addition to these there are short branches from the Inner Circle, that on the east going from Aldgate to Barking to link up with the London Tilbury and Southend Railway; the Northwest Exten¬ sion from Baker Street to West Hampstead, Kilburn, etc.; on the west to Hammersmith, Richmond, Shepherd’s Bush and West¬ bourne Park; on the southwest to Putney and Wimbledon. The Central London Electric Railway, a tube running in almost a straight line from the Bank of England in the City, about, six miles to Shepherd’s Bush where is a station at gates of the Exhibition Grounds. The stations from the Bank are as follows: Bank:—For Bank of England and City. Post Office:—For Newgate Street, Central Criminal Court, General Post Office, St. Paul’s Cathedral, Ludgate Hill, Cheapside. Chancery Lane:—For Lincoln’s Inn, Gray’s Inn, Law Courts, Holborn, Fleet Street, Strand. British Museum:—For British Museum, Shaftesbury Avenue, and New Oxford Street. Tottenham Court Road:—For Charing Cross, National Picture Gallery and Trafalgar Square, Tottenham Court Road and Oxford and New Oxford Streets; junction with Hampstead Tube. Oxford Circus:—Center of shopping district comprising Regent, and Oxford Streets; junction with Bakerloo Tube. Bond Street:—For Wallace Collection, shops and picture galleries of Bond Street. Marble Arch:—For Hyde Park. Lancaster Gate:—For Hyde Park and Ken¬ sington Gardens; Paddington Station near by. Queen’s Road:—For shopping district around Westbourne Grove, and Kensington Gar¬ dens and Palace. Nottinghill Gate. Shepherd’s Bush:—Connection with trams running to Hampton Court. Wood Lane:—For Exhibition at Shepherd’s Bush. The City and South London Railway runs from the southern suburb of Clapham, through the city, at right angles to the other lines, as far as Euston Station. The stations are: Clapham Common. Clapham Road. Stoekwell:—for the suburban shopping dis¬ trict of Brixton Oval:—For Oval Cricket Ground. Kennington. Elephant and Castle:—Junction with Baker¬ loo Tube running to Baker Street. Borough:—Borough for St. George’s Church. London Bridge:—Junction with London, Brighton, and South Coast and South Eastern and Chatham Railways; also south side of London Bridge and Southwark Cathedral. Bank:—For Bank of England and City; junc¬ tion with Central London and Waterloo and City Tubes. Moorgate:—For London Wall, Liverpool Street Station, Guildhall; junction with Great Northern and City Tube. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 439 Old Street:—Junction with Great Northern and City Tube. City Road. Angel:—For Agricultural Hall. King’s Cross:—Junction with Piccadilly Tube and District Underground Railways; also Great Northern and Midland Trunk Rail¬ ways. Euston:—Connection with London and North¬ western Railway; also junction with Hampstead Railway running to Highgate and Golder’s Green. The Hampstead Tube starts from Charing Cross, and runs to the northwest of London through Camden Town, where the line bifurcates, the left arm running to Golder’s Green, and the right to Highgate. The stations are as follows: Charing Cross:—Junction with South Eastern & Chatham Trunk Railway. Leicester Square:—For Piccadilly and the theatres; junction with Piccadilly Railway. British Museum:—For British Museum and New Oxford Street and Holborn; junction with Central London Railway. Goodge Street:—For Tottenham Court Road. Warren Street: Euston:—Connection with London and North Western Railway and City and South Lon¬ don Tube. Mornington Crescent: Camden Town:—The line divides at this point. The eastern section runs through South Kentish Town, Kentish Town, Tufnel Park to Highgate. The western branch runs through Chalk Farm, Belsize Park, Hampstead to Golder's Green. The Bakerloo Tube starts at the Elephant and Castle on the south side of the river and runs in a northwesterly direction to Edgware Road. The stations are as follows: Elephant and Castle. Westminster Bridge Road:—For Lambeth Palace, Westminster Bridge (south side). Charing Cross:—Junction with District Under¬ ground and also South Eastern and Chat¬ ham Railways. Trafalgar Square:—For National Gallery, Strand, Trafalgar Square, Whitehall, Pic¬ cadilly.’ Piccadilly Circus:—For Piccadilly, Leicester Square, Regent’s Street, and theatres; junction with Piccadilly Tube. Oxford Circus:—For shopping district around Oxford and Regent Streets; junetibn with Central London Railway. Regent’s Park:—For Regent’s Park, Zoo¬ logical Gardens and Botanical Gardens. Baker Street:—Junction with District Under¬ ground Railway. Marylebone:—For Marylebone Station of Great Central Railway Edgware Road. Another important electric line is the Piccadilly Tube running from Hammersmith through the shopping districts of the Bramp¬ ton Road and Strand, thence north-eastwards across the metropolis to Finsbury Park. The stations are as follows: Hammersmith:—J unction with district Under¬ ground Railway. Baron’s Court. Earl’s Court:—Connecting with L T nderground Railway South Kensington. Earl’s Court Exhibition. Gloucester Road:—Adjoining District Rail¬ way. Brampton Road:—For Victoria and Albert Museum, Albert Hall. Knightsbridge:—For Hyde Park. Hyde Park Corner:—For Hyde Park, Buck¬ ingham Palace, and Green Park. Down Street: Dover Street:—For Piccadilly. Piccadilly Circus:—For Leicester Square, Haymarket, Regent’s Street; junction with Bakerloo Tube. Leicester Square:—For Charing Cross and Trafalgar Square; junction with Hamp¬ stead Tube. Covent Garden:—For Covent Garden Market Holborn:—A short branch runs south to the next station Strand in the thoroughfare of that name near the Law Courts. Russell Square. King’s Cross:—Junction with District Under¬ ground and Great Northern and Midland Railways. York Road:—For Metropolitan Cattle and “Pedlar’s Market.’’ Caledonian Road: Holloway Road: Gillespie Road: Finsbury Park:—Junction with Great North¬ ern and City Railway. The Great Northern and City Railway is a short line running from Moorgate Street, where it connects with the City and South London and Underground Railways, north¬ wards to Finsbury Park. The stations are: Moorgate Street: Old Street: Essex Road: Highbury: Drayton Park: Finsbury Park:—junction with Piccadilly Tube. There is an electric “L” line on the London, Brighton & South Coast Railway, connecting Victoria with London Bridge. This route is semicircular, passing through the suburbs of Clapham, Wandsworth, Brixton, Peckham, and Bermondsey. By means of the network of underground railways it is possible for the visitor to reach any point of interest quickly, easily and cheap¬ ly. On a wet day this is especially advan¬ tageous, for one is able to travel in the dry. For the convenience of travelers the various companies have prepared a complete map of the whole of the system, whereon each rail¬ way is represented in a distinctive color By consulting this map placed on the wall at every Underground station, the visitor can plan his journey and secure a through ticket. Care must be observed whenever traveling in London to keep tickets carefully, as no transfers are issued (with one or two exceptions) either in railway, tram, or omni¬ bus, the ticket being clipped as one passes the barrier leading from one railway system to another and finally surrendered on leaving the station of destination. Steamboats. —There is no regular service of stexmboats on the Thames, efforts to establish such upon a paying basis, both by private and municipal enterprise, having proved abortive. During the summer season, however, mag¬ nificent and roomy vessels run down the river from London Bridge calling at Tilbury, to Southend, Margate, Ramsgate, Deal, Dover, 440 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Clacton, Felixtowe, Lowestoft, Yarmouth, and at specified times make trips to Ostend and Boulogne. The boats leave London Bridge early in the morning and return late in the evening of the same day. The fares are cheap Full details as to times and fares are publish¬ ed in the daily press. These trips afford an excellent opportunity for seeing the shipping on the Thames, the docks; and also pass many places of great historical and traditional in¬ terest. Similarly during the season trips are made to Hampton, Kew, Richmond, etc.; and on the higher reaches of the river trips are made from Oxford every day (Sundays excepted) through ninety miles of the de¬ lightful Thames scenery, visiting such places as Kingston and Henley. The full journey occupies about two days, but the boats can be joined and left at any intermediate stop¬ ping place, and combined railway and steam¬ boat day trips are advertised. Cabs. —The metropolis is well supplied with cabs. These comprise taxicabs, both motor and horse drawn, accommodating two or four passengers, hansoms, and four-wheeled vehicles or "growlers” When one has bulky luggage the last named should be used. A circle is drawn, four miles in radius, from Charing Cross, known as the four-mile-radius, and the charges within this area, (set by the Police Department), are as follows:— Taximeter motor cabs: One or two persons (two children under ten years counting £ '• one person) for a distance not exceeding one mile, or for time not exceeding ten minutes.8d. For each additional quarter of a mile or time not exceeding 2£ mins, or less in time and distance.2d. Each additional person above two, the whole journey.6d. Packages carried outside, each.2d. Bicycles, etc.6d. For taximeter hansom or two wheeled horse-cabs: Not exceeding one mile or for time not exceeding 12 minutes..6d. For each additional half mile or less, or for each additional six minutes or less. . . 3d. Cabs not fitted with the taximeter may be hired either by distance or time. If hired and discharged within the four miles radius of Charing Cross, one shilling for 2 miles or less for one or two persons; for each additional person above two the whole journey 6d. If hired outside the radius, wherever discharged one shilling for each mile or part thereof. If hired within the radius but discharged out¬ side the four mile area, 1 shilling for the first mile, 6d. for each additional mile within the radius, and one shilling for each additional mile outside the radius, or part thereof. Keeping cabs waiting 8d. for each completed quarter of an hour. Driversof such vehicles, however, may undertake to carry a passenger for a journey not exceeding one mile at six¬ pence. If hired by time the rate is—within the radius two shillings per hour for four wheelers; hansoms, 2 shillings and 6 pence, for the first hour; 6d. and 8d. respectively for each additional quarter of an hour. If hired by time outside the radius wherever discharged, or if hired within but discharged without—four wheelers and hansoms 2s. 6d. for the first hour or less; 8d. for each addi¬ tional quarter hour. In any case where the fare may be in dispute or the passenger may consider that he is being overcharged, the matter should be referred to the nearest policeman. Omnibuses, both motor and horse-driven, ply in all the leading thoroughfares. The fares are very cheap. As the late W. E. Gladstone once stated to a party of Americans who wished to know the best means of seeing London, "From the top of a bus, gentlemen,” for sightseeing purposes on a fine day they cannot be excelled. There are over 150 routes followed by these vehicles and one can travel from one side of the metro¬ polis to the other through districts rich in historical interest, along the main arteries of traffic and through the centres of fashion and commerce for a few pence. Before setting out on such a journey, however, the visitor should consult his map and ascertain in what part of the compass the localities he wishes to visit, rest, so as to avoid boarding a vehicle traveling in the wrong direction. Street railways, or tramways. There is an excellent service to all parts of the metro¬ polis by the electric trams. There are two main systems, the London United Tramways working in conjunction with the Underground Electric railways, and serving the extreme western area of the metropolis—such places as Uxbridge, Kew, Hampton Court, and Twickenham—starting from Shepherd’s Bush, the terminus of the Central London Railway; and the municipal service of the London County Council serving over 130 miles in all parts of the metropolis. The cars are large and roomy and of the double decked type. The roof seats afford an excellent coign of vantage for sight-seeing purposes, and being enclosed in glass afford complete protection from the weather. The fares are very low, ranging from a half-penny for a short stage to eightpence or so for a complete journey of several miles. In London there are no uni¬ form fares, irrespective of distance, but the fares are graduated. The traveler need not fear being overcharged, however, for the fares are plainly printed inside the car in a conspicuous position. The Tramways of the London County Council pass through dis¬ tricts appealing to the sightseer, and the visitor cannot do better than invest one penny in the voluminous guide book issued by the London County Council, which not only sets forth alphabetically the principal spots of interest, but also indicates a series of routes affording the cheapest, simplest, and quickest means of reaching them. In many cases a number of interesting spots will be grouped on one route and the visitor can inspect each in turn, paying his fare in stages, and thus ful¬ filling his pilgrimage in the cheapest manner possible. Another short line is the Waterloo tube, connecting Waterloo, the termi¬ nus of the London and South West¬ ern Railway on the south side of the river, with the City, at the Bank of England, where a junction is formed with the Central London and City and South London tubes. There are no intermediate stations. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 441 AMUSEMENTS. In the matter of amusements Lon¬ don is very liberally provided. So far as regards the theaters and vaudeville establishments, these are concentrated in a very central position, and are, for the most part, within easy access of the various underground railway systems and ’buses. Theaterdom may be best described as lying in the pur¬ lieus of the Strand, Leicester Square, Piccadilly and the Haymarket. These are the West End theaters, but through the suburbs are scattered innumerable theaters and music halls, which have sprung up during the past few years, and which offer entertainments quite on a level with those in the West End houses, and certainly compare favor¬ ably, if they do not excel, the latter in point of conxfoi’t and appointment, with the additional advantage of be¬ ing far cheaper. Details concerning performances are published in the daily press. During part of August and September a great number.of the thea¬ ters are closed, but the vaudeville houses are open all the year round. The tariff is fairly uniform through¬ out the whole of the West End thea¬ ters, the charges averaging : stalls, 10s. Gd.; di'ess cii’cle, 7s. Gd.; upper circle, 5s. and 4s.; pit, 2s. Gd.: gallery, Is. In the stalls, upper circle and dx-ess circles, while evening dress is not gen¬ erally enforced, it is considei’ed de rigeur, and in some tlieatei-s is essen¬ tial. The performances commence, as a rule, at 8, 8.15 or 8.30 p.m., and coxxclude about 11 p.m. Matinees are generally held on Wednesdays and Sat¬ urdays, when performances usually commence at 2.30 p.m. Seats for stalls and circles should he booked in ad¬ vance, by telephone, telegram, or through the numerous librax-ies or agents. The West End theatres, together with their situation, are as follows: Adelphi:—Strand, W. C. Aldwych:—Aldwych, Strand, W. C. Apollo:—Shaftesbury Avenue, W. C. Comedy:—Panton Street, Haymarket, W. Court:—Sloane Square, S. W. Criterion:—Piccadilly Circus, W. Daly’s:—Leicester Square, W. C. Drury Lane:—Catherine St., Strand, W. C. Duke of York’s:—St. Martin’s Lane, Trafal¬ gar Square, W. C. Gaiety:—Strand, W. C. Garrick:—Charing Cross Road, Trafalgar Square, W. C. Globe—Shaftesbury Avenue, W. C. Haymarket:—Haymarket, W. His Majesty's:—Haymarket, W. Kingsway:—Great Queen St., Kingsway, Strand, W. C. Lyceum:—Wellington Street, Strand, W. C. Lyric:—Shaftesbury Avenue, W. C. New:—St. Martin’s Lane, Trafalgar Square, W. C. Playhouse:—Northumberland Avenue, Tra¬ falgar Square, W. C. Prince of Wales:—Piccadilly, W. Queen’s:—Shaftesbury Avenue, W. C. Royalty:—Dean Street, Soho, W. C. St. James’:—King Street, St. James’, S.W. Savoy:—Strand, W. C. Scala:—Charlotte Street, Fitzroy Square, W. C. Shaftesbury:—Shaftesbury Av., W. C. Terry’s:—Strand, W. C. Vaudeville:—Strand, W. C. Waldorf:—Aldwych, Strand, W. C. Wyndham’s, Charing Cross Road, Trafal¬ gar Sq., W. C. Grand Opera is given during the season at Covent Garden, Covent Garden, Strand, W. C. The variety theatres and music halls are as follows: Alhambra:—Leicester Square Coliseum:—St. Martin’s Lane, Trafalgar Sq. Empire:—Leicester Sq. Hippodrome:—Leicester Sq. Holborn Empire:—High Holborn Oxford:—Oxford Street. East End Palace:—Shaftesbury Avenue Pavilion:—Piccadilly Tivoli:—Strand Maskelyne & Cooks:—Langham Place, Re¬ gent’s St., W. The charges at these houses of en¬ tertainment are somewhat less than the theaters, but fluctuate consider¬ ably. In some, two performances are given per evening, from G.45 to 8.45 p.m., and 9 to 11 p.m., respectively. At the othei’s the performances com¬ mence at 7.30 or 8 p.m., and continue until 11 P.M. Smoking is permitted. Some give afternoon performances, and others matinees once or twice a week. Concerts are given in the following halls frequently, but for details con- cenxing such the daily newspapei's must be consulted : Albert Hall:—South Kensington, S. W. Queen’s Hall:—Langham Place, Regents St., W. St. James Hall:—Great Portland St., W. Stein way Hall:—Lower Seymour Street, W. Crystal Palace:—Sydenham, South London Alexandra Palace:—Wood Green, North London In addition there are innumei’able electric theaters, where bioscope pic¬ tures are shown continuously during the day ; and numerous rinks within easy distance of Charing Cross, where¬ in roller skating can be enjoyed. Dur¬ ing the summer months, from May to October, exhibitions are held at Earl’s Court, Kensington, and Shepherd’s Bush, alongside the terminus of the Central London Railway; while shows are fi - equently held at the Crystal Pal- 442 SCIENTIFIC' AMERICAN HANDBOOK OF TRAVEL ace, Sydenham, South London; Olym¬ pia, West Kensington, and Agricultu¬ ral Hall, Islington, during the year. Details are published in the papers. London has often been character¬ ized as a dull city on Sunday. As compared with Continental cities, such a comparison may be justified, but it is partly explicable from the fact that the greater part of the population seeks a change of air and environ¬ ment for a few hours, either by the seaside, up the Thames, or amid the sylvan picturesqueness of the coun¬ tryside. Innumerable day trips and excursions are arranged every Sunday during the summer to all parts, the resorts on the southern and eastern coasts, such as Hastings, Brighton, Worthing, Folkestone, Dover, Mar¬ gate, Ramsgate, Southend and Yar¬ mouth. being particularly patronized. The Thames, both up and down, from Gravesend to Teddington, Taplow and Maidenhead, also attracts large crowds; while the leafy lanes of Kent, Sussex, Essex, Surrey and Bucking¬ hamshire appeal to many. All the trunk railways cater for this traffic, and numerous trains are run during the morning at very cheap fares. For those who prefer to remain in London band performances are given in the numerous parks scattered throughout the metropolis, while in the evening sacred concerts of a high-class char¬ acter are given in many theaters, music and concert halls in the West End, where the most eminent vocalists and bands may be heard. During the summer cricket matches are decided nearly every day at Lords, the home of the M. C. C. at St. John’s Wood, and the Oval at Kennington, on the south side of the Thames, with¬ in easy reach of Charing Cross. In the suburbs there are numerous golf links "where devotee's of this sport can fulfil their desires. The lawn tennis championship of the world is invari¬ ably decided, about the end of June, at the grounds of the All-England Lawn Tennis Club at Wimbledon, while the amateur championships in tennis and racquets are invariably held at the Queen's Club, West Ken¬ sington. Those interested in the mili¬ tary pastime, polo, can follow the sport at the two popular centers, Hurling- ham and Ranelagh. Horse Racing .—Within easy dis¬ tance of the metropolis there are sev¬ eral race courses where important meetings are held. At Epsom the fa¬ mous Derby and the Oaks are decided. The Derby is the great meeting of the year, and is always run on a Wednesday, either a fortnight before or after Whitsun. The vast concourse of people that makes its way to the Surrey Downs by every road and every kind of vehicle is a remarkable sight, and to fully appreciate the spectacle this route should be followed. There is, however, a frequent train service at special cheap fares from Victoria and London Bridge (London, Brighton and South Coast Railway), and Victo¬ ria, Charing Cross, Holborn, St. Paul’s, Ludgate Hill and Cannon Street (South Eastern and Chatham Railway), the station of the latter be¬ ing at the famous Tattenham Cornier. Two days after the Derby the Oaks is decided. The fashionable race meet¬ ing is the Ascot week, a fortnight after the Derby, which is patronized by rank and fashion: members of the royal family, including the King and Queen, invariably attend. Another fashion¬ able race meeting is Goodwood, com¬ mencing on the last Tuesday in July and continuing throughout the week. The Venue is the famous race course at the country seat of the Duke of Richmond, in mid-Sussex, and can be easily reached by train from the Lon¬ don termini of the London, Brighton and South Coast Railway. There are several other race courses near Lon¬ don where races are decided at fre¬ quent dates throughout the season, namely: Alexandra Park, adjoining Alexandra Palace in North London, reached by tram, 'bus, or Great North¬ ern (King’s Cross) and Great East¬ ern (Liverpool Street) railways; San- down, South Western Railway (Wa¬ terloo) ; Kempton Park, South West¬ ern Railway; Windsor, London and South Western and Great Western (Paddington) railways; Hurst Park, London and South Western Railway. Other important race courses are those at Newmarket, Great Northern (King’s Cross) and Great Eastern (Liverpool Street) railways; Gatwick, Lingfield, Lewes, Brighton (London and Brigh¬ ton railways) ; Doncaster (Great Northern Railway) ; Aintree, Liver¬ pool, where the Great National is de¬ cided, reached by London and North Western, Great Western, and Midland railways; Newbury, Great Western Railway. Rowing .—The upper reaches of the Thames and its tributaries offer ex¬ cellent facilities for rowing. During SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 443 the year many important contests are decided, the greatest of which is the Oxford and Cambridge boat race be¬ tween crews of the rival universities, over the 444-mile course between Put¬ ney and Mortlake, on the Saturday preceding Holy Week. Doggett’s Coat and Badge, the race instituted by Dog- gett, the actor, • in 1715, rowed for by young Thames watermen over a five- mile course between Chelsea and Lon¬ don Bridge, on August 1, is an in¬ spiriting contest. During the months of July and August regattas are held other parks, the tariff being 6d. per hour per boat, irrespective of num¬ ber of occupants. Football .—During the winter season football matches are held in various parts of the metropolis, and a crowd of 20,000 or 30,000 people is no un¬ common sight when two rival giant clubs are engaged in deadly warfare. The great event is the “final” or championship game for the Football Association Cup at the Crystal Pal¬ ace, about Easter, when the crowd will number from 80,000 to 110,000 people. I iTvliW? .. “ROTTEN ROW,” HYDE PARK, LONDON Is reserved for Horseback Riders at several points up the Thames: at Molesey, Staines, Kingston, Rich¬ mond, Marlow, Bourne End, etc. The most important is the Henley regatta, usually held in the early days of July, and is a great social function. For these regattas train should be taken to the stations named, either by Great Western, or London and South West¬ ern railways, special fares being ar¬ ranged for the occasions. Rowipg may be indulged in on the large sheets of ornamental water within the bounda¬ ries of the metropolis, such as the Serpentine in Hyde Park and the lakes in St. James’, Regent’s, Battersea, and Angling .—Disciples of Izaak Wal¬ ton can fulfil their desires at several points within easy reach of London, such as the upper reaches of the Thames, the rivers Lea and Colne, the Medway in Kent or the Arun in Sus¬ sex. On Sundays the various railways issue “angling tickets” at special fares for the various fishing grounds. Hotels .—As already mentioned, the metropolis is well provided in this re¬ spect, and accommodation can be se¬ cured to suit every purse. The follow¬ ing pages contain a selection of well- known hotels and their tariffs: HOTELS AND THEIR TARIFFS t 444 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL bfl G m 'd s s- u cj J aoirepua^y jauuiQ : i * WWW xxxwxx \w w \\ X o CO cs co o ^ CO I- co co o »o 1 ^ co *o »o X CO CN coco to w IO * * * ; CN iO 1 .’1 1 1 1 $o 1 CD 1 • J J * co j j ; 1 1 * CO CO J 1 A XXX ,N\ . XXX . \x X X . 1 ,^ HHr1 1 i-H 1-H r-H f—1 —( ^ 1 ’— 1 1—1 ;* ■X- * * ; * CO | 1 1 1 co 1 cO COO 1 . 1 coco i co co ; 1 CO ; J CO J CO \ w xxxxxxx XXX . w w \ X CO 1-1 (N OJ CO > a o w ■+J o3 e3 “3 s -=>c“ ^SjOI 00 occ Pj^n-d % w d S 3 -rt o? o 9 0 S'drS -j 5 rj O’d o 2.2 g o-2 J< 3 •■*101-3 GO On —i ffl A? ^ • -1 a^> g.2 ■ -S™ .-^d -l ^ 02 M r . ,3J %2;£fe « 1§”§ V O r-dl *- M OosPhhJhj^ 01 ■H >> °!0 W >> g|^S ^ ^ r ~y P a c3^ a) n"CE - ■* ® a u p O _C Q O f- omZcq u ■ >> • C3 K* ^’m (3 2 w 0) g« fed -h><: OCH* C3 O^W: •SeU (3 c ^ tuO O >.9 s i * go s g fJ3 a3 P O-Q O rS Cl M § a S -a o o 3 c5 § O uZZ auh r/)-C O .-gz i: g o r K . H d ryJ o k »gHla 2 a ^5 9r^ O c5 SW *0 h G i £ ^ GO ^c/}H o -Q 'o a rC b£ T3 d c3 X O d 3 \-i m a? d -d bO d c o o o3 oa d o3 oPh 'm d d ._. . 1 c3 c3 ^s-s^a 1 3-- -H-3 t-— o u d a O ^ c3 oj cj cj 5 «UQOOO 4) 6 £ = 333 O 3 hD 303 3 >> S IO--2.3 ‘fOO o6 o ^ rt >> g G - 4) > > cs > d .d 2 o U OJ 4)rj d * From, f Railway Terminus Hotels. < -'-- Bed and Breakfast inclusive. Note the price of the room varies according to situation and to the season of year and of meals to personal requirements or fancy. HOTELS AND THEIR TARIFFS —Continued SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL bC _d eo 'S 5 0 fc- o8 « oH >> 0 d aounpua^y J0UUIQ « a I, ipun^ ^s'epi'eajy; j0 3 C jv He _fl 3 w OS a Q +-> co cO £xx c* \ XX co 'tfO 1 xxxx j - 'N M N CO XX CO CO •x\ \\ oo r- ,i'Oi 'XX ; oo oo * ; * * ;* * co cO cO ^ to ‘O co ^ co ;

    UA < XXX 'XXX 1 l/c .* I ! . x . r -1 r ~ i ' | HHH ^ r—t ; * * * ; * ; ,-- I .—*—*cO CM Tt< „ CM CO I I I cO | COCO CM CM ^ CM CM ^ CO 04 CO ! co co CO 1 1 X . \> CO . CM CM CO CM CO ; * * * -X< OC o & XX tO »o 1 I I cO ( CM CM CO CM CO CM \\\ 00 rf -h ^•U oooo COCO I coco I I XXXXXX X CO 00 CO Tji CO id to g — ^n-2® ’ES.SG-S O w <» U c X a) a? be d a_2 oaa^t: d c3 aa o tslz>' «® $ d 9,_ o o X CTJ J2-X d^ m d‘g rd m T) O . -.2 6 - gCu .*2co be .S "E d .d O j rA 0 r* t* „ - d t-i ^ ■£ o'-§ P-i -a O^O ffl T3 g 4 — t 1 d c 5 5 ti’a^ s S-SSt U o 3a8.9 8 b« - a H -4^> GO 0 d bO I I <■— A —sCO I to V 2 ^ co *o ^2 * 0 d a 0 > tn _• d d t- t- 0 t-i d 0 t- d § 3 0 o :owz^ CO pH ■ X) Jj 4 J _z q, 0 "2 d d d d -r-d ot! d 0 0 0 0 ^ tM.S*—• t- tH di d. •2o r ^o^OOOO JO H—I—I—I— d 0 '_ •■H CO O 0 d X ® 0 O —H ^ CO 3 sSS OWK d T5 d 9x O X c3 — TPh.S c I- u ■ J 01 5® j.iiuu 51? g-a- 2 fl a 5 a =5 q HH MH HH hH ^-5 hP 0 A •TJ d d to :o oa.’^ S' d ><—< 0^ 0 O *-1 *u T- <4-1 h-> t- fc- 0^J O o X\ CM CM Ol & < Oi * : 05 ; * ; to CO * * CO 1 1 CO ©© 1 \ X\ w\ CO co' . CO 00 CO -f * * * * * O u. o bo 9d fcn . d> O - -T3 0 C b d " « t - d C J2 ’w rr d '- / -‘ 0 d^O 0 - bo “kJ 0 d <: «a S r f o 0) id tn -fi d 0 03 d> 0 0^0 .2 0 - 0 CUQ J 1 d do 9 0 c d « o*r s Sp^o' 445 From, f Railway Terminus Hotels. , -*--—., signifies inclusive. HOTELS AND THEIR TARIFFS —Continued 446 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 1 CO 73 C b o> gH PQ v CD t-l >> CD p P.Q aouupua^y JOUUIQ qouri'-j o o jd 3 Q bfi a w P P P p J I p pj II J O CO ^ O r r < oo 4->0 0 CQ — O W -+-> ; i : ■ C TT ; ooo ; i : ! oo • , O | S* : T—i r —1 *-H * .‘1 i . . r —i COO I I OO I \\w w\ C4 CO lO lO C4 CUO «<■ I o ^ COO o I O I 04 04COCO 04 04 04 O I xxxxlx 04 CO 04 ^ 04 04 O I I tJDON I O O O O O I *o TT CO ^ 04 co * ***** , _ p ,Hd3 r o cr+3 HODS'®® "3 « 5 d fl'w S -2 o cS a m M .2 0 » 3 S fticoWrto P= m ceceC? m & a £3 3 S-£i2 2^2 •3S“]3 . d " w 4-» rP _ r* Oco gj § -g-3 3 c t._c r* p w H O a ^ 8 pJ3 o P OPh. jas - •'2'b i) r bO >>pj PnQiPrHpH'JOfCtKWt/} .3 s co P P "3 -d P P o •2 t_ C .2 05 SJ’S.I HE-> O p T3 © Pi -*-> P P ££ P u •p O C iST3 co o >» a o O © O ’3 bC TEMPERANCE, PRIVATE, HOTELS AND BOARDING HOUSES. These establishments are not licensed to sell wines, spirits, or any alcoholic liquors. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 447 m m •Sg ■Eh oj c PQ £ 03 0) c3 ChQ * 1 1 * 1 l \ ; 1 ■ \ X 10 V CO CM ■tO CM CO ' CO tF * r—< * ; * : 1 1 .' co co 1 • | :7 ^ ; »on 6/ • 1 . \cs ® c3 • "d ; * * . 00 -4 * J4 03 03 £ 0) a co a X G CM Q tO ° * t - 's *1 a o co X o »o * >> a __ 03 co a^-^ i ** X M X a? a CO CD |* "7g *7^ ^ O £ © 43 _ a_ c3_ f '. co 1 co 03 1 \ . X'*- y-i * ' U- ; d -— 0 ; co ^ ooco ioiW ■ * * co O -— a IOH O X 1 CM ^ £ l \ o 7 h » • >> a • c3 tj :■« * i ^ 0) \ 03 aco p, \ co to - \ I CO g> g °* o X t fl 03 * m i. . esj oi rt B 4>* ^ ^ I T3 G m c« s* 7 « 5 flro o M * C3 w a Q Q c3 d O* m 0 02 t- O *3 o a> cO i co co CD d 53 rr, 0) - c £ § s,g 30 O'co CO cC {$ wj g-C ^3 ooS - a *> 9 * § ^A O 9 ^02 CO to .’g'So -dP § i^co . g|S(fiH „g . 03 r^j+j g grP* i"3 >,o 5 WO fl3 g s d 5-S « _, o ® SO (- » a c.Ma* 8 Vi u B^W^CQh 0 +! C3 w a, I 3 W ^H = » o ,2r eo oo » r~m **s i, x O cr ^ 43 cc-g.2 ^ o3 » S H «U- 6 vi ► 73 03 c3 tM c3 w dC d •co « £ -*3 -;r/} d» 2 c3 *-» b€ OJ d y; SB 3"0 O^r OlOO - 9 ;w IS . . oj !U g 2 3 -K Pi . d ^C/2 I'E ao Poo . r~ m $} a} Oc jn iV ; oo c C Lh 52te: 3 II . o 04 or .)«t« 3O«C0 ■icoPco o X ,A -a G 73 C3 7j »a 0.3 «« a $■4 bo 5 a 3 K a'W r> L- 2 o t- ^ I * 73 72 g*d p o '.Ai d O ,0^2 W) J-^gFSa ji’S-gas^sal G O O d ^ djD c3 3 pqfTlCQCQCQOOOO a» 73 ai 2 Sm HH 03 HH fn 5r^ 72 ' d a O d > O 03 2Q 03 0^ 3 o :W !s"»_2 £ a 5S£ 000 H 03 £ e fe C3 etc | of III d > O O X ^ K. K»> « n a S-Stf-5 -g SoS .|. as From. ^-•-- inclusive terms for Room and Breakfast. Price of room varies according to situation and season, and cost of meals fluctuates according to personal requirements. TEMPERANCE, PRIVATE, HOTELS AND BOARDING HOUSES —Continued 448 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Boarding Terms Per Week 1 I I 04 • • T* • ; 50/- *42/- <<. < to CO 10 ^ CD 04 * * . . \ . *o . CO . * Per Day 1 : :j j 'p $ 1 11 ;co c2 ‘ \ 00 00 . 00 ti so ic ; 5® \ 0 ; ; * ; * * * * ; 2 * oouupua^y ! ! C5 : :> £ d .' ! ?; j 0 * : > : JOUUIQ 1 1 .*0 © ^ ! 1 O CD CD 04 CO CM a CO 04 CO" OjCO 04C0C0 CM 04 *0 73 C cl a o d © 73 a d bL a © ' n PQ 73 G d O 0 Ph © > o o Q jv To d 35 1 • co co 1 m : ( \ co -- W\ d w -H —1 04 t4_. 04-h * * 1 * 1 -H 04 CD COCO 1 0 1 i 1 1 1 CD CD \ W\ f- \ w -! ® »C OI IC PQ O ] loco CO CD i * * * * . { * * * 1 1 CD 1 5 1 1 CD I \ \w ® \ W CO CO ^ CO 0 iD CO CO \\-c * * * * K * oico # a- 03 P o r o dv* o _ . • 13 B ? gcO O' m d o •4-3 bD d o H a> co © (5-Sd w : <§* a? - . t- d -*-* do -1 e/j 3 P-i D»C3 bfi—. O d 8*5 a® 53 d 3 cr cc 73 H 3 a cp' t — -*-3 CA P-<^ "3 t-. O t*-. X O co U © o w ^3 3 ©Cd no ^ T2 So w G d d pa d 3 O* dc g U. 0) -212 d c3 © bC,d *u *53 ®w o rO o 1 . m o 3oe Sw a _ to i6 f CD I I O I \ W \\ CO CO CO Ol Tf ojs 73 3 •go d J2qq wj O 7? -,3 n^-3 © . d^ s © t- c d ©1 §;k Eco 3 W h O B d d © Q. a 0) H © 5.3 2 2jo-g S^So ja *d © © 3 >> d _» © ©_* ’43 ^ d _d >> 43 © d > d’rt c G O -*-3 *S .So ■* t?2 a o KH —s. HH © £ S t- CO 3 "C -0 O O O 6 £ * meals fluctuates according to personal requirements. See notice of copyright, page 446. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 449 So far as restaurants are concerned London is well equipped, and, like the hotels, they are of infinite variety, with a menu to suit every taste and purse. In the West End there are many magnificent restaurants which constitute a rendezvous of fashion. The most fastidious desires concerning luncheon, dinners and after-theater suppers can be fully met. The meals are served either « la carte or table d'hote. For light refreshments there are the establishments of J. Lyons & Co., Slater’s, Lipton, the J. P. restau¬ rants, Aerated Bread Company, Yex- ley’s, etc., to be found in all the prin¬ cipal streets throughout the West End and City. The large stores also have well equipped restaurants and tea rooms, the fare at which is of the best, and nominal in price. All the large hotels have commodious buffets where luncheons and dinners may be obtained, and the numerous public houses also provide plain, wholesome luncheons at very cheap prices. The leading res¬ taurants are as follows : West End. Luncheon. Dinner Supper. Gatti’s Adelphi, Strand, W. C. Blenheim, 94 New Bond St., W. Cafe d'ltalie, Old Compton St., Soho, W. C. Cafe Monico, Piccadilly Circus, W. Carr’s, 265 Strand, W. C. Comedy, Panton St., Haymarket, W. Criterion, Piccadilly Circus, W. Frascati, Oxford St., East End, W. Gaiety, Gaiety Theatre, Strand, W. C. Gatti’s, Strand, W. C. Hatchett’s, Piccadilly. Holborn, High Holbom. Horseshoe, corner Tottenham Court Road and Oxford St., W. Grand Caf6 de l’Europe, Leicester Square, W. C.. Jules’, Jermyn St., Piccadilly, W. Kettner’s, Church St., Soho, W. C.. Kuhn, 31 Hanover St., W. Piccadilly, Regent St., W. Popular, Piccadilly, W.. Prince’s, Piccadilly, W. Romano’s, Strand, W. C. St. James’s, Piccadilly, W. Strand Palace, Strand, W. C. Hotel Cecil, Strand, W. C. Grand, Charing Cross, W. C. Cavour, Leicester Square, W. C. Simpson’s, Strand, W. C. Garrick, Leicester Square, W. C. Trocadero, Shaftesbury Avenue, (west end), W. C.. Villa Villa, Gerrard Street, W. 2/6 from 1/6 1/6 3/- 1/6 4/- 2/6 3/- 2/6 2 /- 2/6 3/- 4/- 3/6 2 /- from 1/6 4/6 3/6 1/6 from 1/6 3/6 1/6 3/6 from 2/— 2/6 5/- 2/6 from 7/6 5/- 5/- 7/- 10/6 4/- From 3/6 from 3/— 5/- from 5/6 from 5/- 3/- froin 2/6 6/6 to 10/6 from 3/6 2/6 from 2/6 from 5/— 2/6 2/6 5/- The City is famous for its many old- fashioned taverns, many of which are noted for their special dishes on cer¬ tain days, as well as their old-fash¬ ioned, nutritious, albeit simple English fare. The most important of these are as follows : Palmerston, New Broad Street, E.C.; Anderton’s, Fleet Street, E.C.; Birch’s, Cornhill, E.C.; Cock, 22 Fleet Street, E.C.; Gow’s, 25 New Broad Street, E.C.; London Tavern, 53 Fen- church Street, E.C.; Old Cheshire Cheese (Dr. Johnson’s favorite hos¬ telry), Wine Office Court, Fleet Street, E.C. ; Pimm’s, 3 Poultry, 38 Buck- lersbury, 42 Threadneedle Street, 81-83 Gresham Street, 129-132 Leadenhall Street, E.C.; Ship and Turtle, 29 Leadenhall Street, E.C.; Sweeting’s, 158 Cheapside and 39 Fleet Street, E.C., famous for fish and stout. In addition there are numerous coffee houses, much favored by city men after lunch, such as Groom’s, in Fleet Street, opposite Chancery Lane, where the coffee is made according to a famous and historic recipe. At the Old Chesh¬ ire Cheese, the famous oyster pud¬ ding dispensed Wednesdays and Sat¬ urdays is much enjoyed. For those who wish to live cheaply the Bohe- 450 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL mian quarter of Soho will distinctly appeal, where, at many restaurants, a good meal and bottle of wine can be procured for a few pence. For vege¬ tarians there are many such restau¬ rants scattered throughout the metrop¬ olis, the foremost of which are The Eustace Miles’ Restaurant, Chandos Street, Charing Cross; Food Reform Association, Furnival Street, Holborn, E.C.; St. George's Cafe, 37 St. Mar¬ tin's Lane, W.C., etc. In the shopping quarter, around Re¬ gent Street, Bond Street and Oxford Street, a variety of tea rooms and light refreshment houses exist. The fashionable shopping centers are Strand, Ludgate Hill, St. Paul’s Churchyard, Piccadilly, Regent Street and Oxford Street, all within walking distance of Charing Cross; West- bourne Grove, accessible by under¬ ground railway and omnibus; and Brompton Road. W., also within easy riding distance of Charing Cross. Cu¬ riously enough, trades and industry ap¬ pear to be naturally divided into zones. Clerkenwell is the center of the watch and clock industry; the great tailoring center is Whitechapel and its purlieus; the diamond district is Hatton Garden, E.C.; the toy district is Houndsditch; Paternoster Row and Square the cen¬ ter of the book publishing trade; Fleet Street is newspaperdom, while Totten¬ ham Court Road is an avenue of fur¬ nishing, upholstering and decorating establishments. The following are the great department stores and shops : Army and Navy Stores, Victoria Street, Westminster, S. W. Civil Service Supply Association, Bedford Street, Strand, W. C., and Queen Victoria Street, E. C. These only supply Ticket holders and their friends. Whiteley’s, Westbourne Grove, S. W. Self ridge’s Oxford Street. Harrod’s, Brompton Road, S. W. Barker’s, Kensington, W. Spiers & Pond, Queen Victoria Street, E. C. Maple’s, Tottenham Court Road (especially dry goods) Shololbred’s, Tottenham Court Road (es¬ pecially dry goods) Waring’s, Oxford Street. Carnage’s, High Holborn, W. C. Swan & Edgar, Piccadilly, W. (Drapery Stores) Debenham & Co., Iiigmore Street, W. (Drapery Stores) Spence’s, St. Paul’s Churchyard, E. C. (Drapery Stores) Hitchcock & Williams, St. Paul’s Church¬ yard (Drapery Stores) Allen Foster & Co., Wood Street, Cheap- side, E. C. (Drapery Stores) Benetfink’s, Cheapside, E. C. In some of the suburbs, also, large stores have sprung up, notably at Brixton, Peckham, Holloway, Hamp¬ stead, and Clapham Junction, within easy ’bus, train and tram ride of Char¬ ing Cross, which, though catering espe- daily for the local population, are now regarded as equal in every respect to the West End establishments, and by many thought to be more advanta¬ geous, so that these outlying stores are now patronized from far and wide. Jewelry shops are to be found mostly in the Strand, Bond Street, Piccadilly, Regent's Street, Oxford Street, Lud¬ gate Ilill and Hatton Garden. Book¬ sellers and libraries: Mudie’s, in New Oxford Street, and W. 11. Smith & Son, Ltd., Ivingsway, Strand, W.C., meet the demands for lending libraries and book purchasing stores. Similar facilities, however, are offered at all the stations of the great trunk and un¬ derground railways. Every street, however, in the shopping centers is well equipped with shops devoted to every imaginable class of trade, so that the variety is infinite, and a compari¬ son of prices is presented. It must be borne in mind, however, that in the West End prices rule relatively high, and the same goods can invariably be bought in the City or outside the fash¬ ionable zone at a much lower figure. The English metropolis is one of the greatest show places in the world. To enumerate everything of interest is quite impossible, but the “sights,” and details concerning the same, are shown in the accompanying table. Churches are especially full of historical inter¬ est, and many will especially appeal to Americans, such as St. Saviour’s Ca¬ thedral, Southwark, near the London Bridge railway stations, where is re¬ corded the baptism of John Harvard; St. George’s Church, Gravesend, where is the tomb of Pocahontas; the Church- of All Hallows, Barking, where is the entry of the baptism of William Penn, and where John Quincy Adams was married : the register of St. George’s, Hanover Square, W., records the mar¬ riage of Theodore Roosevelt; and ’the Church of St. Sepulchre’s, Newgate, has the tomb of the redoubtable Cap¬ tain John Smith, one .time governor of Virginia. London, to the American stranger, appears a bewildering maze of streets, among which it appears hopeless to find one’s way. Such a maze may, however, be readily disentangled if it is remembered that the Strand, Oxford SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 451 Street and its continuations at either end, run roughly parallel, east and west, with one another and with the river. Moreover, nearly all the great thoroughfares converge at the Bank of England and Mansion House. Conse¬ quently, in traveling by omnibus the tourist should make a point of ascer¬ taining from his map whether he wishes to go east or west, and then should make sure whether the vehicle is going in the required direction. Lat¬ eral streets which also run roughly parallel with one another connect these main arteries with one another every few yards. The names of streets are plainly indicated on the front wall of the corner buildings, just above the shop facia, and on the corner lamp- posts, while there are innumerable oth¬ er signs to assist the stranger on his way. Whenever in doubt, however, or when bearings are somewhat hazy, the pedestrian should always inquire his way of a policeman. Indeed, it may bq laid down as a golden rule never to make an inquiry of any character of any one but a policeman. The Lon¬ don guardian of the public is compelled to possess a sound geographical knowl¬ edge of the metropolis, and will always give his directions in a concise, lucid manner, and with every courtesy withal. If this golden rule is borne in mind there is no possible chance of a stranger falling among undesir¬ able characters. Of course, after one has become somewhat familiar with English manners, a little elasticity may be practiced, and postmen, telegraph messengers, and other persons in uni¬ form may be approached for the same purpose, and will invariably vouchsafe the details required; but the police¬ man is the one authority whom the stranger should consult. Dress.—London is becoming far less bound to conventionality every year, and the stranger is not so easily and readily detectable from his attire as formerly. Still, there are certain rules which it is as well to bear in mind. In the City, in business, dark, quiet, formal attire is generally practiced, with subdued lighter tones for sum¬ mer wear. Between May and Septem¬ ber the straw hat of orthodox shape is greatly favored. In paying calls, a black suit and silk hat, especially in the West End, is considered clc rigcur in the morning. At the West End res¬ taurants evening dress is popularly fa¬ vored, and at the first-class restau¬ rants any other attire is considered outre. Tips .—These are much more the rule, in common with European cities generally, than at home. It is a sub¬ ject upon which it is difficult to lay down any Hard and fast rule, for in the dispensation of such the visitor must be guided a good deal by common sense. In hotels it is a very good point to calculate tips at ten per cent, of the bill, and to distribute such among the waiter, chambermaid and hall por¬ ter, the first named being given about the same as that distributed between the other two. In middle-class restau¬ rants the gratuity runs to about a penny in the shilling, with a minimum of twopence. Many establishments, such as the Lyons and Aerated Bread, light refreshment restaurants, are rig¬ idly opposed to the practice. Simi¬ larly, the same ^ple applies to the “Popular” restaurant in Piccadilly, while the abolition of the “tip” has contributed very materially to the suc¬ cess and popularity of the new, spa¬ cious Strand Palace Hotel in the Strand. In the West End restaurants the waiter will expect from twopence in the shilling upward, the rate rising proportionately with the cost of the meal and the fashionable status of the establishment. On the railways it is the practice to reward the porter with from twopence to sixpence for attend¬ ing and carrying light luggage, and from sixpence to one shilling when he has to handle heavy and bulky bag¬ gage. Cabmen also look for an extra twopence or so, according to the dis¬ tance traveled, over and above the legal fare. The visitor should refrain from car¬ rying much money about the street on his person, and also be saddled as lit¬ tle as possible with valuables in the form of personal jewelry. Money and valuables also should not be left in rooms of boarding houses and hotels, but should be handed over to the care of the manager. In the event of the loss of any property in cabs, omni¬ buses, etc., intimation of the same should be given to the Lost Property Office, New Scotland Yard, near Char¬ ing Cross, on the Thames Embank¬ ment. Notification of discovery will be duly communicated to the owner, and the article will be restored to the owner upon payment of 15 per cent, of its value, which is handed to the finder. If the article be not claimed within three months of its discovery, 452 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL the police will surrender the article to the person who found it. Although a tremendous amount of property is lost in London in the course of a year, more than half is restored to the right¬ ful owners. London Season —The best period of the year in which to see London in all its glory is from May to about the end of July. This is the period of the London season, when all society and royalty are in town. Moreover, Par¬ liament is sitting, the Royal Academy and other picture exhibitions are open, while in the spring the trees have just broken into leaf, and the numerous parks and open spaces are a blaze of colored flowers. About the middle of August there is a general exodus of society to the seaside, foreign resorts, and to Scotland for the shooting sea¬ son. Then commences the great inva¬ sion from the Continent and America, and during August and September the metropolis is invariably uncomfortably crowded. The suburbs and provinces also swarm into the City, for the great sales at the big shops are in progress, attracting purchasers by the sacrificial bargains offered. During July, August and September the hotels are almost filled up, and the boarding houses fully accommodated, so that it may be a lit¬ tle difficult to secure rooms; but con¬ sultation of our hotel list will appre¬ ciably assist the visitor who unfortu¬ nately reaches London at the height of its season. The foreign visitor will, as a rule, however, miss what may be described as one prerogative of the Eng¬ lish metropolis. This is a fog, or, as it is colloquially described, a “London particular”; when, owing to the over¬ hanging pall of smoke, the City is plunged into Cimmerian darkness, and the streets are as brilliantly illumined by artificial light at noon as in the evening, or the whole area is blotted out of sight by a dark, penetrating, smoking mist, rendering it impossible 'for one to see a foot in front of one¬ self, and movement is rendered ex¬ tremely dangerous. Then all traffic is tied up, and one has literally to feel one’s way along the streets. Such a visitation, though extremely improb¬ able during the summer, is occasion¬ ally encountered, and supplies the vis¬ itor with an experience that cannot be paralleled in any other part of the world, or one that he will readily for¬ get. Some magnificent points of vantage are offered whereby the visitor may secure a comprehensive and strikingly forceful idea of the ocean of houses comprising the English metropolis, but a clear day is indispensable. Within easy access of Charing Cross there is the Tower of the Roman Catholic Ca¬ thedral at Westminster, near Victoria Station. In the City there is the ball surmounting the dome of St. Paul’s Cathedral, and the top of the Monu¬ ment, a Doric column 202 feet in height, to gain the caged outlook of which involves a climb up a continu¬ ous stone staircase of 311 steps. From these very extensive views may be gained. The upper deck of the Tower Bridge is also a magnificent coign of vantage, but the outlook is rendered difficult by the metal cage which has been erected to protect would-be sui¬ cides and foolhardy seekers for fame from diving from its height into the river below. But still it gives a broad bird’s-eye view of the Pool of London and the silvery streak winding east and west. The visitor to the Crystal Palace should not omit to journey by elevator to the top of the north tower. The Palace is set on a hill, and the view from the tower top is sublime, the whole of London being unrolled at one’s feet, and the view extending dver eight counties. An impressive specta¬ cle can be gained from Primrose Hill, in the north, especially in a lurid sun¬ set, which sight has formed the theme of many a canvas. From Parliament Hill, a little more to the north, an¬ other extensive panorama is revealed, only surpassed by that secured from the famous Flagstaff on Hampstead Heath, where the ocean of houses on one side—among which the dome of St. Paul’s Cathedral, the towers of Westminster Abbey, Houses of Parlia¬ ment, the Monument, Tower Bridge, and other landmarks, may easily be discerned—is relieved on the other side by a rolling expanse of verdant coun¬ try. The visitor should also not for¬ get to take the famous peep of the Thames through the trees from Rich¬ mond Hill, or maybe the climb to tin' top of the round tower of Windsor Castle, to behold a sight of exquisite rural beauty down the valley of the Thames until it is lost in the intricate mass of houses; while the view from the churchyard terrace, at Harrow-on- the-IIill, near the flat tomb which was so frequented by Byron, will amply repay the journey. TIMES AND PRICES OF ADMISSION TO PRINCIPAL PLACES OF INTEREST IN LONDON* SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 453 s Q CD < Q D go % w c- O M w ►T CO §Q Oh o < 13 03 13 43 fl fl phph m fl bO fl Is &<*> c ft co o Tt< . o s p . H O* rH C4 a CO 2 3 73 fl O fti T3 CO 73 CO a>73 15 0) k a ®'C >>3 w p ^ fl g-C 13 £ 13 (o a o fl A £-2| 3gO‘2! *ia © 3 ai j3 ©Ql . S fl-d §!•$§ £S 1 ^ £ fl 73 ft •JV • 03 • CO p fl fl ™ -3 «2« g, 73 M ©o •9 S' cflo § :2S 0X5*4-. 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TIMES AND PRICES OF ADMISSION TO PRINCIPAL PLACES OF INTEREST IN LONDON —Continued 454 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 2 a < © 6S ei 0,d 42 a;^ “Sg .Ph.2 d o 3 d .2 TJ c3 o • •-<— o -3 ~'d d ‘3 u W) C 3 Q Z c n z w a O CO 03 tO 0) b£>, ' " _ « 4 -» 10 o - d«^3 Tf - cC 2 o *- C .d -M O O -*-» d o • ~~ S ^ a> d C, o 3 a? XI .«o > d t- .d 0) 02 TJ d o 3 s s d c 3 O CO h ed W w w „ £ £ ^; ZQ a O d o cd O ^ ^ u a v d ^d O Sllagg^ill^ ^ ^ G _T ^ qj 2 */l "2^ go ,S c -2>S.Hg £ aP?-2 g o “ —• - a-S c o> d d ^_c^dd ou axs 2 4-> 0 ilfj O -2 PP r/} Q. 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E"oC3„ c „ c o O o ■Sol ■cH/d TIMES AND PRICES OF ADMISSION TO PRINCIPAL PLACES OF INTEREST IN LONDON —Continued V 464 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL & o 2 Q < CO Q fc P 02 55 W ft. O w w H co &, o 2 ^dd idd ' *- "4 fl c £ , c . jS <* fc go ^ ® !—i Q (0 sla°oS £5 C5^r-lT? o CO 1 I ' I fl) - I r-> *3 3|1 °-g III gsa£8gjalg fa lL'-s %•** (dPh 1 ^ w ► . •-73 O g c3 £ ^||SsSP 8 u 02 o-id.fi >> fl.g.-g aS'd ^2 oh W ft S.S O w - W H £ i—< fa O CO H 2 5 b CO CO W u o fa o CO *< w H 00 oass's h ro ^ -73 c to' m<® & E 2 o J o o. o> -ogS'SiJAE & fiRca -° >5 0 ) 00 fl *s a; - O ® 3fi £ fl^PQ o o fl .oO fH '0 H ot afH g fl o ^ c . S £ 02 ® g b §22 g | 9 t- IcQ o - Syd<£ -^4H ^3 o a> S d S a> ^ £ o>^ tn ■°o 5 £2 a ££■ •S o Ho- dse ® ® c awffiga: H-' ft) g‘S PQ 73 . c5 : £ c G i?s o| I- 73 G G 2 £P ft) G g § ^ TO CO ft) U o 5 p* S d k 0 5-e o K >> G ‘to H ^ d —, ft) 12 £ 'to -e O b? ^ ft) 0^5 G . O • B - a u 3 ^) g CO »«TO 0(^5 S a? s< TIMES AND PRICES OF ADMISSION TO PRINCIPAL PLACES OF INTEREST IN LONDON —Continued SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 465 o S Q < ® ◄ Q fc 0 m fc w CL O M w go CL O H CO W « w H £ ►—I fe O ® H g O Ph « ® a o o < a o ® ◄ a fc o H 73 "O g CO ^ o : CNJ 43 £ ^ aS° 5 o s o«ij cG G L G 0>-rJG ^ O g o3 o O a SEhJO a o “r "dr* ® -to o rco t, ® 5 X2 > (- s<° < •a O' - " • >* i-O^Y O • w ° >>,G d cr> a? ^3 G G) a oj-a g-accSl I a> o • >G 3 C G3 O go3 »°o >3_S} S. d « MR >> 5 0 H ^'d ® C3 Rtf 73 A G^ d -+-* (-< - PL.DELM l “ $fn* if i E/S HALLES 6 ° PLACE DE LA ./ 9EPUBUQUE MAUDES o PAl All ffio/ JUSHCfJ/ OESPRES A/ ST'lvmmsoure i & (senatJo. Op GARE Q MONTPARNASSE (■QUEST RIVE GAUCHE) ^PANTHEON JARD/N DES O K ySAR€ DE, PLANTES O TofSCEA UX-MEDJCIS GARE \ O’OR LEANS OOBSERVA TO!RE (auSTERL / TZ ) [Pi.BE La Bastille \RUR D ur*c_ ^ .yli. c, PLOT LA NATION £ GARE DEL VON ORIENTATION OF PARIS. them out later. They have several people for this purpose, and it is the particular business of the hotel por¬ ters to bring the guests’ baggage to and from the hotel. The expense is very slight, and it saves a great deal of annoyance. The baggage can be left in the consigne as long as re¬ quired, for a small daily fee. It is a good plan to have a small handbag for toilet articles, etc., which can be readily carried, so that you will be practically independent of everybody owing to your mobile condition. After your porter has attended to this you are ready for a cab. As you pass through the exit you will he asked by the city official, the representative of what is vulgarly called “the green porter by fifty centimes, or more, ac¬ cording to weight. Disregard this, and give him a franc. Do not try to be stingy at the station ; it does not pay. Of course, if there is a great deal of baggage, and the party is large, this amount should be increased in fair proportion. Always ask the cab driver for his numero, as this will enable you to trace lost articles, and may help to settle disputes. The official tariff is printed on the numero. See page 472. It is wise to select a good hotel which is used considerably by Ameri¬ cans, for the first day at least, then you can change to a cheaper hotel. The Continental, which has been used by the writer a number of times, and SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 471 also llie Grand Hotel, are recommended for a preliminary stop. Do not have your baggage brought on unless you decide to stay, as this will involve con¬ siderable expense, unless your final stopping place is decided on. This de¬ cision having once been made, give all your baggage receipts to your porter, who will have all your baggage sent to your room in a very short time. If the baggage has not been examined at the frontier, or by the customs officials at some port, it is necessary to send the keys along in order that the baggage can be looked over. The examination is not apt to be very searching. RAILWAY MAP OF PARIS. There are a number of terminals in Paris : 1. Nord: Place du Roubaix. Sta¬ tions for trains for or from Calais, Boulogne, Belgium, Germany, etc.; also local trains to St. Denis, Enghien, etc. 2. Est: This is also known as the Strasbourg Station, and is situated on the Place de Strasbourg. The lines from Nancy, Metz. Belfort and the St. Gotthard line come in here. This line also has another station for the line to Vincennes. 3. Ouest: This line has three sta¬ tions : the Gare St. Lazare, Rue St. Lazare, for Normandy, etc., local trains to Versailles, St. Cloud, etc.; Gare Montparnasse, for Versailles, etc.; Gare des Invalides, for Versailles and other lines. Use the Gare St. Lazare for express trains. 4. Orleans: This railway company has a new and very complete station on the Quai d’Orsa.v. Trains arrive from and leave for Orleans, Bordeaux, etc. Take all express trains here. Gare de Quai d’Austerlitz, the old sta¬ tion, is now connected by a loop line. Gare de Luxembourg, Boulevard St. Michel and Rue Gay-Lussac, local trains for Sceaux and Limours. 5. Paris, Lyons and Mediterranean (Gare de Lyon), Boulevard Diderot. Trains for Marseilles, Nice, Italy, via Nice or Mont Cenis tunnel, leave from this station; also for Fontainebleau and other points of interest near by. For long trips the Compagnie Inter¬ nationale des Wagons-Lits, 3 Place de l’Opera (the International Sleeping Car Company), should be consulted. For other addresses, such as foreign railway companies, steamship compa¬ nies, _ etc., consult the hotel porter. They are all in the foreign quarter, near the Opera House, within five min¬ utes’ walk. They all have plenty of literature, and courteous attendants who speak English. Cook’s office is 1 Place de 1’Opera; American Express Co., 11 Rue Scribe; North German Lloyd, 2 Rue Scribe; Hamburg-Amer- ican Line, 1 Rue Auber; Cunard Line, 2 his Rue Scribe; IIolland-America Line, 7 Rue Scribe; Dominion Line, 9 Rue Scribe; French Line, 6 Rue Auber; White Star Line and Red Star Line, 9 Rue Scribe. CABS AND MOTOR CABS On the next page is a reproduction of a uumero which should be required from the cab driver when the cab is taken. Thus, this is Cab No. 2111. From this it will be seen that the rates are as follows: From six o’clock in the morning, in summer, or seven o'clock in winter, until 12.30, the course (a drive without limit as to distance) is one franc fifty centimes (30 cents) ; by the hour, two francs. (Cab drivers are not particularly fond of using their vehicles by the hour.) From thirty minutes past twelve to six o’clock, in the summer, and seven in the morning, in winter, the course is two francs twenty-five centimes (45 cents), or two francs fifty centimes (50 cents) per hour. This is the max¬ imum tariff for what is known as the interior of Paris. The maximum tar¬ iff beyond the fortifications includes many pleasant drives, such as the Bois' de Boulogne, Bois de Vincennes, etc. The time is based from six o’clock in the morning to midnight, in summer, from the first of April to the thirtieth of September, and six o’clock in the morning to ten o’clock in the evening, in winter, October 1 to March 31. When a passenger goes out of and returns within the limits of the forti¬ fications the fare is two francs fifty 472 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL centimes, or fifty cents per hour; but when the traveler leaves the carriage beyond the fortifications the driver is entitled to an indemnity for the return trip of one franc (20 cents). Car¬ riages taken beyond the fortifications for Paris are two francs, or forty cents an hour. The charge for one piece of baggage is twenty-five centimes (5 cents) ; two pieces, fifty centimes (10 cents) ; three or more pieces, seventy- five centimes. The cab driver should also I’eceive about twenty-five centimes pourboire for very long distances, and COMPAGNIE GENERALE t)ES VOITURES A PARIS Socl6t6 Anonyrne an Capital de 20,175,520 franca A, Place Theatre - Pranfain . 2111 . ton server ce numcro en caM 4 if 4 aHiationN, qui devront, e’il y lieu, ctro a tires sees a M, le l*refet . refer to relative quality of hotels, thus A. Is better than B. 474 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL are not exorbitant, and are usually less than the charge for the same accom¬ modations in New York. The large hotels in the center of the town, such as the Hotel Continental and the Grand Hotel, have already been rec¬ ommended for a day at least until the traveler can get his bearings. It is possible to get a good room in these hotels for 10 francs a day, and some¬ times even less. If desired, breakfast will be served in the room at an ad¬ ditional fee of ten cents or more. It is an exploded idea that you must go to a cafe in the early morning for breakfast; you are much more com¬ fortable in your hotel; but writers of guide books still copy from the vin¬ tage of IS (6, or thereabouts. The following list of hotels has just been compiled and checked as being open and prepared to receive visitors on February 1, 1910. The most fash¬ ionable hotels are found near the Place Vendome. Here will be found the Hotel Bristol, Hotel du Rhin, the Hotel Ititz, Elysee Palace Hotel, Hotel de l’Athenee. These are all hotels of the first class, and are apt to be ex¬ pensive. Visitors should make search¬ ing inquiries as to expense before bringing on heavy baggage. Other ho¬ tels in the same section are the Hotel Meurice, Hotel Regina, Hotel Chat¬ ham, Mercedes Hotel, Langham Hotel, and Hotel Montana. Not far away are the following hotels: Hotel Ter¬ minus, Gr.-IIotel du Louvre, Hotel Mi¬ ra beau. Hotel Westminster, Hotel de Hollande, Hotel des Iles-Britanniques, Hotel Castiglione, Hotel de Londres, Hotel Brighton, Hotel de Lille et d’Al¬ bion, Hotel de France et Choiseul, Hotel Scribe, Hotel d’Albe, Carlton Hotel. Other hotels between the Place de la Concorde and the Madeleine, and the Palais-Royal and Boulevard Mont¬ martre, are as follows: Hotel St. James et d’Albany; near the Place de l’Opera is the Grand Hotel des Capu- cines and the Hotel de Russie; near the Madeleine will be found the Hotel de la Grande Bretagne, the Hotel St. Petersbourg and the Hotel Buck¬ ingham ; near the Louvre will be found the Hotel du Palais-Royal. On the left bank of the Seine will be found a number of hotels which are less frequented, and are apt to be compara¬ tively inexpensive. These are specially patronized by students. Rooms can be had as low as 3, 344 and 4 francs, in some cases. The Pension can be had from 7 to 8 francs in most cases. There are a number of hotels near the railway stations, as the Hotel Ter¬ minus, near the Gare St. Lazare. Near the Gare Montparnasse will be found (he Hotel de la Marine et des Colo¬ nies. Near the Gare d’Orleans will be found the following hotels : Hotel des Mines, Hotel des Americains, and the Hotel des Etats-Unis. 'Flie following list of hotels is given in the “Daily Mail Guide to Paris,” and includes some names not listed above. OTHER HOTELS. Hotel d’Iena.—2G, Avenue d’ldna. One of the best hotels, with all modern comforts. F. Schofield, proprietor. E. Wiedemann, new manager. Hotel Crillon. —Place de la Concorde and Rue Boissy-d’Anglais. High class. Hotel Majestic. —Avenue TCldber, New. First class. Located in the most fashion¬ able and healthiest part. Carlton Hotel. —Champs Elysdes. Restau¬ rant, grill-room, teas. Now open. H. Ruhl. Hotel Astoria. —Champs Elys^es. Up to date. Unique position. High-class res¬ taurant, Celebrated orchestra. Royal Palace Hotel. —8, Rue de Richelieu. Newest of Paris strictly modern hotels. Hotel Westminster. —Entirely rebuilt in 1908. High-class family hotel. L. Gan- dolfo, manager. Hotel d’Albe.— 55, Avenue de l’Alma. Grosvenor Hotel.— 59, Rue Pierre-Charron. lOfr. per day for stay of eight days. Hotel Brighton. —21S, Rue de Rivoli, facing Tuileries Gardens. New high-class residential hotel. Hotel Campbell. —47, Avenue Friedland. Well known. First class. Entirely reno¬ vated. Royal Hotel. —Champs Elysdes, 33, Avenue Friedland. Private bathroom. Hotel Mirabeau. —Rue de la Paix. Entire¬ ly reconstructed with all latest installations. Hotel Madison. —48, Rue des Petits Champs. Select and thoroughly up to date. Re¬ opened April, 1908. Hot and cold water in every room. Grand Hotel Bergere and Maison Blanche. —Central situation. From 12fr.per day. Every modern comfort. Princess Hotel. —1, Avenue du Bois de Boulogne. Unique position. Private apartments, with bathrooms. Hotel Lille et d’Albion. —223, Rue Saint HonorG Very' comfortable. High-class residential hotel. Moderate terms. Hotels St. James et Albany. —211, Rue Saint Honord and Rue de Rivoli 202. Splendid position, overlooking Tuileries garden. Hotel Louvois. —Place Louvois (near Op^ra). Every latest comfort and most moderate terms. Hotel Terminus Nord. —Boulevard Denain. Opposite Gare du Nord. All modern com¬ fort, First-class restaurant. Hotel Wagram.— 203, Rue de Rivoli. En¬ tirely reconstructed. Up to date. Hotel Ferras. —32, Rue Hamelin, Champs Elys^es. Modern family hotel. 475 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL The Avenue Hotel. —157, Rue de la Pompe. Hotel de Bourgogne. —7, Rue de Bour¬ gogne. From lOfr. Excellent restaurant. Hotel des Tuileries. —Rue St. Hyacinthe. Hotel de Rivoli and Grand Palais.—2 Rue Jean Goujon (Champs Elys^es). Apart¬ ments at moderate prices. Home comforts. Adelphi Hotel. —4 & 6, Rue Taitbout. I p to date and modem. New management. Grand Hotel des Acacias. —47, Rue des Acacias. Opened October, 1909. From 9fr. BOARDING HOUSES. An average inclusive price for a first-class pension at ordinary times is lOfr. daily; but there are prices to suit all. Proprietors of boarding-houses are usually disposed to make special terms for a long stay (from 150fr. to 250fr. a month). In the majority of the boarding-houses visitors can obtain lessons in conversational French. Hotel Pension Simonet.—5, Rue Bassano between Champs Elysties and Trocadero (Metro, Alma). All modern improvements. From8fr. Steam heat and lift. Champs Elys es. —English pension, llbis, Rue Lord Byron. Moderate terms. Pension Hawkes. —7, Avenue du Trocadero, Place de l’Alma. First-class English house. Board from 7fr. Clairmont House.—16, Rue de Calais. Bath, shady garden, electricity. From £2 to £5 weekly. Mme. Gilbert. —62, Rue Singer, Passy. Home comfort. French lessons. Moderate terms. Hotel Pension Francis. —3, Rue Robert Estienne. With or without board. From 6fr. English management. Villa Marceau. —37, Avenue Marceau, near Champs Elysees and Etoile. Moderate terms. From 8fr. Hotel Kuchner-Roth. —29, Avenue Victor Hugo. AO modem improvements. Mod¬ erate charges. Pension Guillier.—21, Rue Valette, near Sorbonne. Home-like. Baths. Garden. From 6fr. Pension Zuetner, 9, Rue du Bois de Bou¬ logne. First-class. Newly furnished by Liberty. Mme. Fran celle. 69, Rue Madame. The following family hotels and pen¬ sions are recommended. The street ad¬ dresses are given, as they are less well known than the hotels given in the pre¬ ceding list; Hotel Lord Byron, Rue Lord Byron 16; Hotel des Champs Elysdes, Rue de Balsac 3; Pension Francis, Rue Robert Estienne 3; Bel- lot-Carol, Rue Boecador 4; Mme. Vic¬ tor Genie, Rue Marbeuf 6; Mme. Vil- lard, Av. Kleber 88 bis ; Pension Hawkes, Av. du Trocadero 7; Mile. Cardon, Rue Vital 14; Brenzinger, Boul. Pereire 69; Richard’s Family Hotel, Rue Darcet 22; Pension Clair¬ mont (Edouard Poy), Rue de Calais 16; The Home (Mile. Hadamla), Hl. 8 Richepanse 15; Mme. Doucerain, Rue Caumartin 12; The Marlboro’ (Mmo. Wallis), Rue Taitbout 24; Hotel Dy- sart. Square Latour-Maubourg 4; Ho¬ tel-Pension de l'Odeon, Rue de 1’Odeon 3; Clement, Boul. Raspail 140; Mme. Peeler, Boul. Raspail 282; Villa des Dames, Rue Notre-Dame-des-Champs 79; Mrs. Edward Ferris (Amer.), 97 Boulevard Arago; and the Franco- English Guild, 6 Rue de la Sorbonne. RESTAURANTS. Most of the restaurants in Faris only serve meals a la carte, and eve¬ ning dress is usually worn, although it is not obligatory. At all of the best hotels the waiters speak English, or at least the head waiter is always able to speak English. Many of the large hotels have excellent restau¬ rants, which are, of course, open to those who are not guests of the house. Care should be taken of the hors d'oeuvres, or fruit, which has not been ordered, as this is apt to swell the bill very materially. Fruit is notoriously expensive in Paris, and if any of the hothouse varieties are partaken of the bill will grow apace. Two people can go to a good restaurant in Paris and get a good dinner for about ,$6.00, in¬ cluding fair wines; but this is a vari¬ able quantity, and might readily be more or less. The following restau¬ rants are near the Opera, and in the center of the city : Paillard, Rue de la Chaussee-d’Antin 2 and Boul. des Italiens 38; Hotel Ritz, Three Ven- dome 15; Cafe de Paris, Avenue de l’Opera 41, West Side; Durand. Place de la Madeleine 2. East Side ; Larue, Place de la Madeleine 3, West Side; Cafe de la Paix, Boul. des Capucines 12, North Side; Voisin, Rue St. Ilonore 261 and Rue Cambon 16; Cafe Anglais, Boul. des Italiens 13, South Side.; Henry, Rue St. Augustin 30; Maire, Boul. St. Denis 14 and Boul. de Strasbourg 1; Brasserie Riche, Boul. des Italiens 16, North Side; Restau¬ rant Prunier, Rue Duphot 9; and Weber, Rue Royale 21. The restaurants in the Champs Ely¬ sees and the Bois de Boulogne are chiefly frequented in summer. Those especially recommended are the Res¬ taurant Ledoyen and the Restaurant des Ambassadeurs. The following res¬ taurants are in or near the boulevards, and the list is given after a knowledge that they were open for business, and well recommended, on February 1, 1910: Maxim’s, No. 3 Rue Royale, is frequented almost entirely at night; this, with the Abbaye Royale, Rat Mort, and Bal Tabarin, should be fre- 476 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL quented with judgment when ladies are in the party; Grand-Vatel, Rue St. Honore 275, Bouillon Duval, Place de la Madeleine 10 (moderate price) ; Bouillon Boulant. 35 Boul. des Capucines (moderate) ; Restaurant Julien, 3 Boul. des Capucines; Brasserie Universelle, 31 Boul. des Ca¬ pucines (moderate) ; Bouillon Duval, same address, also moderate priced; Sylvain, Rue de Halevy 12 and C'haus- see-d’Antin 9 (moderate) ; Restaurant Italien, Passage de 1’Opera 23-25 (moderate) ; Taverne Pousset, 14 Boul. des Italiens; Taverne Lafitte, 20 Boul. des Italiens; Bouillon Duval, 29 Boul. des Italiens (moderate) ; Noel- Peters, 15 bls Boul. des Italiens; Caffe Cardinal. 1-3 Boul. des Italiens; Res¬ taurant Gauclair, Rue St. Marc, cor¬ ner Rue de Richelieu (moderate) ; Restaurant Viennois, 20 Boul. Mont¬ martre (moderate) ; Brasserie Zim¬ mer. 18 Boul. Montmartre (moder¬ ate) ; Restaurant de la Terrasse .Touf- froy, 10-12 Boul. Montmartre (mod¬ erate) : Bouillon Duval, 21 Boul. Montmartre (moderate) ; Bouillon Boulant, 1 Boul. Montmartre (mod¬ erate) ; Grande Taverne, 16 Rue du Faubourg-Montmartre (moderate) ; Restaurant Moderne, Rue Vivienne 45 (moderate) ; Restaurant Marguery, 34-38 Boul. Bonne-Nouvelle ; Brasserie Muller et Blaisot, 35-37 Boul. Bonne- Nouvelle (moderate) ; Restaurant Vi¬ ennois, Rue d’Hauteville 5 (moder¬ ate) ; Restaurant de l'Hotel Continen¬ tal, in the Rue de Rivoli; Bouillon Duval. 194 Rue de Rivoli (moderate) ; Restaurant Delpuecli, Place du Thea- tre-Franqais (moderate) ; Caffe-Res- taurant des Negociants, Rue du Lou¬ vre 42 (moderate) ; Restaurant des Dames-Seules, 47 Rue de Richelieu, is for ladies only. There is a good res¬ taurant in the Terminus Hotel in the Gare St. Lazare 21. The restaurants on the left bank which are recommend¬ ed are as follows: Restaurant de l'Hotel du Palais d’Orsay, in the Quar- tier St. Germain; Bouillon Duval, 170 Boul. St. Germain (moderate) ; Caffe- Restaurant Lavenue, Rue de Depart 1; Taverne de la Brasserie Dumesnil Freres, Boul. du Montparnasse 73; Cafe-Restaurant Vachette, 25 Boul. St. Michel (moderate) ; Taverne du Pantheon, 63 Boul. St. Michel (mod¬ erate) ; Bouillon Boulant, 34 Boul. St. Michel (moderate) ; Foyot, Rue de Vaugirard 22 bls and Rue de Tournon 33; and Cafe-Restaurant Voltaire, Place de l’Odfeon 1 (moderate). CAFES The cafes are, at all periods of the year, one of the features of Paris. They may, with very few exceptions, be fre¬ quented during day or evening by the gentler sex. After 11 or 12 p. m. a cer¬ tain number should be avoided. Many of the cafes in this necessarily brief no¬ tice may be visited at all times. Many cafes are also restaurants, where drinks are not obtainable inside during meal hours, but outside, “on the terrace,’’ re¬ freshments are served at all hours. Prices of refreshments vary according to the location and popularity of the estab¬ lishment. Thus, what is not obtainable for less than 75 c. at the Cafe de la Paix, costs only 50 c. at tile Brasserie Pousset, on the Bd. des Italiens. A bock (glass of beer) is the cheapest drink; 30 to 50 c. It is frequently called a “quart,” and when a "quart” costs 30 e. a "demi” (double quantity) costs 50 c. The price of the refreshment is marked on the saucer served with it. The most popular Parisian drinks are : cafe (coffee without cream or milk), ab¬ sinthe, vermouth (French or Italian), amer (bitter)—taken with curagao, kirsch or grenadine,—grog americain, madere, porto, malaga, menthe (white or green), chartreuse, anisette, kummel, cognac; sweet “long” drinks are: gro- seille, grenadine, orgeat, orangeade, citronade. taken with plain or -seltzer water. Tea, coffee and chocolate are served at all hours. Writing materials always furnished free of charge. Aver¬ age price for the above refreshments is 50 c. to 1 fr. in the better class cafes and 30 to 60 c. in others. Minimum gratuity 10 c. to 20c. Cafes are open from 7 or 8 a. m. until 1 or 2 a. m. Some cafes are open all night. Good lunches, dinners and suppers may be obtained at most cafes and brasseries, many of which enjoy a first-class reputation as restaurants. Among the leading cafes and bras¬ series, all of which are restaurants, are: Durand, 2, Place de la Made¬ leine ; Grand Cafe, 14, Bd. des Capu¬ cines, specialty, billiards ; music from 9 p. m. ; Cafe de la Paix, 12, Bd. des Capucines and Place de I’Opfera; Bras¬ serie Universeile, 31, Av. de 1’Opera; Brasserie de l’Opera, 26, Av. de i’Opera ; Caffe Amfericain, 4, Bd. des Capucines, renowned dining and supper resort ; Cafe Glacier Napolitain, 1, Bd. des Ca¬ pucines ; Maxim's, rue Iioyale ; Taverne- Royale, 25, rue Royale; Weber’s, 23, rue Royale: Cafe Pousset. 14, Bd. des Italiens; Cafe Mazarin, 16, Bd. Mont¬ martre ; Caffe Riche, rue Le Peletier, corner of Bd. des Italiens; Brasserie Zimmer, 18, Bd. Montmartre; Brasserie Muller (Caffe de Madrid), 6, Boulvd. Montmartre; Caffe des Varietfes, 9, Bd. Montmartre (famous resort of actors) ; Cafe Brfebant, 13, Bd. Toissonnifere; Brasserie Muller, 35. and 37, Bd. Bonne- Nouvelle ; Cafe de la Terrasse, 30. Bd. Bonne-Nouvelle; Caffe de la Rfegence SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 477 (where “chess" is greatly played), rue St.-Honore, Place due Theatre Frangais ; Cafe d'Harcourt, 47, Bd. St.-Michel; Caf6 de Versailles, 1, Place de Rennes; Cafe du Cercle, 119, Bd. St.-Germain; Cafe des Ecoles Reunies, 98, Bd. St. Germain; Cafe de la Rotonde, 88, Bd. St.-Michel; Brasserie Vetzel, 1, r. Auber (opposite the Grand Opera) ; Cafe Americain, 10, Place de la Republique ; Cafe Brasserie de l’Bsperance, 18, Av. de la Grande-Armee; Cafe Restaurant du Barreau, 10, Bd. du Palais (fre¬ quented by the legal profession) ; Cafe Restaurant des Sports, 89, Av. de la Grande Armee. The number of cafes in Paris is so great that, an attempt has been made only to indicate a few enjoying great popularity. There are cafes or brasseries adjoin¬ ing nearly all the theatres and concert halls. Electric bells ring about a couple of minutes before each act is about to begin. There are some excellent Italian restaurants in Paris where the food is very good and the prices are moderate. It is needless to say that if repeated visits are paid to the same restaurant, the effect of liberal tips will soon be felt. The best cafes can be visited with propriety by ladies, although Parisian ladies of the highest class rarely patro¬ nize them. Cafes on the north side of the Boulevard Montmartre should be avoided. BRASSERIES Many cafes are still termed Brasser¬ ies ; at some, good meals are obtainable at a very moderate figure. At the Bras¬ serie Universelle, 31. Av. de l'Opera, a good lunch may be had for about 2% fr. At all brasseries the beer, whether Ger¬ man or French, is particularly good. Among the best known are : Muller, GO, faubourg Montmartre; I’ousset, 14, Bd. des Italiens; Zimmer, 18, Bd. Mont¬ martre ; Pschor, 2, Bd. de Strasbourg: Montmartre, 01, rue du Faubourg-Mont- martre; Mollard, 113-117, rue St. La- zare (opposite Terminus Hotel) ; Coq d’Or, 149, rue Montmartre. WINE SHOPS The wine shops of Paris are very numerous, but are largely frequented by the lower classes and are not visited by English-speaking people to any ex¬ tent. Wine is obtainable anywhere in Paris, but is apt to be dear and indif¬ ferent. Red Bordeaux costs anywhere from 2% to 4 fr. a bottle; white Bor¬ deaux is about the same price. Bur¬ gundy costs 4 fr. a bottle. Champagne does not have the vogue in France that it does in other countries. BARS (ENGLISH AND AMERICAN) Those enjoying the best repute are: Henry’s Bar, 11. rue Volney: Chatham Hotel Bar, 17, rue Daunou; Saint- Petersburg Hotel Bar, rue Caumartin ; Chicago Bar, 12, rue Taitbout; The Bo¬ dega, 234, rue de Rivoli, etc. There is also a bar in the Grand Hotel. PASTRY COOKS AND TEA ROOMS For amateurs of cakes, creams, ices and light refreshments, Paris provides a great number of well managed shops and rooms where, at moderate figures, one may obtain all one desires in this department. Some of the pdtissiers have acquired a great reputation for their various specialties. The following will be found especially good: Wanner, Patisserie Viennoise, 3, Chaussee d’An- tin; Chiboust, 163, rue St.-Honors; Bourbonneux, place du Havre ; Laduree, 16, rue Royale ; Potel et Chabot, 2 Av. Victor Hugo. Good cakes, etc., to be had at Lip- ton’s Tea Rooms, 37, Bd. Haussmann, Paris. Afternoon tea is obtainable also at the following places; Hotel Montana, 11, rue de l’Echelle (corner of Av. de l’Opera) ; Hotel Continental, rue de Rivoli; English Dairy Co., 8, rue Cam- bon; Rumpelmeyer, 226, rue de Rivoli ; Colombin, 6, rue Cambon ; Marlborough, 5, rue Cambon: Maison Ixe, 6, rue Halevy; Ritz Hotel, Place Vendome; Elysee Palace Hotel, Av. des Champs- Elysees: Grand Hotel, Bd. des Capu- cines; Wanner, 3, rue de la Chaussee- d’Antin (Viennese confectionery) ; Chi¬ boust, 163, rue St.-Honore; Hotel As¬ toria. Champs-Elysees: Hotel Campbell, Av. Friedland; Laduree, 16, rue Roy¬ ale ; W. II. Smith & Son, 248, rue de Rivoli (reading room and tea rooms combined) ; Medova Tea Rooms, 3, rue de l’Echelle. BANKS Most of the banks have their offices in the foreign quarter near the Opera and Madeleine. English is spoken at all of the big banks. Letters of credit, checks, etc., can be cashed at the office of the American Express Company, T. Cook & Son, etc. NEWSPAPERS AND MAGAZINES There are 3,218 newspapers, etc., in Paris. They are chiefly sold at the kiosks or stalls on the boulevards. These kiosks are allotted by the Prefect of the Seine to the widows of naval officers, judges and other functionaries, who rent them out to the actual occu¬ pants. The principal newspapers in Paris are Le Petit Parisien, Le Petit Journal, Le Matin, Le Journal, Le Figaro, L’Echo de Paris, Le Temps, L’Eclair, Oil Bias, La Patrie and La Presse. Among the best illustx-ated weeklies are L’Illustration, Le Monde II- lu.ytre and La Vie an Grand Air. 47S SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL BELT (CEINTURE) RAILWAY This railway, called Chemin de fer de Ceinture, effects the circuit of the city (22 miles) in 1 hour 40 minutes. The stations at which trains stop are Courcelles-Ceinture, Courcelles-Levallois, Neuilly-Porte-Maillot, avenue du Bois- de-Boulogne, avenue Henri-Martin, Passy, Auteuil, Point-du-Jour, Grenelle, Vaugirard, Issy, Ouest-Ceinture, Mon- trouge, La Glaciere, Gentilly, La Mai- son Blanche, OrlSans-Ceinture, La Ra- pee-Bercy, Bel-Air, avenue de Vincen¬ nes, rue d’Avron, Charonne, Menilmon- tant, Belleville-Vilette, Pont-de-Flandre, FURNISHED APARTMENTS Furnished flats or apartments can be had anywhere in Paris. Single rooms in a good location cost from 80 to 125 fr. a month. Often the porter's wife, called the “concierge,” will take care of the room for a small consideration. Of course, furnished apartments can be had up to almost any figure. Unfur¬ nished apartments are advertised by a white bill, furnished apartments by a yellow bill. Always be very careful to take an inventory when renting a room or an apartment, as the landlord will surely do the same. Rents are payable a month in advance. NEpjj^/Grandes /Came res ; - 9 _ \ 121*48 Ternes C—... \ ' n E ^ e \duRouIe . . 76*80 vm l ■’a . : \ \ / Madeleine rorlc \ ^.^.. 4 .. 73^ ■'Dauphine: Chaill c t\ , ivOks i , M k tt \ Champs Uyaeei l —\ XVI \ la Muette I la /-fontde i&outte chapeiy Flandre ,. lk< o X ,J r'ienancour* "gf \ uisfeo/ \ tfot -^BrtLll^t^ I /laVilletteN name o i / • / 125*30 Monceau At S^ncent 7S 7 1*20 0 JY ^5^7 dePaul / I -^meriqu _5*7 - ./—/ I, — \!*3*70 L Faubr * J Porte * Combat s. 58*20 T 1 Auteui) 2*9* Grenelle 150* vn / 27*id^"x\7 Metiers. 30*06 / ^tnfent in i'' Halles/yAvoie\Rc -!?-...«? /V s 21>50 y -\ -‘MernN^fchives 32 X 34* „A eMilitaire \ 42 V Belleville 82k 1 0 Folie* Mericourt 70*16.,*— 81*76 \ n , : /• StAmbroise \ , Kre- /( yt - \ Lachaise / J 1 itAm • 163*20 Jevel 178* Gros Caillou / lr ^; dc » U 6 S /— “ 7 - sl-rv, /lsnt A/^ \ \ A \ p - - die!-Air la Roquette 117**20 ^ \Charonne Marguerite ^ x 8 i*io AyN Necker / \.-s \ Lambert 239* 67 * \ Montparnasse \ r 109* f Plaisance. • 1S7*^ / HV • petit i ;'Mon trouPe/' *£*1 to 6 Nx3 0 Sante f"jr 102*15 Salpt-ri^re 1 110*90 ^ CSffl . Be e JSLS PicpuS j 93 b 103*60 ^ \ Janche\ 173*60 \ la Gare* 202*20 MAP OF PARIS, SHOWING DIVISION INTO ARRONDISSEMENTS Est-Ceinture, La Chapelle-St.-Denis, Nord-Ceinture, boulevard Ornano, ave¬ nue de St.-Ouen, avenue de Clichy and back again to Courcelles-Ceinture. Trains every 10 minutes. Fares vary according to distance. First class sin¬ gle, 40 c. to 00 c. : return, 60 c. to 90 c. Second class single, 20 c. to 30 c. ; re¬ turn, 30 c. to 50 c. In connection with this railway, trains run from the Gare St.-Lazare to Courcelles-Levallois, via Batignollcs. From Courcelles-Levallois some proceed as far as Auteuil, while others go to the Tnvalides, via Porte-Maillot, Henri-Mar¬ tin, Boulsinvilliers, quai de Passy, Champs de Mars, avenue de la Bourdon- nais and Pont de' l'AIma. HORSE RACING This amusement is very popular and most of the horse race courses are within easy reach of the capital. The porter of the hotel will be glad to give information and all events of this kind are published in the daily papers. LAVATORIES Lavatories (Chdlets de NtcessiM or de Commodity) will be found all over Paris. Fee, 5-15 centimes, a few higher in price. Where the facilities of hotels are used a fee should be given tb the attendant. All railroad stations are adequately provided. Sanitary plumb¬ ing in France is far behind the United States. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 479 LOST AND FOUND Property which has been found in cabs or other conveyances, public build¬ ings, etc., is taken to the office of the district commissioner of police. If not claimed within 48 hours it is sent to the Bureau des Objets Trouves at the Prefecture of I’olice, 36, Quai des Orfevres. MESSENGER BOYS There is an excellent service of mes¬ senger boys, corresponding to our own in large cities. They are called in the same way by the messenger call box. The average charge is a franc an hour and the expense of taking a telegram to the post-office or calling a cab is 20 cen¬ times. OMNIBUSES AND TRAMWAYS There are nearly one hundred omni¬ buses and tramway lines in Paris and they afford, after the Metro, perhaps the best means of getting around the city, if a carriage or taxicab is not required. Each vehicle is distinctly marked with the initial and terminal point of its journey and the direction in which the omnibus is going is indicated by a mov¬ able board at the rear end of the bus or tram. When full, a notice to that effect, the word complet (in blue let¬ ters on a white ground generally) is placed over the door. Vehicles stop at any point desired, except in the prox¬ imity of an office, where passengers wait and are sheltered. On entering office, take a number, a little ticket varying THE SEINE, WITH NOTRE DAME IN THE DISTANCE NUMBERING THE STREETS In Paris the numbers begin at the street end nearest the Seine when the street is nearly at right angles with the river. When streets run more or less parallel with the river the numbers fol¬ low its course. Even numbers are al¬ ways on the right-hand side of the street, odd numbers on the left hand, following the above named course. in color according to destination. On the • arrival of every vehicle the num¬ bers for that destination are called over and the holder takes his numerical turn. The system is an admirable one, though at times passengers experience long waits. Fares are generally as follows: Out¬ side ( imperialc ) 15 c. ; inside (intr- ricur) 30 c. ; correspondence tickets are given without extra charge to inside passengers. Ask for same on paying SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 4*0 ^EVRESi BELLEVUE; S T CLOUD LES _COTE AU) E ST CLOUS' >URESNES BAS-MEUI k * BOULOGNE LONGCHAMP" iN iBILLANCOURT .ES PEUPLIERS r.;A- \ pont'de; /*3RENELLi JAVEL (PONT JWWABEi PASSY-GRE OINT du\JOUR uteuii: A GALlQTE ONT D NELLE PASSY TROCADERO ■: A l PONT OEL’ALMA Ipt DESlNVALIDES pontd’IEN PONT DE L'ALMA^ PONTDES INVALIDS',^. ^ Gare des Inva/ide i e±A* W vi ] PONT DE LA CONCORDE®, ; VUCONCORpE / Garedu Qua! dOrsayn/t r PT ROYAW \ are PONT DES S 1 ? PEREJ^» V i Gare du iuxembourdr, PONTNEUPi ^LOUVRE )NT ROYAL iTUILERIES O DE LATOURNELLE; I.STI /CHATELET Gare du Nord [Gare d 'Orleans pont\p‘AUSTER PONT DE TOLB1A . A.-A r ' NOT EL DE VILLE JLLY Gare de t'Est (Gare de Vmcennes IVRY> s. ’ \ > N x ; v ■ '■;rv _ ., • t V \ . - . r G ■ -i S.v £ jsxzavZ •. . . . y; . • \ V/ \ ^ XTpony/S'austerlitz \ ... OGare de Lyon \ a^ponj'WIbercy \# Pont national v / /. . , INS GENERAUX ARRIERES/ .aIfcMtville-iviarne \cHarenton Legende Charenton -Auteui/ - P/dAuster/itz - _ d°— - • — -. - Tui/eries - Suresnes . Chemins c/e Per .- MAP*OF RIVER SEINE, SHOWING STOPS OF RIVER STEAMERS. 1. Boats on the Seine. 2. Charenton Auteuil.—Week days, 10 centimes. 3. Pont d’ Austerlitz Auteuil.—Week days, 10 centimes. Pont Royal Suresnes.—Week days, 20 centimes. Sundays, double fare. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 481 fare. They entitle holder to transfer to any other one crossing the route. “Cor- respondance, s’il vous plait” is the cus¬ tomary phrase for asking for a transfer ticket. By this arrangement almost any point of Paris may be reached for 30 c. from any other point. Outside passen¬ gers who ask for a correspondance pay 30 c. On some trams section fares (5 e., 10 c. and upward) are now charged. The fares on suburban trams often reach 1 fr. for very long distances. POSTAL INFORMATION The inland postal rate for letters and letter cards is 10 c. for 15 grams. Pos¬ tal cards, 10 c. Letters and letter cards in the International Postal Union, 25 c. SERVANTS A cook in Paris commands 60 fr. a month or more, while a girl to do gen¬ eral housework costs from 40 to 60 fr. a month. It is customary to give ser¬ vants at least 10 fr. a month for wine, or else given them three bottles a week. There is no difficulty in getting ser¬ vants to do general work for a few hours a day, as taking care of an apart¬ ment. This is often done by the “con¬ cierge,” or who will be glad to recom¬ mend some one, at any rate. TELEPHONES Telephones will be found in all post- offices, hotels, etc.- The charges are 15 c., or 3 cents, for three minutes’ .,. A j 1 1 "rHa'; | ■ • jbjft i 1 ipiii m HEW FROM THE ARC DE TRIOMPHE, SHOWING EIFFEL TOWER for the first 15 grams and 15 c. for each additional 15 grams. Postal cards, 10 c. Books and printed matter must be open at both ends ; 5 c. for 50 grams, limit of weight 2 kilos. REGISTRATION OF FOREIGNERS All foreigners who are desirous of earning a living in Paris are obliged to register at the Prefecture of Police within a week of their arrival. conversation (local calls). Suburban calls, 25 c. within a radius of 25 kilo¬ meters. An annual subscription for a private telephone costs 400 fr. a year, or $80.00. The following addresses have heen selected by Mr. Maun, as the individ¬ uals and concerns were in business and well recommended on February 1, 1910: 482 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Baths. Hammam, rue des Mathurins 18. Ste. Anne, rue Sainte Anne 58. Schich, rue de Dunkerque 56. Colisee, rue du Colisee 14 Debry Ave. Victor Hugo 109. Flevin, ave. Wagram 28. Gvmnasium, Passage de l’Opera 19. L r a venue, Cite du Retiro 1. St. Roch, rue St. Honord 274. Susson, rue Washington 25. Boot-makers. Justesen, rue de la Paix 2. Hellstein, Place Vendome 23. American Shoe Stores, ave. de l’Op^ra 15, Chat Noir, bd. des Italiens 18. High Life, bd. des Italiens 30. Taitbout, bd. des Italiens 22. The Sport, bd. Montmartre 17. Manfield, bd. des Capucines 8. Pinet, bd. de la Madeleine 1. f V K AVENUE DE BOIS DE BOULOGNE, LOOKING TOWARD L’ETOILE Barbers. Barnes, rue Boissy d’Anglas 30. Langres, rue Boissy d’Anglas 17. Albert, rue Bayen 51. Albert, bd. Haussmann 45. Beautier, ave. Victor Hugo 95. Camille. Croisat, rue 4 Septembre 9. Lespfes, bd. Montmartre 21. Guionnet, rue Meyerbeer 3. Gustave, rue Royale 22. Befficre, rue du Havre 5. Articles de Voyage. Vuitton, rue Scribe 1. Au Touriste, ave. de l'Op^ra 36 bis. Davis, rue Meyerbeer 3. Delion, bd. des Capucines. Au Depart, ave. de l’Op^ra 29. Girardeau, rue Scribe 7. Kendall & Co., rue de la Paix 17. Moynat, Place du Theatre Frangais. Vodable, ave. de 1’Opdra 15. Bronzes, etc. Gabreau, rue Druot 5. Goldscheider, ave. de l’Opdra 28. Pannier, rue Scribe 6. Herzog, rue de Chateaudun 41. Samson, ave. de l’Opera 30. Siot-Decauville, bd. des Capucines 24. Lacarriere, place Vendome 18. Soci^te Frangaise, rue de la Paix 10. Rechond, bd. Montmartre 11. Druggists. Mille & Caillaud, rue Druot 25. C^dard, place du Theatre Frangais 2. Delouche, place Vendome 2. Duret, bd. Malesherbes 19. Pachaut, bd. Haussmann 130. Normale, rue Druot 17. Pepin, rue 4 Septembre 9. Molnat, rue Boissy d’Anglas 31. Caste, rue Washington 3. Catellan (Homoeop.), bd. Haussmann 21. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 48.1 Cigars, etc. Didier, bd. des Capucines 35. Bethout, bd. des Italiens 8. Bamabe, bd. Bonne Nouvelle 23. •Toubert, bd. Haussmann 96. Pages, ave. des Champs Elysdes 88. Puech, bd. Malesherbes 32. Segare, rue Royale 14. Salgues, bd. Malesherbes 103. A la Civette, rue St. Honors 157. Vazille, rue du Faubourg Poissonniere 115. DEPARTMENT STORES. Paris contains several vast department stores or general emporiums, in which may be obtained articles of clothing of every possible description, fancy goods in infinite variety, furniture, etc. Apart from the question of purchasing, these emporiums are worth a visit, as constituting one of the sights of Paris. The clerks in these large shops are quite accustomed to customers who speak little or no French, and are most courteous. Many of them who do not rank as interpreters speak a little English. The principal department stores are: Louvre. —Rue de Rivoli, Palace du Palais- Royal, Rue Saint-Honord, and Rue Maren¬ go. Goods of the best quality at advan¬ tageous prices. London: New Bond Street, W. Printemps. —Boulevard Haussmann, Rue du Havre, Rue de Provence, and Rue Cau- martin. Ladies’ dresses and millinery. Men’s clothing, hats, and boots. Chil¬ dren’s outfits, household requisites, furni¬ ture, carpets, etc., at reasonable prices. Galeries Lafayette. —Rue Lafayette,Boule¬ vard Haussmann, and Chaussde d’Antin. Costumes, cloaks, furs, skirts, blouses, hats, veilings, etc. Tasteful novelties at low prices. Bon Marche. — Rue du Bac, Rue de Sevres, Rue de Babylone, and Rue Velpeau. (Maison, Artistide Boucicaut.) La Samaritaine. —75, Rue de Rivoli, and Rues du Pont-Neuf and de la Monnaie. The noted cheap department stores. Showrooms, 99, Regent Street, London. Old England. —12, Boulevard des Capucines. La Cour Batave. — 41, Boulevard Sdbasto- pol. Specialty of ladies’, gentlemen’s, and children's linen. DRESSMAKERS. Paris is, of course, the centre of the dress¬ making world. Women come from all comers of the earth to be clothed by the great dress¬ makers of the Rue de la Paix, and an amount of skill, study, originality, and application is devoted to conceiving and executing the great dressmaking creations of which the outside world has so little knowledge. There are some hundred good dressmakers in Paris, but only about a dozen stand for that perfection which has given Paris its reputation, and perhaps only three or four set the fashions. Each of the big houses has, however, a style of its own and women of experience know which to seek according to their requirements. THEATRES. The following is a list of the theat¬ rical performances, concerts, etc., which were available for visitors on the 18th of January. A similar list can be obtained from any of the good French newspapers, or the English pa¬ pers, the Herald and Daily Mail. There is also an excellent little pub¬ lication, entitled “La Semaine de Paris,” which is sold for a few cents at the principal hotels. This can also be obtained at Brentano’s, 37 Avenue de l'Opera. This little book, of some 24 pages, contains a list of theaters, with the plays which will take place, with, very often, the names of the actors. It gives the time when the box office is open and the time when the curtain rises. It also gives a list of the Bijou Theaters and other diver¬ sions. Ladies should only go to the various music halls when accompanied hy gentlemen. This little publication also gives a complete program of all the interesting occurrences for the week, such as sports, art sales, lectures, concerts, etc. No visitor to Paris should be without this little book, which can be obtained at such low cost. It also gives a list of all the places in Paris where church services are given in English or other foreign languages. theatres. Opdra, elache. Mercredi: Romdo et Juliette.— Vendredi: Tannhaeuser.— Samedi: Salammbo. Franijais, 8 h. %.—La Paix chez soi. Athalie. Mercredi, vendredi: Sire.— Jeudi (mat.); Le Manage d’Angdlique; l’Avare; les Prdcieuses ridicules; (soirde); la Paix chez soi; Athalie.— Samedi: Le Mari age de Figaro.— Dimanche (mat.); Sire; (soirde): le Passant; le Voyage de M. Perrichon; l’Anglais tel qu’on le parle. Opdra-Comique, 8 h. L—Phrynd.—Paillasse. Mecredi: Werther.— Jeudi, samedi; Phrynd; Paillasse.— Vendredi: Carmen. Oddon, 8 h. 50. Le Chauldronnier. Comme les feuilles. Mercredi, jeudi, vendredi, samedi, dimanche (mat. et soirde): Comine les feuilles.— Jeudi (matinde-confdrence): Phedre.— Samedi (mat.): Le Romantisme au thd&tre.— Lundi: Horace; les Fourbe- ries de Scapin. Gymnase, 8 h. —Pierre et Thdrfese. Vaudeville, 9 h.—La Barricade. Varidtds, 8 h. 20.—Les Maris en vaeances.— Un Ange. Gaitd-Lyrique, 8 h.—Quo vadis? Mercredi: Les Huguenots.— Jeudi (mat.): La Damnation de Faust.— Jeuni, vendre¬ di: Quo vadis?— Samedi: Lucie de Lam- mennoor.— Dimanche (mat.): le Trou- vdre; (soirde): Quo vadis? Lundi: Orphde. E-Q9 JmpJtu/renqy.+izrur 486 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Renaissance, 9 h. 10.—La Petite Chocola- tifere. Th. Sarah-Bernhardt, 8 h. 40. Le Proems de Jeanne d’Are. Nouveaut^s, 8?4- Portrait de la baronne Noblesse oblige. Th. Rejane, 8 h. y .—Mine Margot. Porte-Saint-Martin, relache. Th. Antoine, repetition generate de l’Ange gardien. Chatelet, 8 h. J4.—La Petite Caporale. Ath<5n£e, 8 h. 34- La Bonne ^cole; le Dan- seur inconnu. Palais-Royal, 8 h. 34-—Flagrant d^lit.—La Cagnotte. Trianon-Lyrique, 8 h. 34-—Richard Cceur- de-Lion.—La Chanson de Fortunio. Mercredi; La Fille de Mine Angot.— Jeudi: Richard Camr-de-Lion; la Chanson de Fortunio.— Vendredi; Les Dragons de Villars.— Samedi; le Maitre de ehapelle; la Femme a papa. Bouffes-Parisiens, 8 h. —Lysistrata. Ambigu, 8 h. 34-—Nick Carter. Folies-Dram. 8 h. ]/■ j. True de Nicolas. Un homme de glace. Th. Apollo, 8 h. 5.4.—La Veuve Joyeuse. Th. Molifere, 8 h. 34-—La Pocharde. Cluny. 8 h. 34- Boarding House.—Mariage de gourdes. Th. des Arts. 8 h. 34-—L’Aiglon. D^jazet. 8 h. %. La Main de ma fille; le Papa du regiment. Grand-Guignol, 9 h. Horrible experience. L’ Ami des deux. Le Hangar de la rue Vicq-d’Azir. La Halte. Mme. Aureiie. Capucines, 9 h.—Aimd pour soi-mGne. La Couverture.—Sans rancune...revue. SPECTACLES-CONCERTS. Folies-Bergere, 8 h. 34- La Revue des Folies- Bergi>re. Olympia, 8 h. 34- Enlfevement de Psyche Pick Nick Carter. Scala, 8 h. X- La Revue. Morton, E. Favart, A. de Tender, Mary Perret, P. Morly, Carpentier, Casa, Eugenio, Rivers. Boite a Fursy, 9 h.—La Revue.—Fursy. Grands Magasins Dufayel.—2 h. 34 a 6 h.— Concert et cinematographe tous les jours, sauf le dimanche. Nouveau Cirque, 8 h. 34- Attractions. La Chasse au cerf. Palais de Glace (Champs Elysees).—Patinage sur vraie glace. Tous les jours de 2 4 7 h. et de 9 h. k minuit. Tr Eiffel, de midi h la nuit au 2e etage pr. es- calier. Barauler. Jardin d’Acclimatation.—Attractions diver- ses. Alhambra.—Cirque Medrano.—Cirque de Paris.—Comedie-Royale.—Eldorado. — Hippodrome.—Moulin de la Galette. —Moulin-Rouge.—Musee Grevin.— Pa- RISIANA. EXPOSITIONS. Rue de Sfeze, de 10 1/2 k 6 h.; Exposition de “la Cimaise.” PARIS NEWSPAPERS. The Paris edition of the New York Herald is published each day. It is an illustrated paper, filled with the news of the world. It should be read daily by all who are traveling in France and on the Continent. The Paris Daily Mail is printed each morn¬ ing in Paris, thus gaining throughout the Continent an advance of about a whole day on papers sent from Lon¬ don. It contains all the London news and has a special American cable serv¬ ice. Its advertising columns give in¬ valuable information as to hotels, pen¬ sions, garages, etc. Visitors to Paris should register at the office of the New York Herald. Their name will be ca¬ bled home and published in the New York Herald without charge. Be sure that your name is written correctly and legibly in the book. The Brook¬ lyn Eagle has an office at 3 Regent street, London, and 53 Rue Cambon, Paris, where visitors will receive every attention. When six large transatlantic steamers sail the total amount of fare paid is estimated at $617,000. The following is an interesting little table which appeared in the Evening Sun of recent date, and may be assumed to be fairly accurate The total of saloon fares is computed by means of an average fare figured out by the steamship men. It will be seen by the total that travelers by a half dozen of the liners spend a little over a half million dollars before they start. There is of course a big sum expended on these ships for second cabin fares. This might amount to $19,500 on a basis of 300 passengers at an average fare of $65; thus the fares by the “Kaiserin Auguste Victoria” would be $130,500. « ^ . 05 CO § s g .1 s || 3 g !i !?*. £ 8.S Ship 2 § ft* ft, ^ 0 .5 0 ^ § ^ a '"x 00 sL-S i Adriatic. 400 $112.50 $1,350 $100,000 Mauretania . . 450 125.00 1,600 121,000 Provence. 550 105.00 1,000 70,000 Kaiserin A. V .. 550 112.50 1,250 110,000 Rotterdam .... 500 105.00 1,250 87,500 Kronprinzessin 550 117.50 1,450 128,500 Total. $617,000 The Oceanographic Museum, which is a particular hobby of Prince Albert of Monaco, was opened recently in the presence of dele¬ gates from the principal museums in the world. In addition to specimens of fauna from all the oceans there are on exhibition all contrivances for the capture of sea animals living at all depths. There is also a mag¬ nificent aquarium, in which the sea water is continually changed by means of pumps. BERLIN While this little handbook is not in¬ tended to take the place of the regular guides, still a little information re¬ garding arrival may prove of value to those who arrive by way of Bremen and Hamburg. The traveler is recom¬ mended to buy a copy of Baedeker’s “Berlin and Its Environs,” which is sold in the United States even for less than $1.00. This gives valuable infor¬ mation as to hotels, galleries, etc., and the expense will be saved by the advice conveyed. tains. Most trains run over the Stadt- bahn, which has a number of stations. Cabs .—A policeman at the exit gives a numbered check to the traveler. The cab should be summoned by a por¬ ter who transfers the baggage. Give twenty pfennigs, or five cents of our money, for each 55 pounds, and half as much again for each additional amount. A cab is called a “droschke.” and a luggage cab a “gepaek-droschke.” Advise the policeman which is required when asking for a check. A taximeter Stations. —1. Anhalt, Anhalt trains ‘ arrive and depart for Dresden, Leipzig, Frankfort, etc. 2. Lehrter Station, trains arrive from Hamburg, Bremen, Hanover, etc. 3. Potsdam Station, trains arrive and depart for Potsdam, Magdeburg, Cassel and Cologne. 4. Stettin Station, for Stettin, Ros¬ tock, etc. 5. Gorlitz Station, for the Shru- wald, Gorlitz and the Giant Moun- cab should be secured, if possible ; but if not available, the fares are, for one or two persons, GO pf. for 14 hour; hour, 1% marks; each additional 15 minutes, 50 pf. Luggage, except 22 pounds (carried inside the cab), extra, as follows: 55 lbs., 25 pf.; 56-110 lbs., 50 pf.; 111-165 lbs., 75 pf.; 166-220 lbs., 1 mark; over this amount take a gepack-droschke. The “taxi” cabs reg¬ ister the amount to be paid. These cabs make faster time and are more 487 488 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL expensive. The portier of the hotel will adjust all matters relating to cab hire. A charge of 25 pf. is made for the metal check securing the cab. A gratuity amounting to 6 to 10 cents of our money should be given. For drives after arrival, see the portier of the hotel. It should he noted that at night double fares are charged. Extra tares are charged for more than two persons. Hotels .—Again the advice to consult Baedeker is given, as only a few hotels can be recommended, and these only for use in emergencies. If possible, rooms should be engaged by telegraph. Among the best hotels are the Hotel Adlon, Unter den Linden I, rooms from 6 marks; with bath, 12 marks up; breakfast, 1*4 marks; lunch, 4 marks; dinner, 0 marks. Kaiserhof, about the same prices. This hotel is on the Wilhelm-Platz. Bristol, Unter den Linden 5-G; rooms from 4% marks; meals in proportion. Central Hotel, 143-149 Friedrich Strasse, a large hotel; rooms from 3 marks; din¬ ner, 5 marks. This is a first-class ho¬ tel, known to the writer. Other first- class hotels are : Continental Hotel, Savoy Hotel, Monopol Hotel, Palast Hotel, Hotel Esplanade, Grand Hotel de Rome and du Nord, Furstenhof, Hotel Excelsior, and Elite Hotel. All these hotels are of the first class, and will be found useful to the stranger in Berlin. Transfer to cheaper hotels can he made after the first day, if de¬ sired. For information as to restau¬ rants, cafes, shops, etc., the reader is referred to Baedeker’s “Berlin,” al¬ ready cited. DROPPING THE PILOT. BIBLIOGRAPHY GUIDE BOOKS* BAEDEKER’S GUIDE BOOKS. A Li's (Eastern), including the Bava¬ rian Highlands, Tyrol, Salzkam- rnergut, etc., with 34 Maps, 12 Plans and 7 Panoramas. $3.00 Austria, 30 Maps, 36 Plans, 479 pp. cloth. 2.40 Belgium and Holland, with 12 Maps, 20 Plans. 1.80 Berlin and its Environs. With 4 Maps and 19 Plans.90 f ,'anada . 1.80 "Egypt —Fourth Remodeled Edition. With 22 Maps, 55 Plans and 66 V lews 4.50 France (Northern), from Belgium and the English Channel to the Loire, excluding Paris and its Environs, with 9 Maps and 25 Plans . 2.10 France (Southern), with Corsica — Fourth Edition, with 30 Maps, 36 Plans. 2.70 Greece. With 8 Maps, 15 Plans and.a Panorama of Athens . 2.40 Germany (Northern), with 32 Maps and 42 Plans. 2.40 Germany (Southern), with 16 Maps and 15 Plans . 1.80 Germany (Rhine), from Rotterdam to Constance, the Seven Mountains, Moselle, Volcanic Eifel, Vosges Mts., Black Forest, etc., with 30 Maps and 22 Plans . .'. 2.10 Great Britain, with 14 Maps and 24 Plans. 3.00 Italy (Northern), including Leghorn, Florence (Ravenna) and the Island of Corsica, and Routes to Italy through France, Switzerland and Austria, with 16 Maps anti 29 Plans. 2.40 Italy (Central) and Rome, with 8 Maps, 31 Plans, a Panorama of Rome and a view of the Forum Romanum . 2.25 Italy (Southern), Sicily and Excur¬ sions to the Lipari Islands, Tunis (Carthage), Sardinia, Malta and Corfu, with 26 Maps anti 17 Plans. . 1 80 Italy, from The Alps to Naples. With 26 Maps and 44 Plans. 2.40 London and its Environs, with 3 Maps and 15 Plans . 1.80 Norway and Sweden, with 21 Maps and 11 Plans. 2.40 Palestine and Syria, with 18 Maps, 43 Plans, 1 Panorama of Jerusalem, ’ 10 views. 3.60 Paris and its Environs, with Routes from London to Paris, to the Rhine and Switzerland. With 9"Maps and 30 Plans . 1,80 Spain and Portugal. With 6 Maps and 46 pages. $4.80 Switzerland, etc., with 39 Maps, 11 Plans and 12 Panoramas. 2.40 L T NITED STATES, with an Excursion into Mexico. With 17 Maps and 22 Plans. 4.50 German edition. : . 3.60 GREAT BRITAIN, EUROPE AND THE MEDITERRANEAN A Satchel Guide for the Vacation Tourist in Europe. By W. J. Rolfe, Litt.D., with Maps. Revised Annually. Latest Edition. Strong¬ ly bound . $1.50 Pocket Guide to Europe. Sted- man's . 1.25 Black’s Ireland. Cloth, enlarged. (Small edition 50c.) . 1.75 Black’s Killarney and South of Ireland. Cloth . 50 Black’s Scotland . .50 Black’s Devonshire. 128 pp., 16 Maps and Plans, cloth. .85 Black’s Isle of Wight. 128 pp., 10 Maps and Plans, cloth . 50 Black’s Leamington, including Strat¬ ford-on-Avon, Kenilworth, War¬ wick, etc. Cloth . 50 Vest Pocket Guide to Paris. A Handy Little Guide Book. Cloth. . .50 Macmillan’s Italy. One volume. . . 3.00 Macmillan's Switzerland . 1.75 Macmillan’s Mediterranean. Two volumes . 6.00 South Wales. Ward, Lock & Co.’s Guide . 35 The Mediterranean Trip, by Noah Brooks . 1.25 The Passion Play of Oberamm.er- gau. By Montrose J. Moses. A Historical Introduction. Full Text of the Play, etc. Cloth . 1.50 Practical Guide to Genoa. Paper. .50 French Life in Town and Country. By Miss H. Lynch, illustrated, 312 pp 1.20 Three Weeks in Europe. The Va¬ cation of a Busy Man. By John IJ. Higinbotham. Handsomely il¬ lustrated. 1.25 Three Weeks in Holland and Bel¬ gium. By John U. Higginbotham. 1.25 The Travellers’ Handbook. A Manual for Transatlantic Tourists. By Josephine Tozier . 1.00 How to Prepare for Europe. By H. A. Guerber. 16 Maps, 100 Il¬ lustrations . 2.00 *Any book published can be supplied by the Publishers of this book at regular prices. Allow 40 cents to the shilling for English books. Guides sixpence or less can not be imported for less than 25 cents each. 489 490 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Index Guide to Travel and Art Study in Europe. With Plans and Cata¬ logues of the chief Art Galleries, 160 illustrations, etc. By L. C. Loomis, A.M., M.D., strongly bound. . t . S3.00 Going Abroad? Some Advice. By Robert Luce. 288 pages. Paper, 50 cents. Cloth. 1.00 Health Resorts of Europe. By Thomas Linn, M.D. 15th edition. 283 pp. 1.00 EGYPT, THE NILE AND PALES¬ TINE, ETC. Cook’s Handbook for Egypt and the Sudan. 1905 Edition. By E. A. Wallis Budge, M.A., Litt.D., etc., keeper of the Egyptian and Assyrian Antiquities, British Museum. W’ith nine Maps and many illustrations. . $3.25 Cook’s Handbook for Palestine and Syria. 482 pp., 8vo, Cloth. With Four Maps. 2.50 A Levantine Log Book. By Jerome Hart. Travel Sketches in the East¬ ern Mediterranean. 400 pages. 40 1 illustrations. Cloth. 2.00 Murray’s Egypt. Tenth edition, re¬ vised, 1006 pp. Maps and Plans. . . 6.00 A Thousand Miles up the Nile. By A. B. Edwards. With 70 Wood Engravings from Drawings taken on the spot. 2.50 Black’s Cairo of To-day, by E. A. Reynolds Ball, F.R.G.S. 1.00 Black’s Practical Guide to Jeru¬ salem, with excursions to all places of interest in the vicinity, by E. A. Reynolds Ball, F.R.G.S... 2.00 Black’s Constantinople, with plans of Constantinople and Pera. 2.00 Macmillan’s Palestine and Syria. Third Edition, 13 Maps and 5 Plans. 2.00 Macmillan’s Egypt and the Sudan. Third Edition, 35 Maps and Plans.. . 2.00 Practical Hints for Travellers in the Near East. By E. A. Rey¬ nolds Ball, F.R.G.S. E. Marlbor¬ ough & Co. Cloth, 65 c.; paper.50 A Trip to the Orient. By Robert Urie Jacob. 1.50 Oriental Rambles. By G. W. Cald¬ well, M.D. Illustrated. Cloth. 2.00 To-day in Syria and Palestine. By William Eleroy Curtis. 2.00 ROUND THE WORLD Universal Guide of the World. Standard Routes and Itineraries of Tourist Travel. By Durrant Thorpe $1.25 One Way Round the World. By Delight Sweetser. Illustrated. 1.25 Around the World in a Year. By George L. Carlisle. Fully illustrated 2.00 Japan, Murray’s Handbook to. 26 Maps and Plans. Cloth. 6.00 The Other Side of the Lantern. An Account of a Commonplace Tour Round the World. By Sir Frederick Treves.. 2.50 Modern India. By William Eleroy Curtis. 2.00 Egypt, Burma and British Malaysia. By William Eleroy Curtis. 2.00 India, Burmah and Ceylon, Mur¬ ray’s Handbook. 74 Maps and Plans. 8.00 Asia Minor, Transcaucasia, Persia, etc., Murray's Handbook to. 416 pp. Mims and Plans. P. & O. Pocket Book. With Illus¬ trations and Maps. Bradshaw’s Overland Guide to India, Persia, The Far East, etc. With Maps, Plans, etc. Cram’s Quick Reference Atlas and Gazetteer of the World. Army and Navy edition. Ill Maps and over 42,000 Index Entries. For the Pocket. CONVERSATIONAL AND CODE Marlborough’s “ Self-Taught” Se¬ ries of European and Oriental Languages. French, German, Italian, Spanish, Esperanto. Cloth, 36c. each; paper, each. Norwegian, Swedish, Danish, Rus¬ sian, Dutch, Portuguese, Arabic (Syrian), Egyptian (Arabic), Turk¬ ish, Greek (Modern), Hindustani, Tamil, Japanese, Persian. Cloth, 60 c. each; paper, each. $0.50 Japanese Grammar, Self-Taught, Tamil Grammar, Self-Taught. Cloth, $1.50 each; paper, each. 1.25 Hindustani Grammar Self-Taught. Cloth, 60c.; paper. .50 Unicode. Cook’s Special Edition. The Universal Telegraphic Phrase T»_1 _ It T7. i M * . _ Tourists’ Conversational Guide to France, Germany and Italy. By J. T. Loth. .35 Murray’s Handbook of Travel Talk. Being a Collection of Questions, Phrases and Vocabularies in English, French, German and Italian. Cloth 1.25 Murray’s Conversational Guide. . . .50 American Tourist in France. A Tutor of French. A Conversation Manual. A Chaperon, Amanuensis and Guide to Paris. Paper.50 Adam’s Cable Codex...50 MURRAY’S GUIDE BOOKS Murray’s English Handbooks. Newly revised. Post 8vo. Each with maps, plans, etc. Berkshire. net, $2.40 Buckingham. net, 2.40 Cornwall. .net, 2.40 *Derby, Notts, Leicester and Staf¬ ford. net, 3.60 Devon. net, 4.00 Durham and Northumberland .net, 4.00 ♦Eastern Counties, Essex, Suffolk, Norfolk, Cambridge. England and Wales. net, 4.80 Hampshire. net, 2.40 Hertford, Bedford and Hunting¬ don. net, 3.00 Glouces ter. net, 2.40 Ireland. net, 3.60 Isle of Wight. net, 1.00 Kent..... net, 3 00 Lancashire. net, 2.40 Lincolnshire. net, 3.00 ♦London... London — Environs. 2 vols . net, 8.40 Northamptonshire and Rutland, .net, 3.00 Oxfordshire. net, 2.40 Scotland. net, 4.20 491 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL i Shropshire and Cheshire . net, $2.40 Somerset . net, 2.40 Surrey . net, 2.40 Sussex . net, 2.40 Wales, North . net, 2.40 Wales, South .' . .net, 2.40 Warwickshire . net, 2.40 Westmoreland and Cumberland. ..net, 2.40 Wilts and Dorset . net, 2.40 Worcester and Hereford . net, 2.00 . Yorkshire . net, 5.60 Murray’s Foreign Handbooks, Newly revised. Post 8vo. Each with maps, plans, etc. ♦Algeria and Tunis... Asia Minor, Transcaucasia, Per¬ sia, etc. net, 7.20 Constantinople, Brusa and the Troad. net, 3.00 Denmark and Iceland. net, 3.00 *Egypt. *F ranee—Northern. ——Central, Southern and East¬ ern. net, 3.00 ♦Germany, Rhine and North Ger¬ many.. . - South Germany and Austria, Part I. Wurtemberg, Bavaria, Austria, etc. net, 3 00 — Part II. The Tyrol, Eastern Alps, etc. net, 2.40 Greece. net, 8.00 ♦Holland and Belgium. Holy Land, Syria and Palestine, .net, 7.20 India—Bengal. net, 8.00 -Bombay. net, 6.00 -Madras. net, 6.00 ——The Punjab, etc. net, 6.00 India, Ceylon and Burma. net, 8.00 Italy — North Italy. net, 4.00 - Central Italy. net, 3.60 - South Italy, Part I. Naples, Pompeii, etc . net, 2.40 Part II. Sicily, Palermo, etc. . .net, 2.40 - Rome and the Campagna... . net, 4.00 Japan . Special, net, 6.00 ♦Mediterranean . New Zealand . net. 3.00 Norway. net, 3.00 ♦Paris . ♦Portugal . ♦Riviera . ♦Russia . Spain, 2 vols . net, 8.00 ♦Sweden . Switzerland . net, 4.00 Travel Talk . net, 1.25 Published by Edward Stanford, “ France,” Part II., 7s. 6d.; “Denmark and Iceland,” 7s. 6d.; “Norway,” 7s. 6d.; “ South Germany and Austria,” Part I., 7s. 6d.; “Spain,” 20s.; "North Italy,” 10s.; “Central Italy,” 9s.; “Rome,” 10s.; “South Italy,” Part I., 6s.; “South Italy,” Part II., 6s.; “Greece,” 20s.; “Constantinople,” 7s. 6d.; “Egypt,” 14s.; “Asia Minor,” 18s.; “Holy Land,” 18s.; “New Zealand,” 7s. 6d.; “Travel Talk,” English, German, French, and Italian, 3s. 6d' The THOROUGH GUIDE SERIES, by M. J. B. Baddeley, B.A., and C. S. Ward, M.A. Maps by Bartholomew. ( Published by T. Nelson and Sons; — “The English ♦Absence of a price indicates out of print or reprinting. Lake District” (1902), 5s.; “Scotland,” Part I. (“The Highlands”) (1903), 6s. 6d.; “North Devon and North Cornwall” (1903), 3s. 6d.; “The Peak District” (1903), 3s. 6d.; “Scotland,” Part II. (“Northern Highlands”) (1901), 3s. 6d.; “Orkney and Shetland” (1900), Is. 6d.; “The Eastern Counties” (1902), 3s. 6d.; "South Devon and South Cornwall” (1902), 4s.; “North Wales,” Part II. (1899), 2s. 6d.; “South Wales anil the Wye District of Monmouthshire” (1906), 3s. 6d.; “Scotland,” Part III. (“The Low¬ lands”) (1903), 4s.‘ Ireland,’ ’ Part I. (North¬ ern Counties) (1902), 4s.; “Ireland” Part II. (East West, and South) (1906), 5s.; “Surrey and Sussex,” including Tunbridge Wells (1904),• 3s. 6d.; “Yorkshire,” Part I. (East) (1902), 3s.; "Yorkshire,” Part II. (West) (1901), 3s.; "The Isle of Wight” (1895), 2s. 6d.; “Bath and Bristol and Forty Miles Round” (1902), 5s. JOANNE’S GUIDES. ( Published by Hachette and Company, Paris.) —“Paris,” 5fr.; “ Anvirons de Paris,” 7fr. 50c.; “Au¬ vergne et Centre,” 7fr. 50c.; "Bourgogne, Morvan, Jura, Lyonnais,” 7fr. 50c.; “ Bre¬ tagne,” 7fr. 50c.; “Cevennes,” 5fr.; “Corse,” 6fr.; “Dauphine,” 7fr. 50c.; “La Loire,” 7fr. 50c.; “ De la Loire aux Pyrenees,” 7fr. 50c.; “Nord Champagne and Ardenne,” 7fr. 50c.; “Normandie,” 7fr. 50c.; "Pro¬ vence,” 10fr.; “Pyrenees,” 7fr. 50c.; “Sa¬ voie,” 7fr. 50c.; “ Vosges et Alsace,” 7fr. 50c.; “Algerie et Tunisie,” I2fr.; “Allemagne Septentrionale, St. Petersbourg, Moscou, Varsovie, et Copenhague,” 10fr.; “ Allemagne Meridionale et Autriche-Hongrie,” lOfr.; “Belgique et Hollande,” 7fr. 50c.; “ Espagne et Portugal,” 10fr.; “Italie,” 10fr.; “ Lon- dres,” 7fr. 50c.; “ De Paris &, Constantinople,” 15fr.; “ Athhnes,” 6fr.; “ Grfece, Continentale et iles,” 20fr.; "Egypte,” 20fr.; “Suisse,” 7fr. 50c.. Guides Diamant: —“Bretagne,” 2fr.; “Normandie,” 2fr.; “Paris,” lfr. 50c.; “Pyrenees,” 2fr.; “Stations d’hiver (I,es) de la Mediterranee,” 3fr. 50c.; "Suisse,” 2fr.; “Rome,” 2fr. 50c.; “Luxembourg,” 2fr. Fifty centimes each:—“Angers,” “Arles,” “Avignon,” “Blois,” “Chamonix,” “Chan¬ tilly,” “Chartres,” “Chatelguyon et Riom,” “Dijon,” “Gerardmer,” “ Le Havre,” “Lihge,” “Lisieux,” “Lourdes,” “Mont¬ pellier,” “Le Mont St. Michel,” “Nancy,” “Nantes,” “Nimes,” “Orleans,” “Poitiers,” “Reims,” “Tours,” “Valence.” One franc each;—“ Aix-les-Bains,” “Ajaccio,” “Alger,” “Arcachon,” “ Bagneres-de-Bigorre,” “Ba- gnferes-de-Luehon,” “Biarritz,” “Bordeaux,” “Boulogne,” “Bruxelles,” “Caen,” “Cannes et Grasse,” “Cauterets,” “Clermont-Ferrand et Royat,” “Compit-gne et Pierrefonds,” “ Contrexeville et Vittel,” “Dax,” “Dieppe et le Treport,” “Fontainebleau,” “Genhve,” “Iles Anglaises de la Manehe,” “Lyon,” “Marseille,” “Menton,” “ Le Mont-Dore,” “Musses de Paris,” “Nice et Monaco,” “Pau,” “ Plombiferes,” “Rouen,” “Saint- Malo-Dinard,” “St. Raphael et l’Esterel,” “Saint Sebastien,” “Toulon-Hyferes,” “Tou¬ louse,” “Trouville,” “Tunis,” “Versailles,” “Vichy.” In English, at 1 franc:—“Aix-les- Bains,” “Biarritz,” “Cannes,” “Menton,” I “ Nice and Monaco,” “Pau.” In German, at 1 franc:—“Menton,” “Nice,” 2fr.; “Bains de Mer de l’Etat,” "Plages de la Bretagne.” 492 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL BLACK’S ClTl UH BOOKS. (Published by A. and C. Black) — “Bath and Bristol,” 6d.; “ Belfast,” Is.; “ Blackuaore Country,” 6s.; “Bournemouth,” 6d.; "Brighton,” 6d ; “Buckinghamshire,” 2s. 6d.; "Burns’ Country,” 6s.; “Buxton and the Peak,” Is.; “Canterbury and East Kent;” Is.; “Canterbury Pilgrimages,” 6s.; “Channel Islands,” Is. and 2s. 6d.; “Cornwall and Scilly Islands,” 2s. 6d.; “Derbyshire,” 2s. 6d.; “Devonshire,” 2s. 6d.; “Dickens’ Country,” 6s.; “Dorsetshire,” 2s. 6d.; “Dub¬ lin,” Is.; h Edinburgh,” 6d.; “English Lakes,” is. and 3s. 6d.; “Exeter and East Devon,” Is.; “Galway,” Is.; “Glasgow find Clyde,” Is.; “Guernsey,” 6d.; “Hamp¬ shire,” 2s. 6d.; “Ilfracombe and North- Devon,” 6d.; “Hardy Country,” 6s.; "In- goldsby Country,” 6s.; “Ireland,” Is. and 5s.; “Isle of Man,” Is.; “Isle of Wight,” Is.; “Jersey,” 6d.; “Kent,” 2s„ 6d.; “East Kent,” Is.; “West Kent,” Is.; “Killarney,” Is.; “Leamington,” Is.; “Liverpool,” is.; “London,” Is.; “Around London,” 2s. 6d.; “Manchester,” Is.; “Margate,” Is.: “Mat- lock,” Is.; “Moffat,” Is.; “Plymouth,” Is.; “Scotland,” Is. and 7s. 6d.; “Scotland, E.C.,” 2s. 6d.; Scotland, S.E.,” 2s. 6d.; “Scotland, N.,” 2s. 6d.; “Scotland, S. and S.W.,” 2s. 6d.; “Scott Country,” 6s.; “Thackeray Country,” 6s.; “Somerset,” 2s. 6d ; “Sur¬ rey,” 2s. 6d.; “ Sussex,” 2s. 6d.; “Torquay,” 6d.; “Trossachs and Loch Lomond,” Is.; “Tunbridge Wells,” Is.; “North Wales,” 3s. 6d.; “South Wales,” 3s. 6d.; “What to See in England,” 5s; “Sherwood Forest,” 6d.; “The Wye,” Is.; “Belgium,” 2s. 6d.; “Brittany with Touraine,” 2s. 6d.; “Cairo of To-day,” by E. A. Reynolds-Ball, 2s. 6d.; “Constantinople,” 2s. 6d.; “Holland,” 2s. 6d.; “Jerusalem,” by E. A.'Reynolds-Ball, 2s. 6d.; “Normandy,” 2s. 6d.; “Paris,” Is.; “Riviera,” 2s. 6d.; “Rome,” 2s. 6d.; “Ecclesiastical Rome,” 3 vols., 21s.; “South France” (East Half), 5s.; “South France” (West Half), 2s. 6d.; “Spain and Portugal,” (O’Shea), 10s.; “Switzerland,” 3s. 6d. MACMILLAN’S GUIDES.—“The Eastern Mediterranean,” 9s.; “The Western Mediter¬ ranean,” 9s.; “Palestine and Syria,” 5s.; “Egypt and Sudan,” 5s.; “Palestine and Egypt,” 10s.; “Switzerland,” 5s.; " Italy,” 10s. The “Highways and Byways” series (6s.) includes: “Sussex,” “Oxford and the Cotswolds,” “South Wales,” “London,” “Hertfordshire,” “The Lake District,” “East Anglia,” “North Wales,” “Devon and Corn¬ wall,” “Yorkshire,” “Donegal and Antrim,” “Normandy,” “Derbyshire,” “Dorset,” “Berkshire,” “Kent,” “Hampshire.” The following Guide-books are issued by Thos. Cook and Son, tourist agents: —“Swit¬ zerland,” 3s. 6d.; “Holland,” Is. 6d.; “Rhine and Black Forest,” 2s. 6d.; "Bel¬ gium and the Ardennes,” Is. 6d.; “ Normandy and Brittany,” 3s.; “Venice,” Is.; “Flor¬ ence,” Is.; “Northern Italy,” 4s.; “Southern Italy and Rome,” 4s.; “Norway and Den¬ mark,” Is. 6d.; “Health Resorts of the South of France,” 2s. 6d.; “Palestine and Syria,” 7s. 6d.; “ Lower Palestine,” 2s. 6d.; “Galilee and Syria,” 2s.; “Burma,” Is.; “Paris,” Is.; “London,” 6d. and Is.; “Egypt,” 10s.; “Continental Time Tables and Tourist’s Handbook and Steam Ship Tables" (monthly), price Is.; “The Traveller’s Gazette” (month¬ ly), 3d. WARD, LOCK, AND COMPANY’S GUIDES, Is. each: —“Aldeburgh,” “Bath,” “Bexhill,” “Bideford,” “Blackpool,” “Bog- nor,” “Bournemouth and New Forest,” “ Bridlington and Filey,” “ Brighton,”" Broad- stairs,” “Buxton,” “Canterbury,” “Channel Islands,” “Clevedon,” “Bristol and District,” “Cromer,” “Dartmoor,” “Dawlish,” “Deal,” “Dover,” “ Dovercourt,” “Eastbourne,” “English Lake District,” “South-East Dev¬ on,” “Exmouth,” “South Cornwall,” “Felix¬ stowe,” “Folkestone,” “Harrogate,” “Hast¬ ings,” “Herne Bay,” “Ilfracombe,” “Isle of Man,” “Isle of Wight,” “Leamington,” “ Littlehampton,” “Liverpool,” “Llandrindod Wells,” “Llandudno,” “London,” “Lowe¬ stoft,” “Lyme Regis,” “Lynton,” "Malvern,” “Margate,” “Matlock,” “Exmoor,” “North Cornwall,” “North Wales,” “Sherwood Forest,” “Penzance,” “Plymouth,” “Rams¬ gate,” “ Scarborough,” “Sidmouth,” “Skeg¬ ness,” “Southsea,” “ South wold,” “Stratford- on-Avon,” “Swanage,” “Teignmouth,” “Tor¬ quay,” “Weston-super-Mars,” “Weymouth,” “Windsor,” “ Whitby,” “ Woodhall Spa,” “Worthing,” “Wye Valley,” “Broads,” “Deeside,” “Edinburgh,” "Glasgow,” “The Clyde,” “Highlands and Islands,” “Inver¬ ness,” “Western Highlands,” . “Antrim,” “Belfast,” “South-West Ireland,” “Donegal Highlands,” “Dublin and Wicklow,” “Kil¬ larney Lakes,” “Belgium,” "Holland,” “Paris,” “Switzerland.” THE LITTLE GUIDES. (Published by Methuen and Company) —“Oxford,” “Cam¬ bridge,” “The Malvern Country,” “Shake¬ speare’s Country,” “Sussex,” “Westminster Abbey.” “Norfolk,” “Cornwall,” “Brittany,” “The English Lakes,” “Kent,” “Hertford¬ shire,” “Rome,” “The Isle of Wight,” “Sur¬ rey,” “Buckinghamshire,” “Suffolk,” “Der¬ byshire,” “The North Riding of Yorkshire,” “Dorset.” THE HOMELAND HANDBOOKS, issued at 6 d. and Ik..*—“T onbridge,” “Tunbridge Wells of To-day,” “Scilly,” “Maidstone,” “Croydon,” “Dartmoor,” “Rochester and Chatham,” “Reigate and Redhill,” “Guild¬ ford,” “Dulverton,” “Farnham,” “Godai¬ ming,” “Teignmouth,” “Hastings and St. Leonards,” “Epsom,” “Minehead,” “Cran- brook,” “ Dawlish,” “ St. Albans,” “ Bromley, ” “Beckenham and Chislehurst,” “Exeter,” “ Kingston-upon-Thames and Surbiton,” “ Evesham,” “ Petworth,” “Newquay,” “ Has- lemere and Hindhead,” "Taunton,” “Little¬ hampton and Arundel,” “Tavistock,” “Ply¬ mouth,” “Dunstable,” “Quantocks,” “Ox- ted and Limpsfield,” “ Lynton and Lyn- mouth,” “Horsham,” “Seaford,” “Hun¬ stanton,” “King’s Lynn,” “Woking,” “Hert¬ ford,” “ Dorking.” “ Waltham,” “ Dorchester,” “Luton Church,” “Reading,” "Sutton (Sur¬ rey),” “Watford,” “Yeovil,” “Aylesbury,” “Gravesend,” “High Wycombe,” “North¬ ampton,” “Eastbourne,” “Boston,” “Gran¬ tham,” “Torquay,” “Bury St. Edmunds,” “Shoreham,” “Hove,” “Stamford,” “Ret¬ ford,” “Peterborough,” “Dover,” and “ Where to Live Round London.” THE “BOROUGH” SERIES OF POCKET GUIDES (British, 2\d. each, post SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 493 free; Continental, 4d. each, post free). ’ ( Pub¬ lished by Edward J. Burrow, Cheltenham ): — England — Abergavenny, Abingdon-on- Thames, Alton, Ambleside, Appleby, Ash¬ bourne and Dovedale, Atherstone. Avon Valley, Aylesbury, Banbury, Barnard Castle, Barnet, Barnstable, Barrow-in Furness, Bath, Bedford, Beverly, Bexhill-on-Sea, Bideford, Birkdale, Bishop Auckland, Bishop Stort- ford, Blandford, Blockley and Chipping Campden, Bodmin, Bournemouth, Bradford, Brentwood, Bridgnorth, Bridgwater, Brid- port, Brighouse, Brighton, Bristol, Broad- stairs, Brockenhurst and Lynhurst, Bucking¬ ham, Budleigh, Salterton, Burnham (Somer¬ set), Burton-on-Trent, Bury St. Edmund’s, Bude and Stratton, Camberley, Camborne, Cambridge, Canterbury, Carlisle, Caversham- on-Thames, Cheltenham, Chesterfield, Chip¬ penham, Chipping Norton, Christchurch, Church Stretton, Cirencester, Clacton-on-Sea, Clitheroe, Cockermouth, Colchester, Congle- ton, Cowes (Isle of Wight), Darlington, Dart¬ mouth, Darwen, Dawlish, Dean Forest, Derby, Dereham, Doncaster, Dorchester, Dover, Downham Market, Droitwich, Dudley, Dur¬ ham, Dursley, Ealing, Eastbourne, Ely, Epsom, Eton, Exeter, Falmouth, Fareham, Felixstowe, Fleetwood, Folkestone, Fowey, Glastonbury and Street, Gloucester, Godal- • ming, Goole, Gosport, Grange-over-Sands, Grantham, Grimsby and Cleethorpes, Guild¬ ford, Guisborough, Halifax, Halstead, Hamp¬ ton, Hanley, Harrogate, Harrow-on-the-Hill, Haslemere, Hastings, Hemel Hempstead, Henley-on-Thames, Hereford, Herne Bay, Hertford, Hexham, High Wycombe, Holm- firth, Hornsea, Huddersfield, Hull, ^ Hun¬ stanton, Hythe, Ilkley, Ipswich, Kendal, Keswick, Kettering, Kidderminster, King’s Lynn, Kingston-on-Thames, Kington, Knares- borough, Lancaster, Launceston, Leamington, Leatherhead, Leeds, Leek, Leicester, Leo¬ minster, Letchworth, Lewes, Lincoln, Long- ton, Loughborough, Lowestoft, Ludlow, Lymington, Lytham, Macclesfield, Maiden¬ head, Maidens and Coombe, Maldon, Malmes¬ bury, Malton, Malvern, Mansfield, Market Drayton, Market Harborough, Marlborough, Milford-on-Sea, Minehead, Monmouth, Nails- worth, Nantwich, New Brighton, Newbury, Newcastle, Newmarket, Newark-on-Trent, Newport'(Mon.), Newton Abbott, Northamp¬ ton, Norwich, Nottingham, Oldham, Ormskirk, Oxford, Paignton, Penrith, Penzance, Picker¬ ing and Goathland, Peterborough, Preston, Plymouth, Pontefract, Portland, Port Erin (Isle of Man), Ramsgate, Reading, Redditch, Rickmansworth, Ripley, Ripon, Rochester, Itomsey, Ross-on-Wye, Rugby, Ryde (Isle of Wight), Saffron Walden, Sandown (Die of Wight), Salisbury, Scarborough, Sedbergh, Selby, Shaftesbury, Sheffield, Shepton Mallet, Sherborne (Dorset), Shrewsbury'. Skegness, Skipton, Grassington, and Bolton Abbey; Slea¬ ford, Slough, Smethwick, Southampton, Southport, South Shields, St. Albans, St. Austel, Stafford, Staines, St. Ives (Hunts.), Stoke-on-Trent, Stratford-on-Avon, Stroud, Sudbury, Sutton Coldfield, Swindon, Tam- worth, Taunton, Tavistock, Teddington, Teignmouth, Tewkesbury, Thirst, Torquay, Totnes, Truro, Tynemouth, Upper Wensley- dale, Uxbridge, Ventnor (Isle of Wight), Wadebridge, Wakefield, Wallingford, Walmer and Deal, Walsall, Walton-on-Thames, Ware, Warrington, Warwick, Wells (Somerset), Wednesbury, Wellington (Salop), Wellington, (Somerset), Wendover, West Bromwich, Western Valleys of Monmouthshire, Weston- super-Mare, Clevedon, and Portishead; Wey- bndge, Weymouth, Whitby (Yorks.), White¬ haven, Whitstable, Wigan, Wimbledon, Win¬ chester, Witney, Woburn Sands, Wood- bridge, Woodhall Spa, Woking, Worcester, Worthing, Wotton-under-Edge, Yeovil, York. Wales —Aberdare, Aberystwyth, Barry, Bre¬ con, Builth Wells, Cardiff, Cardigan, Carmar¬ then, Colwyn Bay, Crickhowell, Denbigh, Dolgelly, Haverfordwest, Lampeter, Lland¬ rindod Wells, Llandudno, Llanelly, Llan- fyllin, Llangollen, Llanidloes, Machynlleth, Merthyr, Tydfil, Milford Haven, Mold, Neath, Newtown (Mont.), Oswestry, Penarth, Pontypool, Porthcawl, Presteign, Rhyl, Swansea, Tenby, Welshpool, Wrexham. Scotland —Aberdeen, Aberfoyle, Callander, and The Trossachs; Alloa, Annan, Ardrossan and Saltcoats, Ayr; Burntisland, Aberdour, and Kinghorn; Carnoustie, Castle Douglas, Dumfries, Dumfermline, Dunblane, Edin¬ burgh, Fraserburgh, Glasgow, Hawick, Helens¬ burgh, Inverness, Kirkcaldy, Kirriemuir, Largs and Fairlie, Leven, Musselburgh, Oban and Fort William, Perth, St. Andrews, Stone¬ haven, Stranraer, Troon. Ireland —Bangor and Donaghadee, Belfast, Coleraine, Cork and Queenstown, Killarney, Larne, Limerick, Londonderry Newry, Warrenpoint, and Rostrevor, Portrush and The Giant’s Cause¬ way. France —Boulogne-sur-Mer, Cannes, Evian-les-Bains, Grasse and Thorenc, Gerard- mer, Hyo res, Menton, Monte Carlo, St. Raphael, Vichy. Italy —Bordighera, Flor¬ ence, Naples, Palermo and Sicily, Rome, the Italian Lakes, and Nice. _ By A. J. C. HARE. (George Allen, London) — “Walks in London,” 12s.; ‘‘Walks in Rome,” 10s.; “Wanderings in Spain,” 7s. 6d.; “Cities of Southern Italy and Sicily,” 10s. 6d.; “Cities of Northern Italy,” 12s. 6d.; “Cities of Central Italy,” 12s. 6d.; "Sketch¬ es in Holland and Scandinavia,” 3s. 6d.; “Studies in Russia,” 10s. 6d.; “Florence,” 3s.; “Venice,” 3s.; “The Rivieras," 3s.; “Paris,” 6s.; “Days near Paris,” 10s. 6d.; “North-Eastern France,” 10s. 6d.; “South- Eastern France,” 10s. 6d.; '“South-Western France,” 10s. 6d.; “North-Western France,” 10s. 6(1.; “ Sussex,” 6s.; “ Shropshire,” 7s. 6d. GRANT ALLEN’S HISTORICAL GUIDES (E. Grant Richards) —“Paris,” “Florence,” “Cities of Belgium,” “Cities of Northern Itlay,” “Rome,” “The Umbrian Towns,” 3s. 6d. each. BELL’S CONTINENTAL CHURCHES (George Bell and Sons): —“Mont St. Michel,” “Amiens,” “Chartres,” “Rouen,” “Notre Dame de Paris,” “Bayeux.” MISCELLANEOUS ( United Kingdom) “Seaside Watering Places” (Upcott Gill), 2s. 6d.; “Dartmoor Illustrated” (J. G. Commin). MISCELLANEOUS {Abroad) “ Bradshaw’s Through Routes, ”5s.;, “ Brad¬ shaw’s Continental Guide,” 3s. 6d.; “The Continental A B C," 6d.; "Mediterranean Winter Resorts” (by E. A. Reynolds-Ball); 494 SCIENTIFIC AMERICAN “The Mineral Waters and Health Resorts of Europe” (Hermann and F. Parkes Weber), Smith, Elder, and Company, 15 Waterloo Place, London, S.W.; “Practical Hints for Travellers in the Near East,” by E. A. Rey- nolds-Ball; "Madeira and Canary Islands,” by A. Samler Brown (Sampson Low, Marston), 2s. 6d.; “Madeira,” by E. M. Taylor, 7s. 6d.; “Tjvo Summers in Guyenne,” by E. H. Barker (Bentley); “A Ride in Morocco,” by Frances MacNab (Arnold); “Sicily, the New Winter Resort,” by Douglas Sladen (Methuen); "In Sicily,” by Douglas Sladen (Sands); “The Cathedrals of Southern France,” by F. Miltoun (T. Werner Laurie); “ Highways and Byways in Normandy,” by Percy Dearmer (Macmillan); "Denmark.” by M. Thomas (Treherne); “Travel Pic¬ tures,” by Israfel (Simpkin, Marshall, and Co.); “Through Finland in Carts,” by Mrs. Alec Tweedie (Black); “East of Paris,” by M. Betham-Edwards (Hurst and Blackett); “The Riviera,” by Dr. H. Macmillan (Virtue and Company), 10s. 6d.; “Climates of the South of France,” by Dr. Theodore Williams (Longman); Stark’s “Guide to the West Indies”; “History of the West Indies” (Fisher); “Rhode’s Steamship Guide” (Phil- HANDBOOK OF TRAVEL ip and Son, 32 Fleet Street, E.C.); “From Cloud to Sunshine” (Algiers), by Dr. A. S. Gubb (published by Bailliere Tindal, Henri¬ etta Street, Strand, W.C.); “Continental Road Travel in Southern and Western Europe,” by W. J. A. Stamer (Chapman and Hall); “My Tour in Palestine and Syria,” by F. H. Deverell (Eyre and Spottswoode). South America. —“A Year in Brazil” (H. Dent), “Handbook of Rio” (News Office, *Rio), “Guide to the River Plate” (Levey), “Argentina” (T. A. Turner), “Patagonia” (Hesketh Prichard), "Para¬ guay” (G. Lennox), “Peru” (C. R. Mark¬ ham), “Chili” (Morant), “South America” (Stanford, 15s). Mexico. —“Mexico To-day” (Brockle- hurst), “Picturesque Mexico” (Wright), “Guide to Mexico” (Appleton), “Mexico as I Saw It” (Mrs Alec Tweedie). Madagascar. —“ Les Voies a Madagascar” (Roux). South Africa.— “South Africa” (A. Sam¬ ler Brown). West Africa. —“ Guide” (Annaman),” West African Year Book,” 1902, “Fifty Years in West Africa” (Barrow). COMPARISON OF THE CHINESE EMPIRE WITH THE EASTERN PORTION OF THE UNITED STATES SELECTED MOTOR AND CYCLE TOURS* EASY CYCLING TOURS. — There is one splendid road through the lakes, from Keswick to Windermere. You should leave the train at Penrith and cycle thence to Keswick (eighteen miles), spending the night at the Kes¬ wick Hotel. Next day via Thirlspot to Windermere (Rigg’s Windermere Hotel). Train to Coventry, cycling thence through Kenilworth (Abbey Hotel ) to Warwick (Warwick Arms). Next day to Stratford-on-Avon (Red Horse). Train to Exeter (New London Hotel) ; thence cycle via Crediton to Okehamp- ton (White Hart) ; Launceston, Camel- ford ( King’s Arms). Wadebridge (Moles- worth Arms), St. Colomb, for Newquay, where have a day off. Stop at the Headland Hotel. Train to St. Colomb- road and cycle to Truro (Red Lion), Redruth, Camborne, Hayle, Penzance (Queen’s Hotel) ; thence back via Hel- ston, Falmouth (Green Bank Hotel). Cross to St. Mawes and travel via Tre- gony, St. Austell (White Hart), and Fowey (Fovoey Hotel). To Plymouth the roads are poor if you keep near the coast, which is pretty. So you can have your choice of the route via Pelynt and Looe, or via Lostwithiel and Liskeard. By + he latter route you may take a train at any time, as the railway is to a great extent along the road. At Ply¬ mouth (the Duke of Cornwall Hotel) your route is via Plympton Farle, Ivy- bridge (London Hotel), Totnes (Seven Stars) —for Torquay if you like—New¬ ton Abbot (Globe), whence train to your next district, which should begin with Frome, or, better, Heytesbury (Angel). Cycle via Haddington, past Stonehenge to Amesbury (George Ho¬ tel) ; thence to Salisbury (New County Hotel), Fordingbridge, Ringwood (White Hart), across the forest to Cadman for Lyndhurst (Crown Hotel), where you might have a day or two off for other parts of the forest. Train from Lynd- hurst-road station for Southampton and London, and thence to Beccles ( King's Head). Cycle to Lowestoft (Royal). and thence through Yarmouth, Acle. and South Walsham to Norwich (Maid’s Head). Cromer and Sheringham could be visited from there, but the best plan is to train at once to York (Harkcr’s Hotel). Cycle to Harrogate (White Hart), Ripon (Unicorn Hotel). Train to Durham ( Three Tuns). Cycle to Cor- bridge and Rexham ( Royal Hotel), and across to Carlisle (County Hotel). MOTOR TOUR TN GREAT BRITAIN. — Starting from Edinburgh, the follow¬ ing route is good : Through West Lin¬ ton, Biggar, Abington, Muirkirk, to Ayr (Station Hotel) ; through Dalmellington, New Galloway, Castle Douglas, Dum¬ fries (Station Hotel), and Annan to Carlisle (County Hotel) ; through Pen¬ rith, Appleby (King's Head), Brough, to Barnard Castle (King's Head) ; through Scotch Cornpr, Leeming, Ripon, to Har¬ rogate (Hotel Majestic) ; through Pan- nal, Harewood, Collingham, Aberford, Sherburgh, Brotherton, to Doncaster (Angel Hotel) ; through Tickhill, Work¬ sop (Lion Hotel), Ollerton, Edwinstowe (Dukeries Hotel), to Mansfield (Swan Hotel) ; through Southwell, Newark, Grantham (George Hotel), Melton Mow¬ bray, to Leicester (Bell Hotel) ; through Nuneaton, Coventry, and Kenilworth, to Leamington (Manor House Hotel) ; through Banbury, to Oxford (Randolph Hotel) ; through Faringdon, Swindon, Wroughton, Beckhampton, Chippenham, Bath (York House Hotel) ; through Wells, Glastonbury, Bridgwater, Taun¬ ton (Castle Hotel), to Exeter (New Lon¬ don Hotel) ; through Lyme Regis, Brid port, Dorchester (King’s Arms), Ware- ham, to Bournemouth (Royal Bath Ho¬ tel) ; through Christchurch, Lyndhurst (Crown Hotel), and Romsey, to Win¬ chester (George Hotel) ; through Alton, Farnham, Guildford (White Hart Ho¬ tel), Dorking, Reigate, Sevenoaks (Crown Hotel), to Tunbridge Wells (Mount Ephraim Hotel) ; through Rye and Romsey, to Folkestone (Hotel M6- tropole) or Dover (Burlington Hotel). The best centers from which excursions can be made are Carlisle (for a round comprising Wigton, Silloth (Queen’s Ho¬ tel), Maryport, Cockermouth, Keswick. (Keswick Hotel), Penrith, Alston, and Brampton) ; Harrogate (for Bolton Ab¬ bey, Ilkley, Otley, Harewood, Wetherby, York (Station Hotel), and back by Ivnaresborough) ; Edwinstowe, for the Dukeries and Sherwood Forest; Leam¬ ington, for Stratford-on-Avon; and Bournemouth. The above route avoids, as much as possible, the large towns. MOTOR TOUR IN IRELAND.—Start¬ ing from Dublin (Shelbourne Hotel), a good route is that through Dundrum Stepaside, Enniskerry, Newton, Mt. Ken¬ nedy, Laragh, for Glendalough (Royal Hotel), back to Laragh. and on through Rathdrum, Wooden Bridge, Arklow, Go- rey, and Wexford (White's Hotel) ; by the coast road (not so interesting) the distance is just over ninety miles. The other is very little longer. On the sec¬ ond day, pass through New Ross, Water- *These tours were received too late to be included under Tours. 495 496 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL ford ( Adelphi Hotel), Kilkenny, and Cashel to Clonmel ( Hearn’s Hotel) ; third day, through Clogheen, Lismore, Youghal, and Middleton, to Cork ( Im¬ perial Hotel ) ; fourth day, through Drip sey, Macroom, Inchigeelagh, Giengariffe (Eccles’s Hotel), Kenmare, and Muck- ross, to Killarney (Royal Victoria Ho¬ tel) ; fifth day, through Killorglin, Glen- beigh, Cahirciveen, Waterville (South¬ ern Hotel), Farknasilla, Kenmare, Kil- garvan, and Loo Bridge, to Killarney ; sixth day, through Abbeyfeale, New¬ castle, Adare, Limerick ( Olentworth Ho¬ tel), Lansdowne Bridge, Cratloe, K i 1 morey, Tulla, Crusheen, and Gort, to Galway (Railway Hotel) ; seventh day, through Athenry, Ballinasloe, Cloghan, Tullamore, Portarlington, Kildare, New¬ bridge, and Naas, to Dublin ; eighth day. through Mullingar (Greville Arms) Athlone, Tuam, Ballinrobe, to Westport (Railway Hotel) ; ninth day. through Castlebar, Ballina, Dromore, Sligo (Vic¬ toria Hotel ), Bundoran, Pettigoe, to Strabane ( Abercorn Arms) ; tenth day, through Londonderry, Ballykelly, Lima- vady, Coleraine, Ballycastle, Cushendun. Cushendall, Glenarm, Larne, and Car- rickfergus, to Belfast ( Station Hotel) ; eleventh day. through Combe, Down¬ patrick, Newcastle, Kilkeel. Itostrevor, Warrenpoint ( Great Northern Hotel), Dundalk, and Drogheda, to Dublin. In many centers like Westport. Strabane. Coleraine, Limerick. Warrenpoint, and Killarney, one may spend a day or so in excursions in the district. A WALKING TOUR TN THE ENG¬ LISH LAKE DISTRICT.—As a center Keswick, Grasmere, or Ambleside is suit¬ able. One cannot do better than enter at Windermere and finish at Ullswater. The following route is a good one ; Win¬ dermere, Ambleside, Rydal, Grasmere, Dungeon Gh.vll. Wastdale Head. Enner- dale (Angler’s Inn), Scale Hill, Butter- mere, Honister Tass, to Keswick, from which several excursions can be made. Thence to Patterdale, Pooley Bridge, and Penrith. A good guide-book is Bad- deley's “English Lakes" (5s.), published by Dulau & Co., 37 Soho Square, W. CYCLING TOUR IN THE NEW FOREST.—Make your headquarters at Lyndhurst (Crown Hotel). First day, visit Bournemouth by the Christchurch route, and return to Christchurch ( King’s Arms) for the night. Second day, through Milton, Lymington and Brockenhurst, back to Lyndhurst. Third day, via Cadnam and Brickworth House to Salisbury (White Hart Hotel) : and back on the fourth day through Ford- ingbridge. Fifth day, through Tatton, Southampton, and Otterbourne. to Win¬ chester ( George Hotel), and back, the sixth day, via Ampfield and Cadnam. CYCLING IN THE WYE VALLEY.— The most interesting center is Mon¬ mouth (Beaufort Arms or Hardwick Boarding-house). The principal runs thence and back are: Staunton, Mich- eldean, Littledean, Coleford (twenty- seven miles) ; Staunton, Christchurch, Symond’s Yat, ferry across the Wye, B hiteehurch, and back (seventeen miles) ; to Abergavenny, through Rock- field and Llansilio, and back by Llanartli (thirty miles) ; via Newland, Coleford, Cinderford, to Newnham, and back by Blakeney (thirty-five miles) ; train to Bigsweir, cycle by Tidenham Castle, to Chepstow, and return by Tintern Abbey (thirty-two miles). CYCLING IN THE ARDENNES.— Start from Namur ( Hotel Hat-scamp), for cinder-tracks are by no means uni¬ versal in Belgium, and it is not worth the risk to take paved roads on the chance of a side track being found be¬ fore reaching Namur. Then run on from Namur to Dinant ( Hotel Kur- saal) ; to Rochefort (Hotel Biron) for the grottoes of Han; to Neufschateau, Arlon, and Luxembourg (Hotel de VEu- rope) ; to Diekirch ( Hotel des Arden¬ nes) ; to Vianden (Hotel Ensch) ; and via Bastogne and Houfalize (Hotel Lux¬ embourg), to Trois Fonts and Spa (Ho¬ tel dc Flandre, or. cheaper, Laeken). One might add in Remouchamps (Hotel de la Grotte), and La Roche (Hotel du Luxembourg) in the latter part of the run ; and then back to Namur via Liege and Huy, along the river—very pretty. Route over Dover to Ostend and Namur most direct. CYCLING IN THE BLACK FOREST. —The roads are good on the whole, though in some places the gradients are steep. As a center, Triberg is ex¬ cellent, as it is practically in the heart of the Forest, and there are excellent roads in three directions—north, to Hornberg, Wolfach, and on to Freuden- stadt; southeast, to Villingen: and south, to Furtwangen. I suggest that you go straight through by train, via Offenberg, to Triberg (Black Forest Ho¬ tel), and devote the first part of your time to the district north, including the route through Hornberg (Bear Hotel). Wolfach (Hotel Salmon), Alpirsbach (Hotel Lowe). Schiltach (Ochs Hotel), Schramberg (Hotel Post). Thennen- bronn (Hotel Krone), and back to Tri¬ berg. Then take the same road as far as St. Georgen (Hotel Hirsch), and con¬ tinue through Peterzell and Schoreu to Villingen (Hotel Blurne), and thence through Marbach (Hotel Post) and Klengen to Donaueschingen (Hotel Schiitze). Keep south, through Hiifin- gen, and thence southeast to Loffingen and Neustadt (Hotel Adler), after which your route leads past Titisee (Hotel Bar), Ilbllsteig, Ilimmelreich, and Zar- ten, to Freiburg (Hotel Victoria). SKETCHING TOUR IN HOLLAND — “First we were at the Hotel de Com¬ merce, Middelburg. We had capital rooms, and paid 2fl. 75 for bed and breakfast (a very substantial meal) and SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 497 dinner. The landlord speaks good Eng¬ lish. The costume is worn universally by the country folk here. Next we stayed at the Hotel Roland-Veere, the journey by steamer from Middelburg costing a few pence. We had capital rooms, breakfast, lunch, afternoon tea, and dinner at a cost of 5s. a day. The landlady speaks good English. Taint- able subjects include a small haven with fishing smacks and the local cos¬ tumes. The place >s quiet and charm¬ ing. The schoolmaster and the grocer at 'De Hoop bakery’ also take lodgers at much the same price, I believe. We then went to Laren, in North Holland, near Hilversum, and stayed at the Pen¬ sion Kam, and were most comfortable at 2fl. 50 a day, everything included, ex¬ cept bedroom lamps. Mrs. Kam is Eng¬ lish. Here there are good interiors and the sand dunes to paint. Then we visi¬ ted Volendam, and stayed at Spaander’s Hotel for 3fl. a day (by the week). Everyone here speaks English. This is full of most quaint subjects, and all the fisherfolk wear the costume. There is a regular and quite moderate tariff for models at Laren and Volendam. I was also given the fol¬ lowing addresses of places frequented bv artists: Vrouw Noorlander Rijsoord, near Dordrecht; train to Dort, cross by ferry, Sweindrecht tram to Rijsoord ’ terms, 12fl. a week, and very comfor¬ table. Hotel Pennock, Dordrecht: Hotel, Hot Haasje, Damrak, Amsterdam : Hotel Fleur d’Or, Rue des Moins, Antwerp, near the cathedral. I may add that during our sojourn in Holland we found nobody grasping, except, perhaps, the children at Volendam.” (From a Queen reader.) A MOTOR TOUR ON THE CONTI¬ NENT.—A suitable route for July, commenciug with Paris ( Grand Hotel), is as follows : Through Evreux to Trou- ville (Hotel des Roches Noires) ; through Caen and Avranches to Dinard (Royal Hotel) ; through Rennes to Nan¬ tes (Hotel des Voyageurs) ; through An¬ gers to Tours (Hotel Univers) ; through Chateauroux to Le Chatre ( Hotel De- cosses ) ; through Gueret and Aubusson to Clermont Ferrand (Hotel de VEu- rope ) ; through Thiers and Roanne to Lyons (Hotel Univers) : through S. An¬ dre le Gaz and Chambfiry to Aix-les- Bains (Hotel de VEurope) ; through An¬ necy and Geneva to Lausanne (Hotel Riche Hont) ; through Bern to Lucerne ( Hotel National ) ; through Zurich and Winterthur to Neuhausen (Hotel Schweizerhof ) : through Donaueschin- gen and Villingen to Triborg (Black For¬ est Hotel ) ; through naslaeh and Of fenburg to Strassburg (Hotel Ville de Paris ) : through Finslingen and Cha- teausalins to Metz (Hotel de Metz) : through Luxembourg to Spa (Hotel d’York) : through Liege to Brussels (Ho¬ tel de VEurope). From here return to England via Ostend (Palace Hotel), and steamer thence, or via Dover. A TEN DAYS’ TRIP WITH BICY¬ CLES IN NORMANDY.—Land at Ha¬ vre (Normandie), boat to Trouville, and ride to Caen (Hotel Moderne), via the coast road, passing Dives; thence to Bayeux (Luxembourg) ; to St. Lo (Uni¬ vers) ; to Coutances (France) ; to Av¬ ranches (Hotel Bonneau) ; to Mt. St. Michel (Hotel Poulard Aine) ; to Mor- tain ( Poste ) ; to Vire (Hotel St. Pierre) , to Falaise (Hotel de Normandie), stopping the night at Conde-sur-Noi- reau; to Lisieux (Normandie), stopping the night at St. Pierre-sur-Dives, the full distance being forty-three miles; lastly, via Pont l'Eveque, to Honfleur; thence boat to Havre. For this tour purchase the C. T. C.s “France,” sec¬ ond volume (N. W., W., and S. W.) of the Continental Road Book series, con¬ taining the necessary map. Every hill, turning, and cobble which it is neces¬ sary to know of, together with the mile¬ age from place to place, is noted in the book. Write for it to Mr. E. It. Ship- ton, 47 Victoria street, S. W. (5s. to members) You can send your luggage Bridge on Gothard Railway on by grande vitesse addressed en con- signe (fetching it at the station or send¬ ing someone for it from the hotel) ; by eolis postal if it is light (otherwise this means is expensive), by both means pay¬ ing only for the carriage on receipt; or you can take a third class ticket, and simply send it by train as though you were traveling with it. It will remain at the baggage office of the station it is destined for until the bulletin des bag- ages is presented. A small fee has to be paid for every day it is kept there until it is claimed. In France 30 kilos (061bs.) of luggage is allowed on the railway ticket. For cycling centers, Dives and Falaise (at the former the Hotel Guillaume le ConquGrant) or Caen and Mortain ; or Caen and Avranches; the last named being more accessible for Mt. St. Michel, which, though archi¬ tecturally interesting, is situated in the neighborhood of uninteresting country. But Avranches and Mortain are pretty : Falaise is in charming country, but hil¬ ly. From Caen and Dives make excur- 498 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL sions both inland and on the coast. If the tour is too long for a ten days’ holiday, or if the weather is unfavor¬ able, cut it off at St. Lo, riding thence down to Vire and then to Falaise, leav¬ ing Coutances, Avranches, and Mt. St. Michel for another time. CYCLING AND MOTORING IN THE P Y R E N E E S.—The high roads in. spring, summer, and early autumn are smooth, rutless, and rather dusty. What would seem insurmountable difficulties when looked at on an ordnance map vanish into space when attacked in reality. Most of the roads run, nat- Curling in Switzerland urally, through valleys; still, it is often necessary to cross a mountain pass more or less elevated in order to get out of one valley into the next. The roads, however, are made in such long zig¬ zags that the slope loses its steepness, and you make astounding ascents and descents almost without being aware of the fact. From November till May they are impracticable for automobilists, be¬ cause of the stoning and other repara¬ tive operations going on, not to mention the fact that some of them are com¬ pletely snowed up in winter. CYCLING ALONG THE RHINE.— The order, ascending: Emmerich, Roy¬ al; Duisburg. Europciischer Hof; Diis- seldorf, and Cologne (see descending) ; Godesberg or Bonn, Hotel Kley (Bonn) ; Remagen, Rliein Hotel; Andernach, Ilackenbruch; Coblenz, Zum Riesen; St. Goar, Rheinfels; Bingen, Bellevue; Mainz, Rhcinischer Hof, and Heidelberg, Schloss Hotel. Descending : Mannheim, Pfalzer Hof; Darmstadt. Darmstddter Hof; Frankfurt, Hotel Russie; Wies¬ baden, Hotel Pension Quisisana (for a longer stay) ; Ems (or Ehrenbreitstein), Rath, at Ehrenbreitstein; Neuwied, Zum Goldenen Anker; Linz, Europciischer Hof; Cologne, Hotel du Nord; Dtissel- dorf, Hotel Royal. The hotels are, with the one exception of Wiesbaden, chosen for short stays, say a night. That at Wiesbaden (which forms a good midway rest) is a family hotel. Most of the houses are selected for the view of the Rhine, but some for comfort only. TOURS IN THE UNITED KINGDOM. EASTERN COUNTIES' CATHEDRAL TOUR.—London to Durham by G. N. Ity. and N. E. Ry. ( Three Tuns ) ; third day, York ( Station Hotel), a very great contrast to the quaint Durham hostel¬ ry, but contrasts are the more interest¬ ing when both are good. Thence early on the fourth day, via Market Weighton to Beverley, a most interesting Cathe¬ dral or Minster town ( Beverley Arms). Next morning (5th day) via Hull to Lincoln (White Hart). Sixth day to Peterborough ( Great Northern Hotel) and Ely (Lamb) ; seventh day to Cam bridge ( University Arms) ; and eighth day to Norwich ( Maid’s Head). A TOUR IN CORNWALL.—May is a good month for the tour. Travel by the Great Western Railway from London to Penzance ( Queen’s Hotel), which should be headquarters for about ten days, during which a two-day excursion should be made to 1 Ilelston and the Liz¬ ard. Return through Redruth to New¬ quay (Headland Hotel), whence by coach to Wadebridge for Padstow (South Western Hotel ) ; train via Wade¬ bridge to Camelford, whence drive to Tintagel (King Arthur’s Castle Hotel), and on to Bude (Falcon Hotel). If the tour is continued to North Devon, which is advisable, the route is by coach to Clovelly (Red Lion Hotel), and on to Bideford (Royal Hotel) : train via Barn¬ staple to Lynton (Valley of Rocks Ho¬ tel), and drive along the coast to Mine- head (Hotel Metropole). whpnce by train back. If North Devon is not included, return from Bude by train via Okehamp ton to Exeter (New London Hotel), and by the main line to London. IRISH TOUR. — For cycling Antrim and environing counties may be recom¬ mended. Say:—Dublin to Drogheda and Dundalk (Imperial) ; to Carlingford, Warrenpoint. and Rostrevor (Great Northern Hotel at Warrenpoint) ; thence to Kilkeel ; then along the coast to Newcastle (Slieve Donard Hotel) : to Downpatrick. Strangford, and Porta ferry to Newtownards (Londonderry SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 499 Arms ) ; to Belfast, Carrickfergus to Red Bay and Cushendall (Glens of Antrim Hotel ) ; to Cushendun and along coast, under Fair Head inland to Ballycastle l Marine Hotel) ; so to Ballintoy and the Giant’s Causeway to Portrush ( For- trush Hotel, comfortable, not expen¬ sive) ; then follow the road due south to Coleraine and Limavady (Alexander Arms ) ; Londonderry and Slrabane (Abercorn Arms) ; thence to Ballybofey (McGee's) and Donegal (Arran Arms) ; then work through Killybegs to Ardara (Nesbitt Arms) ; to (Plenties (O'Don¬ nell's) and Lettermacanvan : then to Gweedore (Gweedore Hotel) through the Rosses ; and on to Sheephaven and Car- rigart (Rosapenna Hotel) ; thence via Mulroy Bay to Rathmullen and across 1 o Buncrana (Lough Swfflly Hotc ). Thence rail or road to Lifford and Omagh (White Hart) and train to Dub¬ lin. June is the best month for this tour, and then September. Information on touring can be obtained from Mr. F. W. Crossley, Irish Tourist Development, 118 Grafton street, London. BAVARIAN CASTLES, SALZKAM- MERGUT, AND TIROL.—To include Nuremberg, the route is via Heidelberg and Wurzburg, Nuremberg (Hotel de Wiirttembcrg) , Munich (Hotel Bap rischerhof). To see the Bavarian castles, train thence to Fiissen, changing at Biessenhofen. The three castles of Ilo- henschwangau, Neuschwanstein, and Linderhof can all be visited from Fiis¬ sen ( Hotel Bayrischerhof) , and one can then drive through Reutte and Lermoos to Nassereit (Hotel Post, for the night), and next day through Telfts to Inns¬ bruck (Hotel Tirol). At least five days should be taken for the journey between Munich and Innsbruck. SUMMER IN THE BAVARIAN HIGHLANDS.—“We left the train de luxe at Wiirzburg, and went on to Mu¬ nich (Hotel Bellevue, comfortable, but in a very noisy situation). On our way to Innsbruck we stayed a day at Rosen¬ heim to visit the wonderful palace at Ilerrenchiemsee. The trip could be eas¬ ily done in a day from Munich by spe¬ cial return ticket, or en route to Gar- misch or Innsbruck. Train from Rosen¬ heim to Prien. change for Stock, thence by steamer. The Bayerischerhof at Ros¬ enheim is Cook’s hotel, and a long way out of the town. We stayed at a little German Inn, the Wendelstein, very cheap, but rather rough. We went on to Innsbruck next day. and arranged with the porter at the Hotel Tirol for a carriage and pair of horses to drive to Garmisch (fare 160kr.). A clear under¬ standing should be made with the driver that he takes you to Linderhof, or he will demand an extra sum for doing so when you are half-way. We started at 7 a. m., arriving at Lermoos ( Hotel Post) between 8 and 9 p. m. Next day we started at eight for Hohensehwan- gau; stayed at the Hotel Schwansee (very comfortable). The two palaces of Hohenschwangau and Neu-Schwanstein are only a few minutes’ walk from the Hotel Schwansee and well worth visit¬ ing. We started at 8 a. m. back to Reutte, and lunched at the Bee Spits Gasthof. From there onward was al¬ most the loveliest part of our drive, which was exceptionally beautiful throughout. Not finding a suitable ho¬ tel at Partenkirchen (the Stern being very expensive), we moved on to the Villa Bcthell at Garmisch, very com¬ fortable, and the proprietor gave us every assistance in making the various excursions in that neighborhood. The Hotel Alpcnhof there is good. Garmisch is warm, but has most exquisite scenery and lovely walks ; there is always shade by the river. It is quite the prettiest place I have ever seen. We returned direct to Munich by rail.” (From a Queen reader.) BLACK FOREST.—Go through to Freiburg (Hotel Pension Beau Sejour) via Dover, Calais, Metz, and Strassburg, £5 Is. 2d. first single, £3 14s. 3d. sec¬ ond single. Thence by the Hollenthal Railway to (eighteen miles) Titisee (Hotel Titisee, from 6 marks), a pleas¬ ant summer resort at an altitude of 2,800 feet. (For summer.) A TEN DAYS’ TOUR AMONG THE FRENCH CHATEAUX. — Apply to the Orleans railway company for their pro¬ gramme of circular tickets in Touraine. Tours-: Hotel de VUnivers (best) : Grand Hotel du Commerce (rooms from 3fr.). Blois: Hotel de France (best); du Chdteau (cheaper). Amboise : Lion d'Or. Loches : Hotel de France. Nevers is also an interesting town to stay in, with beautiful surrounding scenery (Ho¬ tel de France). A good guide book is Joanne’s “La Loire” (Haehette, 18 King William street). DOLOMITES.—Route from Finhaut (Grand Hotel) is via Lausanne, Eerne, Zurich, the Arlberg, and Innsbruck. Thence via Franzensfeste to Niederdorf, from which one should visit the Pragser Wildsee lHotel Wildsee Pray), one of the most lovely spots in the Dolomites. It is at 4,850 feet, and the air is de¬ liciously pure and bracing. It is easy of access, being only about seven miles fVom Niederdorf by a good road. The hotel is in connection with the Adler, at Niederdorf. and the Stadt Milnchen, at Meran. Another good center for a stay 'S Cortina (Hotel Cristallo or Ho¬ tel Faloria). Continuing from Nieder¬ dorf by train to Toblach, drive to Cor¬ tina, an ideal place for good walkers. Thence by carriage through Pieve di Ca- dore (Hotel Proyresso ), Longarone, and Belluno, which, if possible, should be reached for a Saturday, as the town is alive with quaintly-costumed peasants for market day. Train from Belluno to Feltre : drive to Tezze : train Roncegno (Grand Hotel), and on via Trent, to 500 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Rotzen ( Hotel Victoria), where one should not fail to make the excursion to the Karersee ( Karersee Hotel) be¬ fore going on to Innsbruck. The aver¬ age price per day at good hotels is about 10fr. for a stay of a week or more. TOUR IN TIROL.—Suggested Dolomi¬ tes tour: Innsbruck-Bozen (Hotel Kaiserlcrone, where remain a day or two to allow of a visit to Meran). Go by carriage over the Mendel Pass (Hotel Pcnegal), to Fondo and Dimaro. Thence to Madonna di Campiglio. Stay at the Hotel Madonna ai Campiglio. Then via Finzolo, Alle Sarche, Vezamo, to Trient. Next by railway to Roncegno (Palace Hotel), and to Tezze, to Feltre by car¬ riage, and to Belluno by rail. Here one enters the real Dolomites. By carriage via Perarolo and Pieve di Cadore to Cortina d'Ampezzo (Hotel Cristallo). Make a side trip thence to the beauti¬ ful Misurina Lake, continuing the main route via Schluderbach to the rail at Toblach (Hotel Toblach) and Bruneck (Hotel Post). If weather be fine make the following trip : Leave Bruneck by carriage to Corvara; stay there over night and take a conductor as a guide over the Grodner Toch to Wolkenstein, where spend the night. Next day walk over the Sella Joch to Campitello. Thence take a. carriage to Vigo di Fassa, and over the Karerpass to the Karersee Hotel and the day after by carriage again to Bozen. THE LOIRE CASTLES.—A good route for the Loire Castles is Paris (Hotel Palais d’Orsay), Orleans (Hotel St. Aignan), Blois (Grand Hotel de Blois), whence you should visit Cham- bord (by carriage) before going on to Amboise (Hotel Lion d’Or), Tours (Ho¬ tel Univers) whence visit Chinon and Loches—each about thirty miles by rail—and Chenonceaux (Hotel du Bon Laboureur), twenty miles. You can then return to Paris by way of Or¬ leans, or go on to Bourges (Hotel Boulc d’Or) and Nevers ( Hotel de France). returning through Gien and Fontaine¬ bleau (Hotel de France ct d’Angleterre), to Paris. The principal stopping places should be Blois and Tours, at each of which three or five days should be spent. One or two days at Orleans, Am¬ boise, Bourges, and Nevers. The other places are visited as one-day excursions from Tours or Blois. Altogether a fort¬ night is sufficient for the trip, but it can be done in eight days. FOUR DAYS’ TOUR THROUGH “SAXON SWITZERLAND!”—First day: Dresden to Schandau (train! to Pbtscha, walk through Uttewalder Grund to Bas- tei, car r'age through Polenzthal to Schandau). Second day: Schandau to Herrnskretschen (carriage to Lieehen- stein, walk to Kuhstall. Winterberg, Prebischthor, walk or carriage to Herrn¬ skretschen). Third day: Herrnskret¬ schen to Bodenbach (walk through ICd- mundsklamm to Rainwiese and Ditters- bach. train to Tetschen and Bodenbach). Fourth day: Bodenbach to Konigstein < walk to Schneeberg, if possible to Thyssa, to Schweizermiilile and carriage to Konigstein). Train or steamer back to Dresden. TOUR IN SPAIN.— Route : Biarritz (Hotel Victoria), Burgos (Hotel del Norte y de Londres), El Escorial (Fon¬ da Nueva), Madrid (Hotel de Paris), Cordova (Hotel Orient), Seville (Hotel de Paris), Cadiz (Hotel de France), Tangier (Hotel Continental), Gibraltar, for Algegiras (Hotel Reina Cristina). via Bobadilla to Malaga (Hotel Re¬ gina) ; via Bobadilla to Granada (Ho¬ tel Washington Irving) ; via Bobadilla, Cordova, and Alcazar, to Valencia (Ho¬ tel Roma), Barcelona (Gran Hotel Co¬ lon). (Best hotels). Visitors to Venice will now have the pleas¬ ure of seeing the Campanile, which has been restored after the great collapse of eight years ago. The change, however, is not altogether a pleasant one, as the Doge’s palace, the facade of St. Mark’s, and the buildings bordering on the square were no longer dwarfed and their just proportions could be admitted. However, the salient point of the view of Venice from the sea was tost without it, so that on the whole it was the part of wisdom to restore it. The utmost care was taken to obtain bricks of the same size and color as those in the old structure, so that from the outside the Campanile to the Venetians seems identical with the one it replaces. On the inside, however, cement and iron work have been used to secure greater lightness and cohesion. If in course of time the Campanile should give way. it will not crumble in a heap as the old one did, but will fall in a solid mass and will inevi¬ tably smash whatever is in its way. The graceful Loggetta of Sansovino, which w ill still decorate the base of the Campanile, was se¬ verely injured but not ground to pieces w'hen the tower fell, but the pieces have been put together with that patience and intelligence which seem to be the natural heritage of these gifted people. Only one of the bells of St. Mark escaped destruction. The other four were cast again at the expense of Pope Pius X, who was Patriarch of Venice when the Campanile fell. When the bells were finished they were taken to the Campanile workyard in order to be tuned. As soon as the music of the chimes was heard, from lip to lip rang the cry “The bells of San Mareo- rom! The bells of San Marcoroml”, and in a few'minutes the square was full of an eager and enthusiastic crowd. The bells wall be ready to peal their welcome on St. Mark’s day in 1911. The Campanile will be fully com¬ pleted by that time. Capri should be visited from Naples by boat. Get information from the hotel. The cost of a trip to the surrounding points from Naples, including the sojourn in the city should not exceed $15.00. INDEX Adriatic*. 15 Albatross*.199 Allan Line.228 Allan Line, Montreal.229 “America’ ’*.118 American Automobile Asso¬ ciation.399 American Line.226 American Line, Philadel¬ phia.229 Amsterdam*.324 Amsterdam*.341 Anchor Line.226 Andernach*. 358 Angular Measure.. .253 Animals, Transportation of 92 Animals in the Atlantic*. . 199 Antwerp*.282 Apothecary’s Liquid Meas¬ ure. .. .252 Area of Principal Countries245 Arrival. .269 Association, Automobile.. .399 Atlantic Cable.. .259 Atlantic Transport Line.. .226 Auction Pool.115 Austria R. R...300 Austro-American Line. . . .226 Automobile Association. . .399 Automobile Club.399 Automobiling.397 Auxiliary Engines.164 Avoirdupois Weight.253 Baedeker’s Guides... Baggage. Baggage Excess. Baggage in Bond.. . . Baggage Insurance. . Baggage Labels. Baggage, Hand. Bale*. Baltimore*. Barber*. Bargaining. Barometer. Baths. Bedding. Belgium, R. R. in. . . Bell Buoys*. Bells. Berlin*. Bicycles. Bicycle Tours. Bilge Pumps. Black’s Guides. Boat Signals*. Boats. .489 . 88 . 91 93 . 92 . 93 . 95 .311 .240 .Ill . 36 .184 .Ill .112 .300 .167 .231 .487 ..91, 430 .495 .165 .492 .207 .153 Boats, Launching of* . 156 Bond, Baggage in . 93 Boston Harbor* . 239 Boston Steamers. . . . 228 Boston Steamship Offices.. 37 Bottom of the Sea . 175 Boulogne* . 282 Bremen* . 283 Bridge. 151 Bridge of “Lusitania”*.. .180 Bridges.231 Brussels*.300 Bulkhead Doors, Closing*. 155 Bull Board*.125 Buoys*.194 Cabin, Second. 49 Cable Address Registered . 68 Cable and Wireless *. 82 Cable Information. 78 Cable Rates. 67 Cable Rates. 79 Cablegrams, Sending. 79 Cables.241 Cables, Submarine.242 Calais*.322 Calendar. 13 Calendar, French Republic238 Calendar, Perpetual.254 Cameras..... 66 Camping Kits*.434 Canterbury Cathedral*... .335 Capstans.165 Casualties.. . ..230 Change on Shipboard.102 Channel Course.277 Channel Route.275 Chart*.181 Chart Room*.177 Charts.160 Cherbourg*.281 Chester Cathedral*.334 Chichester, Cathedral*. . . .333 Children’s Tickets.299 Chillon, Castle of*.348 Chronometer.181 Cigars.135 Cipher Code. 68 Circle Sailing, Great.261 Circular Notes. 55 Circular Tickets.297 Cities, Population of.247 Clock Dials*. 9 Clothes Pressing.113 Clothing. 64 Club, Automobile.399 Coins, Foreign*. . . .58, 59, 60 Cologne*..311 Columns.231 Coming on Board. 96 Commerce of Principal Countries.245 Compass.156 Compass, The*.179 Concerts.117 Coniston*.339 Consulates in TS T ew York... 39 Continental Ports*.281 Copenhagen*. 325 Cost of European Trip.... 26 Couriers. 16 Credit, Letters of*. 53 Cubic Measure.252 Culinary Department*... . 103 501 Cunard Line.226 Cunard Line, Boston.228 Currency, European. 55 Customs in France.421 Custom House Regulations286 Customs, United States. . .288 Customs Duties, United States.287 Cuxhaven*.284 Cycles in Europe.430 Cycle Tours.495 Cyclones.207 Dark Room. 67 Date Line*. 11 Dead Reckoning.178 Death Abroad.264 Death of Passengers.'.129 Decimal System*.255 Deck Games.115 Deck Quoits.116 Density of Population.243 Department Store.112 “Deutschland”*. 24 Dickens’, London.467 Diligencs.330 Distance, Sea.248, 251 Distance Signals.210 Distress Signals.207 Divine Service.114 Dogs. 92 Domes.231 Donaldson Line.229 Dover*.322 Dry Measure.252 Eddystone Lighthouse*.. .274 Educational Tours. 36 Egyptian Tours.363 Elevators*. 66 Ely Cathedral*.332 Engaging Passage. 42 Engine Power Compared*.232 Engine Rooms*.148, 149 Engine Telegraph*.151 Engines and Boilers.150 England, Fees at Houses in 5 English, Interesting Facts About the.262 English R. R.318 Equator, Crossing the*... . 175 Equipment of Vessels.160 European Trip, Cost of. . . 26 Excess Baggage. 91 Express Cheques*. 62 Express Companies. 37 Express Rates. 94 Fabre Line.226 Fancy Work.113 Fares, Railroad.295 Fastnet Light*.269 Fathom.254 Stars indicate illustrations 502 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Fees.129 Fees at Houses. 5 Field Glasses. 66 Field lee.187 Fire Detector*.160 Fire Precautions.154 Fishes of the Deep Sea*.. . 197 Fishguard*.102, 269 Flag Semaphoring*.213 Flags*...203 Floating Palaces. 92 Flowers.112 Fog Signals.159 France, Hotels in.371 Frankfort*.311 French Line.226 French Railway Systems* 306-310 French Sovereigns.267 French Tickets.301 Fuel Supply*.168 Funds,. Carrying of. 55 Funds on Board. 61 Funnel Marks.240 Furs. 95 Galley, The*.104 Genoa*.285 Geographical Measure.253 “George Washington”*... . 138 German Sovereigns.268 Germany, R. R. in.311 Glasgow*.284 Gloucester Cathedral*.333 Golf Clubs.432 Great Britain, Kings and Queens of.265 Great Britain R. R.318 “God Save the King"*.. . . 121 Grades in Army and Navy.259 Great Circle Sailing*.189 Guide Book. 15 Guide Books.489 Gulf Stream.176 Gun Salutes.258 Gymnasium.114, 167 Hair Dressing and Mani¬ curing .Ill Hamburg*.283 Hamburg-American Line. .227 Hampton Court.457 Hat Pool.115 Havre*.281 Health Resorts, Continen¬ tal.258 Heidelberg*.357 Hendschel’s Telegraph.. .*313 Hiring Automobiles.397 Hoboken, How to go to.. . . 41 Hoek Van Holland*.282 Holland, Trips in.341 Holland-America Line.... 227 Holland, Tour.496 Holyhead.272 Horizon, Distance of.195 Hotel Coupons. 28 Hotels.366 Hotels, London.444 House of Lords.262 Household Goods. 95 Hudson Tube Route*.293 Hygiene of Ships.161 Ice, Atlantic.186 Ice, Transportation of.186 Ice Movements.186 Ice Signals.188 Icebergs*.187 Independent Tours. 31 Independent Traveling.. . . 28 International Code*.205 International Date Line*.. 11 Interpreters. 16 Irish R. R.318 Italia Line.227 Italian Circular Tours* 350-352, 359 Italian R. R.324 Jewish Calendar. 14 “Kaiser Wilhelm II”*..35, 140 Kaiserin Auguste Victoria* 42 Kenilworth Castle*.338 Kew.457 Kilometers and Miles.257 Kilometers-Miles.404 Kings and Queens of Eng¬ land.265 Kinsale, Old Head of*. . . .271 Knighthood, Orders of. . . .263 Knot. 254 Knots and Hitches.197 “Kronprinzessen Cecilie”*. 29 Lake Districts.338 Land Measure.252 Lanes for Atlantic SteamerslSS Language. 31 Language Vocabulary. 17 Laundry*.368 Laundry at Sea.113 Laundry List.369 La Veloce Line.227 Lead, The.183 Leipzig*.311 Letters by Pilot.Ill Letters of Credit*. 53 Letters, Sending. 62 Leyland Line.228 Lichfield Cathedral *.338 Life Belts.153 Life Rafts*.165 Life Saving Signals....... 207 Lighthouses.160 Lights, British*.195 Lightship*. 40 Lincoln Cathedral*.333 Linear Measure.252 Liquid Measure.252 Liverpool*.273 Livret-Chaix.304 Lloyd Italiano Line.227 Lloyd’s, What is?.190 Lloyd’s Register.190 Log, The.179 Log, Electric*.184 London*.435 London, Population.247 London, Short Trips from.337 London, Time from.319 London to Glasgow.336 London to Liverpool.331 London-Paris.321-323 London to Queenstown... .335 Lookout*. 1 Lounge*. 63 “Lusitania”*. 7 Madrid*. 326 Marconi Chart*.. .’ 87 Marconi System. 86 Marine Telegraph. 81 Marriages. 31 “Marseillaise”*.123 Meal Hours at Sea.j 102 Medicines. 8 Menus.! . . 105 Merchant Marine*.218 Mersey, The*. 173 Metric System*.254 Mile, Nautical.254 Money by Telegraph. 79 Morse Code*.216 Morse Telegraph.158 Motor Tours. 495 Murray’s Guides.490 Music..’...117 Naples*.285 Nautical Almanac.181 Nautical Charts.1S3 Nautical Instruments.156 Nautical Terms*.194 Navigation.178 Navigazione Generate Italiana Line.227 Needles*.279 New England Names.365 New York, Arrival at.291 New York Harbor*.291 Newfoundland Banks.175 Newspaper, Daily.113 Night Letters. 81 Night Signals.212 North German Line, Balti¬ more.229 North German Lloyd, N . Y.227 North German Lloyd, Gal¬ veston.229 Norway and Sweden R. R.325 Nurse.129 Observations.180 Observations, How Taken*182 Ocean and Navigation. . . . 175 Ocean Climbing.191 Ocean Rates.. 51 Oceanographic Museum. . .316 Office Buildings.231 Oil at Sea.191 Oil for Waves.156 “Olympic”*.137 Operator, Wireless. 89 Orient, Tours in.362 Packages on Steamer.101 Panama Route.244 Pantry*.105 Paris*.469 Paris Newspapers. 12 Passengers, Departures of.237 Passengers, Number Landed in New York. . . 47 Passengers from New York239 Passengers of the Ship. ... 171 Passengers’ Quarters. 97 Passports. 25 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 503 Peerage.262 PersonallyConductedTours 34 Personnel of Ship.169 Philadelphia*.240 Photographs.259 Pier Permits*... 40 Piers, Steamship. 38 Pillow Fight*.130 Pilot Signals.158 Planning the Trip. 1 Plans. 92 Plimsoll Mark*.196 Popes of Rome.268 Population of Principal Countries.245 Population of World.243 Porters’ Fees.300 Portland Harbor*.238 Ports, Table of.259 Ports of Call... 48 Postal Rates in Great Brit¬ ain.260 Postal Regulations, British466 Post Cards.258 Precedence, Table of.262 Prepaid Tickets*. 44 Presidents of the United States.267 Promenade Deck*.131 Plymouth*.275 Plymouth Express*.275 Plymouth Harbor*.277 Queenstown*.269 Quoits*.117 Railroad Speed in England244 Railroads of World.243 Railway Offices. 37 Railway Tickets.295 Rates, Ocean. 51 Reading, Preliminary. 15 Reading Matter....112 Records, Steamship.230 Red Star, Philadelphia... .229 Red Star Line.228 Reichs Kursbach*.314 Reply Coupons.261 Restaurant Cars.301 Repair Shop.. ._.165 Reversing Engines.165 Rhine Trips.356 Ritz-Carleton Menu*.109 Ritz-Carleton Restaurants* 27 Rome*.285 Rotterdam*. .283 Royal Family, Annuities of264 Rudder.150 Rugs. 66 "Rule Britannia”*.122 Rundreise Tickets.312 Rundreise Tickets from Paris.355 Russia, R. R. in.325 Safety at Sea . 148 Sailing Vessels, Rigs of* . . 192 Sails* . 1 St. Moritz* . 347 San Francisco* . 241 Sargasso Sea. 178 Scandinavian American.. .228 Scotland, Sovereigns of... .265 Sea Legs, Getting One’s.. . 128 Sea Post Office* . 133 Sea Sickness . 126 Sea Trip, Benefit of. 4 Sea Water... ._.175 Season and Climate . 1 Seats at Table* .100 Seattle* .240 Second Cabin . 49 Section of Steamer*.140 Semaphore, Fixed* . 209 Semaphore, Movable* . 215 Semaphores . 209 Sextant, The . 180 Shaft Alley*.152 Ship, The . 136 Ship, Construction of the*. 138 Ship Design, Principles of. 136 Ships’ Lights . 161 Shuffle Board* . 116, 127 Sight-Seeing, Cost of . 28 Signals, Engine Room . 183 Sleeping Cars . 302 Smoking Room . ll’O Sound Signals . 210 Southampton* . 279 Spain, R. R. in . 326 Spain and Portugal . 361 Speed of Vessels.223 Speed, R. R . 316 Spires . 231 Sports . 430 "Star Spangled Banner”* . 119 Starboard and Port . 196 Starting Platform* . 147 Staterooms . 97 Steam Vessels, United States . 225 Steamboats, First. ...... .224 Steamer Chairs* . 101 Steamer Trunks . 66 Steamers, The Chief Fast. .221 Steamers, Large and Fast. 223 Steamers, Largest . 225 Steamers, New York . 226 Steamship Builders . 174 Steamship Co. Checks*... . 61 Steamship History . 220 Steamship Offices . 37 Steamship Owners* . 217 Steamship Piers . 38 Steamship Records . 230 Steerage. . . 50 Steering Engine* . 154 Steering Gear . 165 Stock Reports . 113 Stokehole* . 146 Storage Charges . 94 Storage of Baggage. 92 Submarine Bell* . 159, 164 Submarine Signals.210 Supplies of Steamers*233-236 Swiss Hotels . 367 Swiss Railways . 326 Telegraph Information.... 78 Telegraph Rates. 80 Temperature, Mean. 6 Tender, Queenstown*.271 Terminal Ports. 48 Tern*....t.202 Thermometer Scales. 4 Third Class Accommoda¬ tions. 50 Thompson Line.229 Tjckets*. 43 Tickets.295 Time.8, 253, 257 Time, Change of.102 Time, Running.298 Time Tables.303 Tonnage.219 Tours. % .331 Tours, Educational. 36 Tours, Fifty.343 Tours, Grand. 32 Tours, Independent. 31 Tours, Personally Con¬ ducted. 34 Towers.231 Trans-Siberian.325 Travelling Kits*.433 Trinity House.196 Triptiques*. 403, 407 Troy Weight.253 Trunks, Steamer. 66 Tunnels.243, 261 Turbine, Development of the*.144 Turbine Engines.244 Turning Engines.165 Twenty-four Hour Time*.. 10 Typewriter....114 United Kingdom, Kings and Queens of.266 United Wireless. 88 Valuables*...100 Ventilation of Ships.161 Vessels, Development of*. 145 Vessels, Large.. . ..222 Visiting Steamships. 41 Vocabulary. 17 Voyage. 96 "Wacht Am Rhein”*.125 Walking Tour.496 "Watch on the Rhine”*... 125 Water, Drinking. 8 Waterloo*.354 Waves, Height of.191 Weather Bureau*......... 208 Weights and Measures.. . .252 Wells Cathedral*.331-332 Welsh Sovereigns and Princes.267 Whales*.200 Wheel*.153 White Star-Dominion.229 White Star Line.228 White Star Line, Boston...229 "Wigwagging”*.166 Winches.165 Winchester Cathedra’*... .334 Wireless. 158 Wireless Information*. 86 Wireless Stations*. 85 Wireless Telegraph* .83 Wonders of the World, Seven.268 Worcester Cathedral*.332 Work of the Ship.167 World. Around the.239 World, Around the, Trips.363 Writing Materials.113 York Minster*.333 ' * ; ■ ' ■ • ■ ,■ . 1 ■ V • • 1 i "\. v! 1} ■- V 1 ■■ ... !•} • ' ( s '■ i- < 1 1 . -V ■ ■* ■ - I' 1 '■ :■ ’ ..«•. if 1*. ■: ■' ' T, ! * - ( [ 'j ■ Mhfc .li«Z Itel&MJJlit > !'•: y . -4 • , • ./•• , v? ■.-> ■ ' • :f:K > ■■ ' ' jV > ' ■ " . 1 . : , ; ' . ?-C li ): - , ; \ AVv ■ . >V ■ ■, l ■VC'- V'l ; Vv ■ \ 1 ' , , I,-.„, , . . . ' ■ \ ' : , ' ’ . ■ , n* 1 C : ' i ' ' • f - ' V a '' ■ V**. ’*•' • ■' ’ W ' 4t A -' v • i : 1 / r’v '>'■ ‘v' Vi , • \ ■ t'.'V J