3 »f§I§|J IPii \ j&ar' {■HB 1 \ fiB Uj» aappw^—n w— fin i. -»— J»> ... ' " : •■?•, I v * a m ■JftjJL Aj'lH- BO r JUL ffijQ. The Scientific American Handbook 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 ®$vmn & Co., 3fnc, {BuMttfiet* 1910 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 CCU2612 16 " <©o, little boofc, <©ob jftnb tiiee goob parage, 2Cnb e^peciaflp let tb# be tbp praper Santo tbem all tbat tbee toffl teab or beat, ^ben tbou art tttong, aftet tbeit belp to ca«, (fbee to eottect in anp part ot a«." PREFACE THERE are no conditions of travel in which a few general hint as to how to adjust one's self to surroundings can prove s< useful as on a sea voyage, and it is with the object of preparing th traveler for his trip by telling him how to go, how much it will cost how to amuse himself, and what to do on arrival at the covete( shore, that this book has been written. The writer believes tha by giving just that sort of information which he himself and other of his acquaintance have wanted to know on various trans-Atlantr voyages, he cannot fail to meet pretty closely the needs of thi average voyager. The writer also hopes that the informatioi contained in this volume will be augmented in subsequent edition by the voluntary experience of its readers, — an addition whicl cannot fail to greatly increase the value of the book. It may interest the reader to know that many hundreds o pamphlets, issued by various transportation companies throughou the world, were thrown into the alembic which produced this slende: volume — a fact which will give the reader some idea of the dimcultief which are entailed in editing a work of this character. Withir the last two or three years steamship and railway companies have done much to annihilate space; it is now possible to mak( a complete circuit of the earth in 38 days, or less than one-half th( proverbial 80 days of Jules Verne. The trip has been made fron London to San Francisco in something less than ten days. It is possible to leave New York Wednesday morning and reach Londor Monday night in time to connect with trains which land -passengers in Paris very early on Tuesday morning. All of this represents sub- stantial progress in transportation. All of these matters are re- ferred to in the appropriate sections of this book. It is too early as yet to prophesy what may be done in aerial transportation of pas- sengers, but from the various schemes which have been proposed and almost carried out, it is possible that the next five years may see important developments along this line. The Editor disclaims any responsibility for changes in times or rates. These are published in good faith for what they are worth, and the traveler is requested to write freely to the Editor regarding any statements which his experience may have shown to be in- accurate. The Editor's gratitude is due to Mr. E. Justice, of the North German Lloyd Steamship Company, for much painstaking care and a careful reading of the proof, and to Mr. L. Weickum, of the Ham- burg-American Steamship Company, for much help of the same character, and to both gentlemen for the use of superb collections of steamship pictures numbering thousands. Special photographs have been freely used without reference to whether the names of lines were mentioned or not, the sole effort being to show what a "Safer Sea" we navigate in. The present volume would appear dry without this aid. Mr. David Lindsay, of the International Mer- cantile Marine Company, has also furnished photographs, valuable tables, traveler's vocabulary, etc. Beyond this, the steamship companies have been apathetic, showing a lack of appreciation of publicity which is most extraordinary to the trained newspaper man. One company never even replied to repeated and courteous letters requesting information. Nevertheless, all have been treated im- partially. The American Express Company, The International Sleeping Car Company, Thomas Cook & Son, have also co-operated and the Editor can commend their absolutely reliable services. No advertisements of any description are permitted in this edition in order to avoid even any suspicion of influence for editorial mention. Names are only mentioned in the text in the interest of the traveler. The references to specific lines or boats have been rendered as color- less as truth would permit. To Mr. A. R. Bond of the Editorial Staff of the Scientific American, the writer is indebted for the valuable article on "Time," also for the preparation of the article on the "Ocean, Navigation, Etc." Much valuable information along these lines has been ab- stracted from the Encyclopedia Americana, for which our thanks are due. For revision of sections of the work thanks are also ten- dered to three or four score officials who have donated their work under the signature of the impersonal company. The writer is also indebted to Miss Julia E. Elliott for valuable assistance in collating and editing; to Mr. N. L. Stebbins, for views of lightships, lighthouses, etc. References to books are credited in the text, particularly to the valuable book by Howden. For words and music of national anthems the writer is indebted to Charles H. Ditson & Co. and the Macmillan Co.; for statistical matter, to the New York World and the Brooklyn Eagle Almanac. In closing, the hope is expressed that this little book will make some of the hours of the trip more interesting, and that the informa- tion concerning Europe will prove of value, particularly as regards economical travel. The section relating to London is by a trained correspondent of the Scientific Amekican, who is fully competent to treat of his subject, as the writer can testify by a recent visit to that city. The notes on Paris and Berlin are the results of recent visits to these capitals, supplemented in the case of Paris, by the notes of our Paris correspondent. A. A. H. New York, N. Y., April 15, 1910 CONTENTS Planning the Trip 1 The Voyage % The Ship 136 Ocean and Navigation 175 Statistical Information 217 The Arrival 269 Railways 295 Tours 331 Hotels 366 Practical Guide to London 435 Practical Guide to Paris - 469 Bibliography 489 Selected Motor and Cycle Tours 495 Index 501 9 PLANNING THE TRIP SEASON AND ClilMATE Some parts of Europe are available for tourist purposes at all times of the year. Switzerland has its winter sports in winter, while in summer it is the great playground of Europe. The summer is preferred by many travel- ers, as then England, Ireland and Scotland are at their best, and France, Belgium, Holland and Germany are whose temperature is many degrees cooler than the outside air. Rome can be visited with impunity at any sea- son of the year, but at night walks near the Tiber or Colosseum should be avoided. A few grains of quinine will usually drive away any feeling of fever. The water in Rome is excel- lent. There are many resorts along The end of pier from the deck also most attractive. It is a mistake to think that Italy cannot be visited in summer, as many thousands go there each year during the hottest season. If reasonable care is used to avoid the heat of the day between twelve and two, there is little danger to health. The time during these hours can be spent in the galleries the Italian shore such as the Viareg- gio, which are at their best in the early spring — April, May or June. The Italian lakes are particularly de- lightful in July and August. Venice is not always as pleasant as it might be in the summer, as the motion of the tide in the canals is not always sufficient to render them entirely odor- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL less. Holland can be visited at any time of the year, as can also Belgium, France and Germany. Spain is apt to be very hot in summer and should be avoided if possible. Russia is delight- ful in summer, but owing to the great expense of reaching it the number of tourists is limited. All visitors to Russia must have a passport which must be viseed by the nearest Russian Consul before leaving the United States. This is absolutely essential. Travelers who are going to make a trip around the world usually leave New York in September if they travel by way of San Francisco. Norway order to benefit their health. People who are ill or who are not very strong still stick to the sea as a rest and air cure. They select the more comforta- ble liners, however, as the care and attention which they receive seldom fails to benefit their health. After fighting the sea and its terrors for thousands of years, man has at last succeeded in conquering the sea, this wildest and most unruly of Nature's children. Against the modern iron or steel ship, which is equipped with every measure of protection that science and engineering can devise, the sea is almost powerless. Smaller AU REVOIR— WARPING OUT and Sweden and Denmark should be visited in summer only. Austria is best visited in the spring and fall. The Mediterranean ports, particularly the Riviera, are crowded with winter residents. Monte Carlo is perhaps the most beautiful point on the Riviera. Algeria and Morocco and Tunis all have their share of winter^ visitors, while the Holy Land and Egypt are visited by many thousands. The great steamship linos run each winter specially conducted tours to Egypt and the Holy Land, reducing the cost of transportation very materially. Formerly many persons took poor accommodations on sailing ships in vessels and sailing craft still feel its fury occasionally, it is true, but the enormous ships of the present day forge their way through the mighty ocean at high speeds. Men of science have studied and analyzed the curative powers of the sea and have awakened an understand- ing and appreciation of these qualities in ever widening circles of humanity. Increasing interest is taken by the medical world and the general public as to sea trips as a curative remedy, which is due to a large extent to the improvements introduced in naviga- tion of late years. The accounts of SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL the dangers of ocean trips in former times, the primitive and unhealthy ac- commodations, and insufficient cater- ing on board of ships of earlier pe- riods are very disquieting to intend- ing travelers. This has now, however, all been done away with, so that the modern steamers of to-day have so many safety devices, and the perfec- tion of the instruments for the navi- gation of the ship, and the reliability of the charts, the number of light- houses, have been brought to so per- fect a standard that a voyage on a modern steamer entails less danger THE NEW The lookouts in their eyrie sweep the horizon for signs of danger. than a journey by train. The old foul- smelling state-rooms of thirty years ago have given place to clean, spa- cious, splendidly ventilated rooms where there is not a suspicion of an odor of any description, even in in- side rooms on the lower decks. Su- perior methods of keeping food have resulted in catering which is equal to that of the very finest hotels. The sea air is most invigorating, especially for those suffering from insomnia and nervous troubles. The abundance of sunshine, especially on the Southern seas, in the Mediterranean and Adri- atic, exerts a beneficial influence on the metabolic assimilation and the for- mation of the blood. Taking it all in all, sea trips are very strongly recom- mended as important hygienic factors, and the development of all that con- tributes to their facilitation should be greatly appreciated, especially by the medical profession. It should be re- membered that the air of the high seas is the purest of all, and that there is an entire absence of dust and germs. It has been proved that at a distance of seven and a half miles from land there was only one germ for 40 litres ■*& \ iL^i 4 \ "8R 1 v m \ \ p \ AN ■■' vV k 1 11 w mm*L y\ if : : \ ill i.V .._- -~— - 1 *s \C Vj |^ ^PP** 1 \ !m\ in 1 ^B 3^"\ v v A 1 V, wl V^V r-±~ S " -wv! jgl/a \. 58 THE OLD The old-time sailor spent much time aloft setting sails of sea air, and at a distance of thirty miles, only one germ for 1522 litres of sea air, and beyond that limit the air was practically germless. It also follows from these investigations that a complete absence of dust and germs by no means prevails on the coast, as is generally assumed. The invigorat- ing effect of the ocean climate is based upon a good many qualities which vary not only according to the locality of the particular sea and the season of the year, but also have a different ef- fect upon people according to their particular constitution. There is SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL above all the great quantity of mois- ture in' the sea air which facilitates breathing, and secondly the density of the atmosphere which acts upon the body like a permanent bath. It is a well-known fact that very dry air irri- tates the respiratory organs and causes inflammation of the same, and that on the other hand, extremely moist air gives rise to heavy breath- ing, whereas if a normal quantity of vapor is contained in the air, breath- ing becomes easy. The sea air con- tains a considerable percentage of salt, also some iodine and bromine, and a large percentage of ozone. A sea trip is especially recom- mended for diseases of the respiratory organs, i. e., chronic catarrhs of the mucous membranes of the mouth, the nose, the pharynx, the larynx, the bronchia and the lungs. In the fresh sea air the diseased organs can recu- perate and recover better than any- where on land. Those suffering from tuberculosis, however, are warned by most physicians against trying a sea trip. The best authorities recommend prolonged sea trips only in cases where there is only a danger of tuberculosis or where the disease has come to a standstill and the patient is otherwise strong enough to make a sea trip. We have already referred to the benefit which a sea voyage gives in nervous affections. The calming influence which is exerted on the patient by the view, the feeling of absolute retire- ment and forced absence from busi- ness worries, is practically a cure for a whole multitude of nervous com- plaints. Those who suffer with diseases of the heart were formerly warned by their physicians against making sea voyages, but according to recent ex- perience, the sea trip cure is recom- mended for a number of diseases of the heart, particularly for those who suffer from a so-called heart neuro- sis, also from weakness of the cardiac muscle and valvular defects. Sea trips are also recommended for pa- tients recovering from typhoid fever, scarlet fever, measles, puerperal fever, pleurisy, inflammation of the lungs, malaria, and in fact for all persons who are weak and anaemic. Any rep- utable physician is qualified to give' advice on the subject of sea cures, and any special" treatments which should be taken. There is so much excite- ment and so much going on on the ten or a dozen largest crack steamers that those who are ill should select a smaller boat during the rush season. A boat taking two or three days longer will only increase the pleasure and the benefit of the trip. Go abroad with shoes in perfect condition. Repairs are apt to be astonishing, and soles made of paper instead of leather are not unknown. Take a new pair of rubbers. They are sometimes difficult to obtain abroad and are expensive. Remember that rain must always be expected in England. You are safe in carrying an umbrella everywhere. English umbrellas are expensive and heavy. Do not buy them as presents to take home. Rain coats are good and cheap in England. Be sure that you buy of a good house. The ordinary "mackintosh" as worn in England does not stand our climate. Select dark colors always. THERMOMETER SCALES. Much annoyance is caused by the great difference of thermometer scales in use in the different civilized coun- tries.. The scale of Reaumur prevails in Germany. As is well known, he di- vides the space between the freezing and boiling points into 80 deg. France uses that of Celsius, who graduated his scale on the decimal system. The most peculiar scale of all, however, is that of Fahrenheit, a renowned Ger- man physicist, who in 1714 or 1715, composed his scale, having ascertained that water can be cooled under the freezing point, without congealing. He therefore did not take the congealing noint of water, but composed a mix- ture of equal parts of snow and sal ammoniac, about — 14 deg. R. The conversion of any one of these scales to another is very simple, and easily made. To change a temperature as given by Fahrenheit's scale into the same as given by the centigrade scale subtract 32 deg. from Fahrenheit's de- grees, and multiply the remainder by 5-9. The product will be the tem- perature in centigrade degrees. To change from Fahrenheit's to Reaumur's scale, subtract 32 deg. from Fahrenheit's degrees, and multiply the remainder by 4-9. The product will be the temperature in Reaumur's de- grees. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL COMPARATIVE SCALES OF THERMOMETER. c. R. F. C. R. F. C. R. F. -30 -24.0 -22.0 14 11.2 57.2 58 46.4 136.4 -29 -23.2 -20.2 15 12.0 59.0 49 47.2 138.2 -28 -22.4 -18.4 16 12.8 60.8 60 48.0 140.0 -27 -21.6 -16.6 17 13.6 62.6 61 48.8 141.8 -m -20.8 -14.8 18 14.. 4 64.4 62 49.6 143.6 -25 -20.0 -13.0 19 15.2 66.2 63 50.4 145.4 -24 -19.2 -11.2 20 16.0 68.0 64 51.2 147.2 -23 -18.4 -9.4 21 16.8 69.8 65 52.0 149.0 -22 -17.6 -7.6 22 17.6 71.6 66 52.8 150.8 -21 -16.8 -5.8 23 18.4 73.4 67 53.6 152.6 -20 -16.0 -4.0 24 19.2 75.2 68 54.4 154.4 -19 -15.2 -2.2 25 20.0 77.0 69 55.2 156.2 -IS -14.4 -0.4 26 20.8 78.8 70 56.0 158.0 -17 -13.6 1.4 27 21.6 80.6 71 56.8 159.8 -1G -12.8 3.2 28 22.4 82.4 72 57.6 161.6 -15 -12.0 5.0 29 23.2 84.2 73 58.4 163.4 -14 -11.2 6.8 30 24.0 86.0 74 59.2 165.2 -13 -10.4 8.6 31 24.8 87.8 75 60.0 167.0 -12 -9.6 10.4 32 25.6 89.6 76 60.8 168.8 -11 -8.8 12.2 33 26.4 91.4 77 61.6 170.6 -10 -8.0 14.0 34 27.2 93.2 78 62.4 172.4 -9 -7.2 15.8 35 28.0 95.0 79 63.2 174.2 -8 -6.4 17.6 36 28.8 90. 8 80 64.0 176.0 -7 -5.6 19.4 37 29.6 98.6 81 64.8 177.8 -6 -4.8 21.2 38 30.4 100.4 82 65.6 179.6 -5 -4.0 23.0 39 31.2 102.2 83 66.4 181.4 -4 -3.2 24.8 40 32.0 104.0 84 67.2 183.2 -3 -2.4 26.6 41 32.8 105.8 85 68.0 185.0 -2 -1.6 28.4 42 33.6 107.6 86 68.8 186.8 -1 -0.8 30.2 43 34.4 109.4 87 69.6 188.6 0.0 32.0 44 35.2 111.2 88 70.4 190.4 1 0.8 33.8 45 36.0 113.0 89 71.2 192.2 2 1.6 35.6 46 36.8 114.8 90 72.0 194.0 3 2.4 37.4 47 37.6 116.6 91 72.8 195.8 4 3.2 39.2 48 38.4 118.4 92 73.6 197.6 5 4.0 41.0 49 39.2 120.2 93 74.4 199.4 6 4.8 42.8 50 40.0 122.0 94 75.2 201.2 7 5.6 44.6 51 40.8 123.8 95 76.0 203\ 8 6.4 46.4 52 41.6 125.6 96 76.8 204.8 9 7.2 48.2 53 42.4 127.4 97 77.6 206.6 10 8.0 50.0 54 43.2 129.2 98 78.4 208.4 11 8.8 51.8 55 44.0 131.5 99 79.2 210.2 12 9.6 53.6 56 44.8 132.8 100 80.0 212.0 13 10.4 55.4 57 45.6 134.6 To change the temperature as given by the centigrade scale into the same as given by Fahrenheit, multiply the centigrade degrees by 9.5 and add 32 deg. to the product. The sum will be the temperature by Fahrenheit's scale. To change from Reaumur's to Fahr- enheit's scale, multiply the degrees on Reaumur's scale by 9.4 and add 32 deg. to the product. The sum will be the temperature by Fahrenheit's scale. For those who wish to save them- selves the trouble we have calculated the preceding comparative table. FEES AT PRIVATE HOUSES IN ENGLAND. England is the land of tips. You cannot escape them if you try a "week-end." Saturday to Monday at a private house of no great pretension will cost the casual visitor about $1.50 whether men servants or maid ser- vants are employed. Two shillings and six pence is correct for the house- maid and butler. Where no butler is employed, the parlor maid gets the same amount, while the housemaid re- ceives about two shillings, and the boy, if he has done anything for you, gets about the same. English servants pack and unpack all luggage so that the fees are not begrudged. Allow about $5.00 a week, not forgetting the coachman. Increase this about fifty per cent, if there are two in the party. Some hostesses put notices in the bed- rooms asking guests not to fee, but try it on just the same, you will' usu- ally be successful. In very large man- sions the fees are much greater and no adequate scale can be given. The expense will be well up in the' pounds. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL » V . •* tH < 31 l*:fc 0'-HOCOCOt>-t^COCOC005 10^H»OCDTt-sti»OiOCOCO-* l ©'OCO''tfCOI> L O u Ol>COCOO ®01OiOteT|i(0N00OO®OH*HN»O NGOOrtOcOCOCOO'fliNMOtOCOONXN I>-*COCOiO'*'OiO?O'^ l O"* | 00'O"0I>'*C0'O i-lOO CO'-lO<©Tta>^HCOCOCOCOOO©'tfiC0t^C0OOOI>TtC0 i-HONiOOHCoONrHC^O^OOimHNCOH OCDOOOOCO'^TfiTtiO'O^CM^HCOOCOClO'* l>COiO^00iCI>00»C-^>O00CCnOiOrtH>00CO>O cCOOCO*OiOCQkOl^iOOiOOOCOCOCOiOiOiO co !>0500t^iCOCO<3)rHt^OOiOO'*-<*'*0005C50 C »-< 00 i-H 00 00 h- I CO l>- CO -tf 05 lO 00 >-< l> «D <3> O O CO O t- t*h O »-< I>t^.iO>O00iOt^00CDiO'^00COrtii©iCH>00CO'O 00'©l^t^-*«OOi01>COCOCOOOl^CD»OCOCDiO OOO^COO'<#0>I>00COCOO 00'-HiO CC«0»O000SrH'<^^i-if00S'0OO05-*l>l>00 00t^t>I>-*I>l>'*00l>COCD0000»O»Cl>CO-* 00 o 05CDC10COQMH(OCOiO(NNOCON«00 OOC5"*CO00Tfl-00O t^OiCD COI>C5^COCOOOCO»COOOI>001010 CDOCO'H05C5^HI>OOiOOOa-HCOOO'-HCOi001 OOt^t^t^TfiCCH^TftOOCDCDCOOOt^iOiOt^^OTji o o iC0005t>OOC500i05rHC^r)HC^OI>COCO-*0 O'HC0'-ic0>0O>OOO00C0iOCOCi | ©iO !>OOiC'*kOCDiJiO00 l ©'O'O5D"0»O o 0'<#' , *'*OOC000 C0^OC0l^^^00C0C^U^00^^^^^l>^^t^00^^^^^-^ , C l ©C0iO'* | 00i0i0«0'*C0C0 tu o © ^00©C01>OOI>(NTj<^H'-iCDTt051>(NOO'*OCOOOCDTj<0(NI>00'-i-<* 00t^t^C0>0 00CDr-(t^Ttir-OCOC01>CD'#00'-H00O5O^CD(MC35t^COCOI>'000«OI>'*iO»0«000 , *«0 , OCO'*CO^ , *"5«OCOCO«0 CCO*o■*coTt^(^^TtlTJ^coococoocoO'-loOCT>(^^ iOr^OCOl^.:^COC>lCMCOl^^iO^MTfri^iOCO©r^TpiOOCDCO^^'OCO^COl^^^t^COCMCC> PLh SI 5 C3 ti .'5 * w 'Sb-a N p . -t; o *~t P- s^g « > * ° § § - §£ Sd § d s § 0>H N .a jjf g a .2 cS SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL a z i— i h-i P « < & P u n |x| o P o H Eh ( ) ffi +» O QJ £ o OS < l> 1 ,4 +■> < a i— i Cl) fc J < H i—i r/j P h4 W W H 8 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL DRINKING WATER 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, Rosbach water can usually be had as well as R'hens 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 : AND MEDICINES. ^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 carriages. 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, will 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 NEWFOUNDLAND /RELA/VD 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. Copyright 1910 by Munn & Co., Inc. GREECE RUSS/A 10 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Q;^ co SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 11 form time is observed. It takes the sun twenty-four hours to circle the earth (to be sure it is the earth that moves, but for convenience we will consider that the earth is station- ary and that the sun is moving around it). The earth is divided into 360 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. 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 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 arid 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 clays longer than the man who 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. ©olden 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 July October 30 Su.... . — 3 10 17 24 Su. .- - 3 10 17 24 31 Su..- - 2 9 16 23 30 31 M.... . — 4 11 18 25 M...- - 4 11 18 25 — M...- - 3 10 17 24 31 — Tu.. . . — 5 12 19 26 Tu..- - 5 12 19 26 — Tu..- - 4 11 18 25 — — W. .. . — 6 13 20 27 W. .- - 6 13 20 27 — W..- - 5 12 19 26 — — Th. . . . — 7 14 21 28 Th..- - 7 14 21 28 — Th..- - 6 13 20 27 — — F . 1 8 15 22 29 F... 1 8 15 22 29 — F...- - 7 14 21 28 — — S . . . 2 9 16 May 23 30 S... 2 9 16 23 A ugust 30 — S... 1 8 15 22 November 29 — 27 Su... . 1 8 15 22 29 Su... .— 7 14 21 28 Su... .— 6 13 20 27 28 M.... . 2 9 16 23 30 M.... . 1 8 15 22 29 M .— 7 14 21 28 — Tu.. . . 3 10 17 24 31 Tu... . 2 9 16 23 30 Tu.. . . 1 8 15 22 29 — W... . 4 11 18 25 — W... . 3 10 17 24 31 W. .. . 2 9 16 23 30 — Th... . 5 12 19 26 — Th... . 4 11 18 25 — Th... . 3 10 17 24 — — K . 6 13 20 27 — F.... . 5 12 19 26 — F . 4 11 18 25 — — S 7 14 21 June 28 S . 6 13 20 September 27 — S , . 5 12 19 December 26 — 27 Su... .— 5 12 19 26 Su... .— 4 11 18 25 Su . . . .— 4 11 18 25 28 M.... .— 6 13 20 27 M. . . . .— 5 12 19 26 M...: .— 5 12 19 26 29 Tu... .— 7 14 21 28 Tu... .— 6 13 20 27 Tu.. . .— 6 13 20 27 30 W... . 1 8 15 22 29 W. .. .— 7 14 21 28 W.. . .— 7 14 21 28 31 Th. . . . 2 9 16 23 30 Th... . 1 8 15 22 29 Th... . 1 8 15 22 29 — F.... . 3 10 17 24 — F.... . 2 9 16 23 30 F . 2 9 16 23 30 — S . 4 11 18 25 — S.. . . . 3 10 17 24 — 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 A scension ( 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 Su. M... Tu. W. Th. F.. S.. Su. M.. Tu. W. Th. F... S.. Su M...— Tu..— W.. l Th.. 2 F... 3 S... 4 January. ..1 8 15 9 16 10 17 18 .4 11 ..5 12 19 ..6 13 20 ..7 14 21 February. .— 5 12 .— 6 13 7 14 8 15 9 16 10 17 1 2 3 4 11 18 March. 5 12 6 13 7 14 8 15 9 16 10 17 11 18 April. 22 29 Su...— 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 — g 1 8 15 22 May. 19 26 Su — 7 14 20 27 M 1 8 15 21 28 Tu 2 9 16 22 — jW 3 10 17 23 —Th 4 11 18 24 — ;F 5 12 19 25 — S 6 13 20 June. 19 26'Su — 4 11 20 27 M — 5 12 21 28 Tu — 6 13 22 29 W.* . . .— 7 14 23 30 Th 1 8 15 24 31 F 2 9 16 25 — -S 3 10 17 July. 23 30 Su...— 2 9 16 24 — M....— 3 10 17 25 — Tu.. .— 4 11 18 26 — W.. .— 5 12 19 27 — Th.. .— 6 13 20 28 — F....— 7 14 21 29 — S 1 8 15 22 A ugust. 21 28 Su — 6 13 22 29 M — 7 14 23 30 Tu 1 8 15 24 31 W 2 9 16 25 — Th 3 10 17 26 — F 4 11 IS 27 —S 5 12 19 September. 18 25 Su — 3 10 19 26M — 4 11 20 27|Tu — 5 12 21 28 W — 6 13 22 29 Th — 7 14 23 30 F 1 8 15 24 — S 2 9 16 Su. M.. October. 23 30 24 31 25 — ,Tu 3 10 17 26 — 27 — 28 — 29 — 22 29 23 30 W. 24 31 4 11 18 25 — 20 27 21 28 22 29 23 30 24 31 25 — 26 — Th 5 12 19 F 6 13 20 S 7 14 21 November. Su. M,. Tu. W. Th. F.. S.. Su. M.. Tu. W. Th. F.. 23 30IS.. 17 21 18 25! 19 26! 20 27 21 28 22 29 19 — 27 — 28 — 19 26 20 27 21 28 22 29 23 30 24 — 25 — 24 31 .— 4 11 18 25 — 5 12 6 13 7 14 8 15 9 16 10 17 11 18 December. .— 3 10 17 — 5 12 19 —6 13 20 ,— 7 . 1 8 14 21 15 22 2 9 16 23 26 27 28 29 30 14 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL JEWISH CALENDAR (A.D. 1910, A.M. 5670-5671). The Year 5670 commenced September 16, 1909 Jan. 11 Feb. 10 Mar. 12 " 24 " 25 " 26 April 10 ** 24 " 25 " 30 May .1 " 10 June 8 " 13 " 14 July 8 Note.- 5670. New Moon Sebat 1 New Moon Adar 1 New Moon Veadar 1 Fast of Easter jj 13 Purim " t 14 Shusan " 15 New Moon Nisan 1 Festival of Passover. . 15 " 2d day " 16 " 7th day " 21 " ends 22 New Moon Yiar 1 New moon Sivan 1 Festival of Weeks. ... 6 " 2d day " 7 New Moon Tamuz 1 — All Jewish Sabbaths and Festivals July 24 Fast of Tamuz Tamuz Aug. 6 New Moon Ab 14 Fast of Ab Sept. 5 New Moon Elul 5671. Oct. 4 First day of New Year Tishri 5 Second 6 Fast of Gedaliah 13 Day of Atonement. . . 18 Feast of Tabernacles . 19 " " 2d day. " 24 Hosana Rabah 25 Feast of the 8th day. . " 26 Rejoicing of the Law. Nov 3 New Moon Hesvan Dec. 2 New Moon Kislev " 26 Dedication of the Temple" commence the previous Evening at Sunset. 17 1 9 1 1 2 3 10 15 16 21 22 23 1 1 25 MOHAMMEDAN CALENDAR (A.D. 1910, A.H. 1328). Year. Name of Month. Month begins 1328 Muharram January 13 Saphar February 12 Rabia I March 13 Rabiall April 12 Jornada I May 1 1 Jornada II .June 10 Year. Name of Month Month begins 1328 Ra.jab July 9 Shaaban August 8 Ramadan September 6 Shawall October 6 Dulkaada November 4 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 Holv 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 Theo tokos (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 Fust 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 tertiurn Kalendas Januarias), in this case 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 Decembribus, the Ides of December. In LeajD-vear, 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'ss Almanack. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 12 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. A 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- Hi SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL nounced as coming out while the 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 83.00 : London. $1.80 ; Paris. 81.80. or Berlin. 90 cents. To those who do not wish to purchase Baedeker's Guides, information given book. The matter tail to enable the we commend the elsewhere in this is in sufficient de- 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. Lie 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. INTERPRETERS Interpreters in the employ of large tourist agencies will lie 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- dria, Algiers, Amsterdam, Antwerp, Bale, Bergen, Beyrout, Bombay, Bremen. Brindisi. Brussels (summer onlyi, 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, Trondhiem. 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 ■ < Z - r-'z 5 - " = -S c i- C " Z i~ - - - - — — r. — - ■/. b. - 2 C— £ - s = 'Z. a r. U - C O - - a - (4 -; g - ^ = — -— • * r. ■ | a t-r - J] •— £ g Z~tL~ += -= -. 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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 United 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 be accompanied by a description of the 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 (SEAL of State, at the City of Washing- the Depart- ton, the day of ment of in the year 1910, State.) and of the Independence of the United States the one hundred and thirty-fourth. (Signature of the Secre- tary of State.) Description, Age Years Stature Feet Inches Eng. Forehead Eyes Nose Mouth Chin Hair Complexion Face 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 and 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 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 with 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. THE BUREAU OF INFORMATION ON THE SHIP Takes care of letters, telegrams, etc., and is a veritable hotel clerk's office COST OF EUROPEAN TRIP 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 $9.00 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- liable tourist agency, which 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 27 < o 6 PQ 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 monev to $1.85. While the writer lias 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 indicate that While 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 $600.00 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 w 1— < J 1— 1 u w u fe i— i r/j 7) w O N a £ c i— i tO « «* PU t-l o o o M 2 tf fc w H IN 7j ,„ hll 0) r/; a bll m Bj H rt 2 '3 a c o Oh ^ H X — w a C 1 ^ +j 1^ o _-4-> O yA Si ^ J3 . £ bd 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 S chaff hausen 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, should 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 all 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 THE BAND Is an institution liked by many travelers on the German Steamers cannot be too 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 t« 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 Oh <*> W OS CO rC3 hH C < >2 >>o3-3 oSrQO «oo OtNO ^hcDO Oi-H CO bfi ;^3 . 03 bfl T3 Cd 03.-3 M s >>"£ 3. PQoffl O-T^ ON-* . x a 03^5 >>"= Jh 03 o3 3 OpGPP§ CO^H O t"~CO*0 CO O i— i »C bo a iCOO^O OOOHO CO lO — I 00 i-H d ■ 03 4P> a-3 3 § 2 S wow cooco »O00* *f^O (MCOCM ^3 o >>>>o 5 2.S ,3-0 03 o3^ « >-or3 . 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H-»f t o 03 ti 03 03 03 O— lOOO OOr-i^o rH CD CO CD rH CN^COOOiM Q O O O 03 03 03 03 <£&& ooo OCOCN C73t>l>. . . 3 '^oS -P CO CM CO CM T3oO O V 03 C 03 03 OOO ooo ooo •* I— I r-| +i c3 Cd & ° ° ooo CD* O CO CO CD »oco -CT3t3-C3 c3 c3 o3 o3 3 OOO Oj3 ooocoo oo*t-o (N CD CO CO CD COCO— ICO* T373 QT'TrJ c3 c3 -P 03 03 O O « O O S_ i, 0J t, t, pQpqrtpqpq OOOOh CD CD CM CD t^ (Mi-KM-HiO . 03 03 . bfi bD • bfl 03 M o3 dj c3 bD . . 3 >>>> 2 o3 c3 x x +» x ^^-otj >» oj' ^S 3?£ >>Ph bs b B3 03 03 3 03 C^ U 03 >X . P (5-J5 j, >> 03 03 03 i 43 03 ? n 03^ 03 8 2^-C 5-0 g-73 03^_43-O CO o oMo^ OCOCQ 73 ri-* 3 o3^ 03 -p 03.-P o3 ^-o-o'C-rt o3oa o % o3 c 1 "- c 2 iff «- <-HPHpL|C0P-lOPH-HrHO*^H-H o a CO (-5 ■ « 3 "■§.!* 3 3 03 03 3 3 O 03 l w 3 ! 3 • 03 o3CO 3 . . 03 sss o o p3p3 03 03 S £f 03 o 3 a C0|J5_03 3 03"£ ft +3+3 3 o3 <;<;>>> L '-' >>~CO"03CO 03^ijT'i5 03-P>a3+J ^S032(-03 Or/ -, Or/ ^ ^PQ«opq'§N'gN Oi0"0T < O> l 'Hi-'^HCNt^V'- . •^**cocoPncsiP-icNicor^P-irH-HioP-iCNi bfl 3 p3 03 ^^* S^^S-2 03 O^J 03 O o3 3 t; CQPQ >r™pQ ^^ a) M m£^' 3 p3 OCO Q ^ CO 03 »1 1^3 ^^CO* o3 o3 73T3CO 3 3 ^= l-H (-* ,Jm 3 3+? P. p. O 03 03 O 2 a .3 o3 03 03 w H HfH 03 >>-P S^ 03 2 o o 3 s p3 03 -P 3 3 3 03 3 3 o3 CO "3^3 r3M o3 £%" f^< O +3 ■fea5«5-S « 03.3 p3.3^ J3 F ° 03 P< h 3X3 § 3 03 £ 03 H O • r- 3 3 o « 3 3 ^"d 5 h w m w w 3 3 333 3 03 03 03 o3 O O *=i u +3 ■ 3 ta d • '-Sffi 5S 03 =5 5?^ o § -. . OjPM o3 «; 03-D 03+ 5 2 aj' ^^Cn.S-p? 3 03 ^ 3 3^ £g«gj»ViHCOCO-* £ °3 03 03 OS'S oo CO i—l 5C-< +3 ?*> CO& o3 . . _oC0C0 " o3 +3 ^2 « ° H ■fe o3!> pj — - 03P- •*t^r t-h o 0) h o >j O OKj j_5 - -t— oWCG eo© rH ^io+? >i r -; 03 2 u u COO ,«3 :H 03" (h Si 03 03 do ~& qt3 '■ o"0"C o3 +3 oj w +3 oS o3 O " OJ3 O O O S-, 03 !h O ° f-> *-i ^fOHNOiflO lO CO 00 CO O CO CO (N t- t^ iO >-H t>- CO rH,-i>£ 03 ci s- offlco Von oooarH Oj X 03 . • >l£V 03 O . • 03 i^ •& °}s± mU-s^'^i'H' H' u*. *&!jA?jtej&. No.'' ■ fHH»Kv North German Lloyd S.. S. Co. FrRST.CA-Bi'N Ticket. . Berth < ' WT TRANSFERABLE. " ' . Stateroom No . £ Z ..'■.. Received $*H?': .-..'........ . . 'tor the bass&e .'fH-r-- *J'.t4^e £#'.* v- Children lw» , i * 10 j Infant uotltfr i year >y -unforeseen, circumstances-, ?portat;on atickel 61 the Railway Compart) It Is .mutually agreed that this ticket the folWwint corfditions : ■ - ' lei by the North Uermen Lloyd S, S. Co. and accepted by the New York, O.EL.RICHS & CO./tk PASSENGERS ARE URGENTLY REQUESTED to ha«e ikeir U931 •PIER BEFORE GOING ABOARD THE STEAMER F'.'-'orf -the •■ North German Lloyd Steamship GEORGE 'WASHINGTON • ' to sail '^'6- '3~-fc\;/?/G 'it /<= o'clock'^,: M.', frorn North' German Lloyd Piers, ;n rioboken, N.J.. 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 holder will be accepted for passage bj T any of the fol lowing lines : American Line, Atlan tic Transport Line, Austro- American Line, Cunard 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. HOLLAND-AMERICA LINE=Carrier «-«™- 3 Bl&chentriuA ouithiuio Terloma) ' iKuncl. Operaiueeti jfirst Cabin IReturn flbassaoe Contract 9 /£* MUST BE S1QNED -S_ from ROTTERDAM-BOULOCNE-SUR-MER. ftt^ ^^^ T £?^ f£#-lbsfcH^>f_ -r-^^Adul«.»_=rChl.«««niJ=l^ Th^umo'l^Se^ It iff flDUtualtp HflrCC& by and bd*«n i. Neither uid carrier nor the v/iid nor Us cv act of Cod baggage ct property, nbuij uihet v-nJ, Irom ii/bbcii, shafla or any latent defect TERMS OF CONTRACT WITH PASSENGER. e agents or ■ be responsible for low or delay cf or Injury to, any pawngrr or his "an of the steamer or of any opparje ot labor ; from ciplowon, bursting o( boilers, breakage o( >ng at the time of shipment or sailing on the voyage or thereafter veisel seaworthy ; nor for any loss or damage arising from the nature of the goods r r.,-.-i, b : *!,. though existing at the time of shipment sscl seaworthy ; nor for : ol marks, address or description, se, lo transship the paasengcis and (heir baggage by any other stel audi trinnhipment »)ull bo at Uie ruk of the fauengci, provided rcai TERMS OF CONTRACT CONTINUED OVERLEAP 1 by ihe prolongatior No.1fi273 Embarkation Slip FIRST CABIN RETURN PASSBOC CONTRACT HOLLAND-AMERICA LINE AOE nSf5"l|l •>— - fflfTTi )l f / ^o — *""'"' *""""'' TOTAL .rfe.. u ,„ — _M— Namo of A e 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 they 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 be 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 fpr 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 all 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 rransfer 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 ;i sat- isfactory criterion of the accommoda- tions which may be expected. The annexed table 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. The 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 minimum 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 WRITING 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 be 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 aViy 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-American Line. This will divert a Dortion 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, SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 47 O < »C05»-iOI> , *0500»-l>0000005»Ot^OOiOC v lCDiOi-iC0050iCOCDCOtDNIMMC<3 , *COlOlOHTP>HiM(N(NHTj*H(NTHrt .-I r-1 CO i-< ■<* i-< 01NHffiHH'#00050)NOO'*NOOtOHHO(NOOfflaiHOt)0(MiONOOOOCO CSiC05i-iCOCOO>COC>JO^i-iOii-i^T}OT00I^i>^C\l'*-^i— ii— <05005C0^1^t}<020siOCX)i-hiOiOOicDi— no co co 1-1 •* rtHodcOMXtO^'dddooOOONNNtDcDiO'*'* -* ^h"i-h CO 'O't CO >— I '— • co OJOJ'*Ti<'*cococccoco-ii-Hi-H ocoosa>cooit^coco^t>^oo5^>o CJtocor-^HO-^ooiMicco^cO'-KNTti 00 »0 "# CO i— IN©H OiO !M COH CO '-H NOrHrftDCO CO^CnT" QO"l> O CN (N-H t-li-4 i-H 1-H t^OOOCO cooo-*co ccxioo»ooo»oosMioeceoi-ioo , *i-'oO'*i^cocot>CNi05cocNie<3'-ii-' iO CD H tJ< CO OS CO CO I> ■* »0 C^- ■* "* CO CXI <# i-i O OS O a rf c=a=a 03.— _< O f- o CO 03 co ,-G G cG ^ OOr9 •H ^ W h B iH O o t- _,;£ 2^ >-5 PQ 03 g CO G - g. ^co E^ o~ E^ 1—1 c O.jogJS (-> G 03 03 G 03 03 O." o ~-2-d g M -^-c-g ."§3 S.= w . s 5 g ol^H ._; as G . .^— G « §"£3JS G 3 (4 g ■ g _• • g : g g : qa 03 c3 ^ c 03 . 03 03 . » eg cd : « o O o) . o a) d e n G G CI "g-g G . G G S3 G G •CChOlmcJ^m g e* p ^ G is i-i-C G G G G : c5 Cu o3 o3 0/ CO (P CO . fl G G G g 03 o3 c3 c3 c^ S- (h P t, • t, t-i t, J*T3 fcj-Q 03 >>G O ri s^ » ^ G G a<^^ co bfl ^ o^ tn G^3 O o3 CO "S"S G r r^co O O aj .n-j r ft ft S3 rt^ 1-1 '^'S CO 03 « G GC5 ° flC G G^^'C c3 co CO 03 03 CO CO G G fl CO CO pj g G G Hqccco.2^^^ 1 rjTjTS 03 C3 £3 O »H «H bfigjS § _, C3 03-ri ^J -tJ^ S3 G G > 2 g-7; S G G^ 5 °l° co G ci.S 'g fl CO C3 •2.2<5 n G ^g 6° ^- CO 03 CO 03 G M .2 53,03 co G co G i- ^cl^^-SG g i»r3 oed -tJ O G 03 £3 CO 03 cSp,S<:W^ G 03 9J 03 « G «h ri t- CO G o3 3 § 03*5 (1 G t, q 03 COoW co 03 a> DO G «3 03 G co «- o Ch co 03 O _, +3 CCJ rfi C.^3 ft-- d co -^ r^-^ 3 CN ju g a g G 03^ TO O O c3 -t, +J •- £o£H3pq<2§ o c 48 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL TERMINAL PORTS AND PORTS OF CALL OF PRINCIPAL TRANS- ATLANTIC STEAMERS. STEAMERS SAILING FROM NEW YORK. Line Eastern Terminal Port Ports of Call. Eastbound Westbound. American Anchor Atlantic Transport Cunard* Fabre S. S. Co French Line (Compagnie Generate Transatlan- tique) Haniburg-Amer Holland-Amer Italian Royal Mail S. S, Co. (Navigazione Generale Italiana).. . . North-German Lloyd S. S. Co..... Red Star Scandinavian- American White Star Southampton ( llassow (D) (D) London (D) (Tilbury Dock) Liverpool (D) Fiume (D) Marseilles (D) or (T) £ Havre (D) Hamburg (Cuxhaven) (D) or(T) Hamburg (Cuxhaven) (D) orJT) Genoa Plymouth (T) Cherbourg (T) Moville (T) (Londonderry) Queenstown Gibraltar Naples Trieste Genoa Naples (T) (T) (T) (D) (T) (D) Rotterdam j- Genoa Bremen Genoa Antwerp Copenhagen Liverpool Southampton Genoa (D) (D) (D) (D) (D) (D) (D) (D) (D) (D) Plymouth (T) Cherbourg (T) Dover (D) Gibraltar (T) Naples (T) Boulogne-sur-MenT> Naples Plymouth Cherbourg Gibraltar Naples Dover Christiania Queenstown Plymouth Cherbourg Gibraltar Naples (T) (T) (T) (T) (T) (T) (D) (T) (T) (T) (T) (T) Cherbourg (T) Moville (T) (Londonderry) Queenstown (T) Palermo (D) Naples (T) Gibraltar (T) Naples (D) Cherbourg (T) Dover (D) Boulogne (T) Dover (D) Palermo (T) Naples (T) Boulogne-sur-Mer (T) Naples Southampton Cherbourg Naples Gibraltar Dover Christiansand Queenstown Cherbourg Naples (T) CD) (T) (T) (T (T) (T) (T) (T) (T) STEAMERS SAILING FROM BOSTON. Line. Eastern Terminal Port. Ports of Call. Eastbound. Westbound. Cunard Glasgow Liverpool (D) Liverpool (D) Liverpool (D) Genoa (D) Moville (T) (Londonderry) Queenstown (T) Queenstown (T) Gibraltar (T) Naples (T) Moville (T) (Londonderry) Queenstown (T) Leyland White Star Queenstown (T) Naples (T) Azores (T) Allan Line. Canadian Pacific R'way Atlantic S. S. Lines... . Dominion Line Donaldson Line STEAMERS SAILING FROM MONTREAL. Liverpool London I Liverpool t London Liverpool ( ilasgow "D"- "T"- (D) (D) (D) (D) (D) (D) -Passengers landed at Docks or Piers -Passengers landed by Tender SUKNTll'ir AMERICAN HANDBOOK OF TRAVEL 49 TERMINAL PORTS and PORTS OF CALL Of PRINCIPAL TRANS-ATLANTIC STEAMERS Cont muni. STEAMERS SAILING PROM PORTLAND, MB. ., Line. Eastern Terminal Port, Ports of Call. Eastbound, Westbound, Liverpool (D) Amerioan l^im Red Star Line Allan I vino STEAMERS saiuno hium PHILADELPHIA. Liverpool (D) Antwerp (l>) Liverpool (D) Leyland Line. STEAMERS SAILING FROM nkw ORLEANS, Liverpool London (1M (D) •' D" Passengers landed at Docks or Pierg THE SECOND CABIN The question of the second cabin is an interesting and important one. in 1909 there -were 1.30,017 firsl cabin passengers landed at the Port of New York, while there were 1.67,252 second cabin passengers landed in the same period. This would lend to indicate that the second cabin was deservedly popular among a large class, it should be remembered, however, that the second cabin is more largely used by persons who are emigrating to the United Stales and who cannot afford to pay for the accommodations in I he 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 \h 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 arc 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 t ho stewards are larger. it is safe to say that the average ac- commodations on all of the modern liners are fully as good as (he first cabin accommodations of 20 years ago, Where (he rale 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 Stales. The second cabin catering does not contemplate the supplying <>f hot house grapes at $1.25 a pound, artichokes, or similar delicacies, which the average traveler does not gel 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 Cereal ine Oatmeal Porridge — Fresh Milk Fried Sole Codfish Cakes Sirloin Steak— Fried Onions Grilled Bacon Calf's Liver — Fines Herbes 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 Rind 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 a^o. 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, Hot Rolls, Jam or Marmalade, Tea, Coffee or Milk. Dinner, 1 p. m. Soups, Beef 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. American Line SSs. New York, St. Paul, St. Louis and Phila .... Philadelphia-Liverpool Steamers Atlantic Transport Line SSs. Minneapolis, Minnehaha, Minnetonka and Minnewaska 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 La Bretagne and La Gascogne Chicago Floride Fabre Line SS. Madonna All other steamers Hamburg-American Line. SS. Deutschland.. America and Kaiserin Aug. Vic Cleveland and Cincinnati Moltke and Blucher President Lincoln, President Grant and Hamburg • 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 Mail Lines SSs. Verona, Ancona Taormina Duca Degli Abruzzi, Europa, Duca de Genova, Oceania and America Brasile, Italia, Argentina Liguria and Lazio Philadelphia-Mediterranean Service All steamers North German Lloyd SSs. Kronprinzessin Cecilie and KaiserWilhelm II Kronprinz Wilhelm and Kaiser Wilhelm der Grosse George Washington Prinz Friedrich Wilhelm Grosser Kurfiirst Barbarossa and other ships First Class To or f rora Europe )2.50 82.50 72.50 67.50 SSs. SS. SS. SSs. SSs. SSs. SSs. SS. 125 00 102 . 50 97.50 82 50 80.00 72.50 107 . 50 97.50 87.50 77.50 SSs. SSs. SSs. SSs. SS. SS. SS. SS. 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 2d Class To or From England $50.00 45 00 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 2d Class To or From Continent. $57 . 50 65.00 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 6500 6500 65.00 6000 55.00 52.50 6500 65.00 6500 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 87.50 95.00 82.50 $85.00 65.00 Red Star Line SS. Lapland $57 . 50 52.50 57.50 Philadelphia-Antwerp Service All steamers 52.50 55.00 Scandinavian American Line All steamers 75.00 112.50 107 . 50 92.50 97.50 82.50 72.50 82.50 80 00 82.50 60.00 White Star Line. SS. Adriatic 55.00 55.00 50.00 52.50 47.50 60.00 SS. Oceanic 60.00 SSs. Majestic and Teutonic 57.50 SSs. Baltic, Cedric and Celtic SS. Arabic Boston-Liverpool Service SS. Cymric Mediterranean Service SSs. Romanic and Canopic 65.00 SS. . Cretic Boston-Mediterranean Service All steamers 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, $4.00. 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. LETTERS OF CREDIT For sums of $500.00 and over, letters of credit are recommended. They can be obtained from any banker against the deposit of a proper sum plus a fee of usually 1 per cent., except where the amounts are very large. The letter of credit includes a letter of identifica- tion which must be signed by the CIRCULAR LETTER OF CREDIT. ^)°. s /b 13,683. rvltenteTzS .m (B) JOur K l^>^,^Ai^M:^Z(^S0S <§> \rR yfa/Oe^tbUnAocluce^b? ■T >yu^ay s S curncwyn s fALTl,I^N:DONvi£2^V^^ \ ycmdel Qfyteuv?/ (fyu>t£u ^ 5 ^^^^^^w^i2?- J %I3 f 6 83 ■$ /GU^/urno^ i^ulcmdonj^ 30 - — ■ — 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 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. CIRCULAR NOTES 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 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. The English penny, half-penny and farthing being compar- atively well known, there is little SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 55 H^ C3O0COCOCO co co i-i co C5 cs oo CM-*0 per and el Coins and oximate talent in . Money. lO i-H > ae O CM -# 00 ON "-H " -Htq ■* COO CM efiCiClOO CO W O--HC0CT> s^OCS GO CO «© CM^OOOO eS^ OJ ooH(Nn«o Sliver Coi and Approxim Equivalen U. S. Mon T-H r-l £ 3d. 6d. Is. Florin or 2s. i Crown or 2s. 6d. 4s. 5s. or Crown O y-. «*-< (h OPINIO d . . • /— , <4-1 <4-t *+-< ci d d ci 3,3 ^oioooO H(N"3 Hn 1-1 ooo OS ^CM CD o coo oS i-h CM u d CO 3 iO O i-H fa fa O CNiO lO COCOCOcM'OOlOO »oooo OiOOOO M»O00OCMOOOOO Notes nd ximate alent in Money. COCOCOCOCOCOCN'O m -# 00 i> CO CO CO CO CO cocoioo ^C5 Ci CO CO opcocoioo ^COCft O5COC0 6© OOOhhNtIHOOO *OtOO^OOOHN CM ■* Gi *# 00 N CO CO i-H OCTi 1-HOiCi rHr-lCMcM- M fa fa 3 o fc t— i cd w < q kH J H FRANCE. = 1 Franc, e 25.) a ^^ COUNTR MONEY TAB REAT BRI 1 Penny. Shilling. £1. EELGIU = 1 Franc. etherla: (HOLLAND. Gulden. O II rH || M to oS to 5 v a 23 II S> » S, a. a a a, a .— . co +3 5 '•3 2 S c o a a O 1 ^ a) 0) tn a) ^3 O O r °3 P-l 0Q fa M CM O o co o o OQ2 o o ■* i-h CM T— 1 V rH T-t 56 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL COCO COcN (N»C (N^< (N-* OO CSOS 0000 CNIOIO M 0> fl * OO —i 01 ^OO OO ^OO OO ^OO OO e@ OOCN OOH Copper a Nickel Co and Appro xim Equivalen U. S. Mon copper. Ip. 2p. nickel. 10 bronze. Ih. 2h. nickel. lOh. 20h. copper. 5c. 10c. nickel. 20c. 25c. as 1 2 -2-2 >> OS 00 CD"* C0CO"D CO co »o os os ne >-H CO t^ i-i OS !fi OO-H 93 > U '- U as o OiOO C^HIN HNiO O u O rt i-l en »o »o Coins nd iximate alent in Money 00 CD (N CO-* CO co co co ■^OOCO rP ^ co r- m CO O IN O qbOS OS 00 e# cocCco oi . ^ b o a-3 m 03 o . ° . as as "Joo ta Tt<^io°o-«E: .JjiO o o 03 ^ CN P rH oi o 3 o o H IN A Q iO 00 CSCOOOO CO COiOOO COCOIOOOO COtJHOOOOOO otes mate nt in »ney. —it^OSGOO OO--HC0O OS OS CO CO »o o CN CO CO ■* 00 O O «© rH^I^HCOOO ^w^oom ^ hososcoco m O t-i (M CO CO Th 00 rtiMcO r-<-t S M M M rt * «1 |2i t>< H tf p < FRY TABLE ^ h3 < Z ^ Ph jj >J £3 Iz; «1j S3 < o ^ a w o a s ^ l-H £ <; Q 2 o 2 3 w II CO rH P II II < 1 | rH "a a 73 ^ II 0) "as c as £ £ Ah w O £ ° o o o o s o o o -7 ° -H H SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 57 ^3 o w H I— I P o Q o p w o >H o Ph* p o 10 »o lO io NiflN N"3N T-H CO CO S© Ot-hCO ooo e# 000 OOO per ai :elCo and roxim ivaler . Mon 03 6 a-3 afl»2 02 o a ^ O O O t-h t-i (M ifj THt^ lOOMiOO <£>COCO ^OOOOt^iO OO0000 OHMt*iO HCCJl T-H 03 *-"d "d -t; ,o ° a o a a _GcO 3 ' t-h ninoofl •H« l-H fl^ 02 T-H(M> 8 "S"" 5? 4S «+f fl ^ HdlONlOHh- 6© t*i OO COCO HNiOiO HffiOl ° ss° 03 Ph H ^ rf fc of 02. "73 gco 03-« a o> 03 02 J- gO o3-rj m a 02 o3 +3 03 03 °'S 03 p 02 03 , h2|« • -< O 42 . 03 t-i flH M^ *S so 03- 1 l£° ^l| os^^i 03 St=5 10 2 o3 03'-3-^ ^ O ^§^ . S w ° d " 03 -..d •— I 3 9 ^1 r/j 03 O o3 oj O ■8-9 >,° JQ oj »5 M 03 C > 03 -a 2 L a P -J2-3 03^ 0.2 -^ o 03 02 TM V. o w ^•^ A? « d 02 . av^ d dfe o c? -43 ^ BJ.9 03 O . 02 fl ^ 03 02 73 d 02 ^rdj d-p S c 1 1 03 ^.2i M 03 02 o J3 -^73 d 0"d r-. -^•-^ TM 02" O O 02 fe 03,— ^ >H o3 ts 02 a M.o3 o3 dPn ' .03 d 02 t, — 32 42 ■^ n * o £> 2 o3T3 2 >^d-£ s "c;g< Sh o3^3 d X+f 02 02 d 03 S^h w-cJ fl ,9 g r"£^ 02- -" s-Su o oItA ^ i o o.S ,„ « ^ fl 5-2 * <5 MglS-i fl O O -r-O -. |ho l> ° S O ^-fl^T) 02 -(J o "2.S (-. - - 03 03 a 58 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL . ENGLISH MONEY GOLD a GOLD Sovereign £05. =4.86 Half Sovereign JOS. = $2.43 SILVER Crown 5 3=|UI SILVER SILVER SILVER HalfCrown 2/2S.=6l4 Florin ES.=46* Shilling 1S.= 24$ SILVER 6D.= 12 4i SILVER 3.D- 6 SILVER 272 Gulden ^1.05 SILVER 1 Gulden ="40 to r 30-2 65-5 40-3 25-1 50-3 60-4 40-3 60-4 60-4 25-1 30-2 to 40-3 .00-7 30-2 40-3 50-3 60-4 4.00-27 4.00-27 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 knots. 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 : . 0> .-, to 0) • m n ^^ Allrrght 2 Responsibility (14 letters) .... 1 Unconstitutional (16 letters) . . 2 A-t-il 3 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 3 44% (5 figures and signs) .... 1 444,55 (6 figures and signs) .... 2 $100 2 . Onehundred dollars 2 10 fr. 50 3 lib 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 m 3 — " 1 m C. H. 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 foreign 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 clock 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 KARCOKI WIRELESS TELEGRAPH COMPACT OP AMERICA, TEl-ECtffAM THE WEBTEW* WWHtmBOIUPS COBK-AUT -^Sit^SSBffJKmSflSiS WW mnu to m rwf wnti^ . POSTAL TELEGRAPH - CGMME.HCIAL CABLES TELEGRAM JSAUVH>'-'lim--^ .MI!l'il'.i)I.M.W' J l!'^».|„'l.'!,',tMlWBmrHW«W t>eutsch"Atlaritische Telegrapheng-eseilschaft ■ ,r\U) lilLM ; . t CAISI.P.S l'H!IM \F:V, YtWK Tfr (iCKM \.\\ ANGLO-AMERI CAN TEL EGRA PH COMPANY To 4»t CABLEGRAM / ,:: A! $cjS&%Imcm < tfA-y/JaZfirCM* Elmfgc liirekte Kabelli talSUtacteuDf ulschlumi und Amcrika. 1m BtaclWK •fiini amleren Mlantisi '::.:; TSSi S egraphen-Kabeld ■'.': V-r~~ j *' : ^y ,. 3&£yfc. - -j via Bmdcn-Axoren. % fllffll U8d W^hftang TYPES OF CABLE AND WIRELESS BLANKS' SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 83 in 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 heliography, 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 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 $2.00—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 : \^ • A A/ %L icosii 3omveJ& GULTOF] JL. *T.IAWKENCE ■Belle Isle arts Content !St. Jolms '■'-. Sydney <<& Ca P e Race I •re> 2? Sable I Jarfolk jCape Halber&s 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 latter is used for transatlantic communication with the station at Glace Bay, N. S. The ordinary (Continued on page 88) "Valear 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 William 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. L, 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. Adriatic Alice America (Italian) ♦Amerika Ancona Arabic Argentina Baltic Barbarossa ♦Batavia Berlin ♦Bliicher ♦Bulgaria Caledonia California ♦Campania Canopic *Carmania ♦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 Kurfiirst Grampian ♦Hamburg Hesperian Indiana Ivernia ♦K'rin Aug. Vic. *K'r Wilhelm II ♦K'r Wm. der Grosse Konig Albert Konigen Luise ♦Kronpz. 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 (Ttal.) 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 ♦Victorian ♦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. Requests for these reports must be made at the Company's Head Office, 27 William 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 .4^ | ] Lycm° US-'Zeugg BELGRADE ( V* ■ A 3 AvR A WIRELESS MEDITERRANEAN STATIONS MARCONI TELEGRAPH COMMUNICATION CHART. J A NUARY 1910. TIMETO BE USED WEST OF 40° LONGITUDE NEW YORK TIME, EAST OF 40° LONGITUDE GREENWICH TIME. INTERSECTION OF LINES SHEWS EARLIEST TIME SHIPS CAN BE IN SAME LONGITUDE AT BEST AVERAGE SPEEDS COMMUNICATION SHOULD BE ESTABLISHED AT EVERY INTERSECTION EXCEPT AT CERTAIN POINTS OF THE ROUTE WHEN ONE VESSEL IS ON THE NORTHERN AND THE OTHER OH THE SOUTHERN EXAMINATION OF A NORTH ATLANTIC TRACK CHART WILL SHEW THE DISTANCE BETWEEN ROUTES OF DIFFERENT SHIPS DURING ANY VOYAGE. MARCONI CHART Posted in companionway to show possibilities of communication for one month. 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, Asmara, Ponza, Santa Maria di Lenca, 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 Port Said and Tort Tewfik, in 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), Grosse Isle (Quebec), Glace Bay (N. S. Trans- Atlantic Station), Father Pount ( 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 numDer 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 amount 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 be considered as final. Always address the companies for detailed * information. They will cheerfully supplement this with written directions if necessary. When vou 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. Tangier Island, Va. Washington, D. C. Wilmington, Del. (New Willard Hotel.) SHIPS EQUIPPED WITH UNITED WIRELESS SYSTEM- ATLANTIC, GULF 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. ^Hamilton *Jamestown *Jefferson LAMPORT & HOLT S. S. CO. Vasari Verdi MALLORY LINE Denver Colorado Concho Sabine San Jacinto Alamo Nueces Lampasas Brazos San Marcus Rio Grande Comal R. M. S. PKT. CO. Orinoco Nile Oruba Clyde Tagus Thames Trent Oratava Atrato Ortana Magdalena Berbice OCEAN S. S. CO. City of Columbus Nacoochee City of Memphis City of Macon City of Augusta City of Atlanta City of Savannah City of Montgomery City of St. Louis N. Y. & P. R. S. S. CO Carolina Ponce San Juan Coamo RED "D" LINE Philadelphia CONS. COAL CO. Tug "Savage" Caracas S. CO. *Monroe *Princess Anne VACARRO BROS. Vacarro IND. S. S. Rosina CO. 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 *Wireless rates on steamers North Star, Hamilton, Jamestown, Jefferson, Monroe, Princess Anne, Manhattan, Yale and Harvard are $1.00 for ten words or less and 7c. for each additional word. 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 "G. 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 are forwarded by special trains. To effect this through checking, a perforated check is used, one part or 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 Paris 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 cahin 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 Only 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 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 with-out 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. PLANTS. 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 be secured, 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 hav^J 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 } 2 New York or Boston, to any of the principal Continental Cities, via United Kingdom. 4. $0.12 Y 2 Paris or Berlin to United King- dom only. 5. $0.33 \i New York or Boston, to Cairo, Alexandria, Genoa or Naples. 6. $0.37 y 2 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. e. 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 PER $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) U. 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 kevs 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 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 clues, 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. It 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 unay 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- 0Q H fa fa w CQ (J fa < fa O fa fa fa i—i fa < H ui m fa fa fa X fa < fa o O '001$ J 8(I e^e^ aotreansui '001$ Jad ■spunod 03 p^uorpppy ip«g[ x>2 a> O -DQO o Knoooooomoo CO CO CO •* ■* lO ■<# © iO © b- O OOOOOWiOUJiOiO Tfl lO lO iO lO >0 t- t> t> i> ©^# CO CO ■>* Tt< © lO © ©©0©©0©©0© i-H ©0)©0000"#0 -*f rH 0 00 00 00 OOOC CO CO CO •»* *o •* ■* "* © ID t- O « o w r/} CQ W H &§ » « > a 2 o d o .£ a a u v a> C3T) M MiuPh «h1 * . 5 oSdSoo^33d 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 be 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; thr; 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 sable. "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 Jto the Vigilance Committee, which is ready to give expert opinion free of charge. SHIPMENT OF HOUSEHOLD GOODS TO AND FROM EUROPE An ideal way 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, whore they are lifted bodily from the wagon truck into the hold of the steamer, and arc 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 mjty 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 trio 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 sailor^ 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 96 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 97 the rail. He 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 " LUSITANI A "—SHOWING ELEVATORS 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 description which could be re- ceived was when another vessel was met somewhere in the great ocean lane. 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 half 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 sea tings 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. Fresh 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 in 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 rolling 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 i"> 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 be 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 "V i*K i-J ■ % •2 9. s a sr \J_J. £-V"i »y . * V .8 .?• !>,. - ,t. ,t a. 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 (ri^ht 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 two 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 n,e llhr wird geslelH The OockwiH.be set 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 In 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 i-'erent vegetables and an 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 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 warmers and refrigerators necessary to supply the vast number of hungry passengers. The issue room and storeroom are closely connected with 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 Moscovite 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 Potage 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 Hors d'oeuvres a la Suedoise Chervil Soup with Dumplings Fried Sole, Sauce Tartare Roast Hare a 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 Diploinate Filet of Perch Pike au vin blanc Larded Fricandeau of Veal a la Milanaise Tutti Frutti Ice Cream Vanilla Pastry These are in turn selected from the carte du jour, which is here given in extenso : SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 107 Hors d'oeuvres : Hors d'oeuvre a la Suedoise Potages : Chervil Soup with Dumplings Consomme, Vermicelli Potage Diplomate Poisson : Fried Sole, Sauce Tartare Elu,e Tench, Butter, Horseradish Filet of Perch Pike au vin blanc Entrees : Roast Hare a 1'Allemande Tournedos, Mushrooms Glazed Sweetbreads a la Trianon Pbeasant Legumes : Cauliflower Early June Peas a 1'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 Fricandeau of Veal a la Milanaise Ragout of Chicken a, l'lndienne Corned Tongue in Burgundy Grill (To Order 15 — 30 min.) : Mixed Grill, consisting of : Filet mignon, Lamb Chops Kidneys, Sausages, Tomato Tenderloin Steak, Entrecote, Sirloin Steak Lamb Chops, Mutton Chops Plats du join- : Leg of Lamb, Pommes Paysanne Rotis : 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 Maitre d'Hotel Kippered Herring Prom the Grill : Beefsteak French Mutton Chops Fried Sausage, Mustard Sauce Rostock Steak Vienna Veal Steak Filet Mignon Rossini Fried Yorkshire Ham Fried Wiltshire Bacon Smite and Baked Potatoes French Fried Potatoes Potatoes Macaire Griddle-Cakes : Cerealine & Buckwheat New-laid Eggs Every iivst class passenger has access to the restaurant. The prices charged are similar to those of the grill room in the famous Carlton Restaurant. London. An 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 Fruit ( !ocoa COLD A MECHANIC Which Makes the Cook's Work Light Scrambled Eggs Orientale Omelette Parisienne EggS De l.esseps Banana Pancake German Pancake jelly Marmalade Ginger chocolate Coffee Tea Coffee freed from Caffeine Fresh Milk merjfca aQ/n/e^ /D / '?■■'*• '2f m*s Carlton Restaurant Q&f«* <*&*«> « 'Cprte (lU >)< our T \^ijerin tMugufie 'Victoria' &u*iH&} BttVieJ /.SO eZtZCtxcde. c/e. dWirei^/. CBejecmer dotages Oaefs 0% 0* ' f»-pna.ij-e a**>m-&a. -ta^u-t y / U^Cfl ] : % ^ <£/***■ t>o-"f act &eu44e liirtte 4- So. 4(~ &/&£ /tJl &«ccd2p(,4 "&/7i,nat tf- OMyr-zc^a &tu<& 'ffiacr&u, 4- SO W <3M{l<7n.f€e^St* c& c&.Axut a>£x C-t^-cOue 97tc^U^> /. - |\ ^2^-^^ Uc£y/.- *E>&cii£4 ^UC JU4 /.- <2/r7Vl-7Tl4!4 sJ4tStar Line. The Scientific American will be found in the weekly edition on the fol- lowing railroads : New York Central & Hudson River R. R. New York, New Haven & Hartford R. R. Boston & Albany R. R. Pennsylvania R. R. Southern Railway. Atlantic Coast Line. Seaboard Air Line Railway. Michigan Central. Chicago Northwestern. THE MARINE BOOK STALL Chicago, Milwaukee & St. Paul R. R. Illinois Central R. R. Chicago & Great Western. Chicago & Alton R. R. Northern Pacific Railway. Cincinnati, Hamilton & 'Dayton R. R. Frisco System. Canadian Pacific Railway. St. Louis & San Francisco. Southern Pacific Railway. Ogden Short Line. WRITING MATERIALS Writing materials are furnished free of charge on all steamships and are usually in charge of the library steward, who often sells souvenir postal cards as well. Stationery can also be had at various hotels in Europe and also at cafes, where a moderate charge is made. Travelers should not fail to carry a fountain pen, and at least two fillers carried in different parts of the baggage, as a filler is apt to become broken and is not easily replaced except in the very largest cities. The fillers which come with a bottle of ink in a wooden case are particularly recommended, as there is no chance whatever of the ink spilling no matter what the position of the bottle. Such bottles are heavy, however. FANCY WORK FOR LADIES Ladies will find a little fancy work will occupy spare moments, especially if the weather is so bad that the deck is not agreeable. CLOTHES PRESSING Repairing and pressing of clothes can usually be arranged for either through the stewards or the barber. The charges vary with the line of work required. LAUNDRY WORK On some of the ships in the Asiatic and Pacific trade, laundry work is done on board. This is a great con- venience to travelers. So far as we know this has not been adopted on any trans- Atlantic steamer as yet, al- though a limited amount of washing can usually be provided for by the stewardesses, but the practice is not recommended. WIRELESS TELEGRAPH A full account of the wireless with rates, etc., will be found elsewhere. See pages 83-89. DAILY NEWSPAPER Quite a number of ships have daily newspapers, thanks to the wireless. The news columns are meagre, but serve at least to take away the "cut- off" feeling. The reproduction on next page shows that it is hardly a substi- tute for the New York "Sun" or "Times." The Cunard Company in- augurated this service. A small price (Id.) on the Cunard line is charged for the papers and a set for the voy- age is also sold. STOCK REPORTS Many of the latest, ships receive stock reports almost all the way over. Some lines do not care to give in- formation of this character, thinking that the voyage should be devoted to recuperation. The reports are, of course, sent by wireless and relayed from ship to ship, when necessary. 114 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL GYMNASIUM On some steamers a gymnasium is provided for the use of passengers, and no charge is made for the use of the appliances which are largely of the Swedish type. The mechanical hobby- horses afford excellent exercise, while the couch with the massage roller which travels up and down the back, DIVINE SERVICE Sunday. is observed on many liners, especially the English vessels, where the Church of England service is used. A collection is taken up for seamen's charities. A shilling or more may be given. The plate is often passed on the deck also, so that all may contrib- ute. Distance from Havre at 6 a. m. 790 miles COMMENTS ON DIFFERENT TOPICS BY LEADING EUROPEAN PAPERS '(By special arrangement ) Le' 1 ' .Figaro" i\i\. ; A la suite d'une interview a*oc Sir Charles Dilke sur la si- tuation politique anglaise, ceUii-oi a declare que hi victoip! des liberaux etait tin obstacle aux armements brUaniiiques ct l'a- doptiort • d'une politique exlerieure plus limicTe. Sir Charles Dilke: a repondu qu'aueune difference n'existait enlre la poli- tique militaire el celle de la marine et que les deux partis sau- raient egaleuienl consentir aux sacrifices pour la defense natio- liale. Times " dit : Les minislres onl pu sc rendre cotnple aux dernierrs elec- tions que l'eleeleur aux opinions moderees etait entre en revol- ve. Nous pensons que si l'empire bntannique doit Slre.saitve, la reforme des impdls seule peut le sauver inalS a condition que la uouvelle annee commence avec un jiouveau gouvernemetil. The " Fiijarf) " says :' In an interview on. the british political situation, Sir Charles Dilke declared*. that the victory of the liberals would mean check to. the british 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 parly each would consent like sacrifices for the national defence. Au Senat "M. Gaudin '' ,) , everything above o<;<> dhould be in the "high field." The "low field" Includes nil the numbers below i he low es1 number of I he pool ; iinis, 580 would belong to the "low field." These two fields, high and low, llSUnlly sell for ;i high price !il the auction. The pool Is always arranged EDITING THE \>\\\,\ NEWSPAPER Tor iiic evening before the run of the ship :il I he I inic \\ lien (lie log is made ;ii noon. The captain's calculations maj be correct provided the conditions of weather, etc., remain the same as w hcu i he guess w .is made, l icre. however, comes in the elenenl of chance; if head winds, heavy seas or fog i re en, ountered, a low- field would he run : bill If clear weal her, lair winds should predominate, the result would le entfrelj different and the ship might run ahead of (he sen miles W Inch I he c a pi a ill :mic ed. The SUC cessfnl holder of the winning number is cut il led tO the '"Ml ire pool, w hich is always b matter of hundreds of r this is given io charity for the widows and Orphans Of seamen of I he line. "i hock QUOITS" iii playing this game six rope rings are used, the ohjed being to throw the largest number of rings over a spindle at laehed to a hori/onla I piece ol' wood which sets on Hie deck of the \. .1 The proper distance lor throwing the rings is eight feet for ladies ami twelve lee! for gentlemen. 'The start is iisii ally made nearer to the spindle and the distance is then increased. The .(•ore is kepi upon a small blackboard, which is usually provided, or with pencil and paper. Any number of per- sons r;i n play i he game. being to lift the discus or the little bag Of sand on the highest n iimhers. Si\ disks are used in playing the game, and the one having Hie highesl score wins. If a disk Tails on the "B" the player is disqualified or else he loses his score ami 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 Hie diagram in chalk on the deck ol' Hie 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 slicks, as shown in our en graving. Bach One plays in turn, ami nothing is scored until Hie finish of Hie round, when Hie players are credit- ed with t hi' number Of points marked in the squares occupied by their Weights. The piece of an opponent may be struck out of Hie square al together. Should one of the weights remain in (he apsidal al the bottom, marked •'minus 10," this is deducted SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 17 from the player's score< in order i<» win, the piayei musl icore exactly 50 polnti ; nil over ! hal number are sub tracted Prom 50 Thun, If a player • ore:: I hi- Hi :i 1 1< I In- ;nnvi| X points more, I would be added to maae hiM couni 50 :iikI l would be deducted, wiiH-ii would thun leave b icore of 4H. Bailors ore alwayi glad to give detailN H M lo j > I ; i \ in ■ i hi". | ohm mid ol Iht games MUSK! < )n man v llnei ima n si ping orches irnw are carried on the steamers, mid their lervlcei are paid for by ii"- com pany, bul occasionally b plate Is pa ised around by .ionic ol I lie pjiMMeii/M-r:! on often surpi Islng. Ii Obtained from the Oil OUgOl ■ ( Inly I Ik,,:.' who nm null y do '.in. i inn', worth while si Id ac cepl ;ni Invltal ion to take pari , as 1 1" audlem i- In ;ii>i i<. be crll i< :<■ not at Prequeni hh in Pormer years. The talent, wlii«-li Ii of the National Anthems followj ver along vary greatly, particularly In the ,\l;i i i.-ill.i i i , ;o Mm- I'YiihIi vvord:i ii re :• i yen b i wi-ii. The ln< rea Ing shorl ness oi voyage i seem i to be i be cause of the decadence of the hip's concert On German boati the cap tain' dlnnei I akei Iti pla< e < )n one or i wo vessel .'" w in 1 81 garden le provided, tastefully decorated wit ii pa 1 1 1 1 1, i roplcal plants, and flowers, affording a mo il delight Pul re ,ori Por pa lengeri who can listen to I In- on In- li.i AMERICA. Bev. S. F. Smith. Henry Carry. ^#^fefej i 1. My coun - tjy! 'tis of thee, Sweet land of 2. My na - five coun - try, thee — Land of the 3. Let 4. Our mm mu - sic swell the breeze, And ring from fa - thers' Godl to Thee, Au - thor of lib no all lib £= ■*- ■*. -t er - ty, ble free — the trees, er - ty, j«.. .*. f=^F=H : - fe*=ii Of thee I sing; Land where my fa - thers died ! Land of the Thy name I love; I love thy rocks ancr- 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 pi^N ^ SE M ±L ^^^ f "g- . t|= £=fc mm =P £B ^=i=t t t==£ f r £* *±t * ^m r Pilgrim's pride 1 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 HP cut us uy ±q-\ E jL ♦ 4—4=- _^?_i — ^-r 1 $ fcs ^# THE STAR-SPANGLED BANNER. Francis Scott Key. tt £=^ 2 fifti-t^ ^v^=m 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 the 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 z 9 4 t* — '-y,-+f- *-- : £ -&- ^ £^£ I 2a. And., war's clam-ors o'er, with her man - tie hath Peace Once a J—J : d=P -*-* n=f=f -- ■» m - 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 proud foe's hav tween m i—i i j 3fc? -©>- ± n — r-f gain, in its folds, the.... na - tion en-shroud - ed.; Let no -r-l -&-J*- P :± i -&r J~r 1ST fw§m 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 - fry and peace, may the heav'n-res-cued land Praise the Pow'r that hath i_* ^ -0- -&>- m*-- BE -m-' — #- £ ■W- -; /wy frat - ri - cide hand up - lift - ed e'er be, The., glo - ry to I *=* 1 W 3 It f-i=t I watch'd were so gal - lant - ly blows, half con - ceals, half dis out their foul foot - steps' pol made and pre - served us a i_JL_l stream-ing? And the rock - ets' 'red • clos - es? Now it catch - es the - lu - tion I No.... ref - uge could na - tionl Then.. con - quer we J& 1-- T f= dim which . . now is un Note.— The stanza numbered 2a was written where it was sung hy a chorus of 10,000 voices. ■clouu-.ed. Not as North or as - for the Great Peace Jubilee, held at Boston in 1872, THE STAR-SPANGLED BANNER. feii±=£ ■J2T 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 Iri; iull glo ry From the ter - ror Arid;., this * be -ft_f: re . our §S ¥ (S-- £ South in the fu - ture we'll stand. T But as ; broth - ers u * /TS O night v fleet flight mot that ed, or to^ -#- our now the "In flag shines gloom God T~~ % on of is J: Still the the Our. there. stream, grave, trust I" m E T through * out — r — broad nit ed the land. 3=fc fe v=r* =c &S 3 that star • span -gled ban - ner yet. gled ban ■» ner; oh, long may it gled ban - ner In tri, ; - umph shall gled ban • ner in tri - umph doth Oh, . . . . say, does Tis the star V span And the star .-. span And the star - span 9SeI=P t r r — And the star • span • gled ban - . ner 5— #- wm for ev er shall <7\ ^ks=£ iS- t=£ m -©>- &^£ m wave O'er the wave O'er the wave O'er the wave O'er the V- $=--=£ land land land land Vof the free, of the free, of the free, of the free, and the home and the home and the home and the. home 1 £ .0. «. JO- £ % of the brave! of the brave 1 of the brave! of the brave! §s * s -»—=-+ » — f- £3E ■#--• ■&—\ wave O'er the land of the free, and the home of thfj T~ GOD SAVE THE KING. Matsttso- #3 / 4— ^- a ff^pSiP m ±E$ FP^PPPP S3: ^=3? tr ^^ 1. God save our gra-cious King, 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, dim I j — a &=*- *=$ p^ * ^ God save the King; And make them fall. Long may he reign. Send him vie - to - ri - ous, Hap - pv and Con -found their pol - i-tics, Frustrate their May he de - fend our laws, And ev - er fet ¥^f s •^ *Ep i_:__t W— J— 4- 4 dim. r- J( JM fet j T~~3" Jt=pc ^m e* s i glo - ri - ous, Long to reign o - ver us, God save the King, knav - ish tricks; On Thee our hopes we fix, O save us all. f| give us cause To sing with heart and voice, "God save the King ^d^gi^^^^^^ Thomson, „ Unison. RULE, BRITANNIA. SONG WITH (AD XIB.) CHORUS. Dri Arne (1710-1778). 3=J : l$ & F T[f~- &t 1. When Bri-tain first i 2. The na-tions not . 3. Still more ma - jes - 4. The mu - ses still , . at Heav'n's com-mand A-rose . . so blest as thee, Must in tic shalt thou rise, More dread . with f ree-dom found Shall to from out the their turn to f ul from each thy hap - py 9 nir I % * 1 1 i ^^ ^ffl feS fe£ -* — *j-+ f T~W V* az ty for coast m r^ i 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- f ul, dread- ful from each f or-eign stroke re-pair, shall td thy hap-py coast, thy hap- py coast re - pair, p ¥ Ef=f x 3 P ** fe £ ££ *=t s^s ■r- •-'-* — 5— ?d— ■ fV- -&-h#— -• — •- * --r r u This was the charter.the char-ter of the land, And guar : dian_an - gels sang the strain. While thou shalt flourish, shaltflour-ishgreatandiree,Thedreadand en - vy of them all. As the loud blast, the Mast that rends the sky, Serves but to root thy na-tive oak. Blest Isle with beauty, with match-less beau-ty crown'd And man-ly hearts to guard the fair. PI? M I? — H i T ^ — -I — » rr ■"tip f* fjj 3 "^^ never, never, nev-er ^ Jsf iime Solo, 2d time Chorus. pi Rule, Bri-tan-nia !Bri-tan-nia rule the waves, Bri-tons nev-er,riev-er shall be slaves. i -i-Ti d^ V- — — ±- 1(— q— < su ^ *h J - -d— i — 1 1— ■ — •— *■ - gj ■ — o THE MARSEILLAISE. &&£ Rouget de Lisle, 1792. -nil I * -fit- £ -&- ?3=?tf=FS=&^*g^ ^ i=t- £ 1. Ye sans of freedom, wake to glo - ry ! Hark, hark, what myr-iads bid you 2. Lib-er-ty! can man re- sign thee, Once hav-ing felt thy gen-'rous fc-*- *£=jt i £=*=+ -<5'- #— t=t •-t-# P* X7-F-, =£=«£ * — y v — v- ±=i fT 4* J^s ^— fc£ 3 PP :«±=ffc lEEiMEEfeSa^ rise! flame? * Yourchil-dren, wives, and grand -sires hoar - y! Be-holdtheir Can dungeons.bolts, and bars con- fine thee? Or whips thy 4^-4= tears and hear their cries, no - ble spir - it tame; - Be-holdtheir tears and hear their Or whips thy no - ble spir -it »= t= -&- ■19- § 4^ -t=- $=?=£=£ ^ r* 533 3 N 3=i — ^ ^ I 3= j^jJ^-j EZ «-g-*— *- ! ■ JS — H- * cries I tame? 4— T0 1/ ♦ f Shall hate-ful ty - rants,mis - chiefs breed-ing, With hire-ling wail - ing, That falsehood's Too long the world has wept, be -f-$- £ a-t^-tf £i l=S f m &m £ --t9- E^te^^faite^ 3u— »-jI-3 ^»^T hosts, a ruf - flan band, dag - ger ty - rants wield ; -&- S^f^ Af-fright and des-o - late the land, While But free-dom is our sword and shield, And m I •- •*— m • f P I *~# :£=£= K THE MARSEILLAISE. ** i^^S . h !^ N : P=* li peace and lib- er - ty lie bleed -ing! all their arts are un - a - vail -ing! 9#3 JS t .—.*-&-&—* I £ 4=1 E x .i- lF To arms, to arms, ye To arms, to arms, ye *— p- 3 i-i ICll 1 4-4-4 4 4 \ A m n - g #■ 4-4—4—+ m & ' •■ 4-4—4—4 ^ ^ ^ I 4-4-4—4—4 ^H P-—* brave ! The free - men's sword unsheath ! March on, March J -•- -J-^-J- -^ _> \ \ ,1 x ±. I Ifc* ■4~ r *— Jt — X- S -£* — ^ on -!5> t r PFP £ -**- 1 I ggl^^^M all hearts re- solved On vie - to - ry or death. -*s?- H^rr-rif E=^=F <^< ^- r Poetry by Max Schneckf.nburgkr Allegro encrgico. THE WATCH OK THE RHINE. Music by Carl Wilhelm. E=* m =ti dr. £=*: X=t i s r- \~0 — 0- -h^— « — i J U--J 1; A roar like thunder strikes the ear.Like 2. A hun-dred thousand hearts beat higli.The 3. When heavenwards as-cends the eye.Our 4. As long as Ger-man blood still glows.The 5. We take thepledge,the stream runs high,Our mf=f=m -4 -*■• *F*=* £ J »c — rrr ^ -^-^^ — *=+*^=* ^ — tr-r— r 0E 4t*^c 3M* *5» — ^ S¥ -*-£: 3*=i ** 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 dear be-qhest, 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 for. the Rhine.the German Rhine, We, all diefor our na-tive FT f=fl^Es TT-*- ig^r iSE ^m 3t '(£=£& m^ W— J. A. * ^ 1 =t P ■*■ E =3=1* t= 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 «■ fr" &+. *==^ -*— *- * . i» - t — >1 1 p^-f £EE£^ S DIE WAOHT AM RHEIK". 1 Er blickt hinauf in Himmelsau'n, Unctnoch ein Arm die Biichse 9****' Da Hehlen Viiter niedeschau'n, Betritt kein Feind hier detnen Btrana i Und schwbrt mit stolzer Kampfeslust, Lieb Vaterland, etc. "Du Bhein bleibst detUsch wie meine Brutt." g jy er g c } lVBUr er iu-halU, die Wogerinnt, Lieb Vaterland, etc. Die Fahnen flattern hoch im Wind. Am Bhein, am Bhein, am deutschen Bhiih, I So lang ein Tropfen Blut noch gliiht, Wir alle wollenHiitter sein I Noch esne Faust den Degen r.ieht, Lieb Vaterland, etc. 126 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 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 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— BULL BOARD 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 la»dsman 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- 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 companionway 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 remedj' 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 be 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 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 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 before the trouble mani- fests Jts presence : Sodium bromide 4 drachms. Ammonium bromide ... 2 drachms. Peppermint water .... 3 ounces. A teaspoonfiil 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 . . % 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 THE "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 EX -PRESIDENT ROOSEVELT UMPIRING A SPAR PILLOW-FIGHT AT SEA Kermit Roosevelt is not absent is based upon the passage money paid per bcrtJi occupied : Per Person. $80. $100. $125. $250. $350. $400. $500. $2.00 2.50 2.50 3.00 3.50 4.00 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. Where 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 obligatorv. The band is a source of great annoy- senger. Passengers who object on principle to tne 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 dependirg upon them. Al- ways figure that if you were not com- pelled to pav 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- iialf 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 entirelv 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 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 CUSTOMS 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 being 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 in 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 letters 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 granh 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 immediatelv 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 "Damen," 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}4 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; Eridge 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 SHIP 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 still 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 ship 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 possiole 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- centre" 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 26-knot "flier." Broad and chunky boats are said to be "full bodied" or "full lined;" but 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 TRAVEL 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 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 thev have frequently been observed to be 500 to 600 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- 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. There 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 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. J. R. Howden's book, enti- 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 mVist 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. The 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 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 bolts 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 miich 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 68 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 Vienna cafe (smokers) First class cabin Bathroom Lavatory Post office Second class pantry Second class kitchen Firemen and trimmers Engine room First class Smoking room First class cabins Doctor's cabin Barber's room 1. Second Class Promenade Deck 14. 2. Reserve rudder machine 15. 3. Rudder machine 16. 4. Second class Smoking room 17. 5. Second class cabin 18. 6. Second class Ladies' saloon 19. 7. Second class Dining room 20. 8. Baggage room 21. 9. Shaft tunnel 22. 10. Rudder 23. 11. Screw 24. 12. Double bottom 25. 13. Vienna cafe Shelter . 26. 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 192 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 ashpans 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 with 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 16,502 ; 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 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 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 engines. The early trans-Atlantic 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." Main Deck. Lower Promenade Deck. Upper Promenade Deck. Boat Deck. Bridge Deck. Cargo Beams. Mast. 15 Skylights. 8 Cargo Winches. 9 Rigging. 10 Derrick for Heavy Cargo. 11 Smoke Funnel. 12 Ventilators. 13 Boats 14 Back Stays. 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. Smoke Stack. Winter Garden. Boat Deck. Sun Deck. Boats Quadrant Davit. 7 Boat Tackle. 8 Ventilators. 9 Various Deck Houses. 10 Boat Winch. 1 1 Cargo Beams. 12 Awning Stanchions. 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 Dn 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- 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 Copyright 1909 by Munn & 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 37^ 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 'MaURE TAfJIA " Lfngth 730- O Beam 88 -O' Molded Depth 60--O' Draft 3&--0" e "Half Moo N " LetierH SO'-O" Be am /6 '-// ' Molded Depth / Starting Platform of the ESngino U>'>>in which measure H feet by it! feet in the opening. The blades of the tur- bines vary from a few inches in length at the admission end of (lie high pros sure turbine up to a maximum length of _*_ M -_. inches at the o\hausi end of the low-pressure turbine. The high- pressure turbine shafting is 27 inches and the low pressure ',V,\ inches in diameter. Twenty-five cylindrical boilers are necessary to supply steam to the above-described turbines. Twenty- three of those boilers are double ended and two are single-ended, and between them thej carry 192 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 1G0 pounds. The boilers a*re 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 1 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. J 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 be 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- lies 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 manoeuvering 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 manoeuvers 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- ■ '•■/";. /:'';.; K9 «E t* - *? tm a I fiffpF PR? ■ - % ^^^. ^^''""^^^^^H 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 in 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 t 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 ZJnsinkaole 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 engine? 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 huli 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 com- 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 Bridee 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 flashes 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 ivithin 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 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 155 ships and the introduction of iron and steel construction have greatly de- creased the loss by fire, and, strange to say, many of the most disastrous fires which have occurred in vessels have happened when tied up at piers. Absolute safety against fire 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 Closing the Bulkhead Doors in Twenty Seconds from the Bridge can be called together for the purpose of fighting fire 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 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- 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 THE BOATS 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 manoeuvers necessary for two 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 navj\ The steam whistle for giving warn- ings and for course signals is oper 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 whidh 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 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 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 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 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. The 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, s'o 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 American 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 schoolships 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 shel- 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 or 1 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 clays 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 not 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 which 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 TRAVEL 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. The 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 passenger. 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 vessel. 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 cases 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 (350 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- guhr" 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 heatstrokp 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 tlie large 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 usinsr, even for washing purposes. EQUIPMENT OF THE VESSEL Imnortant 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- Eclipsed Lightship engine power and providing their ves- sels with twin screws. This not only involved greater facilities in nianopu- 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 164 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL of the passengers and ships is the first consideration, so that twin-screw engines are 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 guarantees 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 modern 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 propellers, 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 operation of the main engine plant, there is needed a variety of special devices, by the aid of which the vessel 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 ns 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 a 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 previously passed through one or two filters or oil separators, to be cleared from oily substances, and has been given a higher temperature in special feed- Thc Submarine Bell Sounds from Light- houses, Lightships and Tenders water heaters, in order to save coal in the process of its re-evaporation. 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 evaporators 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 manoeuvered 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 clone 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 mancenvering of the ship and has been referred to else- where. Bilge Pumps, Winches 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 into 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 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 way 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 ,k i n d s 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 e s s a 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 ships, 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, which 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 "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 ai 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 168 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 his time with the passengers, but in an emergency like 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 169 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 600 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 6 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 69 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 engine. 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 : 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 / am di- recting my course to starboard. Two short blasts to mean / am di- recting my course to port. Three short blasts to mean / 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 i 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 compamonway, 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 mav be scattered at once to its 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 mast. 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 33 303 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 G6 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 J 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 367 47G 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 Holland-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. Tecklenborg, of Geestemunde. The "Berlin" was built by the Weser Ship Building Co., of Bremen. The vessels of the Red Star Line were bnilt 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 & Son, 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 "Cretie," 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 $1,728,203,271 United Kingdom 1,841,884,000 Germany 1,590,031,000 France 1,063,746,000 Austria-Hungary 469,627,000 Belgium 501,203,000 Canada 269,137,000 Cuba 124,711,000 Egypt 128,895,000 British India 547,064,000 Italy 363,559,000 Japan 204,167,000 Spain 175,806,000 Switzerland 211,852,000 Imports United States $1,475,812,580 United Kingdom 3,040,300,000 Germany 1,954,839,000 France 1,152,715,000 Austria-Hungary 564,555,000 Belgium 658,113,000 Canada 316,517,000 Cuba 91,027,000 Egypt 109,885,000 British India 392,118,000 Italy 594,269.000 Japan 195,784,000 Spain 182,517,000 Switzerland 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 a*rea of the ocean is about 2% 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 67.7 mil- lion square miles for the Pacific, 34.7 for the Atlantic, and 18.6 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 383 fathoms, and the mean depth of the sea at 2,100 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 Sea Water. — Although the absolute quan- tities of salts in sea water are very variable, the relative proportions are always very nearly the same. In 1,000 parts of sea water are found on ah 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 112 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, bat 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 Plateau 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 or 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 pressure at any depth in the ocean may be obtained. The Gulf Stream. — 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 iri 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 winds, 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 toward 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 69 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 ; when off Cape SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 177 OFFICER PLOTTING THE SHIP'S COURSE In the Cbart 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 26° 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 15.0° 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. 42^° N. and in win- ter in 411/2° 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- eeived, 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 auy 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. -fcfyit. 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 clays 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 w,as 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 tlip rooordinsr of distance is seldom attainable, notwithstanding the superior moans of determination that oxist in those latter days; so that the distance, like the kindred form of the problem, the course, can npver berp- lipd upon implicitly, and the naviga- tor must look for a menus to obtain, from time to time, a fresh "departure" by which he may start anew his dead r^okoning. 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, thromrh 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, IftrMwrtst^rr Wlm$, Wftmtn. i. iw ; i , . I I i i ■ ■ ; .i I : ■ • I , I ■ • I ' I I Otimcm 8C» KiiunWuusjC ' KimatC* ASowtwraW Unwufwtmu 'AstUttnMP J»«0«ml 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 ad 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 ansrle of the sun with the horizon (A C BM 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 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 navigator who is supplied with this book, to- gether with a sextaut 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 the 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 clear, 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. IIoio 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- 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 P. 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% degrees west of Greenwich. When clouds and fog prevent the taking of observations, the mariner has no recourse but to rely upon dead reckoning ; but his reliance, in such 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. 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 wit 1 ! 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 "Slotv 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 bells 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 "lie verse 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 32° 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 be gathered over a still wider area through the service of ships and island stations, and the establishment of weather stations at the farthest ex- tremes of continental communication. Until these improvements come, pre- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 185 dictions must be made on wind- barometer indications now in use in limited areas, and not till then may the average traveler 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% 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 rain) 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, qniet 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, tcith 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. THE ORIGIN OF THE I*ORTH 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 1 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 varietv 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 . •Je ~gjH £31 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, Galantrv 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 15th, 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° West, 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 os 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- &■ P A 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. He would not think of pursuing a course parallel with the equator, as indicated by A B C in the figure, but would go directly across the pole along the line A P C. The curvature of the course A P C would be very flat and almost negligible. Exaggerate this to let the point A represent New York and C 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 1692 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 freight, 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 concerning 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 recog- nized authority on such matters all over the world. The society's affairs are managed by a committee of 60 members, composed of merchants, ship- owners and underwriters, 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 architecture 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- chors 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 6,890 anchors were 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 about one-half 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 ij 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, in 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 untif 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 l EC Of MUTTON SLOOP WITH JI8 TOPSAIL NEWPORT CAT LATEEN RIGGED FELUCCA 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 get the rigs mixed in their minds. To aid in dispelling 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, A A and BA; 5 X, Z, A A 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 having its lower end made fast to a convenient point below. This is called a lateen rig. In vessels D, E, G, H, I f * 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 lugj on C, a split lug, differing from that on B by"bn,e 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 (having no pow- 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), U 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 othe'r 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 lower 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, JL CAN BUOY 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 NUN BUOY 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 w ( ood 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. -a i Distance £ Distance Distance Distance Distance ,M to ■% to _M to bO to .M to '5 w Horizon 0) - « Horizon '53 K Horizon "6 w Horizon '5 m 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 8 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 20.22 580 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 IS 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 8.67 205 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 6.08 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 81.45 32 6.50 80 10.27 240 I I 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 20| miles to an observer whose eye is elevated 15 feet above the water. Thus: — 15 feet elevation distance visible 4.45 nautical miles 1 OA ~ n .■ , _■. 2qq <« " <» 16 24 " " l = ^".09 nautical miles. 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- 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. COMMISSIONEKS 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 day 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 Blackwall, Sunderland, Yarmouth, Harwich, Ramsgate, Cowes, Penzance, Milford Haven, Cardiff, Holyhead 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 1 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." PORTS/DE J?ore eruil $ of TesseV*-~TM ^ WNA 5TARBOARDS/DS FWk IS $ Tof'^efLcL WHA PLIMSOLL MARK. Through his occupation as a coal dealer Samuel Phmsoll, the English reformer, known as "the sailor'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 The above Knots, KNOTS AND HITCHES knots and hitches represented in the engraving are as follows. 1 . Simple overhand knot. 2. Slip-knot seized. 3. Single bow-knot. 4. Squaie or ruf-knot. Square bow-knot. Weaver's knot. German or figure-of-8 knot. Two half-hitches, or artificer's knot. Double artificer's knot. 10. Simple galley-knot. 11. Capstan, or prolonged knot. 12. Bowline-knot. 13. Rolling-hitch. 14. Clove-hitch. 15. Blackwall-hitch 16. Timber-hitch. 17. Bowline on a bight. 18. Running bowline. 19. Catspaw. 20. Doubled running-knot. 21. Double knot. Sixfold knot. Boat-knot. Lark's head Lark's head. Simple boat-knot. Loop-knot. Double Flemish knot. Running-knot checked. Crossed running-knot. 31. Lashing knot. 32. Rosette. Chain-knot. Double chain-knot. Double running-knot, with check-knot. Double twist-knot. Builder's knot. Double Flemish knot. English knot. 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 looo, will not jam therein. 22. 23. 24. 25. 26. 27. 28. 29. 30. 33 34. 35. 36. 37. 38. 39. 40. 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 high-pressure conditions While these peculiarities are doubtless well adapted for deep-sea life, an idea of their unfitness for superficial waters may be gleaned from 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 NIGEE (CAETEE;. Fish 656 inches long containing in its stomach a flsh 10J4 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 IIOCETUS MUEEAYI (GUNTHEE). A fish lees than 4 iDCbes long with a fi6h in its stomach 7 Yi 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." Noto£copelue rcepleDdens. 3.— Coiyoolophup RolnhnrdU. SOME PHOSPHORESCENT PISHES 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 fishes are scarlet in parts, or uniform red or rcny. 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 are not selected at random, but a special librarian has_ charge of 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 arc 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. Q * * * * * * * f * * * * ♦ * * FLAGOFTHEPRESIDENT. U.S. FLAG. U.S.UNIONJACK. CP REVCNUEFLAG. BELGIUM. BRAZIL. CHILE CRETE. Cuba O _ ECUADOR. FRANCE. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 201 the "Live Island" described by Magnus and Bishop Pontoppipan of Norway. In tiie 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, but all the crabs and shrimps and animals of all kinds seem to have b*een 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 mav 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 cially 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 Cyanea 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 HANDBOOK OF TRAVEL 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 pink 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 ballopn-like object, four or five inches long, bear- ing on its upper portion a sail tinted with pink, and below, under w T ater, 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 it they turn over and die. Sometimes thousands of these dainty craft will be seen blowing over the ocean, 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. o

Slack away. Q i K | , ^ . ,, , , , , • „ ™ - Shift your berth. Y r our berth is not safe I Do not attempt to land in your own I 1 j f boats. - Damaged rudder ; can not steer. [• Engines broken down ; I am disabled. - Y'ou are standing into danger. Heavy weather coming; look sharp. r Bar is impassable. VCast oft. [-Make fast — to — I Lights, or Fires will be kept at the best ) place for coming on shore. p [ Hold on until high water. tt - Remain by the ship. p - Abandon the vessel as fast as possible £ [■ Landing is impossible. p r Look out for rocket line (or, line). K j Endeavor to send a line by boat (cask, A j kite, raft, etc.). C I No assistance can be rendered ; do the X j best you can for yourselves. K ! Lookout will be kept on the beach all G j night. £ ;• I must abandon the vessel. j- Keep a light burning. „ ^ P j. Want a pilot ) Do not abandon the vessel until the tide \ has ebbed. ,- I am on fire. ) I am sinking (or, on fire); send all avail- S able boats to save passengers and crew. Want assistance; mutiny. Want immediate medical assistance. I Want a boat immediately (if more than j one, number to follow). I Want a tug (if more than one, number to i follow). V ' What is name of ship or Signal Station G \" in sight? D I Repeat ship's name; your flags were not U j made out. )v (Signal not understood, though the flags ^ \ are distinguished. N G > I can not make out the flags (or, signals). X 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. 20() 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. >> & o 43 co CO (h CO C £.2 >j aj cd -^ - a O It w ©■£ in t-' t. 03 a> o © A ° U . * S3 J. CD 03 5 ^ ,c o o a -m O CO CO 3 *3.g 43 a „ o . 5 S ° a Org bp c.ta -kJ ft g-Sg" ft -is S ST- o ^ ^ ™ o - oj .a £ SP .9 g® a c-^ a 2 § £ §.9 "-3 U Q a^S 03 o ft cc CC .- M .- a . o -^ a o * £ ^ o a .TEH 43 "£ ° M o3 fl "53 £ 03 0>

cd a 73 O f- o3 o3 43 CO CD O "d O CD t3 • ft CD-d O ft . 03 c^ 03 5 a' 0) ^ £2 ffl pq 03 a CO SI a 'a 3 2 a5 2 CD ' CD o 43 43 -O •+s ■is «43 a C m o o 2 -o -ofj a a*^ 03 03 — 42 ^'■3 . 03 o3 £73 -u ■P ? o o . ©_42 a'aJ a"S42 o m c co CD a '-3 a •-1 03^ PQ a3 o £ a o • --^ -d a 32 os a CO ,- ft CO 3 03 CC o 'ft 03 "a 03 45 o 08 O •+= a a. "3 ft a ^ . .a-.a 2— 43 _ O °3 * § *- § C-_rJ & to ©-2J ^ S»cc| 03 — 1 43 a a .".9 £,0 a CD M M -43 +» 03 t hfl CO 4-■ o dM« . a a — ; 03 - r^ ti 03 ft cB « a £ &£.£P p co o3 co 03^ ^ co T3 <3 03 CO £3 a o M . c 5 o3 T3 .© ^ aj 03 M£ -^ o3 o o'd O PH CO 03 o3 CO 03-w T3 — < 03 CD a ^ft ca a a bO 03 as S 03 e 03 0^" ,0^£= ff ^— — 0^^= o^~ — o-*^ 10^== 0^^ ^—— ■ SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 207 3 3 2 Enemy is closing with you, or, 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. 4 12 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. You are running into danger. rr u r Fire, or, Leak; want im- mediate assistance. Short of provisions Starving. IT Aground; want immedi? 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 telegraph 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: W^M 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. — // 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. — // 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 swung 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 : No.l. White Flag. Clear or fair weather. EXPLANATION OF WEATHER FLAGS. No. 2." Blue Flag. Rain or Snow. No. 3. No. 4. White and Blue Black Triangular Flag. Flag. I Temperature. 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/' •or "Stop" after each com- plete signal. t Annul, the Whole Signal. JL i I 2 Y 22 I 2 12 f l 22 Q ri O O 22 Y 3 2 3 B 12 1 V S' J 3 13 3 4 22 \ z 2 4 t \ c 12 2 D E 1 2 1 F 13 2 G 1 4" 2 V' 22 32 K 2 1 4 S' 22 s 2 4 3^ » f V ^ L 2 2 1 t 3.2 ^ T 2 4 32 4 2.2 SPECIAL. Code Flag Sign.- 4 2 1 \2 V- 22 M 2 2 3 t %, V 2 i \ Alphabet- ical Sign. 4 2 2 4 22 2 2 N 2 2 4 V 3 1 22 Numeral Sign. 4 2 3 ^ V o 2 3 1 w ? ^Z\ %> ?* p 2 3 2 ?2 ^ X 3 2 2 K I 4 3 2 K.1 * Finishing sign 4 after completion of word or number, when spelling 3£i| or making numeral 3.J. signals. 210 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL DISTANT SIGNALS. 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. (6) 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 have 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. 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). SUBMARINE SOUND SIGNALS. 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 plainly; that he should not assume that he has 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 loudly 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- 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; and a code ringer also connected 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 bell 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. I 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 Gulp of Mexico South Pass Heald Bank CANADA Lightships St. Lawrence River Red Island White Islmd 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 ENGLAND-Continued Lightships Spurn Nab Kish St. Governs Coningbeg (on order) Daunt Rock Shore Stations Lizard Queenboro Pier North Stack Holyhead Pier Bell 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 Sandettie 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. Cunard. — 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. Hamburg-American. — Red, 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. — Reel 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. Indicator i Indicator i Indicator Indicator DISTANT SIGNALS See page 210 LLOYD'S SIGNALS See page 210 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 213 BRITISH METHOD OF SEMAPHORING BY HAND FLAGS. SIGNS. I J .Alphabetical 1 J Signification. A B C P E Numeral Signification. SIGNS. Alphabetical Signification. Numeral ! Signification. G H K ALSO ALPHABETICAL SIGN. SIGNS. Alphabetical Signification. M N Q SIGNS. Alphabetical Signification. u w X SIGNS. Signification. Y ALPHABET- ICAL. NUMERAL. ANNUL. 214 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL FRENCH METHOD OF SEMAPHORING BY HAND FLAGS. SIGNS. Alphabetical Signification. Numeral Signification. SIGNS. Alphabetical Signification. Numeral Signification. SIGNS. Alphabetical Signification. SIGNS. Alphabetical Signification. SIGNS. Signification. A G M B H N T C D E K O Q u DO NOT UNDERSTAND. V X NUMBERS. ATTENTION. END OF WORD SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 215 THE BRITISH MOVABLE SEMAPHORE Semaphore Signs. Governing Signs. 3c II s>S Indicator. L V Preparative. When closed it denotes the finish. Alphabet- ical. Numeral. Annul or negative. Signs. Alphabetical Signification. A X 1 / K^ft A B C D E G H I Numerical Signification. '4 8 Signs. Alphabetical Signification. Numerical Signification. X A ' JTAsh -\-< K M N O Q R Also Die alpha- betical sign. Signs. Alphabetical Signification. =1K V K ^ v= ^ S T U V W X 216 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL THE MORSE TELEGRAPH CODE. (Used in the United States.) l m w o- - p q «-.-'- s — - T — u v- • tV- X Y- - - - Z &- - - PERIOD — — COMMA- COLON (K.O.J— - — - - SEMICOLON- — - - OR (S. I) INTERROGATION - EXCLAMATION _____/>/» RA GRA PH .- — PARENTHESIS OR AT BEGINNING (P. AI.J - — - OR AT END (P.Y.) — — QUOTATION - — — OR AT BEGINNING (qn.)- — —— — — - OR AT END (q.J.J QUOTATION WITHIN QUOTATION (Q.X.J- — — — — — — — — DASH (o. X.J — - - — — — — UNDERLINE— — — — - — — OR AT~»£GINN/NO ({/.X.J- - — — — - -> OR AT END (u.J.) — - —7 — — ■ HYPHEN (h. X.J- - - - . — - . DOLLAR SIGn(s.X.J — - - - — — — - DECIMAL POINT——" — — THE INTERNATIONAL TELEGRAPH CODE. (The Cable Code.) nA 'el opted at Z^ondon -7903 — — - ey — — - r s I «/ — - — / £ j ^ j- 6 7 If 9 O Bar for fraction — — — — — period — semicolon — — — comma — — — — — — — colon -"■— — — — — — — in terrogation — — — - — — — equal — — - — — — cxclamatlon — — — — hyphen oft dash — parenthesis —— Quotation — — — — •— . — underline — — — — — — error —— — — — — — — cross — " — ^^ — invitation to transmit — wait - — - Short Cede used cnty in repetit ions and in text written entirety in figures 0— OAR FOR FRACTION i — SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 217 LARGEST STEAMSHIP OWNERS IN THE WORLD. Owners of over 100,000 gross tons in order of tonnage. Lines. Hamburg-Amer. . . Norddeutscher Lid White Star Brit. Ind. St. N.Co. P.&O.SteamN.Co. A.Holt Elder, Dempster & Co, Furness- Withy Co. Ltd Ellerman Lines, Lt Compagnie Gene- rale Trans Nippon Yusen Kaisha Messageries Mari- times Union-Castle Navigazione Gen. Italiana Hansa Leyland Austrian Lloyd Harrison Cunard Royal Mail S.P. Co Lamport & Holt. . . Clan Hamburg S. Amer Can. Pacific Rail'y Wilson Kosmos Pacific Steam N.Co Chargeurs Reunis Deutsch-Austral- Union S.S.' Co.' of N. Zealand . . . Allan Forenede Damps- kibs Selskab .... R. Ropner & Co . . . Andrew Weir & Co. Anglo-American Oil Co., Ltd Holland- America. . Atlantic Trans. Co. Red Star Prince New Zealand Ship- ping Co Osaka S.K., Ltd... Anchor Booth Hain & Son Bucknall S.S. Lines Ltd Anglo-Saxon Pe- troleum Co Rotterdam Lloyd.. Moor Line Nederland Line. . . Head Office. Hamburg . Bremen . . . Liverpool. London . . London.. . Liverpool . Liverpool. West Hartlepool Liverpool Paris . Tokio . Paris. . . London. Genoa Bremen. . . Liverpool. Trieste. . . Liverpool. Liverpool . London . . . Liverpool. Glasgow . . Hamburg . Montreal. Hull Hamburg . Liverpool . Paris Hamburg . Dunedin . . Glasgow . . Copenhagen West Hartlepool . Glasgow Total Tonnage London Rotterdam London Antwerp Newc ' tle-on-Tyne . London . . . Osaka .... Glasgow . . Liverpool . St. Ives.. London . London Rotterdam Newc 'tle-on-Tyne . Amsterdam 911,279 752,000 461,000 453,000 400,000 350,000 346,000 344,000 312,000 309,000 30*7,000 295,000 294,000 293,000 250,000 249,000 242,000 217,000 216,000 212,000 211,000 203,000 197,000 193,000 191,000 186,000 183,000 160,000 158,000 157,000 156,000 150,000 150,000 133,000 128,526 125,000 124,000 123,000 121,000 118,000 115,000 114,000 114,000 113,000 112,000 110,000 108,000 107,000 106,000 Over 20 Knots Knots. Under 12 Knots. 20J19 IS 17 16 15 14 13 12 1 2 3 5 4 7 14 40 89 i 1 5 15 9 20 25 114 2 1 5 4 1 11 1 4 2 4 4 8 5 24 64 1 l 14 3 7 3 1 16 2 3 6 5 53 1 2 3 6 11 5 16 8 74 97 2 3 6 25 44 1 l 9 4 6 5 *2 10 36 1 9 10 23 5 31 10 4 1 23 27 9 2 3 3 13 11 3 5 7 5 6 22 9 17 16 50 52 11 2 3 3 9 13 28 12 10 30 5 2 2 2 1 3 1 5 17 1 4 2 3 6 14 19 24 12 30 2 1 1 5 33 2 2 5 3 7 12 32 1 5 11 9 16 69 22 2 10 3 IS 11 5 1 i 10 10 36 1 1 1 2 5 8 6 9 31 . 2 2 3 1 3 6 10 5 3 2 5 2 105 48 40 30 1 1 4 3 4 1 2 1 3 2 9 2 7 2 9 6 8 9 28 5 89 2 1 1 4 7 5 1 4 7 3 3 6 12 4 22 37 13 30 8 1 1 4 ij 2T5 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL i O w oo oo 0*0 o»o 00t> eoi> _• *- H : : »-i • • « : : : : £ : : w • • w 1 tn O ow CO fc O 00 ^J 00 2 3 2 British — Malwa, Mantua, Morea P. & O. Co. Macedonia, Marmora. 18 2 Briton, Saxon, Walmer \ Castle Union-Castle Line 17 yi 2 1 Armadale Castle, Kenil- 17 K 2 Adriatic (24,541 tons) White Star 18 1 Celtic, Cedric, Baltic, Laurentic, Megantic 17 5 16 1 Victorian, Virginian... Allan 18 2 Grampian, Hesperian 15 2 Tunisian, Corsican .. . 16 1 i . . Ivernia, Saxonia, Car- 153^ 1 2 18 1 Slavonia (14 y 2 ), Ultonia (13), Caronia (20 000 tons) 18 2 1 Cymric "White Star Line 15 1 Winefredian, Devonian Leyland 14 K 2 Georgic, Athenic, Cor- 13 1 3 Afric, Medic, Persic, 1 2 J 2 5 Romanic, Canopic. . . 16 2 16 i Minneapolis, Minne- Atlantic Trans- 1G 2 Minnetonka, Minne- Atlantic Trans- 16 2 Amazon, Araguaya, Avon, Asturiaj- Royal Mail \ 15 2 1 1 Cairo.Heliopolis.Egypt'nMailS.S.Co.Ltc 1 19K 2 15 1 16 y 1 Orsova, Orvieto, Osterley, Otway Orient Line 18 4 Totals 1 33 22 51 N. B. — Of the 268 steamers under construction in Great Britain, Sept. 30, 1909, 129 were above 2,000 tons each; of these, 24 exceeded 6,000 tons each, 8 were not less than 10,000 tons each, 3 exceeded 12,000 tons each, and two 20,000 tons each. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 223 THE FOLLOWING TABLE CLASSIFIES OCEAN VESSELS IN 1909 ACCORDING TO SPEED AND FLAG. Flag. Speed in knots. Total. 25 23 22 21 20 19 18 17 16 15 14 13 12 2 ' '4' 2 1 1 1 6 11 1 1 27 2 26 3 19 8 48 6 13 14 2 1 2 68 20 5 30 5 9 2 108 22 9 31 is' 7 229 37 39 30 6 23 8 397 94 50 27 13 9 2 925 190 2 2 1 4 2 2 140 152 29 3 62 1 22 4 4 3 1 1 4 1 7 3 3 3 5 9 1 11 17 12 17 1 18 13 11 17 3 51 Dutch 36 64 7 2 12 2 1 5 12 6 3 1 8 Brazilian 4 Norwegian , 1 Total 2 4 4 5 15 15 39 64 104 157 249 418 636 1,712 THE WORLD'S LARGE AND FAST OCEAN STEAMSHIPS. The following table shows largest owners of ocean screw steamships in the world of 18 knots or more, and of 2,000 gross tons or more, recorded in Lloyd's Register on July 1, 1909, including a few vessels building at that time. Line. CompagnieGeneraleTransatlantique Cunard Steamship Co ." International Mercantile Marine Co Norddeutscher Lloyd White Star Line Canadian Pacific Railway Co Metropolitan Steamship Co Russian Volunteer Fleet Association Toyo Kisen Kabushiki Kaisha Hamburg-American Line Peninsular and Oriental Steam Navigation Co Union Steam Ship Company of New Zealand Belfast Steam Ship Co Dominion Atlantic Railway Co Egyptian Mail Steam Ship Co Compafi'a Transatlantica Orient Steam Navigation Co Roumanian State Railways New York and Cuba Mail Steamship Co Allan Line Steamship Co Pacific Mail Steamship Co . . . Eastern Steamship Co Great Central Railway Co Khedivial Mail Steamship and Graving Dock Co Flag. French British United States German British . . .do United States Russian Japanese German British . ..do . ..do ...do ...do Spanish British Roumanian. . United States British United States . ..do British Speed in knots. «20 .do. 19 18 17 16 15 14 13 12 14 2 111 Total 28 15 4 70 26 25 6 12 10 66 58 21 2 2 2 16 8 4 12 17 9 5 1 a Including 15 vessels of over 20 knots. 224 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL FIRST STEAMBOATS, PIONEER SAILINGS, AND EARLIEST LINES. 1707. Denis Papin experimented on River Fulda with paddle-wheel steamboat. 1736. Jonathan Hulls patented designs similar to modern paddle boat. 1769. James Watt invented a double- acting side-lever engine. 1783. Marquess of Jouffrey made experi- ments in France. 1785. James Ramsey, in America, pro- pelled a boat with steam through a stern- pipe. 1785. Robert Fitch, in America, propelled a boat with canoe-paddles fixed to a moving beam. 1787. Robert Miller, of Edinburgh, tried primitive manual machinery. 1788. Miller, with Symington, produced a double-hull stern-wheel steamboat. 1802. Charlotte Dundas, the first practical steam tugboat, designed by Symington. 1804. Phcenix, screw-boat designed by Stephens in New York; first steamer to make a sea voyage. 1807. Clermont, first passenger steamer continuously employed; built by Fulton in U.S.A. 1812. Comet, first passenger steamer con- tinuously employed in Europe ; built by Miller in Scotland. 1818. Rob Roy, first sea-trading steamer in the world, built at Glasgow. 1819. Savannah, first auxiliary steamer, paddle wheels, to cross the Atlantic; built in New York. 1821. Aaron Manby, first steamer (Eng- lish canal boat) built of iron. 1823. City of Dublin Steam Packet Co. was established. 1824. General Steam Navigation Co. was established at London. 1824. George Thompson & Co. (Aberdeen Line), were established. 1825. Enterprise made the first steam pass- age to India. 1825. William Fawcett, pioneer steamer of the P. & O. S. N. Co. 1830. T. & J. Harrison (Harrison Line) were established at Liverpool. 1832. Elburkah, iron steamer, took a private exploring party up the Niger. 1834. Lloyd's Register for British and Foreign Shipping established. In traveling about England, although possibly hampered by baggage, such move- ments are considerably facilitated by the arrangement of the railway companies. For a charge of one shilling per package, the companies or their agents will collect baggage from one address, forward it by rail to any part of the country, and deliver to wherever desired. Or should the passenger carry or accompany his baggage to the station, thus saving the company the task of collecting, each package will be sent by rail and deliv- ered to destination at an inclusive fee of six- pence per package, irrespective of distance. This advantage is of great utility to tourists. For instance, the main baggage can be col- lected in London, sent forward by train and 1836. Austrian Lloyd Steam Navigation Co. established at Trieste. 1837. Francis B. Ogden, first successful screw tugboat; fitted with Ericsson's pro- peller. 1838. Archimedes, made the Dover-Calais passage under two hours, fitted with Smith's propeller. 1838. R. F. Stockton, built for a tugboat, fitted with Ericsson's propeller, sailed to America; first iron vessel to cross the Atlan- tic; first screw steamer used in America. 1839. Thames, pioneer steamer of the Royal Mail Steam Packet Co. 1839. George Smith & Sons (City Line) were established at Glasgow. 1840. Britannia, pioneer steamer of the Cunard Line. 1840. Chile, pioneer steamer of the Pacific Steam Navigation Co. 1845. Great Britain, first iron screw steam- er, precursor of modern Atlantic steamer. 1845. Thos. Wilson, Sons & Co., Ltd. (Wilson Line), established at Hull. 1847. Pacific Mail Steamship Co. estab- lished in America. 1849. Houlder Brothers & Co. established at London. 1850. Bullard, King & Co. (Natal Line) established at London. 1850. Messageries Maritimes de France es- tablished. 1850. Inman (now American) Line, estab- lished at Liverpool. 1851. Tiber, first steamer of the Bibby Line, established 1821 at Liverpool. 1852. Forerunner, pioneer steamer of the African Steamship Co. 1853. Union Steamship Co. was establish- ed (now Union-Castle Line). 1853. Borussia, first steamer of the Ham- burg-American Packet Co., established 1847, 1854. Canadian, first steamer of the Allan Line, established 1820. 1855. British India Steam Navigation Co. was established. 1856. Tempest, first steamer Anchor Line. 1858. Bremen, first Atlantic steamer of the Norddeutscher Lloyd, established 1856. 1858. Great Eastern launched into the Thames, Jan. 31; commenced, May 1, 1854. — Whitaker's Almanack. delivered on the boat at port, while the owner with his light bag leisurely takes a round- about tour to the port, sightseeing on the way, and upon reaching the boat his baggage will be awaiting him. These arrangements have enabled many interesting tours to be set out toward the close of a sojourn, the railway ticket being supplied to break the journey at several points en route. The railway companies issue- week-end tickets at special cheap rates available from Friday, Saturday or Sunday till Tuesday to all imporant centres. Attractive to those who would like to follow the prevailing English fashion, and spend the week-end out of town. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 225 REGISTERED STEAM VESSELS OF THE UNITED STATES ON JUNE 30, 1909, OF 5,000 TONS OR OVER. Name of vessel. Minnesota.. . Manchuria. . . Mongolia. . . . St. Louis.. . . St. Paul Siberia Korea New York. . . Philadelphia Ancon Cristobal. . . . Alaskan Arizonan. . . Texan Mexican Columbian. . Virginian Missourian. . Massachu'ts. Saratoga. . . . Havana Sonoma Ventura Merida Mexico Morro Castle Calif ornian. . Panama Colon Hawaiian . . . Oregonian. . . American. . . Isthmian .... Santa Maria. Santa Rita . . City of Pekin China Crew. 150 164 265, 377 377 277 277 370 378 74 74 42 42 54 43 43 100 99 89 138 138 169 168 128 128 124 45 95 92 45 45 47 48 37 37 256 263 Gross ton- nage. 20,718 13,638 13,638 11,629 11,629 11,284 11,276 10,798 10,786 9,606 9,606 8,671 8,671 8,615 8,579 8,579 7,914 7,914 7,913 6,391 6,391 6,253 6,253 6,207 6,207 6,004 5,707 5,667 5,-667 5,597 5,597 5,591 5,404 5,318 5,273 5,079 5,060 When built. 1904 1904 1903 1895 1895 1902 1902 1888 1889 1902 1902 1902 1902 1902 1907 1907 1903 1903 1902 1907 1907 1900 1900 1906 1906 1900 1900 1898 1899 1900 1901 1900 1908 1901 1902 1874 1889 Where built New London, Conn. Camden, N. J do Philadelphia, Pa.. . do Newport News, Va. do Clydeb'k, Scotland do Sparrows Point, Md do.. San Francisco, Cal . do Camden, N. J San Francisco, Cal. do Sparrows Point, Md do Camden, N. J Philadelphia, Pa. . . do do do do do do San Francisco, Cal. Philadelphia, Pa. . . do Chester, Pa . .. ; .do do San Francisco, Cal. Cleveland, Ohio. . . . do.. Chester, Pa Go van, Scotland. . . Material. Steel. . . .do. ...do. . ..do. ...do. . ..do. . ..do. ...do. ...do. . ..do. . ..do. ...do. ...do. ...do. . . .do. . ..do. . ..do. . ..do. . . .do. . ..do. ...do. ...do. ...do. ...do. . ..do. ...do. ...do. . ..do. ...do. ...do. ...do. ...do. ...do. ...do. ...do. Iron.. Steel. Home port. New York, N. Y. Do. Do. Do. Do. Do. Do. Do. Do. Boston, Mass. Do. New York, N. Y. Do. Do. Do. Do. Do. Do. Do. Do. Do. San Francisco, Cal. Do. New York, N. Y. Do. Do. Do. Do. Do. Do. Do. Do. • Do. Do. Do. Do. Do. DIMENSIONS OF THE LARGEST FAST OCEAN STEAMERS. The largest and in many respects the high- est type of marine architecture is to be found in the modern ocean greyhound for trans- atlantic trade. In recent years the rival companies have vied with each other in the effort to excel, and steamships of larger size, greater speed, and more perfect equipment have followed each other, until it would seem that the limit had been reached. In the accompanying table the largest and most recent steamers are placed in comparison with the "Great Eastern." Name of Ship. Date. Length over All. Beam. Depth. Draught. Displace- ment Maxi- mum Speed. ' 1858 1888 1890 1893 1895 1897 1899 1900 1904 1907 1910 Feet. 692 560 585 625 554 649 704 686| 725| 790 890 Feet. 83 63 57* 65 63 66 68 67^ 75 88 92 Feet. 57* 42 42 41 J 42 43 49 44 49 60 64 Feet. 25* 26* 26" 28 27 29 32* 29" 30* 37* 35 Tons. 27,000 13,000 12,000 19,000 14,000 20,000 28,500 22,000 40,000 45,000 60,000 Knots. 12 20 20 Campania St. Paul Kaiser Wilhelm der Grosse 22 21 22.35 20 23.5 Baltic 20 Mauretania 26.06 21 226 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL TRANSATLANTIC PASSENGER STEAMERS FROM NEW YORK * AMERICAN LINE. Steamships. Year Gross Tonnage Indie. H.-P. Length. New York (Rebuilt 1903) 1888 1895 1895 1901 10,798 11,629 11,629 10,786 20,000 20,000 20,000 20,000 576 St. Paul 554 554 576 ANCHOR LINE. 1 1380 5,495 5,200 8,400 9,400 9,000 5,000 4,600 8,400 10,200 7,000 445 i 1884 I 1901 410 503 1904 515 California 1 1907 485 ATLANTIC TRANSPORT LINE. Minneapolis.. Minnehaha. Minnetonka.. Minnewaska . 13,401 13,403 13,398 14,220 10,800 10,800 10,800 12,000 616 616 616 616 AUSTRO-AMERICAN LINE. 1907 1907 1907 1907 1909 6,122 6,122 5,526 5,497 8,312 767 757 582 584 1,117 415 415 390 391 Martha Washington - 460 CUNARD LINE. (Queenstown and Liverpool Service.) Ultonia. . . Carpathia. Pannonia. CUNARD LINE. (Mediterranean and Adriatic Service.) 1898 10,200 1903 13,600 1904 10,000 500 540 501 Roma Germanja. . Madonna. . . Venezia. . . . Sant' Anna. FABRE LINE. (Various points, including Naples, depending on season of year.) La Bretagne. La Gascogne . La Touraine. La Lorraine . La Savoie . . . La Provence. Chicago^ .... 1902 9,500 6,000 450 1903 9,500 6,000 426 1905 10,000 6,200 426 1907 11,000 7,200 4G0 Bldg 14,000 10,000 500 FRENCH LINE. 1886 7,315 9,000 508 1886 7,646 9,000 508 1890 9,161 12,000 536 1899 11,874 22,000 580 1900 11,889 22,000 580 1906 14,744 30,000 624 1908 11,103 9,500 520 *Tables copyright 1910 by Munn & Co., Inc. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 227 TRANSATLANTIC PASSENGER STEAMERS FROM NEW YORK.— Continued. HAMBURG-AMERICAN LINE. Steamships. Year. Pennsylvania Patriots! Pretoria Bulgaria* Graf Waldersee Batavia* Deutschland Hamburg* Bluecher Moltke* Amerika Kaiserin Auguste Victoria. President Lincoln President Grant Cleveland Cincinnati 1896 1897 1 .898 1898 1899 1899 1900 1900 1901 1902 1905 1906 1907 1907 1908 1908 Gross Tonnage 13,333 13,273 13,234 11,077 13,193 11,464 16,502 10,532 12,334 12,335 22,225 24,581 18,100 18,100 18,000 18,000 Indie. H.-P. Length. 5,500 6,000 5,400 4,000 5,500 4,000 37,800 9,000 9,500 9,500 15,500 17,500 7,500 7,500 9,300 9,300 557.6 560 560 501.6 560 501 686.6 498 525.6 525 690 700 615 615 600 600 * Mediterranean Service. HOLLAND-AMERICA LINE. (Ne therlands-Am erican Steam Navigation Statendam Potsdam Ryndam Noordam New Amsterdam Rotterdam 10,490 12,600 12,546 12,540 17,250 24,170 530 560 560 560 615 668 ITALIA LINE. (Societa di Navigazione a Vapore. Naples, Genoa, New York Service.) Ancona. . . Verona. . . . Taormina. LA VELOCE LINE. (Navigazione Italiana a Vapore.) NAVIGAZIONE GENERALE ITALIANA (Florio Rubattino). ~~1270"00~ Duca d'Aosta I 1909 Duca di Genova ! 1908/9 Duca di Abruzzi | 1908 Florida Luisiana Indiana Virginia Cordova Mendoza Principessa Mafalda Friedrich der Grosse Bremen Kaiser Wilhelm der Grosse Rhein (Grosser Kurfiirst Main Kronprinz Wilhelm Kaiser Wilhelm I] Prinzess Alice Kronpr'n Cecilie Luetzow Derfninger Prinz Fr. Wilhelm George Washington NORTH GERMAN LLOYD. (Bremen Service.) 1896 10,568 11,570 14,349 10,058 13,245 10,067 14,908 19,500 10,911 20,000 9,800 9.800 17,500 25,570 7,200 8,000 28,000 5,500 9,700 5,500 35,000 43,000 9,000 45,000 6,500 6,500 14,000 20,000 546 569 649 520 582 520 663 707 524 707 555 555 613 723 228 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL TRANSATLANTIC PASSENGER STEAMERS FROM NEW YORK- NORTH GERMAN LLOYD. (Mediterranean Service.) -Continued. Steamships. Year. Gross Tonnage Indie. H.-P Length. Tioenigin Luise 1896 1896 1899 1900 1908 10,711 10,915 10,643 10,881 19,200 7,000 7,000 9,000 9,000 16,500 544 546 525 525 613 Barbarossa Koenig Albert Berlin RED STAR LINE 1893 1900 1901 1902 1902 1903 1908 7,668.7 11,898 11,905 12,188 12,185 7,913 18,694 5,300 13,155 13,155 11,300 11,300 5,600 16,000 504 Vaderland. . 580 580 580 580 Samland 490 620 SCANDINAVIAN-AMERICAN LINE. C. F. Tietgen Oscar II 1897 1901 1902 8,500 10,000 10,000 5,500 8,000 8,000 8,000 485 515 Hellig Olav 515 1903 10,000 515 WHITE STAR LINE. Teutonic . . Majestic. . Oceanic . . . Celtic Cedric. . . . Cretic Arabic .... Baltic .... Adriatic . . Laurentic . Megantic . Olympic (Building)* Titanic (Building) ..I 1911 9,984 10,147 17,274 20,904 21,035 13,507 15,801 23,876 24,541 14,892 14,878 45,000 45,000 17,000 17,000 28,000 13,500 13,500 7,010 10,800 13,300 40,000 * Launch is set for Oct. 20, 1910. 582 582 705.6 697.5 697.5 601.8 615.6 726 726 565 565 860 860 TRANSATLANTIC PASSENGER STEAMERS FROM PORTS OTHER THAN NEW YORK. CTJNARD LINE. (Boston-Liverpool Service.) 1900 1900 14,100 14,300 10,400 10,400 600 600 ALLAN LINE. Numidian Mongolian Carthaginian 1881 1891 1891 1884 1884 1902 1902 1900 1893 5,395 4,836 4,838 4,444 3,846 4,508 4,505 4,309 3,546 774 582 582 475 463 446 446 359 328 440.8 400 400 386 Siberian 372 Hungarian 388 Ontarian Orcadian 385 385.2 361 LEYLAND LINE. Devonian 11,000 11,000 9,500 11,000 9,000 571 Canadian 571 549 Bohemian 529 529 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 229 TRANSATLANTIC PASSENGER STEAMERS FROM PORTS OTHER THAN NEW YORK— Continued. WHITE STAR LINE. Steamships. Year Gross Tonnage. Indie. H.-P. Length. Cymric 1898 1901 13,096 11,905 13,155 599 Zeeland 580 NORTH GERMAN LLOYD S. S CO. (Baltimore-Bremen Service.) Rhein 1899 1901 10,058 7,524 5,500 3,400 520 428 1901 9,835 6,000 520 Main 1900 10,058 5,500 520 5,002 3,600 428 Cassel i9oi 7,553 3,400 428 NORTH GERMAN LLOYD S. S. CO. (Galveston-Bremen Service.) Chemnitz Frankfurt 1901 1899 3,200 3,200 7,542 7,431 430 431 ALLAN LINE. (Montreal Services.) Virginian 1904 1905 1900 1907 1908 1907 1901 1901 1900 1899 1875 1882 10,629 10,754 10,576 11,436 10,920 10,187 8,268 6,508 6,270 6,229 4,349 4,207 849 917 803 825 604 800 447 447 316 316 520 520.4 Tunisian 500.6 Corsican Hesperian Grampan 500.3 485.5 485.7 470 Pretorian .*■ Corinthian 436.9 430 Sicilian Sardinian 430 400 381 CANADIAN PACIFIC RAILWAY CO. Empress of Britain 1906 1906 14,500 14,500 3,168 3,168 548.8 Empress of Ireland 548.9 Royal Mail Steamers "Empress of Britain" and "Empress of Ireland" leave Quebec in Summer and St. John in Winter. Other vessels of the line carry second only, second and steerage only, and steerage only. Their names are therefore omitted here. WHITE STAR-DOMINION. Laurentic. Megantic. Canada. . . Dominion. Ottawa. . . 1909 1909 14,892 15,000 9,413 6,618 5,071 484 550 DONALDSON LINE. (Montreal to Glasgow.) Athenia 1904 1906 Building 8,668 8,135 5,600 5,555 478 Cassandra Saturnia 455 MONTREAL SERVICES THOMSON LINE. (Mediterranean Service.) Tortona ! 1909 | 7,907 5,400 450.6 PHILADELPHIA STEAMSHIP SERVICES AMERIC/ lN LINE. Merion 11,635 11,621 6,409 547 547 470 RED STAR LINE. Marquette Menominee 1898 1897 1898 7,058 6,918 6,648 5,000 5,000 5,000 502 490 Manitou 490 230 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL STEAMSHIP RECORDS AND CASUALTIES. We are republishing, by permission of the Brooklyn Daily Eagle, from their "Almanac, the following valuable particulars relative to steamship records and casualties. (Copyright, 1910.) Revised for this book by Capt. A. W. Lewis. STEAMSHIP RECORDS The following table shows best record time between New York and European ports, east or west. For previous records see Eagle Al- manac 1908, page 467. Yr. 1897 1897 1898 1899 1899 1900 1900 1901 1901 1901 1901 1901 1907 1907 1907 1908 1908 1908 1909 1909 1909 1909 1909 1910 Name of steamship Kaiser Wilhelni der Grosse, N. Y to Southampton . . Same steamer, N. Y. to Ply- mouth .... Same steamer, Southamp- ton to N . Y Same steamer, Cherbourg to N. Y Samesteimer, New York to Cherbourg Deutschland, N. Y. to Ply- mouth Deutschland, Plymouth to N. Y Deutschland, eastbound (long course) Deutschland, Cherbourg to N. Y Kronprinz, N. Y. to Ply- mouth Oceanic, N. Y. to Liverpool. Oceanic, Liverpool to N. Y.. Lusitania, Queenstown to Sandy Hook Lightship . . Lusitania, N. Y. to Queens town Mauretania, N. Y. to Queenstown Mauretania, Queenstown to N. Y.. # Kronprinzessin Cecilie, Cherbourg to N. Y Kaiser Wilhelm II, N. Y. to Plymouth Kronprinzessin Cecilie, N Y. to Plymouth Lusitania, Queenstown to N. Y Lusitania, N. Y. to Queens town Mauretania, Queenstown to N. Y Mauretania, N. Y to Queenstown Mauretania, Daunt's Rock, Ambrose Lightship to. N Y. Long course I). H. M. 5 17 8 5 n io 5 20 10 5 ] 7 37 5 7 38 5 1G 24 5 11 5 5 12 23 5 9 48 5 20 32 5 17 50 18 40 4 22 50 4 22 29 4 20 15 5 11 5 7 25 4 11 42 4 15 52 4 10 51 4 13 41 1 29 Oct. 12, 417 years ago, Columbus on the Santa Maria made the first trans-Atlantic rec- ord of 71 days. The Deutschland, westward from Cherbourg to N. Y., 3,082 miles, July 30, 1901, made one day 601 knots; average speed, 23.07 knots. The Kronprinz Wilhelm, from N. Y. Oct. 1, 1904, averaged 23.01 knots per hour. Sept. 6, 1902, Chas. R. Flint's yacht Arrow in a speed test on the Hudson, broke the world's record, making 1.19 miles in 1 min. 19.39 sec, a rate of 45.06 miles an hour. Oct. 28, 1902, the Korea of the Pacific Mail S. S. Co., broke the record from Yokohama to San Francisco by 4 days, covering the distance of 4,700 miles in 10 days. The Deutschland left Hamburg Sept. 1, 1903, and reached Sandy Hook in 5 days 11 hours 54 minutes lowering her previous record 29 minutes and record of new Kronprinz Wil- helm, 3 minutes. Average speed, 23.15 knots an hour. The battleship Kentucky made the run from Hong Kong to New York, 12,699 miles, arriving in New York May 21, 1904, making a new record for long distance run. From Funchal to New York an average of. 13.8 knots an hour was made, seven-tenths of a knot better than the Kearsarge. The armed cruiser West Virginia, flagship of the Pacific fleet, on June 25, 1908, on a 4-hour speed trial, made an average speed of 22.47 knots. This makes her the fastest vessel of the battleship class in the Navy. The battleship Nebraska in 1904, from N. Y. to San Francisco, completed the trip in 52 days. The armed cruiser South Dakota, from N. Y. to San Francisco, in 53 days. Record time by steamer San Francisco, Cal. to Honolulu, was made bv the Siberia, arriv- ing Aug. 21, 1905, in 4d. 19h. 20m., 3 h. better than best previous record. The French Line steamship Provence, May 25, 1906, completed the record time from Havre to New York of 6 days 3 hours and 35 minutes. The Lusitania, turbine Cunarder, on Aug. 20, 1908, made a record run westward bound of 650 knots, and a record average of 25.05 knots per hour. Her sister ship Mauretania on Feb. 15, 1909, made a record run westward bound of 671, an average of 25.55 knots per hour. Record hour run, 27 knots. The Kaiser Wilhelm II on Aug. 24, 19C8, completed 3,080 miles with an average run of 23.71 miles per hour. Her best daily run was made July 8, 1906, westward bound, of 591 knots. Best daily run westward bound of Kronprinzessin Cecilie, July 27, 1908, was 590 knots. The warship Mississippi makes record run of 297 miles in 14 hours on May 25. New coastwise record made by Mallory Line steamer Brazos, from Galveston, on March 10, arriving at New York in 4 days 15 hours 15 minutes; average of 19.52 knots per hour; 471 knots for a day's run. Submarine torpedo boat Narwhal covering 300 nautical miles in 24 hours, with no stop; average of 12J nautical miles an hour. STEAMSHIP DISASTERS YEARS. OF RECENT Steamship Atlantic, White Star Line, sank on Mars Head, off Halifax, in a storm; 546 lives lost; April 2, 1873. Steamship Pomerania, sunk in midnight col- lision with a bark in English Channel; 47 lives lost; Nov. 25, 1878. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 231 Steamship Oregon, Cunard Line, run into by unknown steamer, 18 miles east of L. I., sank 8 hours afterward; no lives lost; March 14, 1886. Steamship Elbe, North German Lloyd Line, in collision with steamship Cathrie; 330 lives lost; Jan. 30, 1895. French steamship Ville de St. Nazaire burned in a storm off Cape Hatteras; 40 lives lost; March 7, 1897. Steamship Aden; sank off'Socotra, on east coast of Africa; 78 lives lost; June, 1907. French steamship Bourgogne rammed and sunk by steamship Cromartyshire off Sable Island; 560 lives lost; July 4, 1898. Steamship Norge, sunk at sea; 750 lives lost; July 3, 1904. Steamship Berlin wrecked off Holland coast; 150 lives lost; Feb. 21, 1907. Steamship St. Paui rammed British cruiser Gladiator off Isle of Wight; many sailors drowned; April 12, 1908. Steamship Ying King, foundered off Hong Kong; 300 Chinese drowned; July 28, 1908. Steamship Prudentia, lost on voyage to Ar- gentina, Aug. 9, 1908. Norwegian steamship Folgefouden sunk; many lives lost; Aug. 23, 1908. Steamship Archimedes lost in Baltic Sea; 10 drowned; Nov. 5, 1908 Steamship Finance sunk by steamship Georgic off Sandy Hook; 4 lives lost; Nov. 26, 1908. Steamship San Pable sunk off Philippines; 100 drowned; Nov. 27, 1908.^ Steamship Ginsei Maru wrecked off Wei- Hai-Wai and crew and passengers drowned Dec. 13, 1908. Steamsh p Soo City foundered off New- foundland; crew lost; Dec. 4, 1908. Steamship Eepublic rammed off Nan- tucket by S.S. Florida, 8 lives lost in collision; vessel sank ; help received by wireless; Jan. 24 ' 190? t^v^ , , ai i u\ |.v, 1 1 tte^'ip'V- WwUc 1 1 fee. DIMENSIONS r OF THE PRINCIPAL DOMES. Diam. Height, ft. ft. Pantheon, Rome 142 143 Cathedral, Florence. 139 310 St. Peter's, Rome 139 330 Capitol, Washington, D. C. . . 135+ 287+ St. Sophia, Constantinople. . . 115 201 Baths of Caracalla, (Ancient) Rome 112 116 St. Paul's, London 112 215 HEIGHT OF OFFICE BUILDINGS. Building. Bowling Green Bldg., N. Y. . . Park Row Building, New York Times Building, New York . . . Manhattan Life Bldg., N. Y.. . Wall St. Exchange Bldg., N. Y St. Paul Building, New York.. American Surety Bldg., N. Y. Pulitzer (World) Bldg., N. Y. . Broad-Exchange Bldg., N. Y. 42 Broadway Bldg., New York Whitehall Bldg., New York.. . Metropolitan Tower, New York Singer Building, New York Total height from sidewalk, ft. 224 386 363 348 341 313 312 309 280 260 257 700}- 612 T X 3 HEIGHT OF COLUMNS, SPIRES AND TOWERS. Feet, Eiffel Tower, Paris 1,000 Washington Monument, Washington, D.C. 555 Pyramid of Cheops 520 St. Peter's, Rome 518 Cologne Cathedral 501 Strasburg 486 Cathedral, Antwerp 476 St. Stephen's, Vienna, ... : 465 Cathedral, Salisbury 450 Milan Cathedral 360 Cathedral, Cremona 397 St. Peter's, Rome 391 Cathedral, Florence 352 St. Paul's, London 366 Hotel des Invalides, Paris 344 Bunker Hill Monum't,Charlestown,Mass. 221 Leaning Tower of Pisa 1 79 Alexander Column, St. Petersburg 175 .THE WEIGHT OF BELLS. Pounds Kremlin, Moscow 432.000 Pekin 130,000 St. Ivan's, Moscow 127,800 Novgorod 62,000 Sacred Heart, Paris 55,116 Sens 43,000 Vienna 40,200 Olmutz, Bohemia 40,000 Rouen 40,000 Erfurt I 30,800 Westminster, "Big Ben" . 30,300 Houses of Parliament, London 30,000 Notre Dame, Paris 28,600 Montreal 28,500 Cologne 25,000 City Hall, N. Y 22,500 LENGTH OF A FEW CELEBRATED Name. Length ft, Firth of Tay, Scotland 10,779 Forth, Scotland 8,296 East River, New York 7,200 Brooklyn, New York 5,989 Manhattan, New York 9,900 Blackwell's Island, New York 7,450 Washington Bridge, New York 2,300 High Bridge, New York 1,460 Niagara, below Falls, New York 1,040 Niagara 910 Freiburg, Germany 880 Clifton, England 702 Buda-Pest, Hungary 666 BRIDGES. Type. Spanning. Girder. Firth of Tav. Cantilever. Firth of Forth. Suspension. East River. Suspension. East River. Suspension. East River. Cantilever. East River. Composite. Harlem River. Stone. Harlem River. Suspension. Niagara River. Cantilever. Niagara River. Suspension. Suspension. Avon. - Suspension. Danube. 232 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Copyright, 1900, by Munn & Co. A COMPARISON OF MARINE ENGINE AND LOCOMOTIVE POWER. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 233 SUPPLIES OF THE " DEUTSCHLAND." Not by any means the least im- pressive evidence of the huge size to which the modern transatlantic steamship has grown is to be found in the graphic representation, now presented, of the bewildering amount of provisions that have to be taken aboard for a single trip across the ocean. A mere tabulation of the vari- ous kinds of food which go to re- plenish the ship's larder, during the few days which she spends in port, fails to convey any adequate idea of the vast amount of stores taken aboard. Our pictorial representation is, of course, purely imaginary, par- ticularly as regards the live stock ; the beef, mutton, game, etc., being re- ceived on the ship in the dressed condi- tion, no live stock whatever being car- ried. The drawing was made up from a list of the actual amount of pro- visions carried on a recent eastward trip on the Hamburg-American liner "Deutschland," and the number of live stock which contributed to meet the supplies for one voyage was es- timated from the actual number of cat- tle, sheep, etc., that would be required to make up the total weights in dressed meats. With the exception of the live stock, the provisions are shown in the actual shape in which they would be taken on board. The dimensions of the vessel are : Length, 686 feet ; beam, 67 feet, and displacement, 23,000 tons; her highest average speed for the whole trip is 23.36 knots, and she has made the journey from Sandy Hook to the Lizard in five days seven hours and thirty-eight minutes. In considering the question of feeding the passengers on a vessel of this size, the thought is suggested that here are other hun- gry mouths within the hull of the ship besides those to be found in the din- ing saloons of the passengers and the messrooms of the crew ; mouths that are so voracious that they require feeding not merely at the three regular meal hours of the ship, but every hour of the day and night, from the time the moorings are cast off at one port until the vessel is warped alongside at the other. We refer to the 112 fur- naces in which the fuel of the sixteen boilers in the boiler-room is consumed at the rate of 572 tons per day. Now, although the voyage from New York to Hamburg lasts only six or seven days, according to the state of the weather, the bunkers of the ship are constructed to hold a sufficiently large reserve of coal to cover all contin- gencies, her total coal capacity being about 5,000 tons ; and at each voyage care is taken to see that they are pretty well filled. The total number of souls on board of the vessel when she has a full pas- senger list is 1,617, made up of 467 first cabin, 300 second cabin, 300 steerage and a crew of 550, the crew compris- ing officers, seamen, stewards and the engine-room force. Sixteen hundred and seventeen souls would constitute the total inhabitants of many an American community that dignifies itself with the name of "city," and it is a fact that the long procession which is shown in our illustration, wending its way through the assembled pro- visions on the quay, by no means rep- resents the length of the line were the passengers and crew strung out along Broadway or any great thoroughfare of that city. If this number of people were to march four deep through Broadway, with a distance of say about a yard between ranks, they would extend for about a quarter of a mile, or say the length of five city blocks. To feed these people for a period of six days requires, in meat alone, the equivalent of fourteen steers, ten calves, twenty-nine sheep, twenty-six lambs, and nine hogs. If the flocks of chickens, geese and game required to furnish the three tons of poultry and game that are consumed were to join in the procession aboard the vessel, they would constitute a contingent by themselves not less than 1.500 strong. The ship's larder is also stocked with 1,700 pounds of fish, 400 pounds of tongues, sweetbreads, etc., 1,700 dozen eggs and 14 barrels of oysters and clams. The 1,700 dozen eggs packed in cases would cover a considerable area, as shown in our engraving, while the 1,000. brick of ice cream would re- quire 100 tubs to hold them. Of table butter there would be taken on board 1,300 pounds, while the 2,200 quarts of milk would require 64 cans to hold it, and the 300 quarts of cream 8 cans. In the way of vegetables there are shipped on board 175 barrels of pota- toes, 75 barrels of assorted vegetables, 20 crates of tomatoes and table celery. 200 dozen lettuce : while the require- ments of dessert alone would call for 4 1-4 tons of fresh fruits. For making up into daily supply of bread, biscuits, 234 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Copyright, j 901, by Munn & Co. SUPPLIES OF THE "DEUTSCHLAND." SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL cakes, 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% tons to the cooks' stores. To this also we mast add 350 pounds of yeast and 000 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 TRANSATLANTIC TRIP. FOR A SINGLE 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. 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THE FRENCH REPUBLICAN CALENDAR This, although reckoned from the 22nd September, 1792, was not introduced until the 22nd November, 1793. 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), 2% Sept. to Oct. 22 Brumaire Frimaire Nivose Pluviose Ventose (Foggy), (Sleety), (Snowy), (Rainy) , (Windy), 23 Oct. to Nov. 22 22 Nov. tb Dec. 21 22 Dec. to Jan. 21 21 Jan. to Feb. 20 20 Feb. to Mar. 21 Germinal (Budding), 22 Mar. to Apr. 21 Floreal (Flowery), 21 April to May 20 Prairial (Pasture), 21 May to June 20 Messidor (Harvest), 20 June to July 19 Thermidor (Hot), 20 July to Aug. 19 Fructidor (Fruit), 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- nenne's "Life of Napoleon": Bentley. — Whitaker's Almanack. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL J39 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- sa, 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, 4% days ; Vancouver to Yokohama, 18 days ; Yokohama to Vladivostok, including necessary lay- overs, 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 1892 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 ^J0$M ^LTl'jJbORE /^^ -^SjS) i-tigss^Sr W4SHI NGTON &wM ieJm. Vjj| )ANNAPC "WAk GmLEXANDRIA ^^J_IJh^^^ ^an (Ay* 4 ° IMI-" ^5^8 i u 1. / % !«■ J ^fc ay ' % mi J $Wcape\ ^CHARLtt t. HENRY V ^0* VS/IKl/TH^ Po^rotK BALTIMORE AND CHESAPEAKE BAY. Restaurant dining on the ocean is on the increase and dinner parties are an established feature. APPROACH TO SEATTLE. WILMINGTON BELL&\ W^QPN « M 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 " Carman ia 19,524 " Chivo Maru . . . .13,42(1 Japanese Tenyo Maru 13,454 Heliopolis 10,897 British Cairo 10,804 M J2 A,; CD t-t CU 0, t-Ot- o ooo o> ooo OONNOffl Oh-fflftl-tO OHOOfitDM io— it- IH 00 lOOi-CfOO rH ooooo ooooo ©_©©o© r- It-iO-fO HOlOT O kO «CM0O o o o o o o oooooo ©©ooo© MH»NH» 00HOOMH C*e0 00-*t IO CI OrHOO IO rHrHCO IO O °3 ■^ o ooooo ooooo OOOOO GO lO © © 00 OlCJCOfeO CO CD O C} CO oooooo ■z o -■ oo o OOOOOO CO~-t< ClrH Ht-" OhHMfflN hhO:io)io OOCM-tCO GO COOT© oeot>h-io 00 o lO^H o©©o© ©ooo© ©©©O© ©r- l-fio"© ■^COOiOOO •*ooooo !>00O-frH © OCMiO t- iH CO ©©©©OO ©ooooo ©_©_©©©© COiHCOOCOCO ©COCO-fiOrH t-t^cicoo-* ©ooo©o ©©©©©© ©©©©©© HfflfflHOOh IO OOO CO CO 00 -h CO ©-fT m ©©©©© ©ooo© oooo© ICHCNCO ih co © io a> iH©IO00t-I ©©©©o © © © © © ooooo lOOlOr-il— ©rHrHt--t< t-oooooo ©© ©© ©© oo CO-* oo IO i— I CO t- © t-ht^NCt- t— l> I- 1— CD ©oo©©© oo©oo© ©©©oo oooooo oooooo ooooo t^ CO co io t- o©©c© ©oooo t^CO ©o oo io i-tooiH o.»i c3 c3x) o ©©© © ©o© © ©©_© lO 00^|lO coo OCO ooooo o©©o© ©_©©o© oo' -*i c-in iHlOCCO*^ t^^Hl-^-ficO t-l ©oo©©o oo©ooo ©©©©©© iHCO*©©©CO !0 00©0©iH ©©©©©© ©©©©o© ©_©©©©o o©cio lOC^J IO CO ~H -f ~V t- MHHOCN ©©©©© oo©©o ©©©©© C*J o w © o i- © eo eo io MCOC-IOOOO ©©©©© ©©ooo ©oooo t^owot- lOOOeOOrH lOCMOioeo •H eOOH/Nf^H OOO o© oo fcOO t-oo Oi-ne^l 1H1H coooc-^-ti t>©©OJl> CO©©rHlO iHOOrHt-lO rH CO © CO -H lOCO t— rH rH "* Mt. 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London " with Subs New York Paris Berlin Chicago Vienna Canton Tokio , Osaka Philadelphia St. Petersburg. . . . Calcutta ._ Constantinople. . . Peking Moscow Buenos Ayres .... Bombay Glasgow Buda Pesth Hamburg Liverpool Rio de Janeiro .... Warsaw St. Louis Cairo Boston Naples Manchester Brussels Amsterdam Birmingham ' Sydney Madrid Barcelona Madras Baltimore Rome Melbourne Country. England United States France Germany. . . . U. S. A Austria China Japan Japan U. S. A Russia India Turkey China Russia Argentina. . . . India Scotland Hungary Germany. . . . England Brazil Russia U. S. A Egypt U. S. A Italy England Belgium Holland England. .\ . . N. S. W Spain Spain India U. S. A Italy.. Victoria Census Year. 1901 1901 1900 1901 1900 1900 1901 Est. 1900 1900 1900 1900 1901 1901 Est. 1897 1900 1900 1901 1901 1900 1901 1900 1897 1900 1897 1899 1900 1901 1899 1900 1901 1902 1897 1897 1901 1900 1904 1902 Population. 4,536,541 6,581,371 3,437,200 2,714,068 1,884,151 1,698,575 1,635,647 1,600,000 1,507,642 1,311,909 1,293,697 1,248,643 1,121,664 1.125,000 1,000,000 988,614 895,000 776,843 760,423 732,322 705,738 685,276 674,952 638,209 575,238 570,062 560,892 544,057 543,969 531,611 523,558 522,182 516,010 512,150 509,589 509,346 508,957 503,857 502,610 LONDON IN 1910 AND 1920. ' Mr. E. Cottrell has constructed curves of the rate of increase of population in large cities. From these the following table has been compiled, showing the probable populations in future years, if the same rate of increase be maintained: — City. Population. 1900. Rate of Increase Est. Pop. 1910. Est. Pop. 1920. Greater London. . . London Greater Paris Paris Greater Berlin Berlin Greater New York New York Chicago Vienna Philadelphia St. Petersburg. . . . 6,652,145 4,589,129 3,599,991 2,714,068 2,512,253 1,884,157 3,833,999 1,850,093 1,838,735 1,639,811 1,369,632 1,132,677 20.0 8.6 18.0 19.0 12.0 37.0 29.0 54.0 11.0 23.0 15.5 7,490,400 4,967,784 4,139,990 2,967,030 2,914,517 2,731,820 4,953,000 2,574,229 1,697,400 1,339,728 8,516,256 5,315,528 4,759,589 3,234,063 3,322,549 3,496,729 6,191,258 3,475,209 2,002,932 1,500,495 248 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL DISTANCES IN KNOTS OR NAUTICAL MILES. Short Track — Aug. 24 to Jan. 14, East. Aug. 15 to Jan. 14, West. Long Track — Jan. 15 to Aug. 23, East. Jan. 15 to Aug. 14, West. Ambrose Channel Lightship* and — Alexandria, Egypt Antwerp Azores (Ponta del Gada) Bremen Brow Head Cape Race Cherbourg Dover Fastnet Fire Island Lightship Flushing Genoa Gibraltar Hamburg Havre Liverpool (Landing Stage) Lizard Point London (Tilbury Docks) Nantucket Lightship Naples Needles Newfoundland (Banks of) . Plymouth Queenstown Roche's Point Rotterdam Scilly Islands (Bishop Rock) Southampton (Docks) Philadelphia to Delaware Breakwater, 88 miles. Delaware Breakwater and — Antwerp Fastnet Flushing Gravesend Liverpool (Landing Stage) Lizard Point London (Tilbury Docks) Nantucket Lightship Newfoundland (Banks of) Boston (Dock) to Boston Light, 16 miles. Boston Light and — Antwerp Azores (Ponta del Gada) Brow Head Gibraltar Liverpool (Landing Stage.) Queenstown Montreal and — Antwerp Liverpool (Landing Stage) London (Tilbury Docks) Quebec % Portland to — Halifax Liverpool New Orleans to — Liverpool (Landing Stage) London (Tilbury Docks) EASTBOUND Short Track 4,952 3,323 2,227 3,563 2,744 998 3,073 3,190 2,751 29 3,278 4,021 3,168 3,511 3,145 3,033 2,929 3,257 193 4,116 3,073 935 2,978 2,814 2,810 3,327 2,880 3,095 3,397 2,825 3,352 3,335 3,116 3,002 3,336 277 1,009 3.161 2,064 2,583 3,048 2,882 2,652 3,150 2,755 3,082 155 326 2,862 4,465 4,676 Long Track 4,962 3,432 2,231 3,692 2,869 3',i82 3,299 2,876 3',387 4,031 3,178 3,621 3,246 3,158 3,038 3,366 4,i26 3,182 3*,087 2,939 2,935 3,436 2,989 3,204 3,506 2,950 3,461 3,444 3,241 3,111 3,445 3,280 2,078 2,718 3,062 3,017 2,787 3,254 2,968 3,186 2,985 4,465 4.676 WESTBOUND Short Track 4,945 3,296 2,221 3,536 2,717 3,046 3,163 2,724 3*,25i 4,013 3,160 3,485 3,110 3,015 2,902 3,230 4,i68 3,046 2,95i 2,787 2,783 3,300 2,853 3,068 3,379 2,807 3,334 3,313 3,098 2,985 3,314 3,126 2,064 2,548 3,048 2,947 2,617 3,150 2,755 3,082 2,819 4,465 4,676 ♦New York (Battery) to Ambrose Channel Lightship, 25 miles. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 249 THE FOLLOWING TABLE OF DISTANCES FROM LIVERPOOL TO NEW YORK AND FROM LIVERPOOL TO BOSTON. LIVERPOOL TO NEW YORK Miles from Liverpool (Rock Light) to Bar Lightship Bar Lightship to Skerries Skerries to Tuskar Tuskar to Conningbeg Lightship Conningbeg Lightship to Ballycotton. Ballycotton to Queenstown (Roche's Point) Queenstown (Roche's Point) to Old Head of Kinsale Old Head of Kinsale to Fastnet Fastnet to Nantucket Lightship Nantucket Lightship to Fire Island Fire Island to Ambrose Lightship Ambrose Lightship to Sandy Hook Sandy Hook to New York North Track South Dis. from ] L'pool 11 11 11 50 61 50 93 154 93 19| 173f 191 51 224f 51 11 235f 11 16 251f 16 43 2941 43 2530 2824f 2670 164 2988f 164 30 3018| 30 8 3026f 8 16 3042f 16 Dis. from L'pool 11 61 154 1731 2241 235| 2511 2941 29341 30981 31271 31351 31511 NEW YORK TO LIVERPOOL Miles from New York to Sandy Hook Sandy Hook to Ambrose Lightship Sandy Hook to Fire Island Fire Island to Nantucket Lightship Nantucket Lightship to Fastnet Fastnet to Old Head of Kinsale Old Head of Kinsale to Queenstown (Roche's Point) Queenstown (Roche's Point) to Ballycotton Ballycotton to Conningbeg Lightship Conningbeg Lightship to Tuskar Tuskar to Skerries Skerries to Bar Lightship Bar Lightship to Liverpool (Rock Light) North Track South Track Dis. from Dis. from N. Y. N. Y. 16 16 16 16 8 24 8 24 30 54 30 54 166 220 166 220 2556 2776 2681 2901 43 2819 43 2944 16 2835 16 2960 11 2846 11 2971 51 2897 51 3022 191 29161 191 30411 93 30091 93 31341 50 30591 50 31841 11 30701 ■ 11 3195f LIVERPOOL TO BOSTON Miles from Liverpool (Rock Light) to Queenstown (Roche's Point) Queenstown (Roche's Point) to Fastnet Fastnet to Boston Outer Light Boston Outer Light to Boston North Track Dis. from L'pool 2351 2351 59 2941 2567 28611 81 2870£ South Track Dis. from L'pool 2351 2351 59 2941 2683 29771 81 2986* BOSTON TO LIVERPOOL Miles from Boston to Boston Outer Light Boston Outer Light to Fastnet Fastnet to Queenstown (Roche's Point) Queenstown (Roche's Point) to Liverpool (Rock Light) North Track Dis. from Boston 81 81 2597 26051 59 26641 2351 2900* South Track Dis. from Boston 81 81 2728 27361 59 27951 2351 303 lj The Cunard Line announces a new 21-knot 25,000-ton liner called the "Franconia." This will be run in the winter of 1910-1911 as a relieving ship on the New York-Liverpool service. It is a curious fact that there are a few people who spend their life travelling back and forth on their favorite steamers. There are records of such "ocean boarders" who have made 243 trips. 250 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL TABLE OF NAUTICAL MILES. Nautical Liverpool to — miles. Montreal by south of Cape Race 2,980 St. John, New Brunswick, by latitude 41° N., longitude 47° W 2,940 Boston 3,037 New York 3,201 Philadelphia 3,341 Baltimore 3,476 Newport News 3,350 New Orleans 4,528 Galveston 4,706 London to — Montreal 3,180 St. John, New Brunswick 3,140 Boston 3,237 New York 3,412 Philadelphia 3,541 Baltimore 3,676 Newport News 3,550 New Orleans 4,675 Galveston 4,860 Antwerp to — Montreal 3,223 St. John, New Brunswick 3,183 Boston 3,280 New York 3,455 Philadelphia 3,584 Baltimore 3,719 Newport News 3,593 New Orleans 4,718 Galveston 4,903 Hamburg to — Montreal 3,493 St. John, New Brunswick 3,453 Boston 3,550 New York 3,725 Philadelphia 3,854 Baltimore 3,989 Newport News 3,863 New Orleans : 4,988 Galveston 5, 173 Havre to — Montreal 3,022 St. John, New Brunswick 2,982 Boston 3,079 New York 3,254 Philadelphia 3,383 Baltimore 3,518 Newport News 3,392 New Orleans 4,517 Galveston r 4,702 Trieste to — Montreal, Cape St. Vincent, and Cape Race, direct 4,907 St. John, New Brunswick, Cape St. Vincent, and Cape Sable, direct 4,623 Boston, Cape St. Vincent, direct 4,720 New York, Cape St. Vincent, direct. . . 4,902 Philadelphia %5,050 Baltimore 5,187 Newport News 5,061 New Orleans 6,270 Galveston 6,440 As tables vary according to the method of computation all the standard tables are given. 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N'JiiOOhiCOCCOhh gl_3 — I ^ Cn) GO^CO P . -*CO HO^CNNH i-H CO 00 CM CO N r-> i-H rH CM CM CM c3T3 O c3C0OC0CMC0Tt<05C0 j3 CPCOCOOiOt^'-iiOCO 02K <-i >-i --i CM CM CM ,2 >» rx co to • « CD pq c . o ■^Ph 7/j cjf-'-*l>COOCOCON J eo .CMCOrH^t^CMCM >-.W a,- . O U . P^ S£cOCMcOTf " "* C5 H IO OS O O »3 ^Ht-HHCM 2 oj "* N r-i ic CO -p+3 HHH 03 ^ =_ -c C3 iO oj a) ■* ■* N c i-3 o ■p (/J rococo r»J ■p a coxco T) W Ph B rHt^CMTt< -p-p rH U rHOCDCM 03 n tH iH -p X Ph OOrH COCR CCOrH 1^ -r 1 — | HHH pq 'Ph BtHhcMN'-h 'oCMCOOrH Ph 3 BCOCON -P ocooooo tj BiOOi Ph rJHO'ON.COTfH'z; B. OiOTfiCCOCO^ g CD 03 £5 iO i-H CO CO •* »C i— i 3 i— I rn COCM O »OCM O NCMrHHH X B _. xpq 252 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL WEIGHTS AND MEASURES. LINEAR MEASURE. 3 barleycorns, or . . . ] 13 lines, or . x inch (in .) 72 points, or f 1,000 mils (mi.) J 3 inches 1 palm 4 inches 1 hand 9 inches 1 span 12 inches 1 foot (ft.) 18 inches 1 cubit 3 feet 1 yard (yd.) 2\ feet 1 military pace 5 feet 1 geometrical pace 2 yards 1 fathom h\ yards 1 rod, pole, or perch 66 feet, or \ i Gunter's chain 4 rods J J pole ?' or t 1 furlong (fur.) 220 yards I 8 furlongs, or 1 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). 7.92 inches 1 link 100 links, or ) g> ieet \ or I 1 chain (ch.) 22 yards, or f 4 poles J 10 chains 1 furlong (fur.) 80 chains, or 1 1 mile 8 furlongs J 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 l6 sq. poles. ... 1 square chain (sq. ch.) i of S SQ ' P ° le i' ° r ) 1 sq. rood 1,210 sq. yards f ^ 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 1 1 S o milp 3,097,600 sq. yds / Sq " m le 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. S. Cu. In. 2 pints 1 quart (qt.) = 67 . 20 4 quarts 1 gallon (gal.) = 268.80 iSaX. 01 ;::::} 1 ^ = 537 -*> 4 pecks 1 struck bushel = 2150. 42 LIQUID MEASURE,. U. 4 gills 1 pint (O.) 2 pints 1 quart (qt.) 4 quarts 1 gallon (gal.) 63 gallons 1 hogshead (hhd.) 2 hogsheads 1 pipe or butt 2 pipes 1 tun Cu. In. = 28.875 = 57.75 = 231 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.— -, U. S. m Apothe- caries' Measure. pl, ft, 1 Gallon = .83311 Gallon, or 6 13 1 Pint = .83311 Pint, or 16 1 Fl. Oz. = 1.04139 Fl. Oz., or 1 1 Fl. Dr. = 1.04139 Fl. Dr. or 1 Minim =1.04139 Minim, or S3 2 22.85 5 17.86 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 31| gallons .1 barrel = 26.25 42 gallons 1 tierce = 35 6 2 barrel' ^ } 1 h °g shead = 52 - 5 84 gallons, or U punch eon= 70 1 3 hogsheads J 126 gallons, or ) , ■ or = 105 2 hogsheads, or. . . } butt 1£ puncheons J 2 pipes or jltun =210 3 puncheons / Apothecaries' Weight is the official standard of the United States Pharmacopoeia. 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. 1 = 20 = 1 = Or. 80 4 1 Lb. = 2,240 = 112 = 28 1 Oz. Dr. = 35,840 = 573,440 = 1,792 = 28,672 = 448 = 7,168 = 16 = 256 1 = 16 Short or Net Ton. Cwt. 1 = 20 = 1 = Qr. 80 4 1 Lb. = 2,000 = 100 = 25 1 Oz. 32,000 1,600 400 16 1 Dr. 512,000 25,600 6,400 256 16 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 mints, in the exchange Oz. Lb. 12 1 700 troy grains = 175 troy pounds = 175 troy ounces = 437* troy grains = 1 troy pound = by jewelers and at the of the precious metals. Dwt. Gr. 240 = 5760 20 = 480 1 = 24 1 lb. avoirdupois. 144 lb. avoirdupois. 192 oz. avoirdupois. 1 oz. avoirdupois. .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. Avoirdupois. Oz. Dr. 1 pound equals 13 2.65 1 ounce equals 1 1.55 1 dwt. equals 0.877 Troy. .—Apothecaries'.— n Lb. Oz. Dr. Sc. Gr. 1 pound equals 1 00 1 ounce equals 10 1 dwt. equals 1 4 1 grain equals 1 Apothecaries'. Avoirdupois. Oz. Dr. 1 pound equals 13 2.65 1 ounce equals 1 1.55 1 drachm equals 2.19 1 scruple equals 0.73 Apothecaries'. ,-Troy.— n Lb. Oz. Dwt. Gr. 1 pound equals 1 1 ounce equals 1 1 drachm equals 2 12 1 scruple equals 20 Avoirdupois. Lb. 1 long ton equals 2722 1 cwt. equals 136 1 quarter equals 34 r-Troy.-^ Oz. Dwt. 13 pound equals. ounce equals.. . drachm equals. Avoirdupois. 6 6 11 18 1 ^Troy.-. Lb. Oz. Dwt. 1 short ton equals 2430 6 13 1 cwt. equals •. . . 121 6 6 1 quarter equals 30 4 11 Avoirdupois. Lb 1 pound equals 1 1 ounce equals 1 drachm equals. ... -—Apothecaries'. Oz. Dr. Scr. 2 4 2 7 1 Gr. 8 16 16 16 5i Qli a are millim centim ' meter a 'J2 05 0) S3 ic millime centime meter TO 03 +a Oj 43 am ogram ams ogram a. mill cen mei - o [3. - - - o rQ- - ; 03- 03 - o o ea- 02 o> 3 43- +J - a) el) ^i .3 o 33 33 "3 .3 M -* bUM bO T _, ^. co oo *OOOOMiO CDCOiO <— 1 t— OiCO .lOOMOJtO lO -^OOOiO-^i Oil"- 1-1 00 GO CO o •■<* -co ONOMO CO CM (MiMooor- 1 etoooNO oco — i CCOO COi-H s- I— I 4) S3. 3- O 1 02 C 43 T3 o ca .fi- ts* O s ce s S: 3 ao^* w 0IT3 43*3 .S « a 2 c 3 S 3 g 3 s- 3 o 3 O OOPuOPm .3 o- S* --'15.2 .a* * £&a oa- - 3- - lOO-*lO — i— I lO CO 5D CD t— I 0»0 t^O00t-~ Or-( ..-ICO-* m 1- 43 HI 43 M O i-J^ ca £3 c3 o - 3 o3 3 03- efface a co ooh- »-i -# oo^oi o *— i ■— ' ""3 '- 't— OHrtN O ■* 00 CO lO t~- OfflMO lO CD O '— ' CO CO OO -CO O CM O »— I "-< 00 ION OOCOi 2 0) "2 33 "2 3 o 3 o 3 •3 c 3 C 3 S 3 O 3 O bo o a o a -* 1-^ CM l« CO CM CM CD — CM CO tO rf CMC73 TfMOMN • ONOffl »3 a.a a.s 33 3 03 - — -* " 2S s s *- .3 43 03 §§3 : So§ W 03 3- CT 03- SOS (0 ;=" J -J 03 43 43^3 ^ C 63 43 O C3 v\i> Channi i lai indb |d Per 2 i kunoos But not less than Id I ,M ONI VI v \M> h,.\ I'l' \M> CHI*!! k POB I'-' 1 , id pel o i \i 1 1 i. s i v 1 1 . .-. id per ounce i,. i i ,. r.,i. each subae quen Ropb Coupons («oi answer to lettei abroad) ; '' pos re otoa n . to i k "■ In ) I m v \ i > M Colon iai »M' Fori ion M book !• \> kb ra Printed or written matter not In the nature of n le1 ter I Maximum site, 2 ft k 1 ft x 1 ft.) Inland and Colonial; m PerSOunoea \ r ,K.> \i« i'i inted Papers, , t ' same, but w mIi othei limits oi si le and weight "Sam same, but not less than M 'Com mercinl Papers" (including Mss. &o.), same. but not leaa than "M \ I WW VITUS Inland only: m For Eaoh Paper regis tered aa a newspaper, ot am weight up to S Iba r vm ll a d 1\ I VM' Nol lb i (Maximum u e ; ; ii (. mi in length, or i. on in length and girth combined Maximum s s weight, 1 1 lb Q Q io 10 Parcel must be ban 1 1 ii ded into office. i ,,,;! u .\ Various conditions Usually . lbs oni u Australia is . Cape and Natal Oil Canada 8d , for 1 ll> . India. Nov laiut. West \iia .«. Weal Indies, Egypt, Is ., . lbs . 3a for 1 1 lbs REG1STR uia\ I'm; 1 r rut;. P v> k v..i' OB P vm i i . in addition to postage (Inland and Abroad) KoHKlUN PaRCKLS nav be insured, not ored -I VMI's -, t l id . 3d . Id . 5d . fid , od . lOd 10a,, £1 Stamp] o Enyi i on s at), single hi (8 si los), single iM Post Cards Single cards, Id 11, M \ i, H i. I each; Foreign, Id.j i i 1 1 1 1; > d„ 8 For 'At . oo foi YVrawkrs. i For |d | 7 Fox Id . 5s, sm. GREA r BRITAIN POST \i ORD1 as 6, i 8, &o . i>\ 8d i" 2 8 m bo i.'- Id bo 21 i m Stamps i" the amount of 5d, mnj i>r nffixod ti> Orders, \u>\ i \ ORDBRS Not exceeding £1, 2d \ I I, 3d . E 10, Id . up bo E u>. lOd. FORBION .v COLONIAI \w>\ i \ ORDBRS. Up to CI, 3d . greater sums 3d. per £3 In addit ion ill i i.i; \iai MONO ORDBRS i\i vm> Charge as Monej order i 2d, i oost of telegram, Porbiqn, Ditto, but fee 6d. ill BOB vms [nland m i Word (inoluding address) but not less than Bd. Figures and cypher letters, five oount as one word Delivered Free within three miles of office. i 'ori iqh Noi less than lOd, v word, Belgium, Franoo, Germany, Holland. 2d Anstro-Hungary, Denmark, Italy, Norwaj rortugal, Spain, GibraJ tar, Sw ■ I erland ; >l Roumania, Servia, Sweden 3\d. Russia (in Europe), Malta I M United States (Eastern), Canada (Eastern), Egypt, Siberia is Qd India Is lOd & 2s Australia ami Wvv Zealand 2s '.U & is.Od Jamaica 3s dd S Africa Cape, R C, Natal. Iransvaal 2s fid Rhodesia 2s 8d « 2s lid. China and Hong Kong is 2d a Is 5d Other places special charges EXPRESS i'i i i\ nn sruv tCBS l i iters v\i> Parcels must be marked in the left band corner "Express,'' and handed in :u a Post Office, but not put in letterbox Hours 8a.m to 8 p.m., but earlier and later in some offices 1 i bs For every mile or part of a mile, 3d (inoluding railway, omnibus, nam. &o„ but cab or special conveyance extra) Se> eral packets ma\ be sen1 to different addresses, l>m M extra is charged for each article above one 3d. extra on packets o> er i lb Reply Charge same rates rhe Mes senger can wan io minutes free of charge; nfter that. 2d is charged everj quarter of an hour he is detained, ExpRBsa Delivers u itk Transmission in Post Letters, post paid and with ex- fees (as above), marked 'Express Delivery," with a broad perpendicular line front ami hack, sent by ordinary pos immediately on arrival at the Post Office, be delivered by special messeng KuMiu Lbttbrs Vt most Railway stations, letters not above I oi may be con veyed b\ next train to any station on same Una, to be eaUed for, or bo be posted there 2d., in addition to ordinary post SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 'i,i POSTAL RATES in GREAT BRITAIN Continued I.ATK M':i', i . !■:'! i i ; i ( ; . Letters received at Pout Offloe iill within 5 minutes of dispatoh ol ma ii ii stamped wli h extra \d \i mosi ol the London Railway Termini letters eun be posted up to a few minutes be fori i he dona ri ure <>i the last mail train u u allj 9 to id p.m. Aprm. N i im A ii. i i MB HI POST Aden Algiers Berlin HIlM'lllllllll.-ill. Bombay I '. I ! I M I I I I'l UHSols Cairo ( '.lie-Ill to < .1 1 <«• Tow ii ( loll Unix. < '. . i i I | i I i I I i i i i | . I i • I leneva < libraltar .... Hamburg Ilo up Kong Jamaica Johannesbui ■■ Madrn Madrid Mm 1 1:, w.m loilles Melbourne Momba iu Moscow New "S « > * f . Nice I »l l:iw:i Paris Pretoria . Rangoon Rome St. Petersburg San Francisco Sierra Leone Singapore Sue/, Svdnej Vancouver \ i < - 1 1 1 1 .- 1. W .i hington Wellington Da; id 2 i '.) I I 6 17 17 H. :« 29 13 19 1/ I 3 2ii 31 !0 'J 8 I 9 19 iii i 2 12 12 22 , r > 32 13 I 9 Hi S3 ii L3 71 23 If. •ii' i - is I!) I ' Second olass cars are entirely satisfactory all pvei Europe, with the exception ol i fcaly and Spain, where first class should always be used The third class is exeellent in < lermanyt 1 '"■ second class accommodation Is also good on (In- hike boats of iii«- ( lontlnent, and the difference in class is often only a difference 111 the part <>r the boat on the same deck. On the Rhine boats firs 1 els b accommodations should be taken, also n steamers v"u '-.'in obtain the same l>.v paying a mall supplementary sum. REPLY* COUPONS. Reply coupons of the value of live eentH, and costing six cents may be purchased at ;iil post offices In the i fnlted States, and i bey are very con venieni where 11 Is desired to write to any one in Europe and ii Is w I ihed to send stamps to cover ih<- cosl of postage. A coupon Is redeemed for Ave cents at any posl office In mosi of tne counl pies of ilx- world. To be ac ceptable for redemption, each reply coupon should be whole and should bear the stamp of iii<- Iss •• posl office. PACIFIC SAILINGS For ;i lull lisi of the sailings and rates to Pacific ;■ ml i rans Pacific ports, also coastwise. Southern and Wesl [ndian ports; the reader Is referred to the sailing schedules issued by the large tourist agencies, International Sleeping ( tor ( '<»., or Tho i, ( look & s<»n, ;iii in New Sorb < 'il.v, I he ;i give information as i<» the rates, which are :ipi to be rol her complicated in I be Way of special time limitations, such as special rates for Pour months' round trip, twelve-months' round trip, etc, The Hon magnet lc ship "( larnegle" Ims jnsi completed an c\^\\t monl hs' cruise of iin- Atlantic Ocean, making observations of terrestrial magnetism. This vessel Ims no iron or steel In its construction. It Is thoughl thai the researche's made by the expeditions of i his vessel will be of greai service to navigai Ion. TUNNELS OF THE WORLD Mill- , I IM III N,■ Arlberg. An ti ia . r, Mountain ' 'Tube " I London 8 • !ity ii"-. lac Tunnel, Mass, ... i j Mountain Bei tin, I Underground [\ i lit y, Lh erpool I'.u kenhead i ] < lii j and Mi i I ; i m ■ i Bo i on, Ma , I lub^ aj ". Citj ' I h bei ni "a a i , i u i mi. i , and pui are in progre 262 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- land (the 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, 23 Marquesses, 124 Earls, 40 Viscounts, 24 Bishops, 334 Barons, and 16 Scottish and 28 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 are 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 Dukes 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 L T ncles. 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 HANDBOOK OF TRAVEL 263 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 bv 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,- 030). 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 \>i 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 be 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 foeen announced. SHORT DAY TRIPS FROM LONDON. Brighton. London, Brighton & South Coast Railway. The "Atlantic City" of England. (50 3^2 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 Beaconsfield 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 & South 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 i 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 Vi 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 {\2% miles); fare 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. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 265 A TABLE OF THE KINGS AND QUEENS OF ENGLAND Name. DYNASTY. Access. Died. Egbert Ethelwulf / Ethelbald ' \ Ethelbert. Ethelred Alfred Edward the Elder. . . . Athelstan Edmund Edred - Edwy Edgar Edward the Martyr . . . Ethelred II Edmund Ironside Canute Harold I Hardicanute Edward the Confessor Harold II <, William I William II Henry I Stephen I f Henry II { { Richard I John Henry III Edward I. . Edward II Edward III Richard II I Henry IV. Henry V Henry VI Edward IV ' I Edward V Richard III r Henry VII .*. j Henry VIII Edward VI. . Mary I j Elizabeth < Saxons and Danes. First King of all England Son of Egbert Son of Ethelwulf Second son of Ethelwulf Third son of Ethelwulf Fourth son of Ethelwulf Son of Alfred Eldest son of Edward Brother of Athelstan Brother of Edmund Son of Edmund Second son of Edmund Son of Edgar Half-brother of Edward Eldest son of Ethelred By conquest and election Son of Canute Another son of Canute Son of Ethelred II Brother-in-law of Edward the \ Confessor J The House of Normandy. Obtained the Crown by conquest.. Third son of William I Youngest son of William I Third son of Stephen, Count of ] Blois, by Adela, fourth daugh- ] " ter of William I J The House of Plantagenet Son of Geoffrey Plantagenet, by 1 Matilda, only daughter of Henry I J Eldest surviving son of Henry II . Sixth and youngest son of Henry II. Eldest son of John Eldest son of Henry III Eldest surviving son of Edward I . . Eldest son of Edward II Son of the Black Prince, eldest \ son of Edward III j The House of Lancaster. Son of John of Gaunt, fourth son of Edward III '. Eldest son of Henry IV Only son of Henry V. (died 1471).. The House of York. His grandfather was Richard, son of Edmund, fifth son of Edward III.; and his grandmother, Anne, was great-grand-daugh- ter of Lionel, third son of Edw. Ill Eldest son of Edward IV Younger brother of Edward IV . . The House of Tudor. Son of Edmund, eldest son of Owen Tudor, by Katherine, widow of Henry V. ; his mother, Margaret Beaufort, was great- granddaughter of John ofGaunt Only surviving son of Henry VII.. Son of Henry VIH.byJane Seymour Daughter of Henry VIII. by Katherine of Arragon Daughter of Henry VIII. by Anne Boleyn 827 839 858 \ 858/ 866 871 901 925 940 946 955 958 975 979 1016 1017 1035 1040 1042 1066 1066 1087 1100 1135 1154 1189 1199 1216 1272 1307 1327 1377 1399 1413 1422 1461 1483 1483 1485 1509 1547 1553 1558 839 858 860 866 871 901 925 940 946 955 958 975 979 1016 1016 1035 1040 1042 1066 1066 1087 1100 1135 1154 1189 1199 1216 1272 1307 1327 1377 Age. Rgnd. Dep. 1399 1413 1422 Dep. 1461 1483 14S3 1485 1509 1547 1553 155S 1603 52 55 45 25 18 32 48 27 40 62 60 43 67 50 56 42 50 65 68 43 65 34 47 34 49 41 13 35 53 56 16 43 70 2C 5 (> SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL SOVEREIGNS OF SCOTLAND FROM a. d. 1057 TO THE UNION OF THE CROWNS. Names. Began to Reign. Malcolm (Ceanmohr) 1057, April Donald (Bane) 1093, Nov. Duncan 1094, May Donald (Bane) rest 1095, Nov. Edgar 1097, Sept. Alexander 1 1107, Jan. 8 David 1 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 Norway 1286, Mar. 19 John Baliol 1292, Nov. 17 Robert I. (Bruce) 1306, Mar. 27 David II : 1329, June 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, Dec. 16 Francis and Mary 1558, April 24 Mary 1560, Dec. 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 BRIT AJN. Name. DYNASTY. Access. Died. Age Rgnd. f James I. (VI. of Scot.) { I Charles I The House of Stuart. Son of Mary, Queen of Scots, ] granddau. of James IV. and \ Margaret, dau. of Henry VII. . . J Only surviving son of James I . . . . Eldest son of Charles I. (restored ) 1660) . . . , / 1603 1625 1649 1625 Beh. 1649 1685 59 48 55 22 24 36. Commonwealth declared May 19, 1649. Oliver Cromwell, Lord Protector, 1653-8. Richard Cromwell, Lord Protector, 1658-9. jAMESlI.OVII.of Scot.) William III and Mary II Anne George I. George II. . George III. Second son of Charles I. (died 16 Sept., 1701) Interregnum, Dec. 11, 1688— Feb. 13, 1689) Son of William Prince of Orange, 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 1689 1702 1714 1727 1760 Dep. 1688 Dec. 1701 68 J 1702 (1694 51 33 1714 49 1727 67 1760 1820 77 81 13 6 12 13 33 59 KINGS AND QUEENS OF THE UNITED KINGDOM. Name. DYNASTY. Access. Died. Age. Rgnd George III George IV William IV Victoria I Edward VII The HousQ of Hanovet — continued (Regency commenced 5th Febru- ary, 1811) Eldest son of George III Third son of George III Daughter of Edward, 4th son of 1 George III / The House of Saxe-Coburg. Eldest son of Queen Victoria 1801 1820 1830 1837 1901 1820 1830 1837 1901 81 68 72 81 59 10 7 63 WHOM god preserve SCIENTIFIC AMERICAN HANDJ100K OF TRAVEL 2(i? 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 Ief an and Iago 948 Howel ap Ief an, 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 Wales 1301 Edward the Black Prince, s. of Edwd.III 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.) f s.of Henry VII. 1503 Henry F. Stuart, son of Jamesl.(d. 1612) 1610 Charles Stuart (Charles I.) , s. of James 1 . 1616 Charles (Charles II.), son of Charles I... 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., 1881) 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 Wm. McKinley(assas.l4Sept.l901)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 I Francis I ; Henry II j Francis II | Charles IX.., i Henry III., last of the race The House of Bourbon. Henry IV., "The Great, "King of Navarre Louis XIII., "The Just" Louis XIV., "The Great," Dieudonne. . . Louis XV.," The Well-beloved " Louis XVI. (guillotined 21 Jan., 1793).. . Louis XVII. (never reigned) The First Republic. The Nat. Convention first sat.. . .21 Sept. The Directory nominated 1 Nov. The Consulate. Bonaparte, Cambaceres, and Lebrun 24 Dec. The First Empire. Napoleon I. decreed Emperor. . . 18 May Napoleon II. (never reigned)died22 July The Restoration. Louis XVIII. re-entered Paris. . 3 May Charles X. (dep. 30 July, 1830; d. 6 Nov. 1836 1515 1547 1559 1560 1574 1589 1610 1643 1715 1774 1793 1792 1795 1799 1804 1832 1814 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 formed22 Feb. 1848 Louis Napoleon elected Pres. ... 19 Dec. 1848 The Second Empire. Napoleon III. elected Emperor. . 22 Nov. 1S52 (Deposed 4 Sept., 1870; died 9 Jan., 1873). Third Republic. Committee of Public Defence.. . . M. Thiers elected President. . . . Marshal MacMahon elected Pres Jules Grevy (first) elected Pres.. Marie F. S. Carnot, elected Pres. Jean Casimir Perier electedPres. Francois Felix Faure elec. Pres. Emile Loubet elected President. Armand Fallieres elected Pres. . 4 Sept. 1870 31 Aug. 1871 .24 May 1873 .30 Jan. 1879 . 3 Dec. 1887 .27 June 1894 17 Jan. 1895 .18 Feb. 1899 .18 Jan. 1909 GERMANY— AUSTRIA-HUNGARY FerdinandllL.Son ofEmp. Ferdinand II. 1637 Leopold I., Son of Ferdinand 1658 Joseph I., Son of Leopold 1705 Charles VI., Brother of 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 PRUSSIA-GERMANY Albert I., First Elector of Brandenburg. . 1134 John-Sigismund,Elector,Duke of Prussia 1616 George- William,Elector,Duke of Prussia 1619 Frederick-William, "The Great Elector". 1640 Frederick, 1 688 ; Crowned Ki ng of Prussi a 1701 Frederick- Willi am 1 1713 Frederick II., "The Great" 1740 Frederick- William II 1786 Frederick- William III 1797 Frederick- Willi am IV 1840 William I., First German Emperor (1871) 1860 Frederick, Second German Emperor 1888 William II., Third German Emperor 1888 1689 Peter I. died 28 Jan. 1725 1725 Cath.L, Mistress of Peter.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 EMPERORS OF RUSSIA. 1762 Cath.II.,WifeofPet,III.,d. 17 Nov. 1796 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. i894 1894 Nicholas II., began to reign. POPES OF ROME. Adrian IV. (Nicholas Brakespeare, the only Englishman elected Pope; born at St. Albans; died Sept., 1159) 1154 Innocent XIII. Benedict XIII. . Clement XII . . Benedict XIV.. Clement XIII. .Conti 1721 .Orsini 1724 Corsini 1730 . Lambertini 1740 Rezzonico 1758 Clement XIV Ganganelli 1769 Pius VI Braschi 1775 Pius VII Chiaramonti 1800 Leo XII della Genga 1823 Pius VIII Castiglioni 1829 Gregory XVI Cappellari 183 1 Pius IX . Mastai-Ferretti 1846 Leo XIII Pecci 1878 Pius X Sarto(born2Junel835) 1903 From W hitaker' s Almanack , 1910.— For more detailed information, see the Almandch 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 ARRIVAIj 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 Railway officials meet the steamers on arrival at Queenstown, and afford passengers every assistance and information. Those en ^OLONOON 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- 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 FISHGUARD 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 Ray is protected on the east, south and west by headlands and hills 300 or 400 feet hish, and to the is provided, while on a commanding po- sition above the quays, and overlooking the bay, the G. W. R. Co. have under their own management the Fishguard Bay Hotel (late "Hotel Wyncliffe"). where passengers desirous of breaking the journey at Fishguard and spending a day or two in enjoying the attrac- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 271 tions of the neighborhood will find every comfort. Passengers are relieved of all trouble in connection with their baggage by the G. W. R. Staff, who will land it, unpack for Customs examina- tion, repack, and 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 free (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. Heav^ OLD HEAD" r OF 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 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 English American Fishguard to Currency Currency 1st CI. 3d CI. 1st CI. 3d CI. London s. d. s. . d. $ c. $ c (Paddington) 34 19 8 50 4 75 Bath 27 6 14 4 6 90 3 60 Birmingham. . . 29 1411 7 25 3 75 Bristol 25 9 13 4 6 45 3 35 Cardiff 18 9 910 4 70 2 50 Oxford 35 18 8 75 4 50 Stratford 30 15 64 7 50 3 90 Paris (via 99 S 59 8 25 15 Paris (via Folkestone). . 93 54 8 23 25 13 70 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. Mail Train 1st Passenger P. M. Fishguard Ocean Quay dep 2.7 Paddington 6.40 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 fine 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. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 273 obtained at the American Office of the L. & N. W. Ry., No. 287 Fifth Avenue, New York. LIVERPOOL AND RIVERSIDE STATION TO LONDON, ETC. Liverpool, 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-hours 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- 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 George 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 corri- dor class, Dining Cars, Etc. Disembarkation at Liverpool 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 batween 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, en application to the office above. 274 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL The following information for ocean passengers landing at Liverpool is fur- nished by the Great Western Railway Co., 355 Broadway, New \ork. Trains start from Birkenhead, connected by ferry with Liverpool. London is also reached by the Midland Railway, tbe 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. LIVERPOOL AND THE MERSEY. 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- GREAT WE >TI R* THRO JG1 available Issued at . . >"~ K O * > G. W, RLY. I FFI No.001. UVERPO u I Z ! LONDOjU via P] (01 Route "via, Woodside, Avqn^. Warwick, 0x> .StrAtford-On-Avon S ChE^TOVV & .GLQXJqF.ST station err rout< I 'jfooH»fcU?k'*'TnttTali P4 cA P~ k— « PI A It c.nntraot and liability ol eacl Itallways. Oo&chtis o^Sleam • : I o cases wJicrolnftl""rnM of transfer hotwocu Hallway^*: and steamboats. . Thia TitHel/ must be sf*o w P ' Available for a' Sin c fjubject^to the condition: .. This Coupon will by' the succeeding Oo in. the cover,: NOT OI. FEU \Vr a* Re On'fi fin, ptRD IpKET. MONTHS. :e, 1 jdg. Stage *a >dihgton) CLA RAILWAY.. NEW YORK. X.VA»l 'SWATFOUIl-ON- OINO, Or WORCESTER,' HEREFORD, TlKTISHN, liberty to call at any ND5oji& Eton. S iW.10/0 lafnooats it Is awlahle ; nu4 roqalred. ot» direction only, he cover. sed when accompanied ) nnd when onclosad 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. DISEMBARKING AT PLYMOUTH Notice the Reinforced Plating of the "George Washington." SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 277 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 Qf third class passengers, or on payment of the fares for these numbers. New York Office, 355 Broadway, New York. CHANNEL ROUTE. The Scilly Islands, lying off Land's End, come first into view, and from Bishop's Kock 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 the 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. Passengers landing here can proceed by special train (1% hours) for London, 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, en 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 railway 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. '3. 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 vovage up the English Channel and the River Thames. By arrangement with the shipping companies well appointed and commo- 278 SCIENTIFIC /VMERICAN HANDBOOK OF TRAVEL (lions Bteam tenders meet vessels on ar- rival at Plymouth, and passengers are taken i>.v these tenders dlrecl to the landing stage, which Is near the center of the town. \ Greal 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 Main service, hooking of seats, el c. The railway staff relieve passengers of all trouble In connection wfth their bag- gage. Dock porters land It, unpack for Customs examination, repack, and af- terward register and label ii (<• destl- nai Ion free of oharge. Baggage can he warehoused a! Ply- mouth ai a small charge, if desired, ta- il will be senl by passenger train to the destination station free (if within weight allowed) and warehoused there. The railway company will also. If re- quired, arrange Cor iis delivery at desti- nation at a moderate charge. Heavy luggage can he lefl in charge of the dock officials, lo he forwarded hy goods train, at goods train rates, and :i charge of LOd. per package dock dues. Waiting and retiring rooms are pro- vided at the docks immediately con tlguous to. and communicating with, the Customs baggage warehouse. A buffel is provided in the waiting room, where, in addition to light re- freshments, luncheon or tea baskets can he procured or ordered for supply at slat ions en route. 'A post office clerk is in attendance in the waiting room for the purpose of receiving ami 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 (lie trains, and sleeping ears on i he nlghl trains. [f the number of passengers landing on any occasion does not warrant the running of a special train throughout, i he regular schedule of express trains will he available, through carriage ac- commodation to London being provided. For the convenience of passengers Small tahles are provided on applica- tion, at a charge of 6d. each, in the compartments of the special trains. Cahs will in all cases he 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 he 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 lor ocean pass< aiders landing at J'I.n mouth.; Eng lish American Coinage Coinage. Plymouth to 1st CI. 3d CI. 1st CI. 3d CI. s. d. s. /. $ c. 9 c. Exeter 7 3 6 1 75 88 Taunton 11 2 5 7 2 so 1 40 Bristol 17 s 6 4 25 .2 13 Hath IS s 24 i) 9 12 4 4 70 6 2 33 Swindon 3 Didcol 28 o 13 6 7 3 38 Reading 30 o 13 6 7 50 3 38 Salisbury 21 (i 1(1 6 5 25 2 63 Paddington (London) : Routes Nos. BO o 15 7 50 3 75 Route; No. 4.. . . 35 9 is 3 s 95 4 55 ( 'athedral Kte. : Via Exeter, ] Bristol, Here- ford, Gt. Mal- verin, Wor- cester, Strat- ■ 45 24 11 25 6 ford- on - Av- on, Warwick and Oxford route No. 2 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 /C (03 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 hy 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 lauding 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 Tompany will collect passen- gers' luggage in London within a cer- tain radius and see that it is placed on XTIFIC AMERICAN HAXD v ;-..-. '.';-.;, 270 '--• '-' ; of : -_ . - 1 ticket J b Sail- j w York . : . - '- * ■.'--'•: '. > .::'..- : . :'< port of -. ■-.■-. ; -•: -. -■ ■--■-. -. fros* st* Xesr York Broadwa j, Xesr York. SOCTHAJIFTOX. - • .'.:.i '.:;. .'. ■. "-. ■:. -, :' • . v. :..:■ r - - "-:--. :.-■-'. '.•'. -. : .> --■- v -.i ..-. > perfeetrr Yielded fearix>r: flu docks are as accessible by Bight as ft? day aad hare the adraBtajge of doable tides. -■•:- :•■,'., y z: .: r. . .•■■_ .* ;. v- t, * --• •■- v. t-'-; - ;- -.!..?>?■.•: -.- -: '- --_-. ..■:-:. A-.z -. , .' • - -. - , - • ■ v.rri. :--.:- :.'•-. '-.•■■. z:v-.:.j . \-~.-.:~T. .:. ■£. '-■■- -.-.-_-.;- -.;- \- :.^.~ J • . r - . ;v_- 5--: - :.:;-. ; :• .- ::.-. 1, - .t "• ■£■_'. Yamemg en will elaiss their hagsapr asd opea for iaspeietioa ?fc* piece or ; t -r- v.-. -. .:.-.-_-■■;_,;■ ~- - . •. > . ; earn the* take their seats ia the traia. The procedure ootmp i cs hat a short space of tfjsje. aad passeag*rs reach L o ad o s '•''-.--• ... '.:> • ..-. v. .-..- - •;. •-- i-. ..-. froai the tiase of the ste as * cr *s antral. Passeaffirs for Fraace leare Soath- asjptoa by the steaasers of the Loadoa 6: S'. V :*. :. v, -~ *~ v-. .'". V.i v. > - (->•" -2 ?/ ~ Soatitasjpcoa at aiidaight for Havre aad ■■v.:v-~ :; v.-.- -•>.-. v.-.-. - £--.-.•> ? easMes passeagers to reach Paris iCare St, Lazare; at 11 ^9 the foOowfas A rerj ecoaoatfcal roate. 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- cras Station, where it must be 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, 1 /-. For every addi- tional mile or part of a mile, 6d. If hired outside the four-mile circle, wher- ever discharged, 1 /- per mile or frac- tion of a mile. For more than two per- sons an additional charge of 6d. each is made. Baggage carried outside, 2d. per package. SKETCH MAP OF SOUTHAMPTON ' AND DISTRICT. ^L=ifc 1 * t>OM6ii™»- |g <=/t\1 n Mil "^^m<^.^-,mi \wu»» imwm -p. mm a (t / * LJ lltl! 4JM > *> ■*■ \*l w\ 111 * wi xV yj a- * M J in * •) fc jiuy ■ .' ' « i\ N \\ 1 1 PLAN OF SOUTHAMPTON DOCKS. SOUTHAMPTON. -jr - - p.f.-*"^ lHJIHUf. 1^ , Pillows and Blankets to hire. PART II CONTINENTAL PORTS CHERBOURG. This important port is a great French naval base, and the steamer passes the forts 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 Paris are drawn up alongside the landing stage and as soon as the baggage has been examined by the Customs the train is despatched, making the run in about 6% 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 Rivieras, and trav- elers en route to Egypt and the east 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 LIGHTHOUSE, CHERBOURG. HARBOR OF CHERBOURG. were not improved. It is a shame that such an ideal port should be so badly served. HAVRE. Distance from Paris, 112 miles. Havre is the port of landing for steamers of the Compagnie Gen6rale Transatlantique. When the state of tide permits, steamers proceed direct to the wharf. Should low water prevent this, passengers are conveyed by tender to the steamship quay. Hand baggage is passed at Havre. Passengers by the French line purchas- ing through tickets to Paris, register their heavy baggage at New York for immediate transfer from Havre to Paris without opening at Havre, and Customs examination takes place in Paris on ar- rival of special train. This special train starts from the side of the steamship pier at Havre, leaving as soon as the. 281 282 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL baggage can be discharged and placed on board the train. The journey to Paris is accomplished in about five hours, the train arriving at the Gare St. Lazare, situated in the heart of the city and in close proximity to the principal hotels. LANDING AT BOULOGNE-SUR-MER. In the interest of passengers the Hol- land-America Line has established the rule not to transfer passengers at Bou- logne-snr-Mer between the hours of 11 P. M. and 6 A. M. The steamer anchors in the roads and passengers are conveyed ashore by ten- der. Passengers wishing to land at Bou- logne-sur-Mer are requested to inform the purser and baggage master thereof in due time and should make sure that none of their luggage or other property remains on board. The attention of first cabin passen- gers, who intend to disembark at Bou- logne-sur-Mer for Paris, without hav- ing purchased through tickets to the lat- ter place, is called to the great desira- Jj.ICHTS.BfU J^/GA HAVRE. bility of procuring railroad tickets at the official railroad fares from the pur- ser on board before leaving the steam- er, viz. : 1st class ticket Boulogne — Paris, $5.50 or francs 28.65 2d class ticket Boulogne — Paris, $3.70 or francs 19.40 For the convenience of its passengers this company has arranged that baggage of passengers holding railroad orders to Paris can be checked through to Paris on board the steamer. Such baggage will not be examined by the French Custom- house officers at Boulogne-sur-Mer, but will go right through to Paris in bond. Examination will take place at the Paris railroad station "Nord," when the check made out on board is surrendered in order to obtain delivery of the bag- gage mentioned therein. Baggage up to 30 kilos belonging to passengers who are in possession of rail- road tickets to Paris, will be carried from Boulogne-sur-Mer to Paris free of charge when registered on board against payment of franc 0.10 to the purser or baggage master for registry. Baggage weighing over 30 kilos owned by such passengers will be checked through to Paris at rates which will be furnished by the purser upon applica- tion. Passengers are requested to look out themselves for their hand baggage. Passengers are strongly cautioned against engaging the services of unau- thorized interpreters or porters at Bou- logne-sur-Mer. ANTWERP. The Red Star Liners on arriving in Antwerp proceed immediately to the landing pier, where the baggage is ex- peditiously landed and arranged alpha- betically on tables for Customs examina- tion. BOULOGNE-SUR-MER. Passengers must claim their baggago and open such pieces as the Customs officer may designate. Cab fares are as follows : The course, Fes. 1.50 ; by the hour, 1 to 3 persons, Fes. 2 ; by the hour, 4 persons, Fes. 2.50. LANDING AT HOEK VAN HOLLAND. Whenever tide or other circumstances may prevent the steamer from proceed- ing at once to Rotterdam, passengers and their luggage will be landed at the pier of the Holland-America Line at the Hook of Holland. In such cases the Customs inspection will take place on the company's dock, where through tickets to almost every important sta- tion either in the Netherlands or Ger- many may be had at exactly the same price as if purchased at the Rotterdam railway depot. Luggage will be regis- tered through to any of those stations at the same price as if it had been reg- istered at Rotterdam. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 283 Between Hook of Holland and Rotter : dam passengers (with their luggage) travel by special train free of charge. In the case of a steamer proceeding to the company's pier at the Hook of Holland notices will be furnished to pas- sengers in due time before arrival show- ing time tables of trains provided for different directions. LANDING AT ROTTERDAM. Cabin passengers will please- note that the Custom-house inspection of bag- ROTTERDAM ROTTERDAM. gage will take place on board, imme- diately after reaching Hoek van Hoi land, on the way to Rotterdam. Pas- sengers are recommended to have their baggage inspected while the Custom- house officers are on board, to prevent annoyance and detention upon arrival. Baggage checked to the railway de- pots by the baggage master, who will board the steamer on the way to Rot- terdam, will be carried by the company to the railway depots free of charge. Such baggage must be claimed against delivery of check at the railway depot before leaving Rotterdam. No baggage is delivered by the com- pany at hotels or private addresses. Pas- sengers intending to go to an hotel, should take their baggage with them. Carriages and hotel-omnibuses will be found on the company's dock. BREMEN. Passengers by the steamers of the North German Lloyd Line disembark at Bremerhaven, at the mouth of the River VVeser, and are conveyed by special train to Bremen, a distance of 31 English miles, the journey occupying about 1 M> hours. The Customs examination of baggage usually takes place in the passengers' waiting hall at Bremerhaven directly af- ter disembarking. Should the steamer enter the Weser in the evening so that examination of the baggage cannot be effected the same day, passengers will be at once landed at Bremerhaven with their hand baggage, after examination of which they can proceed to Bremen. The remaining baggage follows during the night to Bremen, where the Customs HAMBURG. examination takes place on the following day in the baggage room adjoining the Central Railroad station. Cab Fares. — For the first quarter of an hour, 80 pfg. For each additional quarter hour, 40 pfg. HAMBURG. Hamburg is the port of arrival and departure for steamers: of the Hamburg- American Line. First and second class passengers by these steamers are landed at Cuxhaven, at the mouth of the River Elbe, about 2V2 or 3 hours' journey by special train which leaves on arrival of steamer, and conveys passengers to the Venloer sta- tion in Hamburg. All baggage of such passengers is passed by the Customs officials in the HOEK VAN HOLLAND AND ROTTERDAM. 284 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL steamship company's waiting room at Cuxhaven. The Bahnhof (railway station) at Hamburg is situated about a mile from the Alster, on the banks of which th principal hotels are located. Cab Fares. — 80 pfg. for first 1,200 meters, 10 pfg. for each additional 400 meters for one or two persons. 80 pfg. for first 900 meters, 10 pfg. for each Should the state of the tide not per- mit steamers to proceed immediately up the river to Glasgow, passengers may be landed by tender at Greenock, situated at the entrance to the Clyde and about 23 miles distant from Glasgow, and will proceed thence by train. In the latter event the examination of baggage takes place on the pier at Greenock. The examination is conducted with celerity, only one or two selected pack 'kA&ER tV/tff£LM C/lfy £iMMBVJT£L£R My£/V ONA MARBURG TARMS7EDT BREMEN TROTENBURG CUXHAVEN (HAMBURG) AND BREMERHAFEN. Showing Railway Connections. additional 300 meters for three or four people. Motor Cabs. — 80 pfg. first GOO meters, 10 pfg. each additional 300 meters, one or two people. SO pfg. first 400 meters, 10 pfg. each additional 200 meters, three , or four persons. GLASGOW. Distance to London, 405 miles ; dis- tance to Edinburgh, 42 miles. Passengers by all lines usually dis- embark at the wharfs of these lines, located about two miles from the center of the city and the principal hotels. Customs examination of baggage is con- ducted on the quay. ages being opened for Customs inspec- tion. Representatives of the railroad lines are in attendance on arrival of the steamers, and will furnish all necessary information as to train service, fares, etc. Glasgow Cab Fares. — Cabs may be hired by time or distance Fares by Time. — 2/- for the first bour or part thereof, and 6d. for each addi- tional quarter hour or part thereof. Fares by Distance.- — Four persons, not exceeding 1 mile, 1/-; each additional half mile. 6d. Two persons, not ex- ceeding l 1 /. miles, 1 /- r each additional half mile. 6d. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 285 GENOA. The trans-Atlantic liners on arriving at Genoa proceed direct to the landing pier (Fonte Federico Guglielmo), where pas- sengers disembark. Baggage is expe- ditiously removed from the ship to the Customs examination shed on the pier, GENOA HARBOR. where passengers will claim their bag- gage. The Customs officials usually in- spect one or two packages, and accept the passenger's declaration that no to- bacco, cigars (which are prohibited), liquors or new clothing are contained in the baggage. y^-.v: At the railroad office in the Customs sheds, travelers can purchase tickets and have their baggage checked. There is also a bonded storeroom, where baggage can be stored in bond. NAPLES. Passengers arriving via trans-Atlantic steamers are landed by tender. Bag- gage is cleared in the Harbor Buildings, close to the landing stage. HARBOR OF NAPLES. Trouble and delay will be avoided at the Custom House if passengers are careful not to carry tobacco or cigars in trunks or portmanteaux. ROME. Visitors to Rome usually arrive at the 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. 1* ^ v *■ ■a°' rf v ^ V* iC ^ V 0^ ^12.' 6 SECTION OF ENGLISH ROADBED Showing care in construction which renders riding comfortable 286 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.) Kuf stein (Aust.) 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 Lausanne (Switz.) Lindau (Bav.) Malmo (Swed.) Modane (Fr.) Mon (Swed.) Mons (Belg.) Moustron (Bel.) Noveant (Ger.) Nyniegen (Holl.) Oderberg (Aust.) Oldenzaal (Holl.) Orsova (Hung.) Oswiecim (Aus.) Patmy sur Mile. (Fr.) Paris (Fr.) Passau (Bav.) Peri (It.) Petit Croix (Fr.) Podwoloczyska (Aus.) Pontarlier (Fr.) Pontebba (Ital.) PortBou(Sp.) Predeal (Rou.) Radzivillov (Russ.) Rosendaal (Holl.) Salzburg (Aust.) Schaffhausen (Sw.) Singen (Bad.) Splugen (Switz.) Sterpenich (Belg.) Szczakowa (Aus.) Tetschen (Boh.) Thorn (Ger.) TJdine (It.) Ulflingen (Lux.) Valenciennes (Fr.) Vallorbes (Switz.) Venlo (Hoi.) Verviers (Belgium) Verciorova (Rou.) Vintimille (It.) Voitersreuth (Aust.) Volochisk (Russ.) Wirballen (Russ.) Zevenaar (Holl.) Zimony (Hung.) 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 Heme 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 Wesel 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 (lHoz.) of Tobacco is allowed to be taken into Italy by any one. traveller, duty free. Passengers found in possession of more than this 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 Paris .' Brussels, Antwerp, Liege, Spa, and Verviers 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) Any Austrian Station (Via Herbesthal) Any German Station (Via Bleyberg) Any Russian Station Bale (Via Luxemburg) Strassburg do Via Calais . . Calais . . Ostend . Calais . . . Ostend . . Calais. . . Calais. . . Ostend . . ( Calais < or (. Ostend ( Calais ■i or ( Ostend / Calais ) 1 Ostend J Calais 1 or > Ostend j / Calais ) \ Ostend f / Calais 1 1 Ostend j Will be examined at Paris. Blandain. Ostend. Aix-la-Chapelle. Ditto. Calais. Herbesthal. Ditto. Herbesthal. 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 Free Books, new 25 per ct. Boots, Shoes, Leather 10 per ct. Bronze, manufactures of 45 China, Porcelain, and Parian Ware, plain 55 China, gilded or ornamented 60 Clothing, wholly or part wool . . . - 5( ^c. per !"• I 60perct. 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. Gloves, Kid. . . / $1 - 75 to $ 5 - 80 per c d ° z ' \ 50 per ct. Gold and Silver Ware 45 per ct. Paintings New 15 per ct. Paintings by American artists Free Photographs 25 pel ct. Shawls, Camel's Hair or Wool.. . i 44 °- per lb S \ 60perct. Silk, Dress, Piece and Laces 60 " Statuary, Marble 15 " Stereoscopic Views 25 per ct. Umbrellas, Silk or Alpaca 40 " Velvet, Silk : / &!•«> Per lb \ 15perct. Watches 25 -' Every person is entitled to one watch of foreign manufacture. Specified duties in ad- dition are levied on certain classes of gcods. 288 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL U. S. GOVERNMENT CUSTOM CIRCULAR. NOTICE TO PASSENGERS. The customs laws and regulations re- quire 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. Passengers 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. (&) Persons who have been abroad continuously for two 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 thei^ 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 may 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 are 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 300 cigarettes, for his or her [ !] 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 be 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 representative^ 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 offev 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 oy 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 FOpera 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 .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 Passenger. Acting Deputy Surveyor. 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.") Duties paid me as above. Inspector. Value as noted: Appraiser' 8 Examiner. Colhctor's Clerk. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 291 NEW YORK HARBOR ARRIVAL AT NEW YORK 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 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 which 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 tnat 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-performancp 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, but at the present time it is highly dangerous. As soon as the SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 293 GRAND CENTRAL, HOLLAND-AMERICA NORTH GERMAN LLOYD' HAMBURG AMERICAN 1 LACKAWANNA. R.R. HOBOKEN JERSEY CITY PENNSYLVANIA R.R. LEH IG H VALXBY n.R. BOROUGH HALL HUDSON TUBE ROUTE HIGHEST DAY'S RUN OF VESSELS 20 KNOTS AND BETTER Speed Mauretania" 26 knots Lusitania" 26 Deutschland" 20 J^ Kronprinzessen Cecilie" 20 K Kaiser Wilhelm II." 23 M Kronprinz Wilhelm" 20 ^2 HIGHEST SPEED "Mauretania" " Lusitania" '" Deutschland" " Kronprinzessen Cecilie" || Kaiser Wilhelm II." " Kronprinz Wilhelm " Figures verified and corrected by Capt. A. Associated Press. Eastward Westward 610 sea miles 673 sea miles 596 n i\ 666 " 557 it K 601 " 560 it 11 600 " 564 1 1 " 596 " 552 582 " East 25.89 West 56.00 ' 25.17 " 25. 88 ' 20.51 " 20.15 ' 20.40 " 20.25 ' 20.71 " 20.12 ' 20.33 " 20.09 W. Lewis, Chief of the Ship News Service of the 294 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 is 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 York 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 hackman 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 re f jrn 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 possiole 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 PROPERTY If any of your belongings are left in the railway compartment, notify the lost property office of the railway. The ticket sellers 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 From Paris To +3 rti £o C to O o3 So 32 T3 03 a J HO a +» to co to .5 <& i^o 02 O 03 So QQ T3 CO H° hrs. 9 9 10 13 15 17 15 34 19* 10 10 19 3* 2 9 12 21 16 15 14 64 9 34 9 8 10 14* 84 64 7 12 7 13 114 10 6 38 10 12 144 9 23 27 104 9 22 12 7 34 21 114 12 12 18 214 30 2 13 1 13 f 13 I 22 $ 10.00 9,50 13.75 14.20 14.50 17.60 13.00 6.00 20.00 10.75 10.00 19.60 4.50 2.55 12.55 13.75 25.50 18.55 14.35 13.70 7.45 9.15 21.00 12.45 9.20 7.25 15.55 11.30 9.50 8.40 8.65 9.00 10.75 12.45 8.70 8.40 34.50 10.75 11.30 16.55 10.10 23.60 31.45 8.80 9.30 12.85 10.75 7.10 4*. 15 25.00 13.00 11.25 11.10 20.65 21.45 3S.75 2.65 11.00 18.05 13.00 22.90 % 6.40 6.60 10.00 9.00 9.10 11.10 8.05 4.00 12.70 6.80 6.20 13.00 3.00 1.55 7.90 8.70 17.60 12.10 8.95 8.60 4.60 5.75 14.40 7.85 5.75 5.80 9.65 7.10 6.00 5.30 5.50 5.70 6.80 7.85 5.60 5.30 22.75 6.80 7.20 10.65 6.35 15.95 20.50 5.65 5.80 9.10 7.75 4.55 2.60 16.45 8.15 7.00 7.00 12.80 13 . 80 25.70 1.80 7.00 10.95 7.80 14.55 $ 4.10 4.50 7.80 6.00 7.00 7.30 6.00 2.50 8.10 4.50 4.10 2.00 1.00 5.15 6.00 10.65 9.50 5.50 6.50 3.50 3.80 9.15 5.75 3.80 3.60 6.80 4.65 4.00 4.15 3.75 4.40 4.65 5.75 3.80 4.15 15.00 4.60 4.85 7.25 4.55 11.00 13.80 3.90 4.10 5.85 5.40 3.20 1.95 11,10 5.50 4.85 4.75 8.50 9.30 1.35 4.55 7.35 5.25 9.80 hrs. 94 11 8 29 104 9 21 18 13 26 9 34 23 17 23 5 28 44 26 12 174 20 « 51 13 9 27 25 13 25 84 18 10 25 12 174 114 284 144 184 12 154 12 22 22 19 40 11 21 17 14 4 16 I 19 1 15 1 20 1 15 1 13 20 20 27* 11 11 $ 9.10 11.45 8.00 22.50 13.00 12.15 21.50 22.55 14.50 26.60 11.40 5.85 17.75 17.40 30.00 7.05 37.35 7.00 24.15 13.55 19.25 26.10 40.80 13.50 10.65 27.25 32.15 16.00 24.45 11.50 19.70 11.60 23.50 13.90 21.00 12.35 29.45 15.60 22.85 12.90 14.95 13.35 23.00 22.90 20.35 32.70 10.60 21.50 19.70 17.70 5.15 14.10 23.15 15.45 21.80 14.35 18.90 21.55 19.25 34.75 13.40 12.05 6.30 8.15 5.55 14.45 8.55 8.10 14.00 14.50 9.75 17.15 7.65 4.00 11.45 11.45 19.25 5.00 23.85 4.70 15.55 9.00 12.55 16.75 27.35 9.00 7.20 18.80 20.35 10.35 15.65 7.75 12.70 7.85 15.10 9.25 13.75 8.30 20.25 10.50 14.70 8.75 10.00 9.10 15.75 14.75 13 . 10 22.10 7.45 14.05 13.20 12.00 3.50 9.50 14.90 10.25 14.55 9.85 12.75 14.00 12.35 21.90 9.00 8.20 $ 4.15 4.50 9.45 6.00 6.25 11.50 9.50 7.10 13.50 5.15 8.35 7.55 15.00 3.50 18.50 3.75 12.00 6.00 9.75" 12.25 17.65 7.25 4.75 12.10 14.00 10.25 5.20 9.75 Elberfeld 5.15 Elster Bad 7.40 Erfurt. . . 5.45 Frankfort a/M 6.95 Freiburg i/B 4.65 6.80 Gotha Gothenburg 14.35 Haag Halle 9 25 Hanover Havre Heidelberg 8.65 7.95 2.60 6 10 Hof Homburg v-d-H Innsbruck Interlaken Jrun Kiel 9 00 Konigsberg i/P. Kreuznach Lausanne 14.35 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 297 APPROXIMATE RATES AND TIME {Continued) To Leipzig London via H. V. Hoi. . London v. Vlissingen. . . London via Calais Lucerne Lubeck Lyon Madrid Magdeburg Mannheim Marienbad Marseilles. . Mayence Meran. Metz. Milan Munich Nauheim Naples Nice Nuremberg Ostende Paris Posen Prague Rome Rotterdam Salzburg Schaffhausen Stettin. . Stockholm St. Petersburg Strassburg i/E Stuttgart Trier Trieste Turin via Geneva Venice via Munich From Hamburg From Paris Vienna via Berlin. Warsaw Weimar , Wiesbaden Wildbad Zurich , 17 15 10 10 13 21 co co "2 w B m O c3 CO 73 CO Oi ■~ 03 a ho H 7.65 18.40 18.40 25.20 19.70 1.80 27.15 54.10 5.40 12.60 12.50 35.00 11.45 25.80 14.75 24.00 "17.45 10.45 41.20 38.95 13.35 15.80 19.70 10.50 15.00 40.85 10.50 20.10 18.60 7.65 17.10 38.30 15.30 14.85 14.70 34.55 30.65 30.55 27.55 20.95 21.35 8.60 11.55 14.60 19.50 4.90 12.60 12.60 17.20 12.55 1.35 17.70 37.00 3.60 7.75 7.80 23.00 7.20 16.80 9.30 15.95 10.60 6.60 27.25 25.45 8.20 10.45 13.20 6.65 9.80 26.95 7.45 12.20 11.65 4.90 11.80 26.15 9.70 9.30 9.35 23.75 20.10 20.10 18.00 13.50 14.45 5.45 7.30 9.20 12.35 3.40 8.35 1.00 2.50 5.55 5.20 ' 4 '. 70 11.10 6.20 Y.io 4.50 16^95 5.55 ' 8 '. 65 4.50 6.10 '4!95 7.95 8.25 3.75 6.30 6.25 6.90 14.55 7.80 9.40 3.65 4.75 '8^25 hrs. 20 18 15 19 8 26 20i 17± 33 12 14 25 9i 17 19 15* 36 16 19 11 22' 27 31 9 27 11 21 30 53 9 14 II 34 16 25 23 i 31 29 20 13 13 15 += to CO CO 21.95 17.80 i4'.60 14.35 21.25 11.80 34.25 19.85 15.10 23.45 19.70 14.50 25.50 9.05 21.75 20.55 16.10 40.65 24.85 19.20 9.45 27^95 30.85 34.75 10.10 23.65 14.10 25.20 36.95 54.90 11.35 15.50 11.20 34.70 18.60 28.75 25.70 31.60 38.00 21.45 16.15 15.90 14.05 "2 m B co O c3 So m 14.30 11.95 i6!30 9.80 13.45 8.00 24.00 13.30 9.90 15.05 13.30 9.60 17.35 6.15 14.85 13.60 10.50 28.10 16.80 12.55 6.60 i?\75 20.10 23.95 7.10 15.20 9.30 16.15 24.80 36.85 7.55 10.15 7.55 23.70 12.65 19.75 17.60 20.10 25.20 13.80 10.55 9.65 9.35 9.40 8.70 6.20 9.00 8.15 11.65 7.15 10.60 (direct) > v. Basel v. Munich 16.45 v. Frankft. 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. Aix-la-Chapelle (Aachen) Amsterdam Augsburg Baden-Baden Barmen Bale Bayreuth Berchtesgaden Berlin Berlin Berlin Berne Bonn Braunschweig. Breslau Budapest Carlsbad Carlsruhe Cassel Chemnitz Christiania. . . . Coblenz Cologne Copenhagen . . . Crefeld Danzig. ...'... Dortmund .... Dresden Duesseldorf . . . Egar Eisenach Elberfeld Ems Frankfurt. . . . Freiburg Gastein Geneva Gothenburg . . . Hague, The. . . Halle Hamburg Hannover. . . . Harzburg Heidelberg. . . . Hildesheim. . . Homburg Innsbruck .... Interlaken .... Jena Kissingen Koenigsberg. . Lausanne Leipzig Luzern Luebeck Lugano Madgeburg. . . Mainz Mannheim Marienbad Meran Moscow* Via Cologne Osnabrueck-Salzbergen . . Wuerzburg-Munich Hannover-Frankfurt Muenster-Hamm Cologne Leipzig-Hof Wuerzburg-Munich Uelzen Uelzen (during Summer) Hannover Cologne-Bale Cologne Hannover Berlin Berlin Leipzig-Eger Hannover-Frankfurt. . . Hannover Leipzig Kiel-Kopenhagen Cologne Osnabrueck-Muenster.. . . Kiel-Kopenhagen Duisburg Berlin Muenster Hannover Muenster Leipzig Hannover-Bebra Muenster-Hamm Cologne-Niederlahnstein . Hannover Frankfurt Munich-Salzburg Cologne-B ale-Solo thurn. . Kiel-Kopenhagen Salzburgen Uelzen Hrs. Hannover-Hildesheim Hannover-Frankfurt Hannover Hannover-Friedberg Wuerzburg-Munich Cologne-Bale Halle Hannover-Bebra-Eisenach Berlin Cologne-Bale Hannover-Hildesheim Cologne-Bale Harmburg Cologne-Bale Uelzen Hannover-Frankfurt Hannover- Frankfurt Leipzig-Eger Leipzig-Munich Berlin — St. Petersburg, Nord Express. 7 5 16 10 4 14 14 22 6 5 5 17 6 3 12 27 12 9 5 9 34 7 5 13 5 17 4 10 5 14 7 4 9 7 15 29 20 22 6 5 1 1 5 11 3 8 21 16 9 9 18 19 7 16 3 20 5 10 11 17 28 54 * 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. Via Hrs. Min. Munich Nauheim .... Nuremberg. . . Oldenburg ... . Osnabrueck. . . Prague Regensburg. . Salzburg Schwalbach . . . St. Petersburg. Stettin Stockholm Strassburg Stuttgart Teplitz Trieste Vienna Warsaw Weimar Wiesbaden .... Wuerzburg. . . . Zurich Wuerzburg . j Hannover. . j 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 13 28 7 00 12 18 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. . . Bologna. . Cannes . . . Como Florence . . Leghorn . . London. . . Lucerne. . Marseilles. Men tone . . " Milan 6 hours. 8V " 8" " 41 6 " 4 28 " 11 13 " 5h " 3 To Monte Carlo in 6 hours. " Naples " 18 " Nice " 6V " Paris. " 27" " Pisa " 4 " Rome " 10 V " Trieste " 15* " Turin " 3^ Venice " 9£ ' ' Verona " 7 " Zurich " 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 in 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 75 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, per- 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 tare 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. rime-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 S9 francs. 54 francs, and 43 francs, respectively. If a trip of 1,S00 kilometers was projected, the expense would be 135 francs, first class : 95 francs, second class : P>6 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. This 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 1 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- I 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 Car Co. and to almost every express train of importance on the Continent running during the daytime. Some of 1 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 j according to the country through which the train is passing. Meals on i the whole are very good, but are not always satisfying enough to Ameri- cans, who are used to having the heavy American breakfast. The following ! may be considered as average charges : Light breakfast (tea. coffee or chocolate, with bread and butter i lOd. to 1 8 Lunch 2 6 to 4 - 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 what 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. 6d. 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, respectively. 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 Amiens Basle Berlin Biarritz Bordeaux Boulogne Brussels Cannes Chartres Cherbourg Constantinople Dieppe Lisbon Lyons Madrid Marseilles. Men tone Monte Carlo. . Nice Orleans Rheims Rome Rouen St. Petersburg. Strassburg. . . . Tours Treport Trouville Turin Versailles Vienna Gare du Nord de l'Est " du Nord Quai d'Orsay Gare du Nord de Lyon, Tr. de Luxe... Montparnasse . . . '. " St. Lazare " de l'Est, Mon. Wed. Sat " St. Lazare Quai d'Orsay, Tues. and Sat. Gare de Lyon Quai d'Orsay Gare de Lyon Quai d'Orsay Gare de l'Est de Lyon St. Lazare " du Nord, Wed. & Sat.. . de l'Est Quai d'Orsay Gare du Nord (in summer) . . " St. Lazare ' ' de Lyon " St. Lazare de l'Est Time. Hrs. Min. 1 30 8 30 19 10 7 3 4 30 14 30 1 30 7 63 3 15 35 7 ?0 26 30 12 16 15 30 15 1 30 2 30 2 46 8 2 30 3 30 3 30 16 22 30 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 well 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 t'he 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- lona Express, the Egyptian Express, j the Xord-Sud Express, the Berlin- Xaples-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, X. Y. TIME-TABLES Nearly every railroad company in Europe issues a more or less comi'dete 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, 1900, contained 712 pages of text and 433 pages of adver- tisements, from which it will readily be seen that the book is a bulky on<- and cannot be carried in the pocket. Th^re is an official guide to Belgium which costs about three pence. In 304 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Italy we have the Indicator 'e UfHciale, 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. F 1 ', E X CH TI ME TABLES. There are a number of excellent French time-tables. The "Paris et Partout" 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 : Ait. — 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 ire 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 ticket 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 days. B.— Buffet. B.H.— Buffet hotel. (b) — Refreshments. (H)— Stop. P.A. — Resting point. The following is an explanation of the other signs : LIVRET-CHAUX 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 left of the columns of the trains in dicate the hours of the night between 6 p. m. and 5.59 a. m. The mark No. 1 signifies a stop to 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 OJ TRAVEL 305 118 I — ETAT (Normandie) Servics complet de Paris a Manle*-Gaitia/urt par Araen.lev.il et par Poiuy, 1 voir page* 10 et 12. PARIS A lr. 2» 4*04 fir. o. ft. e. fr. e. ] JriL De qa pour Paris M 71 76 650 4 10 1 2% 7 40 7 95 8 50 9 05 5 * 5 35 6 75 6 10 3 25 3- 50 3 75 4 » GA*£3 10 30 11 40 12 10 13 20 14 10 Chartres, Bown. 108 Part* fSaint- Lazarej (Bp)...,i*f. (78,72) («rr. GassicourV£p)'«*p- ■"enerville Breval ...,. Gilleg-GuarayiUe •Baeil 6 35 7 70 8 15 8% 955 V4 5 0&J102 30 108 15 » 16 15 16 70 10 15 10 90 11 25 5 80 « 20 Laigle 8 60 * 7 16 7 35 0'i-r/c! ( 44» Boiiset rEure) •St-Aubin-du-Vieil- Evreux ri08, 118;.. '108,112,113, |«p. La Bonneville • Conches CBp)... I.H. ii*f l34Jj Bornilly-la-Putr>ena ye 144] Beaumont-ie-fioger.. l49i|#Serqi.iigny Cftp;.j«T. 9 f'.r/um., 11k. liMp. 17 80112 u 7 o 1'/; •Bernay...... 8U-Gaubvrge. 1' J ,0 : ^orfnetlles, 154. I«p. 19 40113 10! 8 55117311 St-Manls-de-Presrie 21 40J14' 451 » 4019l!i«Ll«>leux.r£p)...li 2'rouvilk et Honfleur, 122; La Tri- nite-de-R6vtilA, 127. 23 40I15 80;10 30;20S!|»Meanil-M'aager 24 20|l6 35J10 65J216i»MezidoQ (£p ; . TVou^Je, **4 j Le Jfarw, 132. i*i- 25 20 17 o.ll 10122! 28 4 47 55 1145 23 Moalt-Ai-ffeocet . Prenouviile-Cagny . 44* 2« 7S tt'CJlLiMSOgWcteM 'bx>; . (fat, 132, 134, ISO, 152, 153, 180; 27 MHf 75 12 20 12 45 12 75 13 25 \ 3 75 13 95 14 60 Lambaite, 13d 33.80122 85;14 90j302ll#»feuilly 28 29 30 15 31 25 31 701 33 1 '44,. » 15 19 ©0 26 35 21 10 21 40 22 40 24*)!t OarptqueL.. 253 BretteviUe-Norrey... 259! Andrreu SMWBifen nil) 2701 Crouay Cq; 283JWL£ Molay-Lutry (152) •"^'•Lison (7>p.) j«rr. Mr B 23 75 50124 65 37 20 37 50 38 40 a 55 40 30 40 % 41 55 25 10 25 35 25 95 26 70 27 20 27 60 15 45 16 05 18 36 16 50 16 M 17 40 17 7', 18 28 OfJl% 30 |44p. •Careotyij (127) |#Chef-da-Pont (!57,.. Presville -.. • Moatebourg (143)... • Valognc* (149).... •Sottevast (128) Couville Martinvast Cherbourg m. Covtan/zet, 1'tH. V.M. rs*3? 6 3 5 39 550 6 7 6 22 6 "tt 303 Ta 8 83 8 41 8 51 3 i '4 22 9 30 a 45 "42f 2Z 6- a ►J 11 57 mid 9 «*^27 533 222 305O 3 4 3028 30.38 3046 3059 4 22 4 34 4 48 4 59 5 4 5 16 5 28 5 36 5 44 5 56 6 1 6 24 6 44 7 20 7 53 8 4 8 24 8 34 8 43 8 53 10 E 10 19 fO 28 '-'. M 18 57 11 11 11 18 11 35 11 45 11 53 11 55 mi*37 ni i, s S" SB 4 24 4 39 4 50 5 i 317 MMCT P*2?d fell 9 » 3 57 10 3 10 29 10 31 10 58 11 7 11 8 H 28 11 46 11 52 •mail 5 &ufii28 a mi&sa 1 9 1 31 1 39 1 44 2 6 H 32 40 49 S 5 3 18 3 25 i 40 § 49 3 56 3 58 W.R. Wagcm-rettaarant entr^ Paris 01 Cker- jMiirg et »t« r*rra aur trajns 915 et 338. — Efitre Paris et Caen et Vt& vena aux trains 355 «t 354, Jij3^fu'5Q 31 mjii 19M et entre l- Lisieux tt ctce rer.sa, a partlr da W jain 1910. W.B.B. Wa*ofl-Reataiiraiit-Buffetrfpaf?e VIII,. V.CC Voitnrct de t™ claise a couloir et a ooar.hettes aw. water-^cloiet et toilette ea».r*» ParU et Cherbourg-. Voir VeipVicatron At* sistnei page III. (a) Le bfejo 313 ne prer,.anville^ Viller3-«.ar-Mer, HoolgatC el DireSrCdlwarg ; 2'' a Lisfeax, que les vo-< --.ar,?, ba g ay je* poor Villers-sur-Mer, Boqjgaie et MretvCaboufgj il preod Uratefois a L lea voyajreur'. lam bagagei poir Trounlle- rflfe, mai3 seulernent d«fna la lirnite da (b) Le tra.n 315 ne prend de voyatreura de -2« claise que pour let au-dela. de Mi 308 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL CorbeiH, ^ $££§ jl* -/ LcmdemM^m^ Montarjteis Moulinsfc Or/eans tMJ^Ch^Q , Cosnef^j-, Sancerrel *ers Tours -<«o Dc- ^ iMOULltfS ,ers MulholseetBale BelfoH Chat Hon- Ltir6© _ -& -sTeme VESOUL® Montbeliarc^ <■ -» ' Vf- 9 />™ -/a. ® Mies-Dames ens ./ ^x».-„„o„ t.ii.Jffialbi nen il Fonierwu bsVxrfP ■M°PD i ^ h£ ie ™f- r a |!L_£i^— • , jv^r" '/Clamecy 3££I , 'W- - r5? 63 fc-i NEVERS"! '^-, 5 Cerey - fcTm. mon ^f ' -jWCficgrw Autuh# p , . ' <£*/ %iA$\ J %, ■ aP Chalon^l-Saoiejf^V •?/ ^tef^ \ k-Bouzereta ?£Z]p ft ai?j tosses ,. , Gannal clerImon ^ n FERRAirroo §\Thieri '^^lAmbert W sMJtfT ^f^/^ 1| . gOT^%r H^Vv /J? Pontaflier )Sal ' Vallarbe \ vers La.usa.nae ?o\ipKyS^C7i am pajrwl& ■, EviaJL-'Us -Beans ^ ? R o. Claude , .\ s *f IpENEVE tfSThonon BQU/RG SFOervnc _65 i,/ U-duse StJulien ''-4^ , iterate _k: eyrier \ir Boiihe. . - •ocanoens .■» ^i c Koanne 'eBevi ICUTHaijr, Tjnbe rieU' SO A ,/i ftlonlaliezL'' \Ari SfET Issoire- ArvajuL\ 9( traissp brison 6 %\m\£v NTT* ■ _^^^^^f^M Mi r- 'o' s --' ^(SZZT^ FB .teville $]ttones— ^1 ..-oCbis, -ujW£r ^•w Pcyraiid'l i; rirmmi .Voute- ffP'-Q '' Tournon'j /Lajnastre . . -- ^ ILE PUY c$5i> 2S J Ze < Tux/lard ""^Sfff f inS^^habeud ZasToxtlteu m*f?*2gg?? AsPGemx ..ANNECYl ^ ft'OASO d 'Ac ste. AtJL>\les -Bauts&lUrcine -*> Albjfeilk K 'Rajibert S^ ^^/S^flCH AMBERY A'"^^ VtJ I n/cfia/var^, Mouyiers Quxssac\ Barbe7itcm^ Cp 6l I}r . IIMES r % % ^p^" ^ : ^ /JL * \-PortfrBoub 73' Wi. \StaMurt>* "B^ iai mbrun 1 VintimiXLe V .-.' to D NE j»n^t» ru^et-Theniers ^^^ § .5".C4, ikr-e Colonvar^r ■ jqjMCV} ^Raphael!} ^ . v*/^ — -#: — ==» ? ^ Wfif fe GjAP er< i>/frrfa /At 32 54* * AtJ^S^i>RAouio|Sa &* *«< cy* ZesSaZcns'? la CiotatfYJleJ .T.TV.R le.Snb'n- \» i^^Z', mmbb 6randes Li£.nes Lignes secondairep Autres Compa^nies TIME AND KILOMETRIC MAP— PARIS-LYON-MEDITERRANEE SYSTEM. Brgp/-Ihaif.i Tt^l^r^^ 3 ^ "-Oxer* J/auiv Calais ^JJ^^uT urn A^yue^j^^X^ / %,i£>°MouscroTv Boulogne! 5/£2&f J -?' V-^-K 4rrn%5*l ^ ^ ^Ag / l^iiXiiigi ^/-j Bruxe/fes /SztWWI ?; l/^^r fcP t ^oarf^af-Jzn^, 7fT s ^fr^^. Journal Cayeux AbbevilleJ Aidt-OrajDaL le Trepa Etnples* ^''BetnuneSr Montreuill^ Mer'/r^^*^ &a ^■*. Me-Bat • Blt/l/r- O'ifirTvcnA 6oTTU ¥ndJs^,'i T l*y i Liiofcpi ' li Wan-Li lMazdde--Mortcupie. Pl^Cartde v.Mons an d. '7 Ouiaorain. f *?- t£y rraK70. dhzo'n Douai f. fit iZens _ ■W v[Alc£<£qpiu-aLu-Bac, ' /foStAibbert, Blanc- Misserorv >Raisirt- 'ers-Sf'-e yicoOe vale. S8* sieves s>Y-^ a, lc , f A ~V» * W W'-QJtLbemSnZ. « Liart, ?»J2 Aamw USOTV vers %i' r 1sz teres Origny Salev r Fr?owxel VAj J$esle>. yJpEAUVAI Ham, _ Ercheus j ^ ^OMont^rdier \f/}ussy JergnieF - fouitl K ers jaFerc- SlffTUJ ijisc ■v -^Estxes-i^Dc Jompie^ne ^s^' S? Gobcriiif s 3. 'Oriea/ift ^n^ £' !-^,^ ■%T — AeuiHu - MaLriites 1. ^Pont - S?M&xenc£- •&A ] ^kOiantiHy }'a.Lrrumjdoi$Jf ^^^ontsoula^Maff7iers Ormot^ uoTUJHaroiri^& ^\~ Epuuzy ^^^^ ' rontoise ErTrwrdX^J^S LnAftben, ' S^ ., ® PARIS LAON Kerj Reims °uwn ■ — fer^ Reims '-Soissons ^<5^I ComzLcy x 'tilers \ Cotter cts Ip-^y-an-foijw V ^*' «»"* Chateau -Thierry '"^^D^^&JVZflZ -eur-Chcrcq RESEAU DU WQR© ■mmm Grandes Lignes . Lifnes secondaires Autres Compa^nies TEVIE AXD KILOMETRIC MAP— NORD SYSTEM. 310 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL TIME AND KILOMETRIC MAP— EST SYSTEM 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. 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 * / FRANKFORT. | ftyj&fxfcbf^^ / n "1 Mai n sS ^|Si S*ESSl§i*t«^ f&O b erra d ^***^Ri* ri >jr^ n ■ Dresden iiiiiiii anNxsf Leipz- Stotteritz 7v^t|| illi Ifff LEIPZIG ^ts>pZrConnewitz 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 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. "Gepack" 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 form 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 must 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 steaiher. For exceptions see the Rules 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 Regulations 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 coupons 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-Pesth. GERMAN TIME-TABLES "Hendschel's 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 two 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 cohimn. 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 fines. 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 . 61a. 62. 62a r. *. mt i-m- 61 Altona ■ Hamburg -Wittenberge ■ Berlin | Kl§l r- oo SSI a. Kiel 25 . . . Ill 06] SB 27 | — ] 624 — — 922 ! — 111 27| J2 24 | — "| — 1 552| — 824 km Preuss. Slaatsb. 1 | D 13 i 17 ! 3 201 207 lb m D13 07 9 215 ii 211 205 Dir. Altona 1—3| 1- -31— 3! 1— a 1—4 1—4 1 .2 1—41—3 1—311—31 3. 4 1 —3 1—4 1—3 0« ^2 0,0 Altona H. B. ab 5 43JT27 - ! 824 8 35 9 41!1214| 103U245 ! 4 22 5 52| — 7£i 838 1109 22 5 49j7 33 — ! 830 841 .946! 1 108 !2 51 ■ i 5 58 — ! 7 53 8*4 11 AS m«i 34 Hamburg Sternsch.. 5 53JT38 — ! 834 846 950! 112 !25b i 6 02 — i 7H 8 48 1119 .•cH 5,0 Hamburg Dammtor . 5 58J743 — ! 840 851 9 55 !12 221 1 17 13 00 ! 431 6071 — . | B03 853 1124 £ £J£J 6,5 6,5 Hanlbure H.B.an 602J747 — i 844 8 55 9 59!12 26| 121 !3 0b ! 435[ 6 u| — J B08 8W 1128 1 oco 050 ©00 IflH cor~ a.Ctixhav.SU1025\ — - . | _, | 4.39 | — | 615| 822 | — |1133| — | 229i — |446W| 503] 756s a.Lubeck58 . .1 — 1565 JOO|9|2 Hamburg H.B.j ab 6 05 !7 55 — ! 8 50 9 08 10 04 !12 32 132 j314 1443 6 18 6 50b i 8 17 910 1136 14,5 BiUward.:Moorfl. — 1 1016! 1 9 25 Sl^ 1 1 XI C 17 7 Mittl. Landweg . — 1021! 146 9 30 KjI" 3 ■4 eg al 23? Bergedorf . 62 3e! — 929 10 30! 155! 9 39 1167e j 76,8 Reinbek . . , n — 9 37 1038! 202 1 i 9 4' F3 3 3 ° 791 Wohltorf . ■* — 1 1044 IE 1 i 'H 9b2 pii^ ^i 5 * a is 31,8 Aumilhle . . — | 10 50 it 210 ltd 9 67 1 B — 9 47 10 55 .' 215 i 10 02 12A?.e X — ♦3 9 Schwarzenbek.69 642! — 10 01 11.16 1 230 • 654 1018 12 26 49,1 Mussen . . ! i — 1 1124! 2 37 1 1 10 2b 1 1 1 543 Biiehen . . an 653! — ■ J9C le 1013 1131|i 244 !3 54 705 7 53b 10 32 12 38 a op 00 oc a.Kieliib.NeumM\ — i — 1'— 1 — ! — liB24| — |1127| — |— ||224| — — 1 5! a. Kiel Ub. Liib. 50 _ ' — ^ — — 7 361 — 1012 — — 3 06 — . — 6021 — 54 3 a. Lttbeck 50 '. . — — — : 823 — 10 42| — 131 254 — 544 — — 8 56,10 50 a Biiehen . ." .ab 6 56! — !9 32e 1016 11 381 ! 2 471 }3 56 •J 08 7 53 b J |10 60|12 40 60,6 Schwanheide . 703! — 10 25 ii46i: 255! 1 8 02b ! 10 58^ | :53 n3 oo to 68,3 Boizenburg St. Bhf. . 711! — i 10 35 1155} 305! 7 22 8i2b J 1109 12 57 81 ,R Brahlstorf . . 724! — 10 54 1212! 3 23! 736830b ! 1128 1 13 in co 90,6 Pritzier .... 733! — ' 1106 12 23! 3 34! 744 8 42b i 1139 124 101,4 Hasrcnow:Lnd.B2an 744! — !10 09 11 19J12 35! 3 46l! : 5b 7 7 55|8 65 b ! 1 37 ©OO m,-i ©— i a. Kiel 69 . . . 1106 - — .. — ! 624 — — - - |1127 — : 25 7 3 061 — — 6 02 — 101,4 a. Liibeck 69 . . 5 35 - — — 823 — — - - |131 — i 44 [> 5441 — \ - 865 — " © ur: HagenOW: Landab 746! — J1014 1125 12 40! 3 49 1 1 ! 60 2 767j8 56bii 12O0| 138 112,6 Jasnitz .... 758! — ! 1 1139 12 56! 4 02 J 1 ! 1 8 08g ii bl! 12 16 a [ | ■9 c a si c 122,5 Ln — SB'S LudwigSlU8t74ab 8 12,' 110 27 110 35 1154 1 121 J 4 20 14 52 ! 6| 2 8 21 — ! 12 38 2 05 130,(1 Grabow. . .' . 821! ! rn 1 1205 1 23 } 430 * 8 30 — j 1260 216 ^ b5Q 138,4 Wend. Warnow 830! ! mi 12 17 134! 4 41 8 39 — ! 102 2 27 148,9 157,5 Karstadt .... Dergenthin . . 8 41! 8 50! m ! |m 1 12 30 1241 148! 159! 454 5 04 i ■ 8 51 900 ! 1A6 1 26 2 40 1 166,6 WlttenberpeBOan 900 ',9 5211102 J1110 12 52 2 10l: 223 515t!5 27 ! 65 6 9 11 10 Ai 137 3 00 i. Magdeburg 740| 12211 — 1 — 1! 104 J 348| — 1 647 | — | — \\ 5811 _ -| 12 Oj 1 5|£ i. Dresden N. 595 . — — — — — — - — — 1 : — - — 1 — |!10 58 si i. Breslau 595 - . — i — -!: 140 i.LeipzigBerl .740 — — — ! 303 16 26 — - — — ilio 6 — — • 3 48 213 1 819 i. Dresden 2f. 740 — — — 608 8 41 — . — — ! 10 6 — — ■ 8 06 1 — 4 !10 17 » ~i 166,6 i.Dresd. H.B.740 — — — 619 849 — - — — ! ii 5 — — 8 17 =^|'10 26 Wittenberge ab 9 06! ! 157 — ill 16 101 2 41IJ2 27 1 5 36H5 31 !6S 9j 915 — |j 1019 5 '401 3 06 1/3,2 Kuhblank , . . 1 ! — 109 2 51J 5441! 1 i 5 49 180,4 Wilsnack . ... 920! — 119 302! 554! 9 28 — ; 6 00 3 23 ' ^•p ' 191,4 GlOwen 60a, 2283 933! — 133 318! 608 945 — j 6 20 3 38 « 201,1 Breddin 2486 . 943! — 146 3 32! 6 20 9 50 — J 6 37 3 50 •1 •« -^ U. sS 210,7 Zernitz .... 953! — 156 344! 6 31 9 69 — ; 6 52 4 01 Wi NeustadtSt. B. an 10 02! — 2 06 355} 6*1 ! 10 08 — ■ 7 03l 412 s a« 217,8 Neustadt St.B. ab 10 05! — 212 3 59! 6 47 10" — j 710 4 14 231,fi Friesack . . . 1019! — 228 416! 702 10 24 — ■ 7 28 4 30 236,2 Vietznitz v . . i : — 234 4 23! 7 08 |. — ; 7 36 1 k V o 247,2 Paulinenaue65. 1032! — 2 47 4 36! 7 20 10 37 — j 749 4 46 S 3]Marlow . . an 1 7 28195612 08|6 J8|io B8w|12 42 f|— |DeMms(l.:Koi 2 .66f>i i 644:914 10C 15 240 7.23 — : v. i. Mai 1908 62a Grevesmuhlen-Klutz (Mecki. staatsbj 2. 3. m. km< JrcTesmiiblenaial) 10 582 357 20 h 10 2C — , — Kliitz . . . al 7 35 12 2 )52f 9 20 h 1 — — 4,3 jrostorf X • • 11 09 2 4617 31 h ] 081 — — Gostorf X • • 8 04112 4 ?5 4£ , 9 49 h — — 45.3 Klutz an 1138i3 15l8 00h 1 1 w. i — — Orevesiniihlen an 8 151 1 01 )«OC [10 oo h 1 -- — IS 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 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. Centra] 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 || 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 J 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 1 1 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 allowed 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 fines 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." inn n • 4 a l M* SPEED Some of the foreign trains are very fast. The Sud Express from Paris to Bayonne makes a run of 486^4 miles in eight hours 59 minutes, making six stops, or at the inclusive speed of 54.13 miles. The East Coast Exprass 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 Northwestern 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% minutes ; there is a stop of 2% minutes at Amiens. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 317 100 (voL 1 m«i 1909) 109 Berlin-Magdeburg— Holzminden (-Aachen) >{< Berlin-Werder: Eisenb.-Dir. Berlin, Wcrder-Seesen: Eisenb.-Dir. Magdeburg, Seesen-Holzminden: Eisenb.-Dir. Cassel : I :m 4 22 5 II 521 5 35 512 i 51112 I 6||40 L8JI12 ; I S3! I 6U57 ! 7- 9 717 7|P4 7||29 7-37 7-44 7-47 8- 1 8-11 9-20 7-50 \mfni 8P 10-12 110-21 • nor St bis 29/8 | nur Sb f) Z S4a nach Tbale rerkebrt nur bis 15/8 • s. 114 ± ab aleianderpl. 822, ab Frledrlcbstr. 9.2, ab Zool. Carten 912. ab Charlottenburg 92S 3 Barr. Hf s. 114 ,* Ob. Oschersleben-Jenheiin s. 117b > £ Ob. Tienenburg s. 115. 120 ■ Ob. Bebra. s.177 t s -l 56 d bis 16/9 anch 4 1* ° s. 164 . fs.166 X Biltagessen bei I 34 in - Kreiensen^ • QWegen der Londoner Babnhdfe s. 516' '*- ' Y Magdeh.Bbfin)© £*■*: SIM «i*:. 6-17 isl : . 6 20 |32! 6'2t> iS«2Zl 6-30 t*«i 6-38 is*; «-50 i-ll 6-55 . iSlill'7-10,8 I... i'7-21 '• !— .: 7-28 iz.380; 7-36 i 5,30 7-47 : 5'saj ' -.7-65 ■15 £0! 3- 4 S|6- 5| 8-17 ";6-17! 8-27 ;6-25|.8 i 34 : 6-311 8-40 i6-4li 8-49 , 6-461 8JJ54 7 'B8||«|t 7 8 5 '> ] 8|5»;j1150 7 * 7*2 1+ g 37 40 »■ S o 918 9-26|!12> 3 921 9-28 j12'* » I 934 ! „ • > \ 9-39 i 1 , : 9-48,; 3 : » ilO> o.| § r>. 110- 8 j •= 9":10-22 .12-ts i jip-34! i. :io-4i: » jio-49 : » in- 1 i »■ jii-ii : » :li-2i: w ,;ll-35l » :ii-46 » ;ll-54 ; :i2- 9 ,'12* 9 «:5-59 1»»'12 : » , 2"-6».*'»;6'J» 12-C3- 5 l.S ;12#310 i 5 112-573-19 ! a il-10 3 32 i » il-15337 ! 1»»;l-31:3-52 i » 11-43 4- 4 i- » >1-S0:^-11 ! j :l-58:419 ■ » j 2.22 4-30 i | 12-31 4-39 j I ■ 2-41. 4-49 ! | :2--56:5"3-5»»:8*l I » i3- 9 6151 '» ;812 ! * 13 17:5-23! » :8»Z .' •> i 3 23' 5-291 * j8 Ii i » J3-'3as-38 » ;&« j 2M';3;37i5'43 gJir SQiS i« J. :6ii V ;6£i '» ;6 34 '» 6 39 45IJ8 56 ,. 17 J j :7i*. >. .;7 22 » :;7 2i i ;7i2 '7 22 ~i ^jp*ijrteiMin Atti5 2T7f6 "»T^7j6 "» j !io , «_l ••• i»u-o|! «»» -|4~ ":71|22:'7!5» [■ilia J7 ££; 812 i922 !8 ^: 812 1922 i 82i I 00 ! B" ,; 8=9 !■ S. i 822 ! ^ - ! a i 821 ■ 'I i " : 822 | B 18 "I 9ii :iO_2 : > ; 922 : > i S ;. 922 ! » ! = ; 9HR ! r i i i 922 ■ — i § 1 922 ! 1 '..> :104 J. s 11 [9. 12:1022 • v ! * :102i ! "^ i > aoii ! ts 1 . i » ;ioii ; » j , U022 ' - !9 *2;11:_1 |H12 MO" 12. i«02SU2ia : =, i^s^ • %. :1222 ! ,f J122Z ! I !l2*» i B ;126« iw2i; 1L2 I 1 i 1*24 i e L-ia ! g. I 1 63 i s i 2^2 |11i2; 212 ! r I ! <» ! oi. ggjggygi 2*2 iMagdeburg Ebr 108 1 •- ai> EilslebenH0a.tl3aj SAn i z la; 1 sos ;8!j 0; 9; 3 :a* 9 ; 9-54 Mravnichu>.m 111 A* g9[g«gJjMjfg »|»j- 4;j2|| X4«l- ID 4U; Z 311 1 .1 ' J»| ' !I««|. i-I«»| I 9|j«|11 ■♦|!«||*3. ji|i5 j 167 j atB^j o s .6 22 6 J.7II12 >9 12ini|22 i11i2|:i1£2 |12^ ; 2 £« 10 * "ij-l ■*; 2|10 I i » ;4!5li7 22 622«Ul If ';i2i2i $ ■ > f ^ :3»> EilsIebcnBi.Mgb'.inaAb Volpte(KrJieubaldensin) |f Offlcben^, y SchoningenStsbf J ) 121 e • -.j;U Sollingen (Bsng) . g. ojcrxheira 113e S ?!■*? 209,1 y Mattiereoll Stsbl !2ie. M Hedeper, [209 H Y BorBum 115f An ;8>o It ~i S';f "»: 2||17 S =■ * 1 2-29 nrnumcAw. Hbf 120 An J5ti-uH»acAw>. Bb( 120 Ad J9||"l !9»si ■ %'M +'10-12 H0-26 •10-35 1043 > I 124 111 2C ill-SB I11.3S ill-4012- », ; ill -62 » h iia-.i ».j-S 112 11(12 29, t ;12-o4 •d-28l!2||" 3| , 1 :ii-52;2-; ii 3-4 1i*4-I3|j4'«:6il2 ?";! Y 12 2 ; 37 2|^4 I 336 2 U 59 I~ 3-10 5 I 3-19^| 3-35 • J I 3'-47i ^s 3-57| ^ 4|| _7js44i9 4-55S4J55 4-30i|2! 5 BorBum 115 f .. Burgdorf .■ . Gielde,.., KJ.-Mahner '. . . , SaJzgitter Ringelheim 121 L utter (Barenberg) . Neuekrug , j Seesen Stsbl 120aj 352/4141 i 9-24 : -9-291 .. i 9-34 .. 1 9-40 .. '; 9-49 .. ! 9 M ■■ I 9-59 .. HO-10 .. : ,lQ.-22, .. jio-*°:io-3o; < ! 8". 7-40' . . . Ill- 0! 2- 5 | m Z 358 Z 330 (. : 722 ; 8i2 e i 72ii' 1 '''712: a ,| 7|»:g 47 I 1 828 22 "•- 84J8 Si K i'8ijt:9^ - : 821: » j' ! 812:9 22 Seesen Stsbl 124 a . . Ab 270.3 . ILdehausen . Harriehausen Gander'sheim . Kreiensen:2 Cassel 124 An> Frank /'.(BO HM 124 An Kreieusen ! 209K Ab Naensen Wenzen VorwoKle.' 122 d , . Stadtoldendorf . . . Deensen-Arholzen llolzminden 145aAn Essen X 11T. ....An '£76«r/eW-B6ppersberg . An VolnmliS An JMlSSeldor( HM 144. . An Aachen .lib! tin Paris Kord 166 .An London Q 516.,.. An •M*M0A8~ i » ;io-56 :,» ill- o! i » 111- 7; .ii o;n:i5 I 1 38 !?3^|i7«2 MT19 ... ill-36 ... Hl-43 ~. 111-53 :..:i2- 2 ... |12- 7 . . . 112-19 |T« 5*8 •! 7 22 621 : 922 1 Mj.4-17: 6 22"! » » ! 4-261 6 ii X i 4-30; 6 22 1 ♦•! 4-37; 6 12 1 *t;4-44: 6 2ili4 s2 "4TT7|i Sljl 9 JB615 ■8^|jl023! 4 12!i1023 JT" j 5WYii|i *" 2»»;5-28' 7 Hi ■ 15-35: 7 11! 2 Vl 5-461 7 22 i 2»t1'5-56: 8 s! » :6_li<8£2! 3||"*!8il: 81121 jj ' ^8 12:t21i"Ha5i2:tlO_2|t«^[ 7 22'j 122 »Hi922|!9i2| i. -rr ur\ I 1 'in If. 9 20: 538 8 " 10 2* 7 »' as * * 'HOiii:iO||22| ■S. „; j\ W2l]io 21 • E 7 »» S S( las * : 912: »"W350i 112' ( 92i ; 9 22 ; ;5 J0I11231 j 922:9 liijs _2; i:22 "~l!«_2 1 "I ~ ." i J3'£2ft21i j; 6"| I . . . [:sss{;6| " ■ :1022 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 Raihvays. 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 connect 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. Train Starts From Time. Hrs. Min. King's Cross Station 11 7 Euston Station 11 15 Bath Paddington Station 2 Euston Station 2 Bournemouth Waterloo Station 2 11 3 53 Brighton. Victoria Station 1 20 London Bridge Station 1 20 2 12 Liverpool Street Station 1 3 St. Pancras Station 1 40 Dublin Euston Station ' 9 10 Eastbourne 1 25 Victoria Station 1 33 Edinburgh Euston Station 8 King's Cross Station 7 45 Euston Station 8 Paddington Station '. 1 53 King's Cross Station 3 '39 Liverpool 3 45 Euston Station 3 30 King's Cross Station 5 12 Nottingham 2 23 Oxford 1 15 Scarborough J 4 50 Sheffield 3 20 Southampton Waterloo Station 1 44 York King's Cross Station 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 a 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 IW CLASS CARWACie i i^fti i&tsi i^kh pqi i£ai ill lanDanoariDiQinDoiriDanD fin iBbfti local Jr iiua i I auoaUDail anpaDDM l»* CLASS JINING CAR KITCHEN CAR ai id af id a | 1061 idu ano aHD a hpa H p a i".° » 3-* CLASS DINING CAR ■>-' &• V* CLASS CABRIAGE 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 or 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. 6cl. 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. 6cl. 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. 6d. ; luncheon, 2s. 6d. ; dinner, 3s. for four courses, 3s. 6d. 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 PLAN OF CALAIS. 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 via Dover — Calais Folkestone — Boulogne ' Newhaven — Dieppe ' Southampton and H a\ r e Brussels via Dover — Ostend Cologne " Dover — Ostend Brussels " Dover — Calais Cologne " Dover — Calais Brussels " Folkestone — B'lcgne Cologne " Folkestone — B'loene " Amsterdam " Queenboro — Flushing Cologne " Queenboro — flushing Berlin " Queenboro — Flushing Berlin " Harwich — Hook cf Holland Hamburg " Harwich Esbjerg " Harwich 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 give lists of sailings. COMPARATIVE VALUES OF ENGLISH AND UNITED STATES MONEY. d $ 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 lives in England in ajcidents 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 im- 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 1st Class 2nd Class Time Sea Occu- Arrive Miles. Pas- pied at sage in Jour- ney Paris Service Charing Cross S. E. & C. Cannon St., Railway. Victoria or Dover and Holborn. Calais. S. E. & C. Railway. Folkestone and Boulogne. London Bridge i>nd Victoria. Waterloo. L.B.&S.C. Railway. New Haven and | Dieppe. L. & S. W. Railway. Southamp- ton and Havre. 8. 16 10 18 13 d. £ s. d. 8 1 19 8 286 1 14 8 258 7 1 8 245 10 1 4 10 351 Hours. 2 Hours. Hours. Hours. 3 Depar- Gare du tures Nord. Daily. 2 Depar- tures Daily. 4 9 Gare St. Hours. Hours. Lazare. 6 14 Hours. Hours. 2 Depar- tures Daily. Nightly (except Sunday;. 324 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL RAILROADS IN HOLLAND In Holland kilometer tickets are is- sued at 15 florins first class, 11^4 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 tfte 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 " l 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 Lftith. 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 COPENHAGEN prepared for a considerable range of climate. Traveling in Norway and 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 calache. 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 30th and Julv 12th ; from Tromso, from Mav 18th to Julv 25th ; from Ham- merfest, from May 13th to July 29th, and from the North Cape, from May 11th to August 1st. Bodo 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. Petersburg 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 \he 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 resume 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. Oedinart 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 op 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. 95. 30 days, $27.84=Frs. 145. ' 45 days, $35.52=Frs. 185. Second Class Tickets available for 15 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 bear 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 shoivn 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 fices 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, Wolfertsehen-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-Rothorn Railway, 20 per cent reduction on ordinary return tickets. Interlaken-Harder 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- Rochers de Naye return tickets. Aigle-Leysin Railway, 50 per cent re- duction on single and return tickets. Monthey-Champery 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 Bellavista-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, DeJlc and Pon- tarlier stations; at the Agency of the tiiriss Federal Railways in Paris, 20 Rue Lafayette. 2. Combined Tickets are issued: (a) for circular journeys; (h) 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 statious. 4. The tariff and necessary order- forms can be obtained free of charge at any station, also at the London and Paris 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 fice (Swiss Federal Station), the Bade-J, 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. Ruudreise 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 journevs of less than 600 kilometers. 6. The validitv of tickets is 60 days for journeys of *600 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 station.;. The necessary order-forms are supplied fv<- of charge by the stations and the Eundreise 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 io kilos i 22 Ibs.i per passenger Only small packages are allowed, such :i 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 op Luggage. As a rule only personal effects, in trunks, gladstone bags, etc., <»w 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 Mastebs. Passengers must themselves place then- flogs in the luggage-van at the station of departure, convey them from "ne van to another when changing trains, and claim them immediately on arrival. Only small pet, dogs which are car- rier) 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 . r Tickets must in all cases be taken. I he rate for dogs is '.', centimes per kilo- meter. perambulators, invalid chairs, bicycles and motor cycles; lor one person I 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 1 oo kilos. Exceptionally, articles which do nol come under this beading are conveyed as registered luggage, provided they are not too bulky for conveyance per pas- senger train and the weighl of same does not exceed lot) kilos. On the Swiss railways and steamboats no luggage is allowed i'vi-c 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, Gras- sier, Domodossola, Geneva - Cornavin (traveling via Lyons and Ma"con) and Geneva-Eaux-Vives (.traveling via Anne- masse), Le Locle, Luino, Porrentruy, Romanshorn, 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. Oallen 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, DelSmont, Delle, Domo- dossola, Fribourg, Geneva, Glarus, G6- 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, Viege, 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, gladstbne 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 7y 2 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 ISLES 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 (S7.ll); 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, £3/1 1/1 ($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, Trossacha, 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 2. It ttepberfa QapA »(im»«« (:w W' SMiSBiinv MmzmkL , Monuments: L Sermon. ■LOtdBtihtp *. Rob* Lard ffimgoJbrd i. WULLongtrjif.e, At tit. C Sir John Oieyner 1. Sir John de Muntaaitr 9. WtfLLorujesptt.dvlnd. BqrBLrKop il •" Jtridpart a. Wyriu* o. JadJfp CKaniry *—i E SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 333 ■«*--r>;.;:.:4e UNCOUt CKTMEOIUIL 334 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL A TWO DAYS' TRIP SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 335 Continued from page 331. £3/6/8 ($16.33); 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, Trossachs, Lochs Katrine and Lomond, Glasgow, Penrith, thence same as B8. 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, Roaslare, 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 CAlTgftSUftY "CATKEDiAl. London, Windsor, Oxford, Leamington, [Warwick, Stratford-on-Avon, Lincoln, York, jDurham, Berwick or Melrose, Edinburgh, Stirling, Trossachs, Lochs Katrine and j Lomond, Glasgow, Penrith, Keswick, coach iHa 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 md Devon Coast and Irish Lakes. Same aB 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 Trossachs, 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 ($43.45); 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 (J11.43). 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 ($20.38). 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 ($30.10); 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, Warwick, Kenilworth, Coventry, Lichfield, SHAKESPEARE MEMORIAL THEATRE ANN HATHA WAY'S COTTAGE LONDON TO GLASGOW. B 22. Via Shakespeare Country and Eng- lish Lakes. London, Rugby, Leamington, Warwick, Kenilworth, Coventry, Lichfield, Stafford, Windermere, coach via Ambleside, Gnismere 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 anoV 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. 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 Lame, 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 01 TRAVEL WM Vale, Keswick, rail Glasgow, Balloch, steamer and coach Lochs Lomond and Katrine acbs, Callander, rail to Stirling, Edin burgh, Melrose or Berwick, Durham, York, Peterboro', London. 1st Class, £7/12/3 ($37.30); 3rd Claes, £4/15/3 ($23,34) Ji2J. ^Ma Cathedral* and Scotland, Lon- don, Peterboro', York, Durham, Edinburgh, Glasgow, steamer via Kyles of J' >i t.<- and Crinan Canal to Oban, steamei to Port William and Inverness, via Caledonian Canal, rail to Aberdeen and Ballater, coach to Brae nun (via Balmoral) and Blairgowru Edinburgh, London (King's Cross) 1st £9/9/0 ($46.31); 3rd Class £4/10/11 r$24.48y. B 32, Via Cathedrals, Scotland, Ireland, North Wales and Shakespeare 1 o London, Cambridge, Ely, Peterboro', Lincoln, York, Durham, Melrose or Jierwiek, Edin- burgh, Stirling, Troseachs, Lochs Katrine and Lomond, Glasgow, Belfast, Dublin, Killarney, coach via Glengariff to Bantry, fail Cork, Dublin, (Kingstown), steamei H0I3 rail Carnarvon, Llanberi coa< h to Beddgelert an. Motor- ueamwgwi "<* gar * tofienilworlTi, *Zm$2 ;Ura//ord^- *^i.mt — ,^ anaoCLCH Shot Tiny ,■ STRATrOfW ON AVON 'OlAHLCCOTS \ . PAHH £ BANBUfir '//I OK b QHDOH fi£APIN6> (PABomro/t) AN INTERESTING TOUR b Mixed Class: 3rd in England and Scot- land, 1st Steamer, 2nd J /'-.land. C let < B 13 English J..-. otland, Ire- land, North Wales and Shakespeare Cwntry. London, Windermere, co.-fch via Amble- side to Keswick coach Hotustei Pass, But- termere, Newlands Vale, Keswick, rail Edin- burgh, thence same as B 32. Jf.t I £12/14/(> ($62.35); 2nd Class a£9/10/H <$M.7H); 3rd Class, b£8/0/2 ($39.24) a nixed Class; 3rd in England and Scot land, Ut Steamer, 2nd Ireland, jj let Class on Steam* B34, Via HI.: Country, Wale* London, Leamington, Chester, 1 1 y-Coed, coach via Beddgelert to Llan rail Carnarvon and Barmouth, 81 bury, Bristol, Minehead, coach to Lynton and [lfracombe, rail Bideford, Exeter, Sal r, London, 1st Class, £7/11/5 ($37.10); 2nd Class, £.0/1/10 ($24.9fi B 35, Via W London, Windsor, Bath. Wells, Minehead, coach to Lynton and Ihracombe, rail Bide* ford (for Clovelly), Exeter, Torquay, Dart- mouth, Salisbury, Winchester, London, £5/0/8 ($24.66); 2nd Class, £3/7/4 '$10 50, 3rd Class, £2/15/11 ($13.70). B 16 '• ..: bakespeare Country and Cathe drals London, Windsor, Oxford, Stratford on-Avon, Warwick, Leamington, Rugby, Peterboro' i Ely, Cambridge, London Let £2/4/7 ($10.92); 3rd Class £1/3/6 ($5.76). B 37. Via English Lakes. London, Windermere, coach via Ambleside and Gras mere to K il to London 1st Class, £4/0/0 ($21,03); 2nd Class £2/12/0 ($12,74); 3rd Class, £2/7/0 ($11,52) B 38 Via Cathedral Cities, South Coast Isle of Wight and pears Country. London, Canterbury, Blastings, Brighton, Portsmouth, Vcnt.no/, 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 4£3/10/5 ($17.25); 3rd Class, £3/1/2 ($14.98), a 3rd Class Cambridge to London, B 39. Via South Coast Resort* and Ca- thedral Cities London, Canterbury, BJas- I ogs, Brighton, Portsmouth (for Isle of Wight.;. Winch talisbury, Oxford Windsor, London, 1st Class, £3/3/10 '$15.- 04 ; ; 2nd Class, £2/0/11 ($10,03); 3rd Class, £1/12/4 ($7,02 Extension to Tours Embracing .Scotland. Including Oban, Crinan Canal, and Kyle* of Bute. Extra. 1st Class, £0/1/81 ($4.43); 3rd Class, £0/10/0 ($2,57)., Including Oban, Caledonian Canal, Invei ness and Perth. Extra, let Class, £2/4/7 '$10.02,; 3rd Class, el/4/6 ($6 00) (Applicable to Tours, Nos, G 11, 14, 15, 18, 2J, 23, 24, 25,30, 32, 33) HOR1 lav TRIPS PRO •! LONDO London and South Railway {9%m rtb London Railway, ind trip i The Terrace Gardens, from which is gained one of the prettiest rural and / in the world; Richmond Park irith Richmond Hill and White Lc dence before bej marriage of the Pnna Ogurc;-; in Scott's Heart of Midlothian; Kingston and Hampton Court. Palaei by; at Kingston in the Market Place enclosed in rai. ,;,<: irberen Saxon kings were crowned. Wivdsob Ca*tle Great Western (21 J4 miles), or London .7to7lcLnd&l$euyiu?n, GreatHasternRv- Co's. J\trMneStecaners. haarlem Urw-ich-HooTrgfJfolland route AMSTERDAM HAGUE HARWICH^ WTTERDAM 101 MILES ^ OELFT ' HOOK Of rH LONDON ^*ANTWEJ\ LiyERPOOLST.STATIOM ^BRUSSELS PARIS 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 Kasteel 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 COST from London through Holland to 1st Class London.. ...... $15.70 Brussels. 14.09 Paris 19.47 Cologne 14.79 Hamburg 18.82 Berlin 21.73 TICKET 2d Class Rail and 1st Class Steamer $13.93 11.64 . 15.48 12.14 14.95 18.84 2d Class $10.75 9.68 13.52 10.18 12.99 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. 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 be 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 be 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 — ■ :u\ SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Qlandorf Amstetten Vienna Dres don Berlin Hamburg. Pare; 1st class, miss;.. 2d class, s i j 86, Ticket good tor 00 days. \(»//'. row con be modi- in either direction, TOl K NO, 1 Cherbourg Paris Geneve Lau sanne Montreux Martlgny Brlgue Domodossola Stress Italian Makes Laveno Lutno Lugano Menagg!o Como Milan Verona Venice Florence Rome Naples. Pare: 1st class, $50.65; 2d class rail, isi class steamer, $87.40. n. ket good for 90 days. KOTB: r<>ur con be mode iii either direction. TOl i; No. 5. Cherbourg Paris Lyons Mar- seilles Cannes Nice Monte Carlo s.-in Remo Genoa Pisa Rome Na pies Rome Florence Venice Mes- tre Portogruaro Cervlgnano Mon falcone Nabresina Trlest Vienna Salaburg Munich Stuttgarl Strassburg Paris Calais Dover London. Pare: 1st class, $118.70: 2d class rail. 1st iiass steamer, $84.40, Ticket good for 120 (lavs. \ OTB: -Tow can be mode in either direction. Toub No, 6, Cherbourg Paris Strassburg — Stuttgart Nuremberg Bger Karls- bad Tepllti Bodenbach Dresden Berlin Frankfort o M. Mayence or Wiesbaden- Rtideshelm, rail or steamer to Cologne Amsterdam The Hague - Rotterdam —Antwerp Brussels Os tende -Dover London. Faro: 1st class, $68.75; 2d class rail. isr class steamer, $47.00.. Ticket good for 90 days. ffOTB: — row con be made in either direction. Toub No. : Cherbourg Paris - strasshnrs — Stuttgarl ulm Munich Salaburg - Vienna Tetschen Dresden Berlin Prankfort M.- Mayence or Wiesbaden Rudesheim, rail or steamer to Cologne Amsterdam The Hague Rotterdam Antwerp — Kmsseis ( >» tende Dover —London. Faro: 1st class. $82.10 : 2d class rail. 1st class steamer. $56.10. Ti< ket good for 90 days. tfOTB; — Tour can be made in either dii (i H©». Toub No. s. Cherbourg— Paris Meta — Saar- hrhekon Frankfort o M. - Berlin Dresden Hof Munich — Innsbruck Bosen -Trient — Verona Venice— Mi- lan Genoa San Remo Venttmlglla Monte Carlo Nice Cannes Marseilles Lyons Paris Calais London. Pare: 1st .lass. $100.20; 2d class. $70.85. Ticket gOOd for 90 days. \ ()/'/'. Tour con he mode in either direction. Toub No. Cherbourg Parts Lyons Mar Monte Carlo Fisa Rome Na Venice settles Cannes Nice San Remo Genoa pies Komc Florence Venice Ve- rona Milan Genoa. Pare: 1st class. $69.75; I'd class. $49.80. Ticket ixooi\ for 90 da vs. \ 0TB: row 0OM be modi in either direction, Toub No. 10. Cherbourg Paris Lyons - Mar- seilles Cannes Nice Genoa with North German Floyd steamer to Na- ples Rome Florence Venice - Verona Milan Genoa. Pare: 1st class. $70.90; 2d class rail, 1st class steamer. $55.50. Ticket good for 90 days. \ 0TB; lour con be mode in either direction. Toub No. 11. Cherbourg Paris Lyons — Mar- seilles Cannes Nice Monte Carlo San - Remo Genoa Milan -Verona Bo en Brenner Innsbruck Munich Nuremberg or direct Leipsic Berlin Hamburg, Fare: 1st class. $65.60; 2d class. •15411.00. Ticket good for 'JO days \ OTB: four con be mode in either direction. Toub No. 12. Cherbourg Paris Lyons — Mar- seilles Cannes Nice Monte Carlo — Mentone and hack to Nice Cannes Marseilles Lyons Belfort — Strass burg Frankfurt M. — Berlin — Ham- burg. Fare: 1st class. $66.90; 2d class. $46.70. Ticket good for 00 days. VOTB: Tour con be mode in either direction. Torn No. IS. Cherbourg Paris Bordeaux — Biarrtta [run (separate a trip through Spain) thence commencing Portbou Cette Marseilles Cannes Nice Vlnttmille- San Remo — Genoa Milan Verona Venice Verona Desensano (Lake Garda) — Rlva — Mori -Trient Bosen Innsbruck — Munich Nuremberg or direct Leipsic -Berlin Frankfort o M. Mayence or Wiesba- den Rudesheim rail or steamer to Co- logne-Amsterdam The Hague Ket- Sdl terdam --Antwerp — Brussels — Ostende London. Fare: 1st '0: 2d rail, 1 st da - 00. Ticket good for 120 daj tlirtf. " -0. 14. 99 — Pisa — Naples — Rome — Florence — Venice — ■ Milan — Como — Italian Lakes — Menaggio — (Lake .steam- er) — 'Lugano — Luino — Pallanz- at — Luino — Locarno — Bale — gj or Heidelberg — Ma rail, Ticket good for 9>6 ck ode in either Hon. I fo. 16. mo — Nice — Monte Car- a — Milan — ' ice — Florence— Pisa — Rome — Naples boat Na- -,,■- aliana to Palermo — by rail to Girgenti — Catania — Syracuse — Taormina — Messina — ?gio — Nan MEK DE GLACE From the Montanvert rail or Rhine steamer fcc pie — Paris — Cherbo . ! Fare: lat els " 2d class rail, .ass steamer. $52,70. Ticket good for 00 days. /.£.• — 7o»/r am ^c mode In t I Hon. Tor; a No. 15. >a — Monte Carlo — Nice — wit: viera steamer to Genoa — Milan— I "hard — Lucerne — Pale — rmrg or Heidelberg — Frankfort o M. — Mayenee — by rail or steam Cologne — Paris — Calais — Dover — Lon- don. Fare: 1st cla- 2 2d class rail, 1st class stear. 15. Ticket good for 00 days. 'TE: — Tour can l>e made in either dtrectUm. Tor;R No. . ">a — Milan — Verona — V ' — Verona — Desenzano — via L da to Riva — Mori — Bozen — Innsb." Landeck . '/. ;\ — Lucerne — St. Gotth'ard — Lugano — I It Lakes; — Menaggio — Be! . mo — Milan — Genoa. Fare : 1st c. "" _ iass rail, _ Ticket good for 66 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. • ■ , ■ ■' .. .- m^M ' p {BBS ^f"i ;r l8 jfp^l^^ 1 " *' fs |jp § i J^f- fS/RP ~~" ' ' ri^wn '^BHrijE^ feto f * 1 kI ' ■ GENEVA, SWITZERLAND Ticket good for 90 days. NOTE: — Tour can be made in either direction. Tour No. 19. Hamburg — Berlin — Dresden 1 — 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- schen — 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 90 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, $61.80 ; 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 AT ST. MORITZ 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- 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 — Wiirzburg — 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. 34£ SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Tour No. Hamburg — Berlin - denbach — Karlsbad Vienna — Salzburg — 28. - Dresden — Bo- — Marienbad — Munich — Stutt- Calais — gart — Strassburg — Paris 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 — liiidesheim or Frankfort o /M. — Mayence — by rail or steamer from Mayence or Rudesheim 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. Tour can be made in either XOTE 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 rail, 1st cla«s steamer, $59.40. class XOTE direction Ticket good for 90 days. Tour can be made in either Tour No. 34. London — Hook of Holland — Tbe 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 o^r 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 direction. can be made in either Tour No. 35. London — Dover — Calais — Paris — - 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. Gottbard — 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. XOTE: — 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. XOTE: — Tour can be made in either direction. Tour No. 37. London — Dover — by steamer to Calais — Paris — Lyons — 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. XOTE: — 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 Rudesbeini— 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. XOTE: — Tour can be made in either direction. Tour No. 39. London — Dover — steamer to Ostendo — 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. XOTE: — Tour can be made in either direction. 350 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Tour No. 40. Naples — Rome — Florence — Venice — Pontebba ■ — - Villach — 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 PREZZI I classe Lire 63 50 II » . 44 80 in » « 29 36 MIIANO Rovjw Brescia Pescffiera Vicenzs Mestre Padoval Verona Abario J VENEZJ Monstfifce / Jw//'. Trevlglio LtOQorsdp ^Cawl'pusterfengt! t Codogno . Pf»c«nza iorgo 5. Donnino Parma RegglofmiM's r BOLO0NA Tour No. 41. Naples — Rome - — Florence — Venice — Pontebba — Villach — 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. Vaiidila giorni 15 PREZZI ! cl. Lire 67 60 II « .47 66 HI . . 31 20 Pbttna JPrato riBEIIXt Tour Naples — Rome ■ No. 42. — Florence — Pisa — Genoa - - Nice - - Genoa — Milan — Venice — Pontebba — Tarvis — Villach — Glandorf — Amstetten — Vienna — Dresden — Berlin — Frankfort o /M. — Wiesbaden — Mayence — rail or steamer to" Cologne — Paris — Calais — Dover — Lon- don. 102. Validity giorni 15 PREZZI ...., .u« lQlas8eLire73 60 ^miwno u , , 51 86 Rogoredo ,„ , . 33 96 Itvta / Jtorebtm 6 VtWnri f6nt$»ni .fastlpufterten^o iCodoqno lorgoS Oortnlno. ,.P3T"rri» JleggretmiH* Modena \§ S»mplerdjr«r>» iENOVA Speciale da Livornc PREZZI I cl L 77 40 II » » 54 45 III » • 36 65 F1RENZE 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. Validita giorni $0 PREZZI 1 olasse Lire 119 80 II » » 78 20 III • » 60 60 ■poBtlt**'* 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 : 1 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 I classe Lire 137 .60 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. NOTE: — Tour can be made in either 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 — Visp — 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:- direction. -Tour can be made in either 116. Validita giorni 45 SanHtll Ollvs*sa^ Novirt MILAN0 [T R>*1 \i erceth ^»rwrre v i9 1 1 o iTrofareilo. ^Astt Brestiff >AL£SSANORIA 4Nlij» \N0vitf9ure 1 Rpnco Sampit.-dsran* .0 EN OVA Cbtevart Spezta , Sarzana .Avema. 1 Viang, a to VERONA^Vlcehz* Mostre Padova^ ENEZIA/ onse Rovii Fertar PREZZI I classe Lire 149 II > . 98 III > » 63 Tour No. 46. Naples — Rome — Florence — Venice — Milan — Chiasso — Lugano — Bel- linzona — 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. 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 LMavan k MILAN0 k.BOVStO .Brescfa PRE2ZI I cl. L. 161 II » » 100 III * > 64 Tour No. 48. Naples — Rome — Florence — Venice — Pontebba — Tarvis — Villach — Glan- dorf — Amstetten — Vienna — Linz — Salzburg — Munich — Lindau — ( Lake Con- stance) Zurich — Lausanne — v 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, $40.15. Ticket good for 90 days. NOTE: direction. -Tour can be made in. either 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 r.re 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 vice 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 (Ca*- hax), Roscoff, Brest, Quimper, Douarnenez, Pont TAbbe, Concarneau, Lorient, Quiberon, Vannes, Savenay, Le Croisic, Guerande, 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 ($28.61). 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, (Petit Croix, 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- leme, Tours, Orleans, Paris, London, or vice versa. Available for 45 days. 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, Guerande, 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 EEL — 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) 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 Cbss, £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. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 355 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, £3/3/0 ($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, Blois, 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, Cerbere, 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) Fra. 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, Bagnores- de-Luchon, Pierrefitte-Nestalas, Pau, Bavonne, Paris. (Valid 30 days.) 1st. $ ;i2.10 Frs. 164.50 2d. $ 24.00 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. $ 31.90 Frs. 163.50 2d. .$ 23.90 Frs. 122.50 3d Itinerary. — Paris, Bordeaux, Arca- c-hon, Dax, Bayonne. Pan, Pierrefitte- Nestalas, Bagneres-de-Bigorre, Bag- neres-de-Luehon, 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, Loches. 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. $ 16.78 Frs. 86.00 2d. Frs. 12.29 63.00 2d I tin nary. — Paris, Orleans, Blois, Amboise, Tours, Chenonceaux, and re- turn to Tours. Loches, and return to Tours. Langeais. and back to Paris I ria Blois or Vendome). (Valid 15 days.) 1st. 2d. $ 10.54 $ 8.00 Frs. 54.00 Frs. 41.00 RHINE TRIPS. x 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 6d. 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 the Cologne and Dusseldorf Company. The journey from Cologne to Mayence oc- cupies about 121,4 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 'S8V2 miles, from Coblenz to Cologne 59t£ miles, 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 your ticket before going on the steamer, do so immediately at the purser's office, as otherwise you might be 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. The 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. If. is quite customary to call for the hotel bill where a slop of several days is being made, ^'\'^>vy day or so, in order to avoid the fictitious charges. The traveler should not think it strange if some hotels present bills daily. ft 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 descrip- 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 referred 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 Kdlner 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 be very insistent in making sales. This famous specialty of Cologne can be obtained from the Johann Marie Farina, opposite the Julichs-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 tbe 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 AT ANDERNACH 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, A small Rhine guide will give all the points of interest. If it is possible, a stop should be made at Konigswin- 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 tlirough 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, 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 Mo- dane. Thence Chambery, Culoz, Bourg (or Lyons), Macon, Dijon, Paris, Lon- don, or vice versa. (818.) Going via South of France, returning via Mont Cenis. 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 2nd Class Via Southampton 1st Class 2nd Class 7 6 10 10 10 7 13 10 1 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 •; 11 1 8 8 1 l 10 12 3 7 14 8 14 19 3 10 13 1 13 10 9 10 s 13 7 9 4 3 15 17 O 11 5 3 14 7 9 10 2 10 13 18 4 9 16 5 16 9 6 11 13 7 15 3 10 11 1 14 10 10 10 4 9 16 13 1i) 11 16 7 15 4 7 10 14 14 15 1 10 7 8 360 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Via Boulogne or Ca- £ s. d. lais 1st Class 11) 3 2nd Class 13 6 4 Via Dieppe 1st 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 Chiasso and St. Oothard. 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- £ s. d. lais 1st Class 12 17 5 2nd Class 10 1 Via Dieppe 1st Class 11 8 1 2nd Class 8 7 5 Via Southampton 1st Class 10 18 6 2nd Class 8 11 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 14 1 2nd Class 10 6 7 Via Dieppe 1st Class 12 11 8 2nd Class 3 11 Via Southampton 1st Class 12 2 1 2nd Class 8 17 7 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 14 16 2 2nd Class 10 16 7 Via Dieppe 1st Class 13 6 10 2nd Class 9 14 Via Southampton 1st Class 12 17 3 2nd Class 9 7 7 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 16 1 8 2nd Class 11 10 7 Via Dieppe 1st Class 14 12 4 2nd Class 10 8 Via Southampton 1st Class 14 2 9 2nd Class 10 1 7 £ s. d. 13 13 3 10 4 12 3 10 8 17 9 11 14 4 8 11 4 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 Cents, returning via Chiasso and St. Gotlurrd. 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, Placen- 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 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 1 394 — 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- 14 8 o 10 7 10 12 18 !) 9 5 Q 12 9 3 8 18 10 15 8 7 11 s 13 19 3 9 18 1 13 9. 8 9 11 s 16 1 1 11 9 14 11 8 10 6 4 14 2 2 10 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 361 sina, Reggio, Metaponto, Naples. This extension must be decided upon at the time of booking. Via i Boulogne or Ca- £ s. d. lais 1st Class 18 13 9 2nd Class 13 3 Via Dieppe 1st Class 17 4 5 2nd Class 12 4 Via Southampton 1st Class 16 14 11 2nd Class 11 14 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 THE SOUTH. First Itinerary — Gibraltar, Algeciras, Ronda, Granada, Malaga, Jaen, Alcazar, Madrid, Toledo, Cordoba, -Sevilla, Jerez, Cadiz, Bobadilla, Ronda, and back to Gibraltar, or vice versa. $47.35. Limit, 45 days. Distance, 2,431 kilometers. Second Itinerary. — Gibraltar, Algeci- ras, Ronda, Granada, Malaga, Sevilla, Cordoba, Bobadilla, Ronda, 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, Algeci- 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, Badajoz (or Sevilla, Tocina, Merida, Badajoz), 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- Bou-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-Hendaya, 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, Badajoz, 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 Port- 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, Redondela, 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 davs. 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. KILOMETRTCAL 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 8,200 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 ottered probably at about the same rates. Consult the tourist agencies. TOUR NO. 1. Section I. — 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, Beyront, 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- raeus, 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 Wednesdav, 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 York 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 "Canopie." 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. "Canopie," $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 York on Saturday, March 26, 1910. by North German Lloyd Steam- ship "Konig Albert" and from Boston by White Star Line Steamship "Canopie" on Thursday, March 24, 1910. Route. — New York. Algiers (or Bos- ton, Azores. Madeira, Gibraltar, Algiers), 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 52 days by S. S. "Konig Al- bert," $465: tour of 54 days by S. S. "Canopie," $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, Shanhai- 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, Hong 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." #o«£e.— San Francisco, Honolulu, Yo- 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. 361 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 " fWill be spent visiting the highly 9th " -t. interesting Temples and Tombs 10th " [ clustering in and around Luxor. 1 1th " —Excursion to the Temple at Edfou. 12th " — Arrive at Assouan early afternoon. 13.th " — Visit the famous Island of Philae, with its numerous archaeologi- cal treasures, and to the Cata- ract. 14th " — 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 Hong 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. Same 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 Hong 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 York 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. ■> Tour Twelve. 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 ; 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 Hong 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 direct 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 quoted 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 P. & 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 the above a great many side trips can be arranged for. The above tours can also be reversed. Naples. — By all means spend the night at Pompeii. Hotels are cheap -and good. Vesuvius 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. 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 from-EAST Anglia Norwich (Conn.) Norwich. Cambridge (Mass., Me. Vt. and N. H.) Cambridge. Lynn (Mass.) Lynn. Ipswich (Mass.) Ipswich. Ipswich River (Mass.) Ipswich River (Or well). Woodbridge (Conn.) Woodbridge. Harwich (Mass.) Harwich. Harwich Port (Mass.) Harwich Port. Colchester (Vt. and Conn.) Colchester. Chelmsford (Mass.) Chelmsford Yarmouth (Mass.) Yarmouth. Sudbury (Mass.) Sudbury. Groton (Mass., Conn., Vt. and N. H.) Groton (book to Sud bury). Framingham (Mass.) Framingham. Newmarket (N. H.) Newmarket. Cavendish (Vt.) Cavendish. Needham (Mass.) Needham. Wells (Vt. and Me.) Wells. Burnham (Me.) Burnham. Brandon (Vt.) Brandon. Thetford (Vt.) Thetford. Attleboro (Mass.) Attleboro. Braintree (Mass. and Vt:) Braintree. Maiden (Mass.) Maiden. 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. 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, out-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 town 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 1 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- n ix 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 ; ( - 1 whether single or double bedded rooms; (3) the floor; (4) the day and 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; (6) 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 a nival 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 (lie 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 lie 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 the food; the clothes are apt to 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 witii the aid of these tables much inconvenience may be ob- viated. Blanchi&sbrib, ®b GrbweljiM Bianchissace t Location oeIinse ^°t Leon Edki.IiVk <• -> v 14, Rue Rougctdc lisle A FRENCH LAUNDRY BILL PAID BY THE 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 i 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;i 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 arnphi- t'lriitcr. 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 ga ■PH 0>*3 <3 r- 01 .2.JJP g« '3 0"3^ =3 "5 S 3 5- K ,'r h ►j r^iilliwilji 1 M i.lfJJ, JSiUU nil In IJUiUiJjJiJN! iliiiifisiiiiisslillll'i rH CI X <* >C 50 |.«lffi © i«H OlCO-f 'O 3l» r /jaOH CI CO -t< Ifl © I - 00 © O »H 1 CO -f >o © I~ X © © ^H C) CO ■* Ifl ^^^H^HrHrHrHr-lfHtHINlNIN CICI0ICICl0l0lCOCOCOCOCOCOCOCOCOCO-t<-t<-*-t<-t<-r '5 ppH » o a h * a al g q ® a a? « 2 as ii 15 S s *§&! | 1 s -2 K g.S o o « * - ■- m $ S--J3 5^ a -§ f« I -a- 00 Ci o ^ oi cc -t >o '£> i^ c/D Ci c rH c i CO -r >0 cicioioioioioi:ocococo^fOcococcico^"*-^-f-r-f a BJ'S ■ ° a u c H a kS* e DQ ■- s a - 3 to O o p - fe, w x SS •/ s o (B * 95 O O 99(33 > > 3 a •a ft q, d eg /, - S : : : :' Q o '- O a * , . 8 ~ -S — a f S'3'®'* W 1.* ti I Till- lalifs B 9-iiilll^^ 5§-i|5-6la r« (fl ** ^* ^ *' ^_. /•?! • wj v-* o 'O t^ c- c ih e i co -f w so i - vd cs © ^ oi ro *r >o oioioioioioicicOTOCorocorooococOfC'^'r-ti-r-r-r' to '/> 3 >C o 3 -w « a -r< fc s « ^ * ,J5il § 8 3 -a 3 1 'SI rH 0-1 CO -* >^ © t - 00 © © -i 1 CO -f 1 0) © I - X ■Z- © - 1 1 : -t > O © t - X © © — 1 CO -V ' O. © I ^ X © © •- hhhhhhhphhhcicici oioioioioioioico:o:o co :o co co :c « :o t i"t i< -r ->< 170 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL X / (VI e» a • | > « «< HOTEL CONTINENTAL Mori: i.h i.iNiie N- ./ rtftod ttu bltnchi§not 1$ jT&. —~j £. ,, pour ny poui tin rendu It . / "tft^uatd*^ S/ /<■*. ,*•«•<■.«'.' MIIMWni ( !^"'^ i' / / I yd, '".I ' ',, ile nun — lit) Si.lr lie fll.lir.llr. Plutroni iiuiir.iin t>evanU ill I lirinlMr. I '»l«l._..|IBl *' * fltntlli lie ime I' Ulinllr.il (li> ion Mom holm 1'i.nlanle I' nil k Qflll I 1 .1.1 II. Mini. Iiellee (I'aiir.-.! (i«i>.e» I nii'li rn Hat ile i ..I, .ii tie I... ..> — • le amit — - lb... ..II... ..lull |rJn - — eoio -* Uoiineln .1. . ..(.in I'aiilalwu* tie loile. ■if irtif Ijilete I. Unfile (Oil. d« .ir»|. Hor4i Jr K iiru I'ulrluln l,.i|r . ' . , , . dr»p. Vo»tc» ll.nrllr . . ..... 1 .-.l.ll. ., ,-.. Knliee ile ohainbre. NaxvlaUee . ...,,., Drupe . - _•■**— "% ix NIIMIIIII I.IH(,I fii> rikir.ii (neiini.ee II.. I... •!.- null I'M/ >"l I l..|..,,.. .le M.nelle llaUyeueee |-hmI,.I.,i,« I ■..!.- !..».« e . maegr I. III.; Me. telle . Otmltolti • ortafti M,,.. iiii .«•- aula < <>■!■<-!•> I'eljjI.Ollr, MoUnlivire Peultrtfi Go)i Urivtioi Hell l. rut* Meiiiliea (I'airna) Men. hell"* Ilea ilr. n i> Iiii i — — ...i. — I'lr.lill. I i>i|>e ile Mi line , Hoimfcte inn I |oui br.rvlelloe li.lili.ne <| r (einine do . Ilelliliio IIIIMohl Mill. I liil.U I Illl. II. belie. .. * l.einl.-re .l«- mill PlIlltlOM I'nltl I'milnl-iiii. lleiielle. ,,. « lllll>ll(/r ll.il.o < IMhrli. < nni '""• Menrllr,. l<«ll||r.e ilr (lunrll. •1. |>lqu« bervleile. I'rllMIIMn « .1* M.iim lire . . M. hi. I.., u» I -.l.ll. .. Juponi U <•»• He. ll'mioe) llnvrlln. Hloueoe Vealee .. l'l; I ;N( ii LIST OF i \indi;n t\kkn \\\ \ \ PART II LIST OF 2,000 HOTELS No list of hotels can be given which can be absolutely relied upon as being- accurate for any great length of time. We have, however, before us, and re- print, a list of hotels dated December 23, 1909, which was issued by a lead- ing tourist agency as being the names of first class hotels. This list '"A" may be considered to be of quite some value, as practically all the hotels seem to be well spoken of in guide books, such as Baedeker, etc. These hotels accept the coupons of the largest tour- ist agency (seepage 383) at a uniform rate of $2.(50 for rooms and all meals or coupons to the value of $2.00 for rooms, light, service, plain breakfast dinner, $2.15 for meat breakfast. In the subsequent editions of this book it is hoped that lists of hotels com- piled on an entirely new plan may be included. Hotels marked "V" provide full board for $4.00 per dav. hotels marked "W" $3.00 per day. We also append a list of hotels "B," in England. Scotland. Ireland. North of England, Isle of Man. and English Lake districts. This list was obtained from the same source and is believed to be reliable. We also include another list of hotels "R," where the scale of charges is lower. Where instead of the ex- pense being about thirteen francs a day, the expense is about nine and a quarter francs a day. We term this a list of "moderate priced hotels." In all of these hotels special hotel cou- pons, which can be obtained from the tourist agency mentioned, are accepted. There are, however, very often certain extra charges, regulations, etc., which affect to some extent the use of these coupons. Those, however, who use this means of payment for accommodations will be advised by the literature of the company issuing the same of all the variations from standard conditions. These supplements are rather annoy- ing, but are necessary in places like Munich this year, where a 2-mark supplement is required. Please read the text carefully before selecting a hotel. LIST OF FIRST-CLASS HOTELS "A" All the Hotels in the following list are not open during the entire year. ^Closed in Winter. fCloSed in Summer. HOTELS IN FRANCE, FRENCH SAVOY AND CHANNEL ISLANDS. Hotel Coupons Accepted. If you are using coupons make known the fact immediately on arriving. Rates $2.60 — $3.00 except hotels marked "V" and " TT" of the hotels accept coupons for full board at $2.60 without supplement, but the rate '— $3.00 covers all possible contingencies. See text above. All these hotel* accept cash payments as well as coupons, usually on fully as good terms, but the coupon* are often convenient. International Palace Hotel Grand Hotel Louvre et Savoy* Grand Hotel et Restaurant du Mont Revard* Hotel du Pavilion Grand Hotel d'Ajaccio et Conti- nental Grand Hotel de France ■ilk (Savoy 1 — Hotel Million rd-les-Bains — Grand Hotel des Bains ns — Hotel de l'Univer* Ampiiion (Lake of Geneva^ — Grand Hotel des Bain* Aix les Bains Ajaccw Angers — Grand Hotel A ngoulente- — Grand Hotel du Palais y — Grand Hotel dAngleterre et Grand Hotel Antibes Grand Hotel! -and Hotel du Car. Arcacfion ! Hotel des Pins et Continental Grand Hotel de Franc-.- Argeles-Gazoet — Hotel de Fra, Aries — -Hotel du Forum A vigiion — Grand Hotel de l'Europe Awaitches — Hotel de France 371 372 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Hotels at $2.60— $3.00 Read text carefully FRANCE, FRENCH SAVOY, &c— Continued Bagneres de Bigorre — Grand Hotel Beau Se- jour f Grand Hotel* Bagneres { Grand Hotel des Bains* de J Grand Hotel de Luehon et du Luchon [ Casino* Bagnoles de I'Orne — Hotel de Paris Bayonne f Hotel du Commerce \ Hotel Saint Etienne Beaulieu ( Hotel Empresst 1 Meyer's Victoria Hotel Belfort — Grand Hotel de l'Ancienne Poste Bellegarde — Hotel de la Poste Bescmcon — Grand Hotel des Bains Salins f Hotel de Bayonne et Metropole Biarritz \ Hotel Regina, V [Hotel Victoria, W f Hotel de France Blois \ Hotel du Chateau [ Grand Hotel de Blois, W Bordeaux — Hotel de France Boulogne — Grand Hotel Christol and Bristol Bourbonne-les-Bains — Hotel des Bains Bourg d'Oisans (Isere) — Hotel de l'Oberland Francais* Bourg-en-Bresse (Ain) — Grand Hotel de France Brest — Hotel des Voyageurs Brlancon — Gd, Hotel de Briancon Brides les Bains — Grand Hotel de3 Thennes * Caen I Hotel de la Place Royale 1 Hotel d'Angleterre Calais — Grand Hotel Cancale — Hotel du Guesclin* f Hotel Splendidet Hotel Grande Bretagnef Hotel de la Plage t Hotel de Hollande et de Russiet Gordon Hotel Metropolef. V Gallia Hotelt, V Hotel Gray et d'Albionf, W Hotel Prince de Gallesf, W Rost's Continental Hotelf, W Cap Ferrat (?ir. Beaulieu) — Grand Hotel du Cap Ferratti W Cap Martin — Hotel Bella Rivat- W Carcassonne — Hotel St. Jean Baptistc Cauterets / Hotel Continental* \ Grand Hotel d'Angleterre, W Cerbere — Buffet de la Gare Cette — Grand Hotel Chalons s. Marne — Hotel de la Haute Mere Bieu Chambery j Grand Hotel de France t Buffet de la Gare [ Grand Hotel d'Angleterre* j Hotel de Londres Chamonix - 1 Hotel Roval et de Saussure* I Hotel Mont Blanc* Chartres — Hotel de France f Hotel de l'Aiglc et d'Angleterre Cherbourg \ Grand Hotel dtl Casino ( 1 1> rmont-F errand — Hotel de la Poste Compiegne J Hotel de la Cloche \ Palace Hotel*. W f Hotel de l'Establissement ] Hotel Cosmopolitan* Cannes Contrcxcville [ Grand Hotel Dieppe { Wharf Buffet (Meals only) I Royal Hotel* Dijon / Hotel de la Cloche 1 Hotel Jura Dinan — Hotel de Bretagne Dinard — Hotel de la Plage et du Casino* Dunkirk — Hotel du Chapeau Rouge Echelles — Hotel Durand Epernay — Hotel de l'Europe Epinal (Vosges) — Hotel de la Poste Etretat / Hotel Hautville \ Golf Hotel et Roches Blanches. W Evian — Hotel du Helder Evreux — Hotel du Grand Cerf Fecamp — Grand Hotel des Bains et de Londres* Gap — Hotel du Nord Gavarnie (Hautes Pyrenees)— Hotel du Cirque et de la Cascade* Gerardmer — Grand Hotel du Lac* { Grand Hotel Granville { Hotel du Nord et des Trois ( Couronnes Grasse — Grand Hotelt. W f Grand Hotel Grenoble \ Grand Hotel Moderne et des Trois [ Dauphins Guernsey — Gardner's Royal Hotel Havre j Hotel Continental \ Hotel de Normandie Hendaye f Grand Hotel (Basses ■{ Hotel de France et d'Angle- Pyrenees ) { terre ( Hotel des lies d'Ort Hyeres — \ Grimm's Park Hotel 1 Hotel Costebelle, W Jersey — Grand Hotel La Baule — Hotel Royal* La Bow- [ Hotel de l'Establissement boule { Grand Hotel* i Splendid Hotel et Beausejour, W La Grave — Hotel de la Meije* Le Fayet-St. f Terminus Hotel Buffet de Gervais ■{ la Gare (Haute Savoie) { Le Maris — Hotel de France Le Puy — Hotel des Ambassadeurs Les-Grandes-Dailes — Grand Hotel de la Plage* Lille — Hotel de l'Europe Limoges — Hotel Callaud et de la Paix Reunis Lion-sur-Mer — Grand Hotel* Lourdes f Hotel Royal (Hautes J Grand Hotel Heins Pyrenees) ) Grand Hotel du Boulevard ( Hotel de la Grotte Lovagny — Hotel des Gorges du Fier Luxeuil-les- /Grand Hotels Metropole* Bains ( Vosges) \ du Pare,* des Thermes* Luz (Hautes Pyrenees) — Grand Hotel de FCnivers Lyons \ Grand Hotel du Globe \ Grand Nouvel Hotel Lyons Perrache — Station Buffet Macon — Grand Hotel de l'Europe et d'Angle- terre SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 373 Hotels at $2.60— $3.00 Read text carefully FRANCE, FRENCH SAVOY, &c— Continued Marseilles — Hotel du Louvre et de la Paix Martigny-les-Bains (Vosges) — Hotel Inter- national* Hotel Bristolf Hotel Prince de Galles Hotel de Mentonf Hotel Grande Bretagnef Mentone { Winter Palace Hotelt. V Hotel des Anglaist, W Hotel Westminster)-, W { Hotels d'ltalie and Bellevuet, W Mers — Hotel du Casino* Modane \ Hotel International 1 Station Buffet Monaco (Condamine) — Hotel Bristol f Hotel Savoief | Hotel de Londres Monte | Hotel d'Albion et du Littoral Carlo— { Hotel Windsorf, V | Hotel Balmoralf, W I Hotel des Anglais et St. James, W ( Monte Carlo Palace Hotel, W Mont Dore — Nouvel Hotel, et Hotel de la Poste* Montpelliei — Grand Hotel Mont St. Michel — Etablissements Poulard Reunis Nantes — Hotel de France Grand Hotelt Hotel Beau Rivage Hotel Metropolet Nice — J Queen's Hotelt Hotel du Rhint Hotel Terminus Station Buffet Langham Hotelt, W Nice j Hotel Pavilion Victoriat (Cimiez) \ Hermitage Hotelt. V Nimes — Grand Hotel de Luxemburg Orleans j Hotel Terminus \ Grand Hotel St. Aignan, W Parame j 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 dAutriche 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 Elysees 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. Pau J Hotel du Palais et Beau Sejour 1 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 — [Grand Hotel \ Hotel du Lion d'Or, W Roscoff — Hotel des Bains Rouen — / Hotel de la Poste I Grand Hotel d'Angleterre, W Royanles Bains — Grand Hotel* f Hotel Splendide Royat- J Grand Hotel du Pare et Metropole* les-Bains ] Grand Hotel de Lyon* [ Grand Hotel*, W Saleve (Mountain Health Resort, Monnetier — Hotel Bellevue Salies de Beam ( Grand Hotel du Pare* (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- J 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 Palacet St. Lo — Hotel de l'Univers f Grand Hotel de France et Cha- St. Malo \ 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* f Grand Hotel de l'Europe et du Toulouse \ Midi Reunis [ Grand Hotel Tivollier Tours / Grand Hotel de Bordeaux 1 Hotel Metropole, V Trieze Arbres (Savoy) — Station Buffet Trouville — Hotel Bellevue* Yannes j Hotel du Commerce et de l'Epe"e 1 Grand Hotel de France ( Hotel du Portugal* Vernet-les- •{ Hotel du Pare Bains { Hotel des Bains Mercader Versailles — Grand Hotel Moderne Vichy — Grand Hotel des Bains, W Vic-sur-Cere — Grand Hotel* Vittel— Central Hotel* Vizzavona (La Foce, Corsica) — Hotel da Monte d'Or* 374 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Hotels at $2.60— $3.00 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 i Grand Hotel Kurhaus \ Hotel National Aigle J 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 A rolla— Hotel Mont Collon* Arosa — Hotel Seehof Axenfels — Grand Hotel* Axenstein — Hotel Axenstein* Baden / Hotels Hinterhof and Staadhof \ Grand Hotel*, W ( Hotel Euler and Grand Hotel J Hotel Continental Bale ) 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 j Hotel Bellevue \ Station Buffet Bex J 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 / Hotel de la Couronne et de la Poste 1 Buffet de la Gare Internationale Br is sago — Grand Hotel* Brunig — Grand Hotel and Kurhaus* Brunig Railway j Station Buffet (meals only) I Grand Hotel and Kurhaus* W f Hotel Adler* Brunnen \ Waldstatterhof Hotel 4 Cantons* { Eden Hotel and Pension* Bulle — Hotel de l'Union f Park Hotel* Burgenstock \ Palace Hotel*, V 1 Grand Hotel*, W Campfer (St. Moritz) — Hotel Campfer* Caux — Grand Hotel du Caux*, W Chamounix (Savoy) — See under "Hotels in France" Chateaux d'Oex / Hotel Berthod I Grand Hotel, W Chatelard Frontiere — Hotel Suess du Chate- lard Chaux de Fonds — Hotel de la Fleur-dV-Lis Chexbres (near Vevey) — Hotel Belle Vue Ch rwalden — Hotel Kurhaus Krone* Clarens — Hotel Royal Coire — Neues Hotel Steinbock Davos I Grand Hotel Seehof Dorfli I Fluela Post Hotel f Hotel d'Angleterre Davos Platz < Grand Hotel Kurhaus, W 1 Grand Hotel Belvedere, W Disentis — Disentis Hof* Eggishorn — Hotel Jungfrau Einsiedeln — Hotel du Paon [ Hotel and Pension Bellevue- J Terminus Engelberg 1 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 Frtbourg — Hotel de la Gare Frutigen — Hotel Bellevue* ( Hotel Furka* Ft-.rka I 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 f 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 tein (near L xerne) — Hotel Schloss Hertenstein* Hospenthal — Hotel Meyerhof* ( Hotel Metropole* Grand Hotel (formerly Beau I Rivage)* Interlaken j Hotel Victoria* Hotel Jungfrau* I Hotel National* I 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 [ Hotel Cecil Lauterbrunnen — Hotel Steinbock Les Avants — Grand Hotel Le Sepey (Ormonts) — Hotel de la Couronne et la Comballaz Lenkerbad — ( Hotel des Alpes* 1 Hotel de France* Liestal — Hotel des Salines Little Scheidegg ! Hotel Bellevue 1 Buffet Restaurant f Grand Hotel Locarno ] Hotel du Pare ( Hotel Metropole Lode — Hotel Jura SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 375 Hotels at $2.60— $3.00 Read text carefully SWITZERLAND, &c— Continued f Hotel du Cygne Hotel Victoria Hotel du Lac Chateau Giitsch* Lucerne ) Hotel de l'Europe* Lake of Lucerne Steamers (meals only) I Palace Hotel*, V f (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 Pare, W . Hotel Splendide*, W Lungern / Hotel du Lion d'Or \ Hotel and Pension Kurhaus* Martigny ] Grand Hotel du Mont Blanc* 1 Hotel Clerc May ens de Sion — Hotel de la Dent d'He'rens* Meiringen — Hotel du Sauvage* Merl ngen — Hotel Beatus Mont-Barry-les-Bains (Gruyere) — Grand Hotel les Bains* I Hotel Monte Generose, Station Monte i Bellavista* Genero.o { Hotel Kulm, Station Vetta Kulm* f Montreux Palace and Cygne Montreux ■{ Grand Hotel Chateau Belmont [ Hotel National Morgins (Valais) — Grand Hotel des Bains* Morschach (Lake Lucerne) — Hotel Frohnalp* Mt. Pelerin {near Vevey) — 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 Nei.chatel \ Rivage [ Hotel des Alpes et Terminus*, W Neuhausen — Hotel Schweizerhof* Oberalp — Hotel Oberalpsee* O. chy ( Hotel Beau Rivage \ Hotel du Chateau* Pfaefers — Hotel et Bains PdatyS / Hotel Klimsenhorn* (Hotel Pilatus Kulm* Pontresina — Hotel Kronenhof Promontogno — Hotel Bregaglia* { Hotel Quellenhof* Ragatz — \ Hotel Ragatz* [ Hotel Bristol* Reichenbachfalle — Grand Hotel des Alpes* Rigi-First — Hotel Rigi-First* Rtgi-Kaltbad — Grand Hotel and Pension*, W Rigi-Kulm — Hotels Rigi Kulm and Schreiber* Rigi-Scheidegg — Hotel Rigi-Scheidegg* Rochers de Naye — 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'Obenvald Savagnino — Hotel Pianta Saxon j Grand Hotel les Bains \ 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*, W 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) f Hotel Bellevue* » * I 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 Vallee des Ormonts — Hotel des Diablerets* Vermala s. Sierre — Forest Hotel Vernayaz — Grand Hotel des Gorges du Trient* f Hotel des Trois Couronnes Vevey I Grand Hotel Vevey [ Hotel d' Angle terre Villeneuve — Hotel Byron Visp — Hotel de la Poste Vitznau J Hotel Vitznauerhof* \ Park Hotel* Weesen (Lac de Wallenstadt) — Hotel Speer Weggis — Hotel Bellevue* Weissenstein (Solothurn) — Kurhaus Weissen- stein Wengen — Grand Hotel and National Yverdon — Hotel des Bains* 37G SCIENTIFIC AMERICAN HANDBOOK OK TRAVEL Hotels at $2.60— $3.00 Read text carefully SWITZERLAND, &c— Continued I Hotel Mont Rose* J Hotel Zermatt* Zermatt ) Hotel du Mont Cervin*. ( Hotel Victoria, W Zug j Hotel du Cerf I Hotel Bahnhof Zug (Mountain) — Hotel Schonfels* \\ Zuoz — Hotel Concordia Hotel Uetliberg (on Mount Uetli)* Hotel Royal Habis Bellevue au Lac and Palace H., W Zurich ) Grand Hotel et Baur en Ville, W Dolder Grand Hotel*, W Grand Hotel National, W ITALY AND SICILY Acireale — Grand Hotel des Bains Alagna — Hotel Monte Rosa* Alassio f Grand Hotel Alassio ( Salisbury Hotelt Amalfi — Hotel Cappuccini A nacapri— Hotel Eden Molaro Ancona I Hotel della Pace \ Hotel Victoria Aosta — Hotel Royal Victoria* Arona — Hotel St. Gothard A 88isi — Hotel Subasio Bagni di Lucca — Hotel Continental Baveno / Hotel Belle Vue* \ Palace and Grand Hotel*, W Bellugio j Splendide Hotel des Etrangers \ Hotel Grande Bretagne*, W Belluno j Hotel des Alpes* \ Albergo Central Capello Bogliaco—-(.irsina. Hotel Bogliacot Bognanco — Grand Hotel* f Hotel Brun Bologna { Baglioni's Grand Hotel d'ltalie ( Station Buffet* Borcu — Palace Hotel des Dolomites f Royal Hotelt J Hotel Savoy Bordighera 1 Hotel Hesperia { Grand Hotel du Cap Ampegliot.V Bormio — Nouveaux Bains de Bonnio Brindisi — Hotel International Brunate (Como) — Hotel Brunate Cadenabbia j Hotel Britannia I Hotel Bellevue*, W Cagliari (Sardinia) — Hotel Scala di Ferro Capri j Hotel Quisisana \ Hotel Schweitzerhof Ca8amicciola (Ischia) — Hotel Piccola Senti- nella Ca8tellamare-di-Stubia — Hotel Quisisana Catania ( Grand Hotel Bristol et du Globe \ Hotel Grande Bretagne Ceprano — Station Buffet Cernobbio— Hotel Villa d'Este*, W Certosa di Pavia — Restaurant Milano Chiavenna I Hotel Conradi \ Hotel National Chiesa — Grand Hotel Malenco* Como— Plinius Grand Hotel*, W \ Courmayeur ( Hotel Royal* \ Hotel de l'Union* f Hotel Terminus d'Espagne Domo d'Ossola — < International Station Buffet \ (meals only) Hotel New York Hotel Minerva Florence — J Florence and Washington Hotel Grand Hotel Baglioni Grand Hotel, V Hotel Grande Bretagne, W Foligno — Station Buffet Fraacati — Hotel Tusculum Gardone Riviera (Garda) — Grand Hotel* Hotel de la Ville Hotel Continental Hotel de Londres Genoa — J 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 Lyskamrn Intra — Hotel de la Ville Ivrea — Hotel Scudo di Francia La Cava — Hotel de Londres Lecco — Hotel Bellevue au Lac Leghorn — j Grand Hotel 1 Hotel Angleterre et Campari Levo (Lake Maggiore) — Hotel Levo Lucca — Hotel de l'Univers Luino / Grand Hotel Simplon-Terminus \ Station Buffet Madesimo — Etablissement des Bains* Mantua — ! Grand Hotel Acquila d'Oro Menaggio j Hotel Menaggio* \ Hotel Victoria*, W Hotel de l'Europe Hotel de Nord et des Anglais Milan J Grand Hotel Royal Hotel Cavour, V Grand Hotel de Milan, W Hotel Continental, W Misurina — Grand Hotel Misurina* Mon8ummano — 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 Hotelt, W Nervi — Grand Hotel et Pension Anglaisef Orbetelh — Station Buffet Orvieto — Grand Hotel Delle Belle Arli Padua — Grand Hotel Fanti Palermo I Hotel de France \ Grand Hotel des Palmest, W Pallanza j Hotel Eden \ Hotel Metropole Pegli — Grand Hotel de la Mediterrane"e Perugia f Grand Hotel Brufanl 1 Palace Hotel "->.< :> - f'.::s. a . r., ; .'.;.>.•■■ ■-. - h.v-a •> : >,-. -.**- •..-. h.4^ - -> .-.-... . r.:t, '...■■, ;:w. :>- -. v -• - ■ ■ ■-■■ . :■■: . ; .- :-. .-.>-, >•. .> > ;-, .• • ■'.;■■< :' »-- .-/.. ;:-.-*. v.- ^ .*a*if Hotel Ttraa** ■>.■■.: ?.»■-;■ ... • - - ! • 7/ 7*, WjfLLAZIJ, THJE &f f m. -; \vv ; ■..:■■• , ^-.:--. > - ■ '->.. , -..-. > fiee* t m marred i* tfce crcang, T%e Ahmet mttkm *A Urn fcrteJ v, .>-.-. ■ •■-.= ^\- : , >.-■-.-;-„ -,-.-. '-.• •-> .-• -. '..i, AUuuim BrttJCmtmUMtm - ■,->*--. > >.-<- .--.•=,•>-■ ;f-.v .> ., ;-.-•,> Ayrtm — Oraftd IbsM - ; ?,--.;.< ~.ss .-: Bt4t W V-v- .-: ?:.-.-^. AwHterp , Hr*A dk rE>. .*:*-.> .^ i >, • Are*—&t*AXie*t0n* - s : 378 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Hotels at $2.60— $3.00 Read text carefully BELGIUM, GERMANY, &c. — Continued. Bozen / Hotel Kaiserkrone {Tyrol) I Hotel Victoria Breda — Hotel Swan f Hotel de la Croix Blanche Bregenz { Hotel Montfort I Station Buffet Bremen / Hotel de l'Europe 1 Hillman's Hotel, V Brennerbad (Austria) — Grand Hotel Sten- zingerhof*, W Breslau — Hotel Vier Jahreszeiten Broussa (Turkey in Asia) — Hotel d'Anatohe Bruges /Hotel de Flandres, W . \ Grand Hotel du Commerce | Hotel de la Poste | Hotel du Grand Miroir Brussels \ Hotel Belle Vue et Flandre I Hotel Metropole, W [ Grand Hotel, W Note. — These hotels require supplements not exceeding 2 fr. on bedroom section U910). Bucharest (Roumania) — Hotel Splendid f Grand Hotel Hungana Budapest { Hotel Queen of England { Hotel Continental Budweis — Hotel Kaiser von Oesterreich Capellen-Stolzenfels — Hotel Bellevue Carlsbad I Hotel Wurttemberger Hof \ Hotel Savoy West End*, V Carlsruhe — Hotel Germania Cassel — Hotel Royal Cettinge (Montenegro) — Grand Hotel Coblence — Grand Hotel Belle Vue Cologne / Hotel Disch, W (Germany) \ Hotel du Nord, W Constance / Hotel Hecht \ Hotel Insel*, W Constantinople — Hotel d'Angleterre et Royal Cortina / Hotel Cristallo* \ Hotel Miramonti* Cracow — Grand Hotel Creuznach — (See Kreuznach) Dinant ( Hotel des Postes* \ Hotel de la Tete d'Or* Donaueschingen (Black Forest) — Hotel Dordrecht — Hotel Orange ( Grand Union Hotel (near Alt Dresden \ Station) [ Hotel Continental Durrheim — Hotel Kurhaus* Dussel- / Hotel Heck dorf \ Hotel Monopol-Metropole Echternach — Hotel du Cerf Ede — Park Hotel Eger — Hotel Kaiser Wilhelm Eisenach — Hotel Kaiserhof Ems / Hotel Four Seasons and Europe* \ Royal Kurhaus Hotel* Erfurt — Hotel Erfurter Hof Essen — Hotel Berliner Hof Feldberger (High Mountain Station) (Black Forest) — Hotel Feldbergerhof Field of Waterloo — Museum Hotel Flushing — Hotel Zeeland Fondo, Ronsberg (Austrian Tyrol) — Hotel alia Posta f Hotel Schwan Frankfort { Hotel Frankfurter Hof, V { Hotel Imperial, W -Hoyer's Hotel Franzensbad (Bohemia)- Belvedere* Freiburg (Baden) — Hotel Continental Fulpmes — Grand Hotel Stubai* Garmisch (Bavaria) — Hotel Apenhof * Gernsbach — Bath Hotel Pfeiffer Gmunden — Hotel Bellevue* Godesberg — Rheinhotel and Pension Fritz Deeson Goerlitz— Hotel Vier Jahreszeiten Golling — Hotel zur Alten Post Gorz — Hotel Sudbahn Gossensass (Tyrol) — Hotel Grobner Gotha — Hotel Wuenscher Graz — Hotel Elephant Gries (Tyrol) — Hotel Grieserhof Groningen — Hotel de Doelen { Restaurant de Brinkmann & Res- Haarlem { taurant de Kroon { Hotel Funckler, W f Hotel Paulez Hague { Hotel des Indes, V { Hotel Bellevue, W Halle — Hotel Preussischer Hof Hamburg J Hotel Streit \ Atlantic Hotel, V f Hotel Bristol Hanover { Kasten's Hotel, V I Hotel Royal, W Heidelberg j Hotel Europe 1 Grand Hotel Hoechenschwand / Hotel Kurhaus (Black Forest) \ Hotel Schwansee Hochfinstermunz — Hotel Hochfinstermunz Hohen- | Hotel Alpenrose* schwangau \ Hotel Schwannsee* " Holsteig (Hollenthal) (Black Forest) — Golden Star Hotel Homburg / Hotel Belle Vue, W t Grand Hotel* Hoorn — Park Hotel Hornberg J Schloss Hotel* (Black Forest) \ Hotel Baeren Igls (Tyrol)— Hotel Iglerhof* Ilsenburg-a-Harz — Hotel zu den rothen Innsbruck (Hotel Kreid jForellen (Austria) \ Hotel Tyrol, W Ischl j Hotel a la Croix d'Or* \ Hotel Kaiserkrone* Jena — Hotel Schwarzen Baeren Rarer see (Tyrol), /Hotel Karersee* \ Karerpass Hotel Kempten — Hotel Krone Kharkoff — Hotel Rouff (Hotel de Russie) Kiel — Hotel Continental Kissingen — Hotel Victoria and Kaiserhof Klagenfurt — Hotel Moser Konigswinter / Monopol Hotel* (Germany) \ Grand Hotel Mattern* { Hotel Kurhaus* Kreuznach { Royal Hotel* ( Hotel Oranienhof* Kuf stein — Hotel Post Laibach — Grand Hotel Union Landeck (Tyrol) — Hotel de la Poste Leeuwarden — Hotel Nieuwe Doelen Leiden — Hotel Levedag Leipzig f Hotel Hauffe \ Hotel de Prusse Lenzkirch (Black Forest) — Hotel Poste SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 379 Hotels ot $2.60— S3. 00 Read text carefully BELGIUM, GERMANY, &c— Continued Leoben — Grand Hotel Games Levico (South Tyrol, Austria) — Grand Hotel* Liege / Hotel de l'Europe \ Hotel de Suede Lindau — Hotel de Baviere Linz — / Hotel zum rothen Krebs \ Hotel Erzherzog Karl Lorrach (Black Forest) — Hirsch Hotel Louvain — Hotel de Suede Lubeck — Hotel Stadt Hamburg Luxemburg — Grand Hotel Brasseur Maastricht — Hotel de Levrier Madonna di J Hotel des Alpes* Campiglio \ Hotel Camp C~rlo Magno*, W Magdeburg — Hotel Continenta. Mannheim — Park Hotel, W Marburg — Hotel Ritter Marienbad / Hotel Casino 1 Hotel Furstenhof*. W Mayence — Hotel Holland, W Meiningen — Hotel de Saxe Mendelpass / Hotel Mendelhof* (Tyrol) I Grand Hotel Penegal { Hotel Frau Emma Meran { Hotel Erzherzog Johann, W { Palast Hotel, W Mete / Grand Hotel de Metz 1 Royal Hotel Middelburg — Hotel Nieuwe Doelen Moscow / Hotel National 1 Hotel Berlin f Hotel Belle Vue Munich { (Bavaria) — Park Hotel [ Hotel Bayerischer Hof Special 2 mark suppl. on bedroom section. (1910), Engage rooms a month in advance. Namur — Hotel d'Harscamp Xamur-Citadelle (Belgium) — -Grand Hotel Citadelle Xassereit (Tyrol) — Hotel de la Poste Xaiilteim /Kirsch's Hotel* \ Hotel Europe* Xeiderbronn Bad — Hotel and Villa Matthis Xeustadt (Black Forest) — Hotel Poste Xieuport-Bains — Grand Hotel des Bains* Xorderney — Pension Quisisana ,V Xuremberg / Hotel Golden Eagle \ Hotel Wurtembergherhof, TV Xymegen — Hotel Keizer Karel Oberhof— Grand Hotel Kurhaus Oberkirch (Black Forest) — Hotel Linde Offenburg (Black Forest) — Ketterer's Station Hotel Oosterbeck — Hotel Taffelberg* Opcina— Grand Hotel Obeliseo f Stracke's Hotel d'Allemagne | Hotel Royal du Phare Ostend < Hotel Imperial* I Hotel Wellington* ( Hotel Splendide*, W Ottenhofen (Black Forest) — Hotel Pflug Pirtenkirchen — Hotel zum Stern Passau — Hotel Bayrischer Hof Pesth — (See Budapest) Pordoi (Dolomites) — Hotel Pordoi* Portschach am See (Austria) — Etablissement Ernest Wahliss { Hotel du Cheval Noir J Hotel Paris Prague ) Palace Hotel, W ( Hotel Erzherzog Stephan Prien (Bavaria) — Strand Hotel and Chiemsee* Puchberg — Hotel Schneebergbahn Rabbi (Tyrol) — Grand Hotel Rabbi* Ragusa (Dalmatia)— Grand Hotel Imperialf.W Regensburg — Hotel Gruener Kranz Reichenhall (Bavaria) — Hotel Kurhaus Ach- selmannstein* Rendsburg — Green's Hotel Riva (Lake of Garda) — Lido Palace Hotel* Rolandseck — Hotel Bellevue Roncegno / Grand Hotel des Bains* (Tyrol) \ Palace Hotel*, W Rosenheim — Hotel Deutscher Kaiser Rothenburg o Tauber (Bavaria) — Hotel and Curhaus Wildbad Rotterdom / Hotel Weimar \ Hotel Leygraaffs Rudesheim — Hotel Rheinstein* { Hotel zum Ritter Rudolstadt { Hotel zum Loewe [ Hotel RudoLsbad Salsburg / Park Hotel and Villa Savoy \ Hotel Bristol, W Sarajevo (Bosnia) — Hotel Europe, W Schandau / Hotel Bahr* \ Hotel Sendig f Hotel des Galeries* Scheveningen { Kurhaus Hotel, V I Grand Hotel* Schierke — Hotel Furst zu Stolberg Schlangenbad — Hotel Koenigliche Kurhauser Schneeberg — Hotel Hochschneeberg* Schopfheim (Black Forest) — Hotel Three Kings Schwalbach j Hotel Metropole* I Hotel Victoria* Schmarzburg — Hotel Weisser Hirsch Sebastopol — Hotel Wetzel Sebenico — Hotel de Ville Semmering [ Hotel Erzherzog Johann (Austria) { Hotel Panhans, W { Hotel Sudbahn, W Siofok — The Baths Hotels Sofia (Bui- f Grand Hotel garia) \ Grand Hotel Panachoff [ Hotel Bristol Spa — Hotel de l'Europe * Spalato (Dalmatia) — Grand Hotel Bellevue Speyer — Hotel du Rhin St. Goar (Rhine) — Hotel Lilie* St. Johann im Pongau (Kronland, Salzburg) — Hotel Pongauer Hof St. Marie-aux-Mines (Alsace) — Grand Hotel f Hotel Victoria I Hotel de France .S7. Petersburg \ Grand Hotel Grand Hotel d'Europe ( Hotel d'Angleterre St. Wolfgang — Hotel Peter z Schafbergspitze* Stettin — Hotel du Nord | Hotel de la Ville de Paris Strassburg •; Hotel National { Palast Hotel Stuttgart (Wurtemberg) — Hotel Marquardt 380 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Hotels at $2.60—13.00 Read text carefully BELGIUM, GERMANY, &c— Continued Sulden (Tyrol)— Hotel Sulden*, W Tegernsee (Bavaria) — Hotel Tegernseer-Hof Teinach (Black Forest) — Hotel Schwarzwa Id- Bad Thale — Hotel Zehnpfund Tilburg (Holland) — Hotel Gouden Zwaan Titisee (Black Forest) — Hotel Titisee Tablach — Hotel Sudbahn* Tedimoos (Black Forest) — Hotel Aigle Todinau (Black Forest) — Hotel Ochsen Torbole (Lake of Garda, Austria) — Grand Hotel Torbole* Trafoi (Tyrol)— Hotel Trafoi*,W Trentino (Tyrol) — Grand Hotel Lavarone* Treves — Hotel Porta Nigra Triberg (Town) / Hotel Lowen-National (Black Forest) { (Cascade) (Black Forest) — Hotel Schwarz- wald* Trieste J Hotel de la Ville.W \ Hotel del'Orme.W Trient (Tyrol) — Imperial Grand Hotel Triento* Tuffer, Unter Steiermark — Hotel Kaiser Franz Joseph Bad Ueberlingen (Lake of Constance) — Hotel des Bains Uj-Tdtraf tired — Hotel Bade Ulm { Hotel Russischer Hof ( Wurtemberg) \ Monster Hotel Utrecht — Hotel des Pays Bas, W Valkenberg — Grand Hotel Kurhaus* Verviers — Hotel du Chemin de Fer f Hotel Royal I Hotel Metropole Vienna j Hotel Erzherzog Karl Hotel Matschakerhof Hotel Bristol, V Hotel Imperial, V Villach— Hotel Post Vohrenbach (Black Forest) — Hotel Kreuz Wageningen — Hotel de Wageningsche-Berg :: Waldshut (Black Forest) — Hotel Blume Warsaw (Russia) — Hotel Bristol, W Wehlen — Hotel Deutsches Reich Wehr (Werrathal) (Black Forest)— Hotel Krone f Grand Hotel du Rhin | Hotel Victoria Wiesbaden \ Hotel Cecilie | Palast Hotel [ Hotel Nassau, V Wildungen — Hotel Kaiserhof* Wimpfen— Hotel Mathildenbad Wolfach (Black Forest) — Hotel Krone Worms — Hotel de l'Europe Wurzburg — Hotel Kronprinz Wyk aan Zee— Bad Hotel* Zakopane (Hungary)— Hotel Pension Skoczysky Zandvoort — Hotel d'Orange* ( Grand Hotel | Hotel Lebzelter Z ell a See { Hotel Kesselfall Alpenhaus [ Hotel Moserboden Zutphen — Grand Hotel du Soleil Zwolle — Hotel Keizerkroon GREECE, MALTA, &c. Athens — Hotel d'Angleterre Candia (Crete) — Hotel Cnossus Chains (Greece) — Hotel Palirria Corfu — Grand Hotel St. George Corinth — Hotel de la Grande Bretagne Delphi (Greece) — Grand Hotel d'Apollon Pythien f Hotel Royal Malta { Hotel d'Angleterre [ (Sliema) — Modern Imperial Hotel Megaspilion (Greece) — Hotel Chelmos Nauplia (Greece) — New Hotel Olympia (Greece) — NewGrand Hotel Patras — Hotel Patras Smyrna — Hotel Huck Sparta — Hotel Panhellinion SPAIN, PORTUGAL, Etc. Alcobaca (Portugal) — Hotel Alcobacense Algeciras — Hotel Anglo Hispano Alicante — Hotel Reina Victoria Badajos — Railway Buffet Barcelona J Grand Hotel \ Hotel Grand Continental Bobadilla — Bobadilla Buffet Burgos — Grand Hotel de Paris Bussaco — Palace Hotel Cadiz — Hotel de France and Paris Cintra } Lawrence's Hotel (Portugal) \ Hotel Costa Cordova — -Grand Hotel Suisse Escorial / Hotel Miranda \ Hotel Reina Victoria Figueras — Hotel de Commerce Gibraltar J Grand Hotel \ Hotel Bristol Granada — Hotel Washington Irving (Town) — Grand Hotel Alameda Irun — Station Buffet (meals only) La Granja (near Madrid) Spain — Hotel de l'Europe Lisbon (Portugal) — Hotel Central f Hotel des Ambassadeurs Madrid J Grand Hotel de Roma ] Grand Hotel ( Hotel de la Paix, V Malaga j Hotel Regina \ Hotel Colon Mont J Grand Hotel Mont Estoril Estoril \ Grand Hotel d'ltalie Oporto — Grand Hotel de Paris Palma (Majorca, Balearic Isles) — Grand Hotel Ronda f Hotel Gibraltar 1 Royal Hotel San Sebastian — Grand Hotel Continental Saragossa — Hotel Quatre Nations et Univers SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 381 Hotels ot $2.60— 83.00 Read text carefully SPAIX, PORTUGAL, Sec- Continued ""Grand Hotel de Paris Seville ■ Hotel d'Angleterre Grand Hotel de Madrid Tangier / Hotel Continental (Morocco; . Hotel Cecil Tarragona Hotel de Paris Grand Hotel Continental Toledo — Grand Hotel de Castilla Valencia — Grand Hotel de Rome ALGERIA— TUNIS Ain Temouchent — Hotel de Londres f Hotel Alexandra date Kirsch) (Mus- tapha Superieurf i Hotel St. George (Mustapha Supe- Algiers J rieur) Hotel de la Regence r in Town) j Grand Hotel des Etrangers I in Tow 1 Hotel de l'Oaaa .nental Hotel Batna — Hotel des Etrangers Royal Hotel Biskra — • Hotel Victoria Palace Hotel Bizerte ("Tunis; — Grand Hotel Blidah — Hotel d'Orient Bona — Hotel d'Orient Bougie — Grand Hotel de France | Grand Hotel * Constantine — ■ Hotel St. Georges et d'Orient Hotel de Paris El-Kantara — Hotel Bertrand Enndaville — Grand Hotel Guelma — Hotel d'Orient Hammam R'Irha — Hotel de^Bain?+ Hammam Meskoutine — Etablissement Bainst Kairouan — Hotel Splendid Kerrata — Hotel du Chabet Korbous — Hotel des Thermest Kroubs — Hotel d'Orient Laghouat — Grand Hotel du Sud Medea — Hotel d'Orient Miliaria— -Hotel du Commerce Hotel Continental Oran Hotel Metropole Grand Hotel Victor Palestra — Hotel du Commerce Phihppeville — Grand Hotel Setif — J Hotel de France \ Hotel d'Orient Sidi Bel Abbes — Hotel Orient Soukahras — Grand Hotel Sousse — Grand Hotel Teniet el Hand — Hotel du Commerce Tlemcen — Hotel de France Tunisia Palace Hotelf Tunis — Grand Hotel Grand Hotel de Paris ■rand Hotel de France des NORWAY. SWEDEN. DENMARK Bergen ' Hotel Norge Hotel Holdt Bod. — Grand Hotel Carlskrona — Stadshotellet Ch n stia n ia — Grand Hotel Christiansand — Hotel Ernst Hotel King of Denmark Copenhagen Hotel Cosmopolite Hotel Phoenix Fan j (Denmark) — Hotel King of Denmark Hotel Egger- Gothenburg Hotel Gota Kallare " Grand Hotel. W Palace Hotel Klampenborg — Hotel Bains de Mer Malm's — Kramer's Hotel Marienlyst — Hotel des Bains Molde — Alexandra Hotel Norrkoping — Gota Hotel Ostenrund — Grand Hotel Stalheim — Stalheim Hotel Stavanger / Grand Hotel Hotel Victoria Hotel Rydberg Stockholm Crown Prince Hotel ' Grand Hotel. V t Hotel Continental, W ( Hotel Angleterre Trondhjem ■ Grand Hotel [Hotel Britannia, W Vossevangen — Fleischer's Hotel Hotels at Special Rates Read text carefully NORWEGIAN Special hotel coupons at 9s. per day provide for full board. Consult the tourist agency about this if you are going to use coupons. Aahulhd (Saurnanger) — Aarilands Ectcl Aalesuxd — Snhieldrup's Hotel Grand Hotel Hotel Scandinavie AjuntAVBMMa (Romsdalen) — Grand Hotel Bellevue Park Hotel Hotel Romsdalshcnn ArraDAT, CValders) — Frydenltmd Hotel Bauiolme.v CSognef jord i — Hotel Balestrand Kviknes Hotel 382 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Hotels at Special Rates Read text carefully NORWEG IAN— Continued Battenfjordsoren— Hotel Konb Oscar II. Bergen — Smeby's Hotel Hotel d'Angleterre Borte (Telemarken) — Hotel Borte Byglandsfjord (nr. Christianssand) — Hotel Breidablik Christiania — Hotel Continental Sostrene Scheen's Hotel Westminster Hotel Hotel Belvedere Hotel Scandinavie Dalen (Telemarken) — Hotel Dalen Hotel Bandak Djupvand (Geiranger) — Hotel Djupvashyt- ten Dokka (Valders) — Dokka Hotel Domaas (Gudbrandsdalen) — Posting Inn Drammen — Central Hotel Edland (Telemarken)- — Haukelisseter Hotel Egge (Nordfjord) — Hotel Egge Eir*E (Hardanger) — Mseland's Hotel Eide (Romsdalen) — Lerheim's Hotel Fagern^e (Valders) — Fagerna^s Hotel " Fagerlund Hotel Fagerstrand (Vestf jorddalen) — Hotel Fager- strand Fibelstadhaugen (Norangsdal, Suneiven) — Hotel Norangsdal Finse — Finse Hotel Fjel.ds.eter (nr. Frondhjem) — Tourist Hotel Fladmark (Romsdalen) — Station Inn Flekkefjord — Moy's Hotel Fokstuen (Gudbrandsdalen) — Posting Inn Forde (Sondfjord) — Sivertsen's Hotel Fosheim (Valders) — Fosheim Hotel FramNjES (Vossenstranden) — Framnses Hotel Freitheim (Sogn) — Fretheim's Hotel Gol (Hallingdal) — Rolfshus Hotel Grotli — Grotlid Hotel Grungedal (Telemarken) — Grungedal Hotel Gudvangen — Hansen's Hotel Hotel Vikingvang Gulsvik — Gulsvik Hotel H.«g (Lasrdal) — Hotel Hseg Hangastol — Hotel Hangastol Hanko — Hanko Hydro (Hanko Bad) Haukeli (Telemarken) — Hotel Haukeli Hotel Haukeli Grand Heggenes (Bygdin, Valders) — Haggenes Hotel Hellesylt (Suneiven) — Grand Hotel Hjelle (Opstryn Nordfjord) — " Hjelles Hotel Holaker (Gudbrandsdalen) — Posting Inn Honefos — Glatved's Hotel IIorgheim (Romsdalen) — Station Ii^n flusuM (Lserdal) — Hotel Husum Kongsberg — Grand Hotel Victoria Hotel L.erdalsoren — Lindstrom's Hotel Lerfossen (nr. Trondhjem) — Fossestuen Restaurant (Meals only) Loen (Nordfjord) — Hotel Alexandra Lofthus (Hardanger) — Hotel Ullensvang Loken (Valders)— ^Posting Inn Hotel Orkla Maristuen (Fillefjeld) — Hotel Maristuen Merok (Geiranger) — Hotel Union Mundal, (Fjaerland, Sogn) — Mundal's Hotel Myrdal — Hotel Vatnahalsen N^esflaten (Suldal) — Hotel Bratlandsdal Narvik — Hotel Fonix Norheimssund (Hardanger) — Sandven's Ho- tel Nystrand Station (nr. Skien) — Hotel Ei- dangcr Bad Nystuen (Fillefjeld) — Hotel Nystuen Odda (Hardanger) — Hotel Hardanger Odda Grand Hotel " Hotel Odda Odn^es (Valders) — Odnses Hotel Oie (Norangsijord) — Union Hotel Oilo (Valders) — Vang's Hotel Olden (Nordfjord)— Yri's Hotel Ovre Vasenden (Hardanger) — Naesheims Hotel Opheim (Vossestranden) — " Opheim Hotel Ormheim (Romsdalen) — Ormheim Hotel Os — Solstrand Hotel Osen (Suldal)— Hotel Suldalsporten Roldal — Hotel Roidal Romsdalen — Halsa Hotel S^bo (Hjorundfjord) — Hotel Rilse Sand — Kaarhus Hotel Sande (Sondfjord) — Sivertsen's Hotel Sandene (Nordfjord) — Hotel Gloppen Sivertsen's Hotel Seljestad (Hardanger) — Folgefonden Hotel Seljestad Hotel Skaare (Opstryn, Nordfjord) — Skaare Sta- tion Inn Skf.i (Helgheim, Jolster) — Hotel Skei Skien — Grand Hotel v Hoyer's Hotel Hotel Royal Skogstad (Fillifjeld) — Hotel Skogstad Soholt Orskoug (Sondmor) — Rasmussen's Hotel Sollihogda, (nr. Christiania) — Posting Inn Sorum (Valders) — Sorum Hotel Slemdal (nr. Christiania) — Fosheim Pension Stalheim (Vossestranden) — Hotel Stalheim Stavenger — Grand Hotel Hotel Victoria Stenkj^er — Thorbjornsen's Hotel Langlie's Hotel Storen — Flagestad's Hotel Stueflaaten (Gudbrandsdalen) — Posting Inn Sundvolden (Ringerike) — Sundvolden Hotel Toftemoen (Gudbrandsdalen) — Posting Inn Tonsaasen (Valders) — Tonsaasen Sanatorium Sports Hotel Trengereid (near Bergen) — Kvamshoug Ho- tel Tkomso — Grand Hotel Trondhjem— Grand Hotel Cafe f Meals only Grand Theatre Cafe \ Tvinde (Vossestranden) — Hotel Tvinde Tyin (Valders)— Hotel Tyin Ulvik (Hardanger) — Brakanaes Hotel Westrheim's Hotel SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 383 Hotels at Special Rates Read text carefully NORWEG IAN— Continued Utviken (Nordfjord) — Hotel Britannia Vadheim (Sognefjord) — Vadheim's Hotel Vias^eter (Opstryn, Nordf jord) — Vide-1 sseter Hotel Vik (Sognefjord) — Hopstock's Hotel Vinje (Vossestranden) — Hotel Vinje Visn^es (Nordfjord) — Hotel Central Vossevangen — Fleischer's Hotel DANISH Silkeborg — Hotel Silkeborg SWEDISH Are — Grand Hotel Elfkarleo — Turist Hotel Helsingborg — Hotel d'Angleterre Karlstad — Grand Hotel Kil — Railway Hotel (Jernvags Hotellet) Liokoping — Hotel Svea Marstrand — Stodshotellet Ockero — Ockero Hafsbad (Hydro) Orsa — Railway Hotel Ratvik — Railway Hotel Rodsund — The Canal Hotel Solleftra — Hotel Appelberg Torsby (Wermeland) — Grand Hotel " Tourist " Wenersborg — City Hotel (Stadshotellet) ENGLAND, SCOTLAND AND IRELAND Coupons for these Hotels cost 10/6 ($2.60), lunch 2/6 extra (60 cents). Full board 12/. For exceptions see tourist agency list if you are going to use coupons. Coupons are hardly as satisfactory in the British Isles as on the continent. The list however is given so that intending tourists may lay out their expenses in advance. Cash will certainly go as far in these hotels as the coupons. Bakewell (Derbyshire) — Rutland Arms Bangor Ferry (Wales)— George Hotel Barmouth — Marine Hotel Cors-y-gedol Hotel Beaumaris — The Williams-Bulkeley Arms Hotel Beddgelert — Royal Goat Hotel Birmingham — Grand Hotel Imperial Hotel Blackburn — Old Bull Hotel Boscombe — Burlington Hotel Boston — Peacock and Royal Hotels Bournemouth — Hotel Metropole Bradford — Midland Hotel * Brighton — Grand Hotel Belvedere Mansions Hotel, King's Road Hotel Curzon Queen's Hotel The Queen's and late Markwell's Hotel Bristol — Royal Hotel, College Green Buxton — Royal Hotel Cambridge — Bull Hotel Canterbury — The New County Hotel Cardiff (Wales) — Royal Hotel " Queer's Hotel Carlisle — Crown and Mitre Hotel Carnarvon — Sportsman Hotel Cheltenham — -Queen's Hotel Chester — Queen Hotel Westminster Hotel Clevedon (Somerset) — Walton Park Hotel Colwyn Bay — Imperial Hotel Darlington — King's Head Hotel Derby — Midland Hotel Dover — Hotel Burlington Dovercourt Bay — Hotel Alexandra Durham — Royal County and Three Tunns Hotels Eastbourne — Albion Hotel Ely— Bell Hotel; Lamb Hotel Folkestone — Queen's Hotel Royal Pavilion Hotel Freshwater, I.O.W. — Freshwater Bay Hotel Glastonbury — George Hotel Gloucester — New Inn Hotel Gorleston-on-Sea (near Yarmouth) — Cliff Hotel Harrogate — Granby Hotel Hastings — Albany Hotel Queen's Hotel Hayling Island (Hampshire) — Grand Hotel Henley-on-Thames — Catherine Wheel Hotel Hull — Grosvenor Hotel Hunstanton — Sandringham Hotel Kenilworth — The Abbey Hotel Leamington Spa — Manor House Hotel . " Crown Hotel Leeds — Queen's Hotel Trevelyan Temperance Hotel Hotel Metropole Leicester — Grand Hotel Wyvern Temperance Hotel Bell Hotel Lelant (Cornwall) — Carbis Bay Lewes — White' Hart Hotel Lincoln— Great Northern Station Hotel Saracens Head Hotel Liverpool — Adelphi Hotel Exchange Station Hotel Hotel St. George Compton Hotel Llanberis — Victoria Hotel Llandudno — Marine Hotel Grand Hotel Llangollen — Hand Hotel London — Midland Grand Hotel First Avenue Hotel Liverpool Street Hotel St. Ermin's Hotel, S. W. Westminster Palace Hotel, Victoria Street Hotel de 1'Europe, Leicester Square Salisbury Hotel, Salisbury Square Devonshire House Temperance Hotel, Bishopsgate Street With- out The Royal Palace Hotel, Kensing- ton, W. See section on London for a good list of hotels specially prepared. 384 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL THE HOTEL CECIL, London, wx. K. SAILER i Q. HARVEY; '>°" ,t "l^oagers. Telephone: smaino 4882. TelffcWmw: "CCCEUA, LONDON. Tb« Martag**nitnt r*r*pe«tfuMy give notice that they reserve to themeefves th* eight to make an Extra Charge for Apartments *h«r* MeaJ* are not habitually taken in the Mote*. Aooounta ar© dwo -tH© day th©y are rendered. 190 Brought forward Apartments ... Fires Baths Breakfast Luncheon ... ... ... Dioner Tea, Coffer-, Milk. etc. Supper Biscuits, Sandwiches & Soup Dessert, Ices, etc ". Servants - Board JrV "■ i fz- f £ i, d. £ t. i. £ H 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 am Newspapers.. Messengers .. Parcels Cabs... Postages -■>/■ EXAMPLE OF HOTEL BILL AT A FIRST-CLASS HOTEL IN LONDON Accomodations of similiar character would cost about double in New York '$?// u??d{ri#?i/a/y 3, l&lue de L Q? M.M.LES VOYAGEURS SONT PREVENUS OUE LA NOTE DES DEFENSES EST REMISE CHAQUE .SEMA1NE ET DOIT ETRE PAYEE LE LENDEMA1N ALA CAISSE usPajements.pour ETRE VALABLES.DOIVENT PORTER LE TIMBRE DE LA CAISSE Visitors are respectfully - informed that the hotel bills are delivered at the end of each week and require to be raid on the following oay at the CASHIER'S OFFICE Payments to be valid must bearthe FICE STAMP. EXAMPLE OF A HOTEL BILL AT A FIRST-CLASS PARIS HOTEL Accommodations of similar character would cost about double in New York 386 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Manchester- Margate- -Grand Hotel Mosley Hotel Deansgate Temperance Hotel Grosvenor Hotel Midland Hotel -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. Leonard's-on-Sea — Alexandria Hotel -St. Margaret's -Alexan- Hotels at Special Rates Read text carefully ENGLAND, &c. — Continued St. Margaret's Bay, Dover- Bay Hotel Salisbury — County Hotel Saltburn-by-the-Sea (Yorkshire)- 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 Vue 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 Gairloch — Gairloch 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-Bruaich — 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 G lend alo ugh — Royal Hotel Glengardiff — Roche's Hotel Greystones — Grand Hotel Howth — The Claremont Hotel Kenmare — Great Southern Hotel Kilbrittain — Atlantic Golf Links Hotel Kilkee — Moore's Hotel Killaloe — Lakeside Hotel Killarney — Great Southern Hotel Lake Hotel Royal Victoria Hotel Killorglin — Railway Hotel Lahinch — Golf Links Hotel Larne — Olderfleet Hotel Leenane — 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 Malahide — Grand Hotel Mallaranny — Railway Hotel Newcastle (Co. Down) — Slieve Donard Hotel New 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 Thurles — Hotel Munster Valentia — Royal Hotel WARRENPOiNT-Mjreat 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 Woodenbridge — Woodenbridge Hotel Youghal — Devonshire Arms Hotel NORTH OF ENGLAND, ISLE OF 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 (Keswick) — 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 Hexham-on-Tyne — The Abbey Private Hotel Keswick — Keswick Hotel Liverpool — Hotel St. George '' Compton Hotel Morecambe — Midland Hotel Newcastle-on-Tyne — Grand Hotel Penrith — George Hotel Crown Hotel " (Patterdale) — Ullswater Hotel 38S SCIENTIFIC AMERICAN IIANimnoK OF TRAVEL Hoteh at ftS\00 Nok'i ii OP ENGLAND, &c Continued CALK Si:i vvlill I I. ,1.1 i i i if i.,: ( gun i totel \\ imi.i iimi in. II ydropathic Hotel Windermere ; i"i i ': i lull Hotel i Lakeside) BwanHotel.Newby Bridge Lakeside I lotel WEHT o|.* KNCLAND A.BHBURTON ( lolden I rion I Lotel i '. 1 1 > i . i Valley of Rocks Hotel Royal ( 'astle I totel Newton A 11 iK > rr Qlobe Hotel I'a ionton < iii ion I totel Ei iplanade Hotel Penzance i fnion Hotel (hi. en'. I lotel Plymouth I iuke ol ( 'ornwall Hoto Royal Hotel < |] 'and I lotel Boilli (St Mary's) I tolgate's I [i Torqu * i Victoria and Albert 1 1 « > i * Royal Hotel Totnbs Seymour I lotel Trtjro Royal I totel Wadebridgb Molesworth Arms ii" vv e , MdiiTn < Irown I totel i,. I bel l, 1ST "R" Hotels at $1.85 $2.00 FRANCE ( loupons Foi the 11 hotel* oosl 81 85 a day for lull board Supplements rarely required, .(), ■ no u ill . .> ei ovei vthing am the Hotels In the following list are not open , i < 1 1 inc. the eni ire \ eai Special reference , ,,,.,, |. in regard to the time ol yeai the i,, ,u .. : mi quesl ion are clos< d. but the ct date of opening and closing oan be .,i,i: id from anj oi the Agents "i the touri it company The lans closed in w Intel . I means closed In summei Ai'.i.ia ii. i. k Hotel de France ,\ nun',, Grand Hotel 11 \ i i,u Provence (near Marseilles) Hotel Negre ( !oste A I x II-;,. lUlNH Hotels de la Paix et I >erouge H Hotel de < leneve* 1 1 1,, i, i,i.- i; in lie .1 des ( iolonii A.ia- k to, ( torsica Hotel des Etrangi i ! \ i .i.i ii i \ i ii i I totel de la Balance a mii. :,:. Hotel de I 1 i< et d' Angle tei re An n mis I totel Tei minus A.HOACHON I totel de Is ( iarc \ii,:i.ii,.. < i izosT I totel Beau Sejoui ,\ robi int. in.,,' i nee i • Shi '" k) Hotel de i:i < louronne Ami.;, < irand Hoteldu Noi.l Plnus A RBOMANCH10B I Noi 111:1 m ly ) ( ii and Hotel 'I" < Ihemin de Fei ' Amni;i.i.i.h I loi.-l Belle Plage \i,, ( \ i ( Brittanj I Hotel 3u Pavilion A.vioNoN Hotel Crillon Hotel 'I" Louvre \\ii\N« mi.s, Noftnandy Hotel d'Angleterre Baonbrbm i" Luchon ( |] .mil i i totel I 'ave <\ d'Europi I |, ,1,1 ( :nil,,li i BAONOLEe-TEseE'MADELEiNE Hotel de la Madeleine IUinh les IUinh (Vosges) ( ■ i . 1 1 1 < I I totel des Bains' 1 l', \ inn/,. ,u I totel de la < !lef d'< >r i',\ | i,ii k Grand! totel on m Berry'a I totel ( I rand I totel 'I" Louvre Boulourib (neai St. Raphael) Grand 1 1 ■ » i € - 1 ' Bouru < Irand Hotel de la Paix et Terminu • Grand Hotel du Bourg d'< 'isiuis Brest Hotel de France < 'a i Ra l totel du ( 'asino ( 'ai'.n ( Normandy I I totel de f i ancc Hotel de la viotoire ( \ i, aim I totel Meurico Cann wh Hold de Pa risl Hotel d'Europel l totel de Francel Hotel Victoria < MdiN Ian Hold d'Angleterre Carhaix Hotel de Franee Carnac (Brittany) Hotel des Voyageui I Carnac Plaqb < irand Hotel 11 < '\k i i.iii: i < Irand Hold de la Mei ' Caudbbbc-bn-Caux (Normandy) Hotel du Havre i Iautbrbtb Hold Bellevue SCIENTIFIC AMERICAN HAMHiooK OF TRAVEL 389 Hotels at $1.85 $2.00 PRANCE Continued I'lFAMHKRY Grand Hotel de la Poate et Metropole ClFAMOTTNjA Hotel Beau Site and ( ontinental Hotel de I ranee et de l'1 Won ■ Hotel de la ( !roix Blanche Chbnonceaux Hotel du Bon Laboureur et du Chateau Chin on Hotel de la Boule d'Oi Hotel de E ranee ( Ilermont Ferkand — Grand Hotel de la Paix ( Ilauses Hotel National Cognac— Grand Hotel de Londrea Con< arnea ir (Brittany) Grand Hotel dea Voyageura - Grand Hotel CONTAINVU,f,fW,EH-BAINK (Nonnario 1 , ) ad Hotel* COCR8EULLE8 BUR-MeH — Hotel dea Etrangera < ;,,. i a [( Be Hotel cTAngleterre PlEPPE — Hotel Chariot d'Ol Hotel du Globe 'I" Nord et Victoria* Dig i, Hotel Boyer Miatre Dijon Grand Hotel de Bourgogne Djnam- Hotel de Paria et d' Angle terre ! >inard (Brittany) -Hotel Bellevue* rNE-L,E8-B # AINS — Hotel Pension dea Etrangen Dolde Brbtagne Hotel Grand Maiaon ktat — Hotel d'Angleterre* ,c;x — Hotel du Cheval Blanc I a r,A( ie Hotel du ' Irand Cerf Hotel de Normandie \ip (Normandy) — Hotel Canchy Gerardmer — Maison de Famille Bouton Giromagny — Hotel 'I" Bceuf GiaoRS — Hotel de I'Eau de Prance dcamp leh Mains — Hotel Villa Belle Vue Grandcamp Hotel Gr> rviLLE (Normandy) — Grand Hotel dea Baina Grasse Hotel Pension Bellevuef Grenoble Hotel de I'Europe Guinga mp Hotel de J'Ouest I I re Hotel d'Angletei re I i i. . da i e Gi md Hotel Imatz Huelgoa'J (Brittany) Hotel de France Hyere i Hotel Beau Sejourf I, a BOURBOULE— Grand Hotel dea Ambasaadeura Hotel du Pare* La FAtrciLLE a '-ox — Hotel de la Couronne Lamca LLE Hotel de F r.'i.nee I tote) dea Baina Val Andre La Napoule Golf Hotel et dea Baina Landern i. a u Hotel de l'l *• Langeais Family House Hotel Hotel du Lion d'Or Lannp . Hotel de I'Europe, Rue de Caput Laon Hotel de la Hur< I, a Rochelle Grand Hotel du Commerce Lb Lavandon sub Meb (Var) Grand Hotel de la Mediterranee i.i, Ao i.f.i, v , lintel de la ' ha ine d'Oi LEa Praz (near Chamounix) — Splendid Hotel Lion sub Meb (Calvados) — Grand Hotel de la Plage i/tMfKtrx -Hotel 'ie France et d'Eapagne Loches Hotel de I ranee Lourdes Hotel Beige et de Madrid Hotel Notre Dame Lovebe Hotel Lo Ltrc-euR Meb Hotel dea Familli Hotel du Petit Enfei Lux (St. Sauveur)— Grand Hotel de Londre Lyons Grand Hotel de Rusaie Lyons-la-Forei 1 Hotel de la Licorne Macon— Hotel dea Champa Ely ■ Marseilles — Hotel de Geneve Mbntone Hotel de Turinl Hotel Britanniat Mers Hotel de la Plage Meru (Oise) Hotel du Lion d'Or Monaco (Monaco)— Hotel de Nice Moot Dobe Hotel Tournaire Month Carlo (Monaco)— Hotel National MoNTREUIL-SUR MEB — Hotel de France et d.Europ< Moblaix, Brittany Hotel Bozellec Nantes Hotel du Commerce etdea Coloniea NEBia lbs Bains — Grand Hotel Bergei Nice — Hotel des Princesf Hotel Buabyf Hotel de Berne Pen don Miramarel (Suburb St. Barthelemy)— Grand Hotel ;;t, Barthelemyf (Gmiez) l he English Hotell Hotel de Bade and O'Connor NfMEH -Hotel d'Kurope '-Me Prove,,,-,- Pabamk (Brittany) Hotel de la Plage f abis Hotel Prince dea Gallea Hotel Londre i et Milan Hotel du Paa de Calaia, 59, Rue dea Sta Peres Hotel dea Tuil< Hotel de Dijon Hotel Prince Albert Hotel du Chai iot d'< >■ • Paria in tndea for full li it ol hoi I I 'a i -Hotel de-la Po Hotel de la Loge tBEC (Brittan ,) Grand H i efonos (< »i .< i ( Irand Hotel de ■ Ba na Pono A.UDEMER (Normandy) Hotel du Lion d'Or, Rue Gamb< tta i (Normand / > Hotel d< Po ■ n< hoi Grand Hotel de Pornichet Quimpeb (Brittany) Hotel de France Quimpeble (Bril tany) Hotel du I bmoni ( Vo ige Hotel dea I • ( trand Hotel Jullien Retournbmer (Voagi Hotel Ret taurant de Retournemer i;,rvA Bella (Normandj ) I totel de la I Hotel de Chalet u ant de Parii . Rue de la ( Iroase Horioge Hotel Vi< Sable stm-SABTHE Hotel Saint Martin ' o and Hotel de la Cro Sixt (Haute Savoie) Hotel Fera< heval Sic I '.At; mb (Var) — Hotel -I Germain en Late -Hotel du Gi St. Lo (Normandy; — Hotel de Normal 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 de 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 PAigle 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-de-Lans — Hotel de Paris Villedieu-les-Poeles — Hotel du Louvre Vire — Hotel St. Pierre Vitre — Hotel de France Vizzavona (Corsica) — Grand Hotel de V 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 Pfistern Bex — Hotel des Alpes Bienna — Hotel de la Gare Bosnigen (Lac de Brienz) — Hotel Belle Rive* Bouveret (Valais) — Grand Hotel de l'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 International Glion — Hotel Pension Champs Fleuri Goeschenen — Hotel de la Gare* Grindelwald — 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 Pare Kussnacht — Hotel Mon Sejour* 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 de S'ion (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 Pare et du Chateau* Montbovon — Hotel Pension de la Gare Montreux— Hotel Beau Rivage Hotel de la Paix Hotel Splendid SCIENTIFIC AMERICAN HANDBOOK OP 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 Oberhopen — 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'Epee* 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 Pare Schwyz — Hotel du Cheval Blanc Selzach — Hotel zum Kreuz Sepey (Valais des Ormonts) — " Hotel du Mont d'Or Sion — Hotel de la Gare Soglio — Pension Willy Soleure — Hotel Hirsch 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 (Furka Pass) — 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 Weissenberg — Hotel Weisse Burg* Wengen — Hotel Falken Zermatt — Hotel de la Poste Hotel Terminus* Zurich — Hotel Schweizerhof Hotel Schwert Za\eisimmen: Hotel et Pension de la Couronne ITALY AND SICILY 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 Arona — 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 Bella gio — 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 Pare Bordi gh era — Grand Hotel des lies Britanniquesf Bormio — Hotel de la Poste Hotel des Vieux Bains Brescia — Hotel dTtalie Hotel Brescia Brindisi — Hotel de PEurope Cadenabbia — Hotel Belle lies* Cannero (Lake Maggiore) — Hotel Italia Cannobio (Lake Maggiore)— Hotel Cannobio et Savoie 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 Pa via — Hotel de la Ville Chatillon (near Aosta) — Hotel de Londres Chiavenna — Hotel Helvetia and Specola Collio — Grand Hotel Mella* Como — Hotel dTtalie et d 'Angle terre 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—12.00 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 Pare Hotel Oneglia (Italian Riviera) — Grand Hotelf Ospedaletti — Hotel Pension Suissef 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 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* Savon a — 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 Pare 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 BELGIUM, HOLLAND, THE RHINE, GERMANY, AUSTRIA, RUSSIA, &c. 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. Abbazia (Hungary)— Hotel Pension Villa Herkules Abtenau (Austria) — Hotel Gasthorp zum rothen Ochsen Aix la Chapelle (Germany) — Hotel King of Spain Alkmaar (Holland) — Hotel 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 Albrechtt Arnhem (Holland) — Hotel Continental Augsburg (Germany) — Hotel White Lamb Baden-Baden (Germany) — Hotel and Pension Villa Blucher* Hotel Romerbad Hotel Terminus Bad Harzburg (Germany) — Hotel Belle Vue Bad Herrenalb (Black Forest) — Hotel and Pension Sternen Bad Homburg, V. D. Hohe (Germany) — Hotel Beau Sejour Beek (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 Starkenburger Hof 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 Panier d'Or Brunswick (Germany) — Fruhlings Hotel Stadt Bremen Brussels (Belgium) — Hotel de Bordeaux Hotel Bristol et Marine Hotel de l'Esperance 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 CHAUDFOiTTAiNE (Belgium)— Grand Hotel des Bains* Cleve (Germany) — Hotel Maywald* Coblence (Germany) — Hotel Zur Traube Cologne (Germany) — Hotel Minerva Hotel Continental Crepeld (Germany) — Hotel Beltz Diekirch (Luxemburg) — Hotel de la Mai son 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 Sachs~n 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) — Hotel Herzog Ernst Gries bei Bozen (Austria) — Hotel Pension Bellevue* Groningen (Holland) — Hotel Seven Provinces Gstatterboden (Steiermark, Austria) — ■ Hotel Gesause* 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. Hirsch 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) — Kurhavjs 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 Krimmljrhof 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 J^ 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 Kippoldsau (Black Forest) — Hotel Fritsch zum Klosterle Riva (Austria) — Hotel and Pension See- Villa Rochefort (Belgium) — Hotel Biron Rolandseck (Germany) — Hotel Decker Rothenburg (Bavaria) — Hotel Hirsch 394 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Hotels at $1.85— $2.00 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 (Austria) — ; Hotel Kaiserin Elizabeth Sarajevo (Bosnia) — Hotel Central Scheveningen (Holland) — Hotel van den Abeelen* Hotel Zeerust Schluderbach — Hotel Schluderbaeh 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 Hohen- 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) — Hotel 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, MALTA, &c. Candia (Island of Crete) — Hotel d'Angleterre Canea (Greece) — Grand Hotel de France et d'Angleterre 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 Hardanger (Norway) — Hotel Vikingness Stockholm (Sweden) — Hotel Belfrage Pension Continentale SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 395 Hotels at $1.85— $2.00 ALGERIA, TUNISIA, &c. Affrevllle (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 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 BRITISH HOTELS. 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 C'lifden, 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 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'Donne'l'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 $1.85— $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 Brooklyn, 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 Melrose, 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 Sjuthport, 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 (23 }4 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. AUTOMOBILI^G EN" 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. H. 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 cars. 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., 63, Boulevard Hauss- mann, and Garage Automobile Agency, 163, Avenue Victor Hugo. J. B. Merrier, 6, Rue Saint Ferdi- nand ('phone 565.30). A specialty of second-hand cars. New York Garage, 34, Rue du Mont Thabor. Modern garage. Machine tools for repairs on the premises. Perignon & Rougier, 13, Rue Des- eombes. Special agents for Lorraine- Dietrich cars. Schrader & Co., 51, Avenue de la Grande Armee. Special agent for Re- nault cars. Societe des Garages Krieger and Brasier, 48, Rup 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 tie 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.' ' lie 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 < O o PQ m m P I— I PQ o o P w --I- Hc3 ° g o c a o o3,q.£ ■2 «« r cs c Mo a- 3 c as- M 3 £ O" O 03 :3 "< O 0~ 3 boc3 3 W £ «i-5 °.S * " *B c So§ ja «: ^ ~ a Hxi £0 £ u w 5Pt-< 03 co _, Q3,Q -Sffi«3«0W 2-2.0 in 3, -^ >>s a; ^ 53. Si O 03 u f- 1 ^ -+3 +3 +J 03_(~ o jsji—i ^^ c t; os'S^co O ri o 03 C .W~ o a . P 0) » di»-E 43^ W ■"^no _ 03 - ^§2^-2 2 ^ j fe b «5 "3 OH -.O 03 bo - ,6^Ph a $ 03 03 M a3 "5 >>o-3 „ g- : 03 s 03. "3 -e 02 — 03 -3 03 -o .Ct3^ 3 03 +j ti 3 . fl 0.3 "3 OPh s 03 . 3 ^8.h 03 -3 rt 02 03 ^ «W Q c3 5fi H 2 03 c3 S M-- . 03 CC s « » — 03. a K x! o S a fe * w • 2 r/i i c a > o .v > a3J3=*- SCOOJ fl 1 ^ 1 ^ 3CQ«^ O fl.ti . •" O 2 S 03 c^ 3jS • ^ ^^ O o O W oi^S— . oo oo ^^ oo ON HO coco OO o3 03 73 O X> 3 o3 if C 'So O <~> °R Ln "5 oo P 0«5 i-l c3 c u O ^H —i « oooo ^o 03 ^^ 03 03 r-<|N Cp * M O * 3 O TJ 03 03 +3 ■*c^i 03 Ph CI T(< 3 « O 0/ ■R M • .■S 03 03 "3 b.B - 03 O . o 03 Q td &?&? oo oo oo 00 00 cot^ o3 ^H 8 <5 C5 « 3 o ■* o bO O 3 SPo 03.5 ^ 03 33 03 oo bo «^0^ g 03 T3 > 3 O ^2 * 3 ^ r> 03 T3 o a 0) beg (~ 03 03 J5 t- 03 JS 03 y —i 0) o3 c3 03 rt „=03- a c >— i a pq q Q O B ^ Q SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 399 lent to 90 cents per gallon. As you move north 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 60 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 dr 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 oyer 35,000 subdivided into 36 State Associations, com- prising over 2.50 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 Arinee, 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 Napoleone 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 80 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) Oesterreichische Automobil Club, (Vienna) 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 ear, 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 ars 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 16. 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 Automobile Club of America: FOREIGN MAPS, GUIDE BOOKS, ETC . MISCELLANEOUS Price A. C. A. European Itinerary Map $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 . 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 . 60 Bartholomew's Sectional Maps of Eng- land, per section . 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 ... . 50 Bartholomew's Map of London and En- virons . 85 Foreign Handbook of the Motor Union 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 . 85 Continued on page 401, column 2 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 401' Continued from page 400, column 1 Permanent Address abroad Date 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 automobil- 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 . 75 Mecredy's Road Map of Ireland . 50 Mecredy's Road Book of Ireland . 60 FRANCE Taride's Maps of France, per section. . . .85 Taride's Maps of France (on paper) . 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 . 50 Touring Club of - France Annuaire, France South . 50 Touring Club of France, Foreign Coun- tries. Vol. 1 . 60 Touring Club of France, Foreign Coun- tries. Vol. II . 60 Touring Club of France, Excursions and Voyages : . 60 Michelin Guide Book of France . 75 BELGIUM AND HOLLAND Taride's Maps of Belgium, per section ... . 85 Touring Club Map of Belgium (on linen) . 75 Touring Club of Belgium Map on paper... . 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 . 85 Continental Road Atlas of Germany. ... 2 .00 Continental Guide Book of Germany . 75 Mittelbach's Strip Maps of Germany .... . 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 . 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 .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 vised 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. Insukance. 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, 111., 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- ment 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 my car are, How to Ship an Automobile Abroad BY THE NOKTH GERMAN LLOYD. In 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 IT. 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 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 are 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 troxible 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. (&) 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 car 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 : 101 SCIENTIFIC ;IMKIUCAN HANDBOOK OF TKAVKL (a) Kind of car ( whci her racing or otherwise), manufacturer'! number and i pads mark. (h) Make and number of engine. (D Style of body, seating accommoda tlon, description of Interior fittings, up- holstery, etc. i per cenl of declared value, available for one year; Belgium, L2 per cenl of declared value, available io gist of December of year of Issue; Italy, in Pull 8120, available for three months Prom date of Importation: Swit- zerland, 84.50 per L00 lbs., available for si\ inoni be from date of enl ry. TRANSPORT OF MOTOR-CARS BY SEA AND RAIL Boulogne Folkestone i;<>i th Folkestone Boulogne being the favorite route lor motorists coming from England, it. [a placed first. Cars are conveyed I'y the South Eastern and Chatham Railway Company's passenger steamers daily (Sundays included). The departures are as follows: Folkestone (dep.) 1 1 .55 a.m. Boulogne (arr.) . . . 1 .45 p.m. Boulogne (dep.) 12 (noon) Folkestone (arr.). . . 1 ,35 p.m. 1 ID P.M. 5 45 p.m. 7 10 P.M. 8 lo P.M. I :.ilcs for Motor-Cars £ x. tl I ..I oars of normal size at Owner's ri.sk " 1 For Cars of normal size at, < !ompany's risk 5 5 Cars for shipment by the 1 1 ,55 a.m. boat from Folkestone must be on the quay at L0.30 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, !«■ at the South Eastern and Chatham Railway Company's office (Gars Maritime) not later than L0.80 a.m.; and by 5 p.m. for shipment by the 7. LO p.m. boat, In all cases it, is advisable to sprite as long beforehand as possible giving notice! of in ten lion to ihlp. ('.•us 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 oars to Be registered, but band-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' w;iv ( lompany's steamers: £ For oars not exceeding I ton 2 For oars oot exceeding 25 cwt 'A For oars not exceeding 80 cwt :i For cars not exceeding 2 tons 4 Cars for shipment to Havre or Cherbourg must, be alongside the bout, (which sails at midnight) not Inter than IO 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, e. > theii representatives, can be ■hipped; wouther and othei circumstances I permitting, < to the Continental Manager, London Brighton and South Coast Railway, Victoria Station, s, W , stating date oi proposed lourney, weight "i carj and whether It i ; < 'i< [red i" > "■ by the flay <>> night pa i< " ft 1 boat Knit*, The rates for the conveyance of accompanied motoi oars from Newhaven i<> Dieppe and vice, verna arc as follows Per Car, r » d, (\) Motor-cars with wheel-base / 8 10 less than 6 ft 4 in .12 10 0+ '.'/ Motoi oars with wheel base 6 \ 4 '■> ft. 4 in. « ft. 1 In... 1 3 0* <:•,) Motor-cars with wheel bate 8 / . r , ft i In to 10 ft. 4 in... 1 .'. 10 0+ fit) Motoi cart with wheel bate / 5 10 exceeding 10 ft. 4 in \ 4 0* "At Owner' risk, The only additional charges are for French government Stamp, &c, at follows New- haven to Dieppe, i«.; Dieppe to Newhuvon. I«. lid Cart foi shipment at Newhaven by the piatsengoi boats should reach the port at .e:i .1, one and a half hours befon Ui<- time Bxed foi the departure of the boats, A 1, Dieppe, cars foi ihipment by the '/"// passi n v 1 boat ihould alio reach the port at least 0111 and a hall hours prior to the bom oi Sailing; ii for shipment by Hm- >n S'l I'iAMI'.ll Motoi can are al hipped by cargo boats which sail rn undei Newhaven to Dieppe every weel night, There 1 no cargo bout on Hunday nighl Dieppe to Newhaven on the night ol Mon day, Tuesday, Wednesday, Thui day and E Friday, and on the afternoon oi lunda , 1 here are no 1 argo boa 1 from 1 >ieppo on Saturday or Sunday nights, Ratei, The rates foi the conveyance oi motor-cars when not accompanied from N.-w haven to D'oppe and vice verta, poi cargo boat, ore at lotiown: Company' t /■'* /. I' H. d. ( art weighing up to 5050 I [lot 01 10 owt \, per car, ( art weighing abov< 1000 I [lot or 40 owt 2 8 2 " ton Oil,,,, ';, /.', / ( !ai 1 weighing up to 1 100 i [lot '" 28 J owt 3 10 per oai ( .11 weighing above 1450 kilos '.- ■■'■■'. owt. 2 8 2 " ton. Additional charges foi [< r< nch ( Jo vorn men t Stamp, &o.i N<-w haven i.<> Dieppe, 3s W Dieppe to Newhaven, 4s ■ >•! Cars can be accepted at Newhaven i"i conveyance by cargo boat up to 7.0 p m , and at Dieppe up to S <> p.m., or up to 10 '1 p.m. if accompanied by a trlptique, <.i deposit voucher, a Noonday Meal In Brit tany DOVER CALAIS ROl 1 E By the South Eastern and Chatham Rail wv/ Company's night cargo boat 1, any night, Sundayt except* d For cart of normal tize at Owner's ri 1 1 1 '.1 oar "i normal ize at ( brapan , .1 1I1 B 6 The boats leave according i<< tide, and oai 1 must be embai ked bofoi 1 dusl All communications hould be oddri ■■! to the Marine Superintendent, South lOn tern and Chatham Railway Dover. "■ at Calais t,<> Captain E 11 Blomofleld, uaro Maritime 'i . leg] arc Dixon, Dover; ••"' , i Blouu fi< Id, ' .iiii I ll.l A I 1,1.1. I . I OHMA'I ll, . ' • ■ AUTOMOBILE* ABBOAD \\iii , hi mill iiiiiinhi,. These countriet are under French control, and French OiHtomn laws and road regulations pre Villi lit, mi \h/<,,ii Roads are good, but tome poiniM of Interest rr Inkabtr. D TOotoe , Coaetau U wnH «e Sakie U Omlufvkr ,mi d*r SlMi {r Departing Coupon SWISS TRIPTIQUE A. ENTREE if AUTOMOBILE CLUB D'AMERIQUE, NEW VORK. U. S A.. Seta Street Weat i — tessera *• i place*-. N*4eM ~pW&t\ Mirage - U) Force: tlet.re - FerW - Ceeeee -. le T t —J ia iipMI I •"IrftrrEim/mkraitt |F taaorreUea cs SaUae. - e>- 1 7~r*/»*rf/viirt/ aa'ea aClactaaai te aepOt Entering Coupon 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 mecessary, 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 Orientale. — 15 francs per an- num and per wheel, reduced one-half 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 foui;, seats and over, and 60 francs for less. After the first three months of the year, taxes are reduced one-half. 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 (6% 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 £1.0.0 Driver 5.0 Owner 5.0 Inland revenue tax on cars over 2240 lbs 4.4.0 Inland revenue tax on cars over 4480 lbs 5.5.0 Tax for employing male (chauf- feur) servant 15.0 Total £6.9.0=$31.60 or £7.10.0=^36.75 Circulation Permits, Driving Licen- ses and Rules of the Road. Credentials. — It is advisable to have with you your driver's license issued in the United States. Automobiles must be registered with the council of a county or county borough, and a license to drive is required. Application blanks for driver's license and registration of car may be obtained before leaving the United States, and may be sent on ahead so that licenses will be ready on arrival in Great Britain. Driver. — Must be over seventeen years of age. Lights. — A white light in front and red light in the rear are required : the former must be placed to the extreme right of the machine so as to be free from all obstruction to the light. ' Horn. — Loud sounding signal horn or bell. Number Plates. — Two, one in front and one in rear. The weight of ma- chine must be indicated conspicuously if in excess of fifteen hundredweight. Brakes. — Two brakes are required, acting independently and in good work- ing order, and of such efficiency that the application of either to the automobile shall cause two of its wheels on the same axle to be so held that the wheels shall be effectually prevented from re- volving, or shall have the same effect in stopping the automobile as if such wheels were so held. Rules of the Road. — Keep to the left, pass on right. The driver must stop when requested by competent authority, by signal (such as holding up the hand) or otherwise. No neglectful or wilful obstruction of the road, is allowed. Speed. — Limited to 20 miles an hour as a maximum, but vehicles weighing over two tons ought not to approach that speed. 410 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL TRANSPORT OF MOTOR-CARS BY RAIL IN FRANCE Cars are classified according to empatement or the distance between the axle of the front wheels and that of the rear wheels. They are divided into six categories, of which the follow- ing three relate to ordinary touring-cars: (A) Ordinary passenger- cars with four wheels and exceeding 2m. 60 between axles. (B) Ordinary passenger-ears measuring between axles from 2m to 2m. 60. (C) Ordinary passenger-cars measuring between axles less than 2m. The old and more expensive tariff being still in existence, motorists should always stipulate for the new one, and the cheapest route. This tariff is known as the Tarif Special Commun, G.V. No. 128 and P. V. No. 128. The following are the rates: By Past Train (Grande Vitesse) Tarif Special Commun G.V.— 128.) Distances. A. B. C. Kil. Francs. Francs. Francs. 100 50 45 40 200 97 87 77 300 141 126 111 400 181 161 141 500 217 192 167 600 249 218 187 700 277 242 207 800 301 262 223 900 321 278 235 1000 337 290 245 1100 349 300 253 1200 359 308 259 1300 367 314 265 1400 375 320 271 1500 383 t 326 277 By Goods Train (Petite Vitesse) (Tarif Special Commun P.V.— 128.) Distances. A. B. C. Kil. Francs. Francs. Francs. 100 30 28 25 200 56 • 32 48 300 81 75 69 400 104 96 87 500 1*5 115 102 600 144 132 112 700 161 147 122 800 176 160 132 900 189 171 141 1000 200 180 148 1100 210 188 154 1200 215 192 157 1300 220 196 160 1400 225 200 163 1500 230 204 166 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 411 In certain districts where conspicuous notices are exhibited, the speed must be limited to 10 miles an hour or as indi- cated on the notices. Roads. — Are generally good, and sign posts are numerous. A few roads are closed to automobiles. This is frequent- ly the case in Scotland. Automobile Association. — Automobil- ists will find it an advantage to join the Automobile Association, whose head- quarters are in Coventry Street, Lon- don, W. This association has road agents on the chief routes in Great Britain wTio can render valuable assistance to members. Fa. 5.9.4.7,4. COUNTY OP LONDON. icence to drive a MOTOR CAT* MOTOR CYCLE. is hereby licensed to drive a Motor Car or Motor Cycle for a period S^ftwelve months from the 1^4^. j^UO*U 4n^ertificat de cagacite potir lafconduite d cJ ^ |f (H4^W" Si *M») ne a domicilii S fonctionnant dans les conditions prescrijes par le decret siisvise*. ^2&£^/^^, ;Ll wiW iqo ft . „ . (1 ) Numero du regist^e Special jiaj^, Prjfl&f or#':^^ a) .. N6fi» 'et prenoms. — (3} -fciea"et dale .de nahsaucc. — \£) iddicatr6n*j^j^^'du>4a^Va^irr^r-j(5) Designation de la nature du jSir de* vehici.Iet a la coudoite desque'f»^j£«p|jtie^^ifjce*$ficat de capacite conform e'merst an paragraphe :ii de la clrculaire ministerielle 1 qu,"5fcdo : yr*l;i5!jjl -"'J> /' ^Signature do titulaIre$^£V i$K\ "**tg % REVERSE OF FRENCH PERMIT SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 419 :--."v-^-:-,,., v ; wnunnnHn *§-t NOTA. Les certificats de capacite delivres par le Prefet dW depart em eiil, cOnformement a Tar- tide 11 du decret du 10 mars 1899, sont valables pour toute la France. Ikrpeuvent etre retires apres deux contraven- tions dans Tannee. (Art. 32 dudit decret,) ,m TaM. ; »M&E DEPARTEMEtfT d des mm , — ~~— • - ETDESJl ^^U^fO i ntmL'' \ CIRCULATION DES AUTOMOBILES. (Decret du to mars 1899.) ICAT DE CAPACITE /vaessaa^jpoviT la concLaite "4 * •: { t) Designer la nature da oa des vehkules aaxquels s'appltque le cerlific&t. ...- ra*„ v.^^^..»jiu^tj»^aaiib«ii.fcik^^ . '■-. ■ ■ n.i — ■ , i.n.l FRENCH PERMIT TO RUN AN AUTOMOBILE 420 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 11. Emission of Smoke. — Emission of smoke from exhausts in ports, renders automobilists liable to arrest and to a line. The Bois de Boulogne and Vincennes. — The gates of the Bois de Boulogne are open from 5 a. m. to midnight from April 1 to October 15, and from 6 a. m. to 10 p. m. from October 16 to March 31. Exception is made in regard to the gates at Maillot, St. James, and Baga- telle, which are closed at 7 p. m. from October 16 to March 31 ; the Grille des Princes is closed at 7 p. m. from Octo- ber 16 to March 31, and at 8 p. m. from April 1 to October 15. To pass the gates at forbidden hours a special per- mission is required. In this case it will be necessary to write to the "Direction Administrative des Services d' Architec- ture et des Promenades et Plantations," at the "Prefecture de la Seine, Paris," requesting a pass (carte de circulation), enclosing a money order (mandat de poste) for thirty francs. The pass is valid for the period of one year. Automobiles are forbidden in the Bois de Boulogne, in the Pre-Catelan, in the Allee de Longchamp, otherwise known as the Acacias, from 1 p.,m. to 7 p. m. Speed in the Bois is limited to 12 kilo- meters an hour. The vehicle must be stopped when necessary on account of horses or other animals taking fright. The speed must not exceed that of "a man walking," when driving an auto- mobile along narrow roads, and at the gates at the octroi offices, at intersec- tions of roads, and everywhere an auto- mobile might interfere with pedestrians, or where there is a crowd. Automobiles standing near horses must "stop their motors." The driver of an automobile must not leave his automobile when in the Bois. Only roads which may be considered as carriage roads ( votes car- rossables) are open to automobiles in the Bois. The 12-kilometer-an-hour lim- it is applicable to the Bois des Vin- cennes. Touring Club de France. — 65 Avenue de la Grande Armee, Paris. Membership can be arranged through the American Automobile Association or the Automobile Club of America. New York, or American Express Company, Paris ; fee fcs. 6 or $1.20. Notices and Sign-Posts. The Association Generale Automobile issues the following warning signs, which are generally placed about 300 to 400 yards before the obstacles, on the right s'de of the road The following are the principal noti- ces issued by the Touring Club de France : Ralentir. Slacken speed. -1 ttention ! Route en cours de Rechargement. Beware ! Road under repair. Attention an Train. Look out for the train. Cassis a 300 metres. (Arrow here) Depression in road, 300 meters off, in the direction of the arrow. Sharp turn to the right. Sharp turn to the left* Turning followed by hill. Turning followed by descent. Dangerous crossing. Steep hill Steep descent Winding descsnt with sharp turning. , Archway. I Level crossing. Rails above the level of the road. Caniveau or open gutter, Paved road (pave). " Humpy " road. Village. (Reduce speed.) Poste de Sccours. First aid post. Allure Moderce prescrite a to us Vihicules. All vehicles to drive with caution. Passage a Niveau a 300 metres. (Arrow here) Level crossing, distant 300 meters in the direction of the arrow. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 421 In addition to the foregoing there are numerous warnings and notices, issued by the local authorities in the various districts, of which the following are a few : EftMtiig First aid post. Road for cyclists only. Horses, cattle, and vehicles forbidden. Level crossing ; 200 metres away, in the direction_of the arrow. 8TTEKTI0K sci TRAIN Look out for the train. Sign indicating place of interest. In this case Roman arenas (remains) at the end of the path. Time of the excur- sion, thirty minutes. BONNlERES 1 VERNON The usual simple form of signboard. It gives on the top line the chief town at the start and the one at 'the end of the route. On the lower lines are the nearest villages or towns in each direction respectively. RALENTIR Go slowly. (ALLURE MODEREE PRESCRIBE "k TOUS VEHIGULES All vehicles drive with caution. RECHARGEMENT Beware ! Road under repair. " Le Bout du Monde (Cascade). Fine outlook, 600 metres away " in the direction of the arrow. Typical board calling attention to scenery. Depression in the road ; 200 metres off, in the direction of the arrow. Another form of signboard. The name in the centre is that of the place. The names in the top corners are those of the towns at the end and at the start of the route, and underneath the names of the nearest towns or villages. The figures indicate the distance and the arrows the direction of the places. Attention ! Obstacle. Beware of obstruction. Attention ! au Pas. Warning ! Walking pace only. Attention ! Foret en coins d' exploitation. Warning ! Work in progress in the forest. Ralentissez. Ecole. Reduce speed. School. Ralentissez. Route en cours de reparation. Reduce speed. Road under repair. Attention ! Tournante dangereuse. Warning ! Dangerous turning. FRENCH FAMILY TICKETS In France Camels collectifs are delivered to parties exceeding two persons, a reduction •of 10 per cent, being made on the third ticket and of 25 per cent, on others. On these conditions the party is, of course, bound to travel together. These tickets are available thirty days for 1500 kilometres, forty-five days for 1501-3000 kilometres, sixty days for over 3000 kilometres. The fourth and following members of a family (which in- cludes strictly relations and their servants only) are allowed a reduction of 50 per cent, on the single fare for the journey out and back. The family must travel together and each member is required to sign the tickets. On all circular tours the traveller has a right to alight at any station on the line of route, providing he has his ticket signed at the booking office before resuming his journey in the case of stations not figuring in his camel. Customs in France: The usual articles sought for are tobacco (for every Englishman knows what smoking material is in France) and spirits; in addition to these, the follow- ing are dutiable: New wearing apparel, silks, lace, linen, embroideries, carpets, curtains, tortoiseshell, ivory, knick-knacks, typewriters, jewelry, perfumery, sewing machines, tea, soap, candles, and provisions; while entirely prohibited articles are matches, medicines, playing-cards, and cartridges. Reimportation. A recent ruling of the Treasury De- partment holds that, upon reimporta- tion, a car previously exported is, under the rule, liable to duty at its full value if repairs amounting to more than 10 per cent of its original value have been made while the car was abroad. Under this ruling it is quite immaterial wheth- er the repairs were necessitated by ac- cident or otherwise. 422 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Accumulator. Adjustor. Axle. Bearing. Belt. Bolt. Bonnet. Box spanner. Brake. Foot brake. Hand brake. Brass wire. Bronze. Burner. Carbide. Carburator. Carburator float. Chain. Chain link. Circulating pump. Clutch. Cock. Coil. Connecting-rod. Copper. Cord. Coupling, universal. Crank. Crank, starting. Cylinder. Differential. Emery paper. Engine oil. Exhaust box. Exhaust pipe. Exhaust valve. File. Flange. Flywheel. Friction. Funnel. Gaiter. Gear. Governor, friction. Governor shaft. Grease. Hammer. Hook. Horn. Ignition. Ignition lever. Indiarubber. Inlet valve. Inner tube. Inspection pit. Joint. Joint screw. Key. Knocking. Lamp-wick. Leather. Lifting jack. Lubricating oil. Lubricator. Misfire. Mixture. Mudguard. Non-skid tire. Number plate. Nut. Out of gear. Pedal. Pincers. Piston. Piston ring. TECHNICAL TERMS. A ccumulateur. Tendeur. Essieu. Coussinet. Courroie. Boulon. Capot. Clef a douilles Frein. Frein a pedale. Frein a levier. Fil de laiton. Bronze. Bee. Carbure. Carburateur. Flotteur. Chaine. Maillon. Pompe de circulation. Embrayage. Robinet Bobine. Bielle. Cuivre. Corde. Cardan. Manivelle. Manivelle pour la mise en marche. Cylindre. Differ entiel. Papier d'emerie. Huile a machine. Pot d'echappement. Tuyau d'echappement. Soupape d'rehappement. Lime. Bride. Volant Frottement. Entonnier. Guetre. Engrenage. Regulateur a friction. Arbre du regulateur. Graisse. Marteau. Crochet. Trompe. Allumage. Manette d'allumage. Caoutchouc. Soupape d' admission. Chambre a air. Fosse. Joint. Joint a vis. Clavette. Tapage. Meche. Cuir. Cric. Huile a graisser. Graisseur. Rate. Melange. Garde boue Pneumatique antiderapant. Plague numerotee. Ecrou. Debraye. Pedale. Tenailles. Piston. Axe de piston. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 423 Piston rod. Reverse. Short circuit. Steering wheel. Straighten. Switch. Teeth (of wheels). Throttle. Tools. Tow. Trembler. Valve. Valve, admission. Vise. Water circulation. Water tank. Wheel, front, back. TECHNICAL TERMS- Continued Tige de -piston. Marche arriere. Court circuit. Volant de direction. Redresser. Interrupteur. Dents. Reglage a main. Outils. Remorquer. Trembleur. Soupape. Soupape d 'admission Etau. Circulation d'eau. Reservoir d'eau. Roue avant. ' ' arriere. WARNINGS ON THE ROAD. Moderate speed. Be careful. Walking pace. Open gutters. Blow the horn. Dangerous hill. Speed limit. Level crossing. First-aid post. Reduce speed. Road blocked. Dangerous turning. Speed. Road under repair. Bad pave. Sign-post. Road. To the left. To the right. Straight on. Hilly road. Slippery. The road is muddy. Have you a circulation permit? No, but I am getting one to-morrow at . . . At the end of the street. Opposite the ... Steep hill. Course. Hard. Branch road. Bridge. Narrow. On the level. Which is the shortest way to ... ? Must I take the first turning to the right or go straight on? How many kilometres from here to . . . ? Is the road good as far as ... ? Will you please tell me the way to the near est garage? . . . nearest hotel? What is the name of this village? I want to go to . . . I have missed the way. Shall I follow the tram-line? . . . the river? You must cross the river. Will you please give me a can of cold water? I have just had an accident with my motor. Where can I get assistance? Can I get a horse to pull the car to , . . ? Allure moderee. Attention. Au pas. Caniveauz. Corner. Descente dangereuse. Maximum de vitesse. Passage a niveau. Poste de secours. Ralentir. Route barree. Tournant dangereux. Vitesse. Route en reparation. Mauvais pave. Poleau indicator. Chemin, route, chaussee. A gauche. A droite. Tout droit. Route accidentee. Glissant. La route est boueuse. Avez-vous votre permis de circulation? Non, mais j'en aurai un demain a . . . A u bout de celte- rue. En face . . . Cote dure. Le parcours. Dur. Une bifurcation. Pont. Etroit. En palier. Quelle est la route la plus courte pour . . ,? Dois-je prendre le premier tournant a droite ou suivre tout droit? Combien de kilometres d'ici a . . . ? La route est-elle bonne jusqu'a . . ,? Voulez-vous me dire la route du premier garage? . . . du premier hotel? Quel est le nom de ce village? Je desire aller a . . . J'ai perdu la route. Dois-je suivre la ligne du chemin defer . . . ? la rivi:re? II faut traverser la riviere. Voulez-vous me donner un sceau d'eau froide? Je mens d'avoir un accident aver mon auto- mobile. Ou puis-je trouver aide? Puis-je avoir un cheval pour trainer mon auto- mobile jusqu'a . . . ? 424 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL WARNINGS ON THE ROAD— Continued How much must I pay you? Can I leave my car here until to-morrow morning? How far is the nearest railway station? Is there a telegraph office here? Is there any kind of conveyance that can take us to ... ? Is there a telephone in the village? Many thanks for all your kindness. Combien dois-je vous payer ? Puis-je laisser mon automobile %ici jusqu'a demain matin? Combien y a-t-il d'ici a la plus proche gare de chemin de fer? 11 y a-t-il un bureau de Wlcgraphe? II y a-t-il des rnoyens de transport pour nous conduire a . . ? II y a-t-il un bureau de telephone? Merci bien pour votre obligeance AT A GARAGE Fill up the tank; it holds . . . I want some lubricating oil. Have you any . . . t.res in stock? I want two . . . and one inner tube. Can you repair this tre? How much do I owe you? Give me two sparking plugs. Give me two pounds of . . . I have just had an accident. I have left my car at . . . Can you have it towed here? How long will it take you? I have broken the . . , I have lost a . . . There is a leakage . . . Let the motor cool. How much will the repairs cost? Have you any of Taride's or other road maps? Be careful not to scratch the paint. I want the car washed, and the brasses cleaned My chauffeur will clean the car. I want the car ready by to-morrow morning, and my chauffeur will settle with you. This is far too dear. thing off the bill. I shall complain to , You must take some- Remplissez le reservoir; il contient . . . Je d esire de Vhuile a graisser. Avez-vous des pneumatiques ... en stock? J' en desire deux „ . „ et une chambre a air. Pouvez-vous reparer ce pneumatique? Combien vous dois-je? Donnez-moi deux boujies. Donnez-moi un kildg. de talc. Je viens d'avoir un accident. J'ai laiss c mon auto a . . . Pouvez-vous le faire remener ici? Combien de temps cela vous prendra-t-il? J'ai cass'' le . . . J'ai perdu le . . . II y a une fu le . . . Laissez refroidir le moteur. Combien coutera la reparation. Avez-vous des cartes Taride ou d'autres cartes routines? Attention de ne pas abimer la peinture. Je d'sire avoir la voiture lavce et les cuivres nettoy.'s. Mon chaff eur nettoyera la voiture. Je d sire que I'auto soit pr/t pour . . heures demain matin, et mon chauffeur reglera avec vous. Le prix est trop eleve. Vous devez diduire quelque chose de la note. Je me plaindrai a . . , GERMANY. Customs. The duty on automobiles entering Germany is as follows : Eight marks per 100 kilos for autor mobiles. Cars weighing 250 to 500 kilos, M. 40.00 per 100 kilos ($4.60 per 100 lbs.). Cars weighing 500 to 1000 kilos, M. 25.00 per 100 kilos ($2.85 per 100 lbs.). Cars weighing 1000 kilos and up, M. 15.00 per 100 kilos ($1.70 per 100 lbs.). Automobiles entering Germany tem- porarily, carrying passenger* or mer- chandise, are exempt from duty. A large discretion is allowed the officials in deciding whether or not a machine is imported for sale or sold to some one in Germany. Unless the official mind is satisfied that the machine is imported into Germany for temporary purposes only a duty can be levied. In theory, duty is refunded on expor- tation. As a matter of practice, the smaller Custom Houses always refuse the refund and send the tourists to the principal office, which may be many miles out of the way. It is, therefore, always desirable to cross the frontier at some large city, if possible. In addition to the Customs duty, al- ready mentioned, a law was passed, July 1, 1906, imposing a special license tax on automobiles entering Germany. To remain in Germany for 5 days, the li- cense tax is 15 marks, and for 30 days 40 marks. Over 30 days and not exceeding 4 months, the tax is reckoned at so much for the automobile and so much per horsepower, viz. : 6 h.p. and under, 12m.+lm. per h.p. ; from 7 to 10 h.p., 25rn.-j-lm. 50 per h.p. ; from 11 h.p. to 25 h.p., 50m.4-2m. 50 per h.p. : and over 25 h.p., 75 m.4-5m. per h.p. For a sojourn over four months up to one year the last-mentioned taxes are respectively doubled. These license taxes are payable at the frontier, and the receipt given is called a stcuerkartc. A license tax paid for 30 days, for instance, allows the holder to pass and repass the German fron- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 425 tier as often as he Jikes, until the total number of 30 days has been fulfilled, and so on for other periods. A license card is valid for the cur- rent year. To remain longer than con- templated at the time of issuance of the card, application should be made at the steuerant or finanzamt three days before the expiration of the time mentioned on the card. Then the extension of time will be granted, deducting the tax paid on the original card. Circulation Permits, Driving Licen- ses and Rules of the Road. Credentials. — A foreigner's home per- mit to run his car must be viseed by a German Consul before it can be used in Germany. The same also applies to driving license. Regulations. — There are different reg- ulations in force in the various states. The following are the general rules : Driver. — Must be over 18 years of age. Lights. — Three required. One on each side of the car in front and one on the rear, to enable the number of the car to be readily distinguished. The above automobile wheel with a red hub and spokes on a white square ground of metal simply denotes, in a general way, "CAUTION." It is posted irrespective of the nature of the coming dan- ger, but usually on the side on which it occurs. GEFAHRLICHE WENDUNG, CAUTION. DANGEROUS TURNING. Brakes. — Two independent brakes re- quired. Horn. — A single note, loud sounding horn required. Plates. — Each car must bear a plate, indicating its make, horsepower and weight in kilos. Police Regulations. — Foreigners must report to the police authorities in any large town or city, and produce licenses obtained in their own country. If found satisfactory, they will be endorsed by a German official and no trouble will be experienced. Rules of the Road. — Keep to the right, pass on the left. Speed. — During darkness 15 kilome- ters (9Mj miles) in built-up sections. In- crease allowed in open country, stopping only at "Driving to Public Danger." Roads. — German roads are not uni- form in quality. Alsace. Rhine provin- ces and Bavaria offer the best roads. Some are forbidden to automobilists, but these are posted. In large cities inquire carefully the names of streets forbidden to the traf- fic of automobiles. In Berlin, apply at the Stadthaus for police card or license. In Cologne certain streets are only open to automobiles between certain hours. Traffic is forbidden from 11 a. m. to 2 p. m. in Hohestrasse, Schil- dersgrasse, and Breitestrasse. Baden, Grand Duchy of. — Automo- biles are not numbered, but they must have plaques with name and address of owner clearly inscribed, if the latter re- mains in the Duchy more than one week. Other requirements are a horn, two lanterns, of which one may be green. Excessive speed is forbidden, and never over 12 kilometers an hour in towns and crowded places, and not exceeding 30 kilometers an hour in open country. Ob- serve, carefully, special regulations, signs and notices as to reduced speed and as to roads forbidden to automo- biles. The following roads are forbid- den in the Grand Duchy of Baden : Lichtenthaler-Allee and the Kaiser-Allee (arrondissement of Baden-Baden) ; the junction road of Lichtenthal and Jagd- haus ; the route along the valley of Saint-Blasien to Albruck, in the arron- dissement of Waldshut and St. Blasien; the road from Badeniveiler to Blauen in the arrondissement of Loerrach ; the road of the yalley of the Wehra from Wehr to Todtmoos, in the arrondisse- ment of Schopfheim. Bavaria. — Name and address of own- er must be conspicuously shown. Own- ers are held strictly to account not only for their own acts of omission and of commission, but also in regard to their employes. This becomes unpleasant sometimes. Speed must not exceed 12 kilometers an hour, but in open coun- try this rule is not strictly enforced. Steep grades, as well as crowded and narrow places, require particular atten- tion. Stop when your automobile causes feaiv confusion or difficulty. Darmstadt. — For a visit of a week onlv, no formalities are required in re- gard to certificates. For a longer stay, a license and number are required and issued. One brake is prescribed, a loud- sounding bell and a lantern are neces- sary. But colored lanterns are not al- lowed. Keep to the right, and, in turn- ing corners, when turning to the right, turn short, but, in turning a corner to the left, make a wide, sweeping turn. Be careful not to frighten horses by driving too near them. If necessary, stop entirely, and allow the horses to pass. Munich. — Local police permits are required and given after proof of com- petence is demonstrated. Plaques with numbers are required. Brakes should enable automobilist to pull up at two automobile lengths. Speed must not ex- ceed 12 kilometers. Observe posted rules as to certain roads forbidden to automobiles. Negligent driving causing death renders driver liable to three years in prison, while causing injuries means 426 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL two years in prison and a fine of 900 marks or either. Nuremberg. — The town-hall authori- ties issue licenses to drive. Brake is required, and warning signal must be by bells, and not by horn. White lights only. Certain roads and streets closed to automobile traffic. Stuttgart. — Keep to the right and pass to the left. White lights are pre- scribed. Go slowly. Have available home papers, licenses and certificates as to skill in automobiling. Certain streets in the city of Stuttgart are closed to automobiles during certain hours ; thus, Koenigstrasse and Schloss- platz from half-past eleven to half-past twelve (day time), the passage from the depot, in the Schlosstrasse between the Friedrichstrasse and Koenigstrasse, and, generally, in short or steep streets. Automobile Club. — Kaiserlicher Auto- mobile Club, Leipzigerplatz 16, Berlin. GREECE. Duty variable from £12 to £16, ac- cording to size of car, non-returnable. HOLLAND. Customs. The owner is required to make a de- posit for duty of 5 per cent of the val- ue of his auto, at the first Customs sta- tion. The deposit will be refunded (except on Sundays) at any frontier Customs station or port upon surrender of the deposit receipt. ClKCULATION PEKMITS, DRIVING LICEN- SES, Rules of the Road. Credentials. — Foreign tourists will be supplied free of charge, at first Customs station, with a driving license good for eight days. During these eight days foreign cars may display their foreign number plates only. If tourists extend their stay in Holland beyond eight days, application must be made to the Minis- ter of Commerce for a driving license and number. Driver. — Must be at least 18 years of age. Horn or Trumpet. — Must be fitted to cars. Lights. — Two white front lights, one on each side of the car. Speed. — No maximum speed has been fixed by law. The speed allowed is gov- erned by individual circumstances. Any speed which the. police authorities con- sider dangerous to the public safety ren- ders the driver liable to a fine or im- prisonment. Look out for signs and notices along the roads as to special rules which may be published from time to time. New legislation is expected. Rules of the Road. — Keep to the right, pass on the left. Roads. — The roads in Holland are generally paved with brick, and where well kept present a good surface. They are, however, generally rather narrow and winding, and as there are numer- ous hamlets high speed is impossible. The Touring Club of Holland. — (A.N.W.B.) Mr. D. Fockema, 7 Amster- damscheweg, Arnheim, manager ; cost of membership, $1.70 per year. Member- ship entitles to reduced rates at hotels and reliable maps at a discount. VERBODEN MOTORR'JTUIGEN LANGER DAN BREEDER ▼ Forbidden to motor vehicles longer than m. broaderjhan. m. VERBODEN M0T0RRUTUIGEN ▼ Forbidden to motor vehicles heavier than kg. VERBODEN RUWIELErC EN motorrutuTgen Forbidden to cycles and motor vehicles. Forbidden to cycles and motor vehicles from o'clock to o'clock. MOTORR'JTUIGEN" TWEEWIELERS Forbidden to motor vehicles except bicycles.' MOTORR BIHI TWEEW Forbidden to motor vehicles except bicycles. From o'clock to a^rJocET SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 427 ITALY. Customs. The owner of the car is required to be present personally for the Customs formalities both on entering and leaving the country. A deposit is required on all tourists' cars entering Italy, valid three months, as follows : Weight up to 500 kilos (1100 lbs). Lire 200=$40.00 ; up to 1000 kilos (2- 200 lbs), Lire 400=$80.00 : 1001 kilos or over, Lire 600=$120.00. Care must be taken to obtain a re- ceipt for the duty deposited, and to see that the Customs seal is attached to the car. TOURING CLUB I H-^ PASSAGGIO A LIVELLO TOURING CLUB ITALIANO Level crossing. Depression in the road. The deposit is returnable on leaving Italy, and in order to save trouble and exchange, payment should be made to the owner in gold. Should a car remain over three months in Italy, it becomes liable to taxation, based on the horsepower. Circulation Permits,, Driving Licen- ses and Rules of the Road. Credentials. — Both circulation permits and driving licenses are required, but in the case of tourists, the permit and licenses issued by other countries are generally accepted. Care should be taken to get these endorsed at a pre- fecture within five days of entering the country. Lights. — Two headlights are required, the left green, and the right, white. A rear light must show the number clear- ly. Lanterns must be lighted one hour after sundown until dawn, and during fogs. Brakes. — Two must be provided, each of a different and separate system. Horns. — Required. Number Plate. — Number of circulation permit to be fixed in front and rear of car 16 inches from the ground. Rules of the Road. — The general rule of the road is to keep to the right and pass to the left, but in several provin- ces, notably in those of Rome and Ge- noa, the rule is reversed, and the same is true in many cities. The result is very confusing, and only by excessive care and due inquiry can accidents be avoided. Dangerous descent. Dangerous turning. "Go slowly." This may indicate a danger, but also a police regulation. Road " up," or Interrupted. ;02 lOURtNC CLUB ITALIANS ARRESTO Winding road with sharp turnings. The kilometric length of the part affected is usually indicated on the post. " Stop." This usually in- dicates an urgent real danger, but sometimes also stoppages reqirired by the law — e.g.. Cus- toms, roads closed, etc. Speed. — Must not exceed 12 kilome- ters (7 Mi 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, in 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 50 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 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 Tradgards- gatan ; Hamngatan between Malmskil- SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 429 nadsgatan and Regeringsgatan, and be- tween Gothgatan 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. Rules 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 ($7.80) per 100 kilos (220 lbs.), 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- mobilist 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, Unter- wald-le-Haut, Unterwald-le-Bas, Glaris, Zoug, Fribourg, Soleure, Bale-ville, Bale-campagne, Appenz?ll-Rh.. exterior and interior, Saint Gall, Ar.s;ovie, 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 30 kilometers (20 miles) per hour. The police enforce the regulations most severely in Switzerland and motor- ists are constantly fined 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 vehicles 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 the 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 Grisons 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 S'mplon 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, %d. 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 Hd. 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. . 5s. ' 10s. Via Calais to Belgian towns; and Herbesthal or Bleyberg to Ger- many, and via Ger- many, except to Rus- . si an towns,Copenhagen and Trieste; and Lux- emburg, to Bale, Lux- *♦ emburg, Metz, Mul- house, Strasburg, and Zabern 5s. lOd. lis. 8d. V%a 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 3s. 7d. 7s. 2d-. Via Flushing to Hol- land, Germany, and via Germany, except to Russian and Scandina- vian towns 5s. 10s. V ia Flushing to Scandinavian and Fin- land towns, via Kiel or via Lubeck 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. 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'entree 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 train) 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 kjlo) 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 drachmae, 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 (m 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 Velocipe"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 Italian 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 IS 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. — The duty on Cycles is 8% on value. United States op 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. Our cuts 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 box 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, alid 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. France — Hyeres (Costebelle) Le Touquet Nice Paris Pau St. Jean de Luz . . . * Valescure Vittel Germany — Baden-Baden Berlin Bremen Cologne Dresden Hamburg (Wentorf-Reinbek) Homburg Kiel. Kissingen. . Nauheim Wildungen Holland — Arnheim Doom Haarlem Hague (The) Hilversum Leeuwarden Scheveningen Italy— Dervio Florence Rome San Remo Malta — Malta Portugal — Oporto Russia — - Moscow St. Petersburg Spain — Gibraltar Sweden — ■ Gothenburg Switzerland — Interlaken Lucerne , Maloja , Montana , Montreux Regaz , St. Moritz Samaden 18 18 18 18 18 18 18 9 9 9 9 18 9 9 9 9 9 9 9 9 9 9 18 9 9 9 18 Season. winter summer winter all year winter summer all year summer summer spring, autm. winter Oct., June summer 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 private 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 432.) 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 693 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 Pacldington 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 week 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, BUSY LONDON BRIDGE TEEMS WITH TRAFFIC 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 Nottingham, Leeds, York, Newcastle and the Tyne. Great Western Railway, PaddingtoH 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. Pancras, 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 Hill, 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, Win- chelsea, Hastings, Tunbridge Wells, Canterbury, Maidstone, Dorking. Ex- cellent suburban service on south side of river. Shortest and most direct route between London 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, TJ. 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 fcnd 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. Stockwell: — 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. BCIEXTIMC 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 ( 'baring 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 Gxford Street arid 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. Morn i ngton Crescen t : Camden Town: — The line divides at this point. The eastern section" runs through .South Kentish Town, Kentish Town, Tufnei 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 the. junction with Piccadilly Tube. Gxford Circus: — For shopping district around Gxford and Regent Streets; junction 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 Brornp- ton Road and Strand, thence north across the metropolis to Finsbury Park. J he stations are as follows: Hammersmith: — J unction with district Under- ground Railway. Baron's Court. Earl's Court: — Connecting with Underground Railway South Kensington. Earl's Court Exhibition. Gloucester Road: — Adjoining District Rail- way. Brompton Road: — For Victoria and Albert Museum, Albert Hal). Knigbtsbridge: 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, Havmarket, 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 nam': 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: Moorj/ate 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, COnni Victoria with London Bridge. This route is semicircular, passing through the suburbs of Clapham, Wandsworth, Brixton, Peckharn, and Bermond i By means of the network of underground railways it is possible for the visiter 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 oi the whole of the system, whereon each rail way is represented in a distinctive color By consulting this map placed on the wall >ry Underground station, (he can plan his journey and secure a through ticket. Care must be observed whenever traveling in London to keep tickets carefully, a- no transfers are issued (with one or two exceptions; either in railway, tram, or ornni bus, the ticket being clipped a . - one barrier leading from on*; railway system to another and finally surrendered on leaving the station of destination. . ICBOATB. — There is no regular ste imboats on the Thames, eff< such upon a paying basis, both by priva municipal enterprise, having proved abc During the summei mag- nificent and roomy vessels run down the river from London Bridge calling at Tilbu Southend, Margate, Ramsgate, Deal, D 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 metiopolis is well supplied with cabs. These comprise taxicabs, both motor and horse drawn, accommodating two or four passengers, hansoms, and four-wheeled vehicles or "growl<*rs" 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. Drivers of suc^i 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 tear 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 comfort 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. ; dress circle, 7s. Gd. ; upper circle, 5s. and 4s. ; pit, 2s. Gd. ; gallery, Is. In the stalls, upper circle and dress circles, while evening dress is not gen- erally enforced, it is considered de rigeur, and in some theaters is essen- tial. The performances commence, as a rule, at 8, 8.15 or 8.30 p.m., and conclude about 11 p.m. Matinees are generally held on AVednesdays and Sat- urdays, when performances usually commence at 2.30 p.m. Seats for stalls and circles should be booked in ad- vance, by telephone, telegram, or through the numerous libraries 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, 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 others 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- cerning such the daily newspapers must be consulted : Albert Hall: — South Kensington, S. W. Queen's Hall:- — Langham Place, Regents St., W. St. James Hall: — Great Portland St., W. Steinway Hall: — -Lower Seymour Street, W. Crystal Palace: — Sydenham, South London Alexandra Palace: — Wood Green, North London In addition there are innumerable 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 frequently 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, tbe 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 devotees 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 Corner. 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. Roicing. — 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 tne Oxford and Cambridge boat race be- tween crews of the rival universities, over the, 4^-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 Gd. 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. "ROTTEN ROW," HYDE PARK, LONDOX Is reserved for Horseback Riders at several points up the Thames : a1 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. Rowing 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 :it several points within easy reach of London, such as the upper readies 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. 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' ■ 6 5 • m • o ■ 3 w . O 1 448 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL OH P*Q ooucpn&^y jouuiq ^JL w ioco ■* CO * * CO i to i CO ' -l CM rt«H CO coco I m * * -^ e3 coco I ^ \\\ *- CM Cm I CO I £ CO>-ICO O * * * Ph I I I COCO < g | mco coco ] „ MCO„ CO I I co co co coco CM CM COCO J «o TtHTf c^> ■/. -cs a c3 r-CO .2^CH 2 So • - a _ +a T3 O « o M o cu £ d e9 3 cr 1° 3 3tCo O c?v^ ^ oJP* fa |*5 .3 -J PhCO £ w cued I P. n c DOS - v cu-c ^O O WW Ww coH O rO a* . W ? W © DC ft! 2a^ '3,9 d O^ coo ^ a cs £g ^00 Ph a rr w Bj , i a o pq Cu U, -a a O a ■i-i a M d o o~d « n u n u C4H CS w as CU L 03 +j 3 > O a rp a 3 a rt 0) "al fl f§§o| a S e3 s-a co EH a > S3 .So „ w M ^ a a 73 -Q o wto2 .o. o cs cur3 . o o 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 a 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. 3/6 from 2/- 2/6 5/- Gatti's Adelphi, Strand, W. C 2/6 Blenheim, 94 New Bond St., W from 1/6 Cafe d'ltalie, Old Compton St., Soho, W. C 1/6 Cafe Monico, Piccadilly Circus, W 3/- Carr's, 265 Strand, W. C i Comedy, Panton St., Haymarket, W 1/6 2/6 Criterion, Piccadilly Circus, W 4/- from 7/6 Frascati, Oxford St., East End, W 2/6 5/- Gaiety, Gaiety Theatre, Strand, W. C I 3/- 5/- 7/- 10/6 Gatti's, Strand, W. C 2/6 . 4/- Hatchett's, Piccadilly 2/- From 3/6 Holborn, High Holborn V ' 2/6 from 3/- Horseshoe, corner Tottenham Court Road and Oxford St., W .. Grand Cafe de l'Europe, Leicester Square, W. C. . 3/- 5/- Jules', Jermyn St., Piccadilly, W 4/- from 5/6 Kettner's, Church St., Soho, W. C 3/6 from 5/- Kuhn, 31 Hanover St., W 2/- 3/- Piccadilly, Regent St., W Popular, Piccadilly, W from 1/6 Prince's, Piccadilly, W ■ 4/6 Romano's, Strand, W. C 3/6 St. James's, Piccadilly, W 1/6 Strand Palace, Strand, W. C I from 1/6 Hotel Cecil, Strand, W. C i Grand, Charing Cross, W. C '■ Cavour, Leicester Square, W. C Simpson's, Strand, W. C j Garrick, Leicester Square, W. C I Trocadero, Shaftesbury Avenue, (west end), W. C. . 3/6 from 5/- Villa Villa, Gerrard Street, W I 1/6 2/6 from 2/6 6/6 to 10/6 from 3/6 2/6 from 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 LTatton 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. Gamage's, High Holborn, W. C. . Swan & Edgar, Piccadilly, W. (Drapery Stores) Debenham & Co., Higmore 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, Hainp- stead, and Clapham Junction, within easy 'bus, train and tram ride of Char- ing Cross, which, though catering espe^ cially 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 Hill and Hatton Garden. Book- sellers and libraries : Mudie's, in New Oxford Street, and W. H. Smith & Son, Ltd., Kingsway, 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 accompanj'ing 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 be 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 de rigcur in the morning. At the West End res- taurants evening dress is popularly fa- vored, and at the first-class restau- l 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 rule 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 looms 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 t.he 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 over 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 the 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-Hill, near the flat tomb which was so frequented by Byron, will amply repay the journey. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 453 Q Z E= X Z K o fafa ft to o £^ ft IN s- 4> - "c8" O^'O S .73 i- _,CQ to J O^ t^O^ pa .J-TS o o PI - eg M.2 'S ft fc a o 03 £5 - 43 d-p -£3 C 43 d _,- S g-c3 >% 03 •& 4 a CO O o S += . >-H(M ■ bO . x a ■ e.g >>3- ft w « o a oS S ^ d+3 ° >> +5§X^T3 « 2 h q,d 08' -sflO ° ftH^Hto o Ha +2^2 to 03 r;^ "-"TS CD 43 43 £ «•-,_! =^rC OS -p ""S rt o fl es^ 03 Pi oSj- gP-1.2 (h oS"p 1-1 a-* 3 OS P) O u> " 03 -Ccc OS PiTJ M MS OJ fl fH 03 s -bD 9 ?2 d 8 s 9 ° o o . - rt ^ ■+-> +i<« Sal 03 © > fa 2 «? pi aJn, *^ S «T3 O 03^5 £ S.m OS 5 a g£ .i t) I fl) » 03 5R nT3 ~« to +j<3 O O £« Pi 0) 43 ot3 to °3 S 2 43-« bO •§j§.a i. m ja 3 ol ° CJjH-P 39 o o a-- C OS oS oS_e ^ to o CD 73 oS— ' 05 a^j P! ^ fl .20 ^ -p I 4? PS & rt-3 IP fl-Sgo pi s os a fig*! f3 05 05 V PI 05 >> O 0) cS [i. O OS 03 S J a 2 -Sga-E s a a ^ bo o a « d<; 03 d b£l 2. d 43 Q3 >-c o CO .o 3 H S02 . o pq - g 03 +s 03 -oS 1 ^ M 5? to 43 03 > *s o.P. 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Building used for Great Exhi- bition of 1851. Organ con- certs, exhibitions, popular pleasure resort, theatres, skating rink. Fine views from extensive gardens. . . as ; to . co 03 • Si a : < CO p o CD o d Fine Collection especially rich in Dutch, Flemish, Spanish and French works Originated in famous Baring Gallery. Fine examples of Italian 15th Century Art. Royal Residence 13th to 16th Century, Banqueting Hall and part of moat re- Fine example of 17th Cen- tury timber constructed city house. Prince Hen- ry's room contains fine paneling and plaster ceil- ing built 1610-11 Reception of foundlings. 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CM-- CO H ^ ^ § r; O HT3J3-S 03 u a 03 *r, o a flow o o3_; rt Hrr o bo _. lj: co u o3.t^ a 03 nr,^ O ^cot-i a ^o a „r o3 co §a ff.- a oM^. o CO 03 — 03 >>2 — o a a in _ h IB 9 ^ co a oa 03 afe 'CO -M O 03 r< o a g •^ co a - co ■ a ; g u 03 . co 03 03 a 3 CO o T3J3 03 O Offi CO CO '5 « +5 03 a o oa g^p4 +s .. a a a.5 o3 g^: 03^ a— o g03» hi — a „ 03 i£? 03 T3 P 03 '3 si CO 03 o3 a 03 -a "2 3 O Ok5 OQ a co 03-.S 3 a o a O O PM be Is o3 S a . o K (4 O aJ co a a oPh n a £ a o bo o a - a S P-2 bD Pi bf CO' a co 3 M ^ 03 . 03 a o3 03 p* a S a ^?^ iC^* bfi 03 »h CO . 03 ace -a 03 O nja a'a p o a^ G 03 03^ o„- w a-* 3 n m -S © a o .as a a M O 03^ j>j CO © a -+3 j3 H 03 03 a o3J3'a pqHa co a 03 *3 O — M a a .« 03 .•S a I* *cccc aa © si O co -3 co C3 c T3 ^ - • o3 Ph bO^ 'a co,. o w M M 458 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL ►^ ■ *T3T) >ST3 « >> PiTJ (h a i— « ^ co PI g-Tj PI <— 0> 03 2 a 03 . pH X! S A w O |Z! a a P) T3 s^d a pi . o 03 to 3 £ ° ^ a o> Co'.S "^ (h 02 dH .O ® ^ P s x^ CO M s P. < a o co !3 Free (S Od. Thurs Fri. floor Mon. Wed., co o co' cu > CP 42 It for .00, 12. tary se: 'Lo m 03 5 i-H PI Pi 03 '32 a Sa o 0> s CO << S O O M pi o a '-P 2 a a Free admission to chape Henrietta Maria at 8.30, 9 5.30, except during Parli Court residence in London +3 a> ■4H o co pi _0) o 03 2 2 z; — i M w k CO PL, o CO « a a -S rHcXi-l r- M .9 pi -o 0) cy PI OJ a • f-ip3 a « >> "3 ^H O •a c C3.2 cX q a •^ a fl 03 .2 pi CO CD CO +j > 03 u o 1-1 o 0> S c (h C ^^ to C o> o a 'C PL, o cu S « • -S ^ • fl m • Pi • -3 O ' < =h Pi 03 A^ QQ ^ 03 D X X CO CO a o CJ o> 03 w O -p a o a o M i- ) U o3 O a 3 7^ a o co r 5 co 0> T3 5«3 Pi Pi S' ! • i 3 P Ah Q 25 O M H < P H EH lbert Em- bankment near S. side of Westminster Bridge 2 Holland Park Road, Kensington. . T P CI (. 1 0> • a • c • ,a ; cy . ^ : PI 03 *z m c i 1 i '03 1 2 5 ^ i 0> 1 <5 rt » CX r^ O Ah H § 1-1 CD H to O CO 3 : o> CO 3 J H (J m CO o w P .9 < J3 PI pi a> co a £ <^ trH >-i O o S co l^i Ph 01 42 c o St3 03 3 o 'co ° 3 03 U 03 s3 bD '3 TJ o3 03 W PI 03 MM 03 HH O hH ► -) 1 s g S a SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 459 co CO i Q <3 t: \ -6 ■ co S-c . .73 cw d 43 03 43 03 U 03 — H a o 1 a s- 0J 03 03 Ph CO < Q £> co w Ph O d Si O o o 43 CO o o +3 '+3 ; o 1 oj •— 03 a 03 a >. '3 73 03 03 - c +. c ft Is ft M Pn O 01> +3 o «- u ** K *< c <°+^ coC OS d 03 to 0_d 5+3 c •^ o += s3 c co . += >> +=Ocj 03-H73 CO ■ co r iO CO "* - r 73 M^O ° rt '" l + J d /• / O C 03 Og — ■ •>, • -1-5 M ^'g 03 ffl _ .§ >,S< c +3 ■ +3 • 03 • 03 • CO -0Q73 . ■ 03 O " -"^ cy^cn -# a 03 TK O O +3^cM a) CN O +3 1-1 1—1 03 +3 o3 co CO ft tf ft H h- 1 ft o CO H 12! M o Oh £"o3^ >i-8cc So® n a 5P . 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"5 -J d 03 '+3 °3-S «- o -2Ph > ) , a .2 d HH 03 d ob 15 5 'c a > c 4 > 03 43 £ O +3 a 03 — 03 > (1 u — 3 03 43 z — (- 43 03 X — - PQ 3 460 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL I o Q O H x H i— i ESQ H O < ■J Ph < o O H O i— i 02 02 t— ( § Q O 02 W o I— I K Ph Q 525 c s hi 3*" o g S Q>t 3 CO 03 $"£ 3H o 02 . n ' a o O r .\ a> «j a «J -§02 >>H-l02 03 § hi _, J § -2 S 2 III 03 T3 3<« 3 -Oo, > ^"3 6 ir£? a 03_ " 0>.a -£ to h 03 3 3-§ s °^02 B 3 o3 "3 3 * ° o_, • 03 . 4i » C " £ o § g. -si -j t> B<*5 +3 03 c.s -3 O cn b£ — oi m 3 a a a? O « 03 03-- P T3 a)-^T3 h, M-; 0> ° > s is » 53 ■*" +3 03 OJnJ 3 " n-i — 03 i— i '43 +3 a-3-rs 2 S 03 a c-3 •3^2 03 03O pq .— a 3 03 M B "2'03 S fl 3 O sw -o o a-^ 0) ^ 3 o T3 03 Bo fl , O ^ ° B M -o 0) 031— 1 T3 3 B O — ^ ffl 43^ fl 3 5 . O w §"BO« PP 0) hi 3-S C3: a O~0Q B^ B o .0 ^"2 "8, a M03 U "3_, gP§ PQ P B 13 . T3.2 03 te is ■ft 6 O CD o • a 002 o _->3 •SP4-S Pm rS2 af^ Oi CO a-3 03 a pq 03 3? «W o a° O osO j2 a 0-0 P C3^ (h 03^ 03 02 6 S 3 03 * 03 3 hi <1 § 03 81 hi +3 M ^g "o 1 — 1 03 03 3 0) • m : _g 03 31 a o o O tt? Z, M ^ 3 [302 03 hi "0.3 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 461 Admission i 4 o cy r-l 1 1 i 03 03 <~ &H 03 03 . S- 03 03 rH &H 05 r=( r- }■ Free. 1 By Lord }• Chamberlain's J ticket. c. a r. r* 05 < a p co H ft o co"§ : «* : 1* '■ "* iff ■ 03^ : 02 ,-( . < 02 03 o '> rH 03 CO 05 03 03 "> rH 03 CO +3 rH 03 co 5 CO 03 03 '> rH 0) CO +3 < 02 03 03 '> tn 03 ai +3 .! 3 : t3 ilS § "O) 03 _, 3 a 03O 03 2c H <3 Open Week Days o H-3 o CO OS i 1 ) 05 -P 03 CO o + +=c 3 3 o a '3 Q 3 >>T3 t -H«*HH^ O «h 03 O ° =3 - '£ $ > 3 ' 03 03 - . -3 « ' Or-. '-JS^J • 3: « > 03 o 03 : j-v 03 03 -^ n~ • gjO rH-O * g« «3 otw J-hJ ^ 03 n 05 H « H Eh t? H- ( 05 Eh Z o Ph •Si : r3£ • 3^ : -a§ • —••—CO 03 OCN o £ In r3 03 rj 3 "5 to +» Q HJ 02 3 Q, T3P 02 o 0) . 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W < Ah o^ : -3 o) : tn^ 03 C3&3 . So +3 3 OJ s 13 H-3 QQ -3 03 rH 3 r3 o _02 "a> 3 03 Q 0) -C +3 0) rH o 0) a 0Q r- > H- rH B > 03 03 M 03 03 rr _h a CO to • '3 ' r2 * 15 ,3 me .o co -3 o 03 0) E 03 --» +3 CO 03 0) s oj -5 hJ K r - 03 H3 03 C 50 a r -? — j 462 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 03 >> .22-i c ai2^: , S'S o >> t-^J M O ^'2 « M PQ 03 cS £ 03 « 3 « 05 ^ ^ . fee >> > "^ ?, •< 05 i-t § 03 Oj 1 — y ti) n k w ^i n i ^ © 03 03 05 "5 . hi O !" <— 1 Q 03 00 ; a a IB 03 O 03 03 CO £ _o C3 P co > co 1 > 03 CO lO * 0; CO sl 03 CO 03 CO w 43 43 +3 +3 +3 O «3 00 < > '3 -^co a >> '3 +H O O Q OS Q i-H P s 35 H « W 1— 1 O . •r 03 ©£ CO - a> 11 03 2_c 4 ^87 rt:S"S : cJ G .Jj 2 S O 03J3 . ^U'Sls : "* ^-i 1 : a; c So^ > • 03.2^, ^ u . O^ Mo3^ 03 : "■S.S'a-gg.s 3 1^ !•§ §■& Jg3 «"3 oai> 03^J 'a 0;t*H +3 O 03 03 2 M 03.5 += G 03 03^ 03 03 *03 03 a M >- 03 4 - 1 — 03«*< • g G o3- O • c C aa G : i »-j3 ^S g g 03 u ^SO — LUG Parj ,2 a-d 03 • 03 O 03 CO03^ G G — ^-^ G §^^SP4W 05 O -a ^ c 03 4 n Q3f 5- cc S.N 'c 03^: 03 C ►J O O S 1 1 O O ■ 1-1 . C +2 -H> +3 4> . •a : 03 03 03 a . r"^ -0 'J T3 -Q 05 P : O c G 05 w +3 T3CO C t, e3 03 O a >-) _, a c3 <■ cc ^i OS - c u bD hi 03 G 05 W D 03 +3 -2 S ~ 5 0) O in bta t* oj C T3 C ~x ^ Z - c |"5 a ^^ c u C C c 0; 3^ d d 03 P g.s M03 PQ PQ w PP PQ P si bfl >> : 4-Sr^ S M +3 03 03 fc 03 . zs cok O : a; K 03 03 03 +3 oo T G A • 9 - 03 >z -3 4- H -=•£ fell *3 ot "2 M EC s "olPQ.£ 03 CO x co 01 G k J/3 03 S O 03 hi c ^-1 G H O P4 J2 03 03 03 a 03 03 03 G OS 3 32 1- 0) u CO 3 03 u O >> 03 O c 03 1 .a COg O > +3 1 -*» -u +3 c3 '3 c 1 CO Q CO a \ co SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 463 H O fe 03^ ©mo 020^ r~c o o f- ' o _, c ^co 2 a^ cs S no to-C - E 3 n „ o.y o co o3 cs S3S .2 5- P-T-£ . a CO C 3 -£gg 03 a £ So.S ^ ft! 03 d >h ^ d G fe tH ., o GQ "b.dJS £3 o3 3 -2 a Q fH Q3 D OJ O -3 cc^3 3°^ d^ <+h o a a3.£'+-> ■+?1h 3 c S g c co Ph ai G • r rO o S ft ^ CU CO tfp; 03 ,-. °-d • 5 d ° £ co .2 in co s. w o'dtl a-5 >> d> a 2 a> += co ^ >> a d &0 (V) 03 f-l 03 GkT C 3 >.2 °^.-2^ 5 b » ^ £ O rt O c3 o d C"oO^ Ph o S go •3« pq Qi 03 03 3 ^c^ S"3 03 fl d « pq cc*3 • ^.2rf 2 M 00 :m Cffl d o -C"3 +3 d 3 ° GQ s pq r3 03 MS 3— H 05 +3 -'-; »J X C3 -— > c3„; -d CD 3 C3 0Q "ci a ►1 d3 §a Q I- .6 C cc O .flo 3 w 464 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL M H « 03 ft o tcCO o3 d o3 T3 ' ^ G £ « 03 «,d O O 03 £"> ., ca i_i o3 h ** ■— < 03 ^ P,o3 S CO O O 03 - O HgpgH •=^ ^-^ 2 xfl o «£> C d fa ^-^-d d^ • m ^ 03 O • C o3© f £>H , oCQrnHfaiO a ftr-l-C 03 bid - a) — ■ • O yjOO 03-0 *h a £ 03 o S"e3 O « ■§ d g "£ g dH.S -*- 1 0) . * ' .5 S? a)-- gi s -" ^^ J 2 ^ qW-b » d *- o3 5 g|££ w 5 S o 0) £ o) l> •O ^ w o SOD., o) a; i Wffl:S 5 ho^lS'S : S.e^HS v a) b

- fl 03 £ fc C "S ll^0)§ o o .2° 03, "a . * SIS 3 -t 3 ii S bTS . o 0) o ^ 0J _fl s o fa ^02 0) CO § j§ la _ CQQ 0)T3 ^ 2 "S.S fl a »o3 -gO 030^ "Ha e3 0) wo C h L 03 O rt re r: , . CO H -- .M^O; ° •>» CH See S 2 o , ofaW^tf fa 0) ^a a c "C o S3 — a D 0) ffi X CQ 0; t- - '_ ~ c3 te O .12 03 d 2«*- .— d O .■SM ^J2, -d . 03 • fa t d si fa I 73 Eh 41 -r- 4) 03 OZ2 d . o • d O! d ">. a) ,2 d 0)S S a) SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 465 1 h d >»w .So** fc ^ a) o O • to a) _\ >>,£> m M T3'~ l i3 d-^ CO 02^3 d CO s . >»3 »•£ fi a3 T3 T3 d ^ 3 d H §T302 S-S ~c -i . o o3 Q -^ : +3 OS ft .'4-1 . . 03 03 • ►—I . o . . •~ +=> ^> : £ : : 02 -+- 1*1 Eh .-2 • • -2 o o as !'S • • o K « M ft o JO ficent edifice, from which n is obtained. dens and ex I collection Zoological Sc < Oh o agni ower ondo rypt ^T* Ph 3 ° w 1 SH^o — < 3 < H =H o i-d D > |8 H 02 o g« CO T3 3 Sh o3 ^ 2 0) P r §3 pq eq -i ° i ^ rf, oj.S Lh In o a) 03 Pi Ji; + s 5 h « :«2 JB ? < < P H o fc, 03 g 03 c a«:S 03 £1 < P4 H u rj^ . a) * o . !-4 03 o •*" o3._ • 03 -H.-I dS g ^, h3 O-d £ GO ~~. S* 03 pft •^ 03 »^UO :Ot3 £ O POSTAL FACILITIES. The General Post Office is at St. Martin's le Grand, at the corner of Cheapside and Aldersgate Street. For convenience of delivery and collection the London area is subdivided into nine districts, each with its head sub- office. These districts are, respectively, E.C., E., N., N.E., N.W., S.E., S.W., W. and W.C., corresponding to the re- spective points of the compass. The chief delivery is at 8 a.m., and there are from four to twelve deliveries dur- ing the day, according to the locality, the greatest number being in the City, where the deliveries are about every hour. Letters posted by 6 p.m. in the London area are delivered by first post at the majority of places throughout the United Kingdom. Post offices where stamps may be purchased are freely distributed all over London, but there are several shops and other es- tablishments where stamps may be pur- chased, such being indicated by the no- tice, "Licensed to sell stamps." Let- ters may be posted at the post offices in the boxes provided, and in pillar boxes set up on the curbs throughout the streets. They are easily distin- guishable, being painted a brilliant red. As a rule, they are divided into two sections, one designated "London and foreign" and the other "Country let- ters." Posting in the proper box in- sures more punctual delivery. Posting boxes are also provided at the rail- way termini, and some of the trunk trains are fitted with a post office box, in which letters may be posted up to the time of starting. This especially applies to . the foreign mail trains. Wednesdays and Saturdays are the principal outgoing American mail days. For the Wednesday mail, letters may be posted up to 5.30 p. m. at the Gen- eral Post Office, and to 7 p.m. by pay- ment of a late fee of one penny, or up to 7.30 p.m., by payment of 3d. extra, on the day of sailing. The Saturday outgoing mail can be posted on Friday night or up to 2.30 p.m. on Saturday. The Friday night mail catches the American liner leaving Southampton at 10 a.m. Saturday morning. The later mail is dispatched by Cunard liner, and catches the vessel at Queens- town. But little advantage is gained by mailing on Friday night, however, as the next day's express Cunarders reach New York invariably on the fol- lowing Friday, before the American 466 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL mail boats sailing from Southampton. Parcels may be sent by parcels post to the U. S. A., but the rates are dearer than sending by book post. The incoming American mail is de- livered by the next delivery following its arrival in London. Should any boats be sailing on days other than Wednesday or Saturday, such as the German liners, which call at a British port, mail to be sent thereby should be plainly inscribed "Per SS. ," otherwise it may be held over until the next outgoing English mail boat. Sailing of intermediate mail boats can be easily ascertained in the newspa- pers, at hotels, tourist ticket and steamship offices. There is no gen- eral delivery of letters in London on Sunday. Poste Restante. — Tourists can have their mail sent to the general or any branch post office, marked "To be called for," or "Poste restante." Proof of identity must be given at the post office when calling for mail, if such is requested. Foreign letters are retained two months, and then, if un- claimed, are sent to the Returned Let- ter Office, to be destroyed or returned to the senders. English mail is divided into three broad classes : letter, book, and parcels post. Letter rate for any part of British Isles, one penny first 4 ozs. and one-half penny for each subse- quent 2 ozs. or part thereof ; book post, for books, papers (except British newspapers and periodicals published at intervals of not exceeding one week), one-half penny per 2 ozs. ; news- papers and weekly periodicals, one-half penny, irrespective of weight ; parcels post, 1 lb., 3d. ; 2 lbs.,* 4d. ; 3 lbs., 5d. ; 5 lbs., 6d. ; 7 lbs., 7d. ; 8 lbs., 8d. ; 9 lbs., 9d.; 10 lbs., lOd. ; 11 lbs., lid.; post-cards, one-half penny ; letter rate to all British possessions and the United States, one penny per ounce ; newspapers, one-half penny per 2 ozs. ; magazine post to Canada, one penny per pound. Express Letters. — Letters and par- cels up to 20 lbs., or 15 lbs. if public conveyance be available, may be sent to any part of the metropolis* and its suburbs at a charge of 3d. per mile or Sirt thereof, by express messenger, ver 300 dispatch offices in London. Telegraphs. — Nearly every post office has telegraphic facilities, though in some of the busiest parts special tele- graph offices devoted to this branch of the postal work are provided. Gov- ernment control. Hours usually from 8 a.m. to 8 p.m. ; Sundays, in some cases, from 8 to 10 a.m. The follow- ing offices, however, are always open week days and Sundays, day and night : Central Office: — General Post Office, corner of Aldersgate St., E. C. Liverpool Street Station: — Terminus Great Eastern Railway, E. C. St. Pancras Station: — Terminus Midland Rail- way, N. W. Victoria Station: — Terminus London, Brigh- ton and South Coast Railway, S. W. West Strand Post Office:— Charing Cross.W.C. King's Cross: — Terminus Great Northern Railway, N. W. (except between 12.30 and 1.30 p.m. on Sundays) London Bridge: — South Eastern Railway, S. E. Waterloo Station: — London & South Western Railway, S. E. The various railway stations accept: telegrams for dispatch to all parts. Telegraph rates, 12 words for sixpence, half penny for every additional word, including address. All leading firms, hotels, etc., have telegraphic addresses to reduce outlay on address for tele- gram, such as "Scam," London, and s^uch abbreviations should be resorted to when they are adopted. There are many American cable offices within easy reach of Charing Cross and in the City. Telephones. — Telephonic communica- tion is provided by the government and the National Telephone Company. Call offices are freely distributed throughout the metropolis, and are plainly indicated, as well as at the post offices. The rate in the metropo- lis and large towns and cities is two pence per call, within the local area, for three minutes' conversation ; in some towns it is one penny for the same period. Trunk calls can be made to almost any part of the country, the terms being sixpence for fifty miles of distance for three minutes' conversa- tion. Between 7 p.m. and 7 a.m. the trunk rates are one-half the above. A message of not more than thirty words can be dictated from a call office to any post office in the country and de- livered by express messenger for an extra fee of 3d. Trunk communica- tion is also provided between London and Paris, Brussels, and many other parts of the Continent. Rate, 8s. for a conversation of three minutes. Another excellent convenience for the conveyance of messages, parcels, valuables, or for the performance of SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 467 some especial duty, is the district mes- senger service. Call-bells connected with the nearest exchange of this ser- vice are provided in every important hotel, boarding house and business es- tablishment, A messenger, in blue and white uniform, will answer a call with- in a minute or two, and will perform the service required with expedition and economy, the cost depending upon the extent of the service required. Or- dinary service charges, 8d. per hour, or 4d. per half mile ; Gd. a mile, in addition to fares. These boys can be entrusted with a mission to any part of the world. This service is very convenient in connection with cable communication, as the messengers will convey the message to the nearest de- sired cable office quickly and cheaply. SOME PLACES AND HOUSES REFERRED TO BY DICKENS. Oliver Twist — Great Saffron Hill and Field Lane. Oliver Twist and Bill Sykes — St. An- drew's Church, Holborn. Ol'ver Twist — Bill Sykes' death — Ja- cob's Island, Jacob Street, Bermondsey. Little Dorrit — Foundling Hospital. Little Dorrit — Bleeding Heart Street, Charles Street, Hatton Garden. Little Dorrit — Church of St. George, Southwark, Great Dover Street. Old Curiosity Shop — 14 Portsmouth Street (doubtful). Old Curiosity Shop — 10 Green Street, Leicester Square. Nicholas Nickleby — Madame Manta- lini — 11 Wigmore Street, W. Sketches by Boz (Mrs. Tibbs) — Hun- ter Street, W. C. (Gt. Coram Street). Edw'n Drood — Staple Inn, Holborn. Honest John (Westlo* PL.SlGERMAI, DESPRES A GARE O MONTPARNASSE (QUEST R/l/E GAUCHE) > ' (semajJo PL.dela Bastille A/AT/QA 6" ^IGAREDE, PLANTES X ' V j6kCEAUX-MD/CJS GARE 2j I D' ORLEANS 3 ^OBSERVA WIRE (AUS7£RL J TZ) 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 be 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'Orsay. Trains arrive from and leave for Orleans, Bordeaux, etc. Take all express trains here. Gare cle Quai d'Austerlitz, the old sta- tion, is now connected bv 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 cle 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 cle 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 l'Opera ; American Express Co., 11 Rue Scribe ; North German Lloyd, 2 Rue Scribe ; Hamburg- Amer- ican Line, 1 Rue Auber ; Cunard Line, 2 Ms Rue Scribe; Holland- 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 numero 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 receive about twenty-five centimes pourboire for very long distances, and COMPAGNIE GENERUE DES VOITURES A PARIS Soclete Anonyme an Capital de 30,175,530 francs !■, Place d-u. Theatre - lEVangain iAJJ-Iuh ton«ervercenumeroencaM4i£4UfHaationii,quidevront, B'il y 3 lieu, ctro adreggeeg a m. le Vretst de Police. VOITUREDE PLACE ft 2 PLACES TARIF MAXIMUM dans l'INTERIEUR DE PARIS Do 6 heures du malin en ele De 7 heures du matin en hiver a minuit 30 minutes. La Course.. L'Heure.... 1 fr. 5© 2fr. » Do minuit 30 minutes a 6 heuios du matin en ele eta 7 heures du malin en hiver La Course. L'Heure. .. » fr. 35 « fr. &Q TARIF MAXIMUM au dela des FORTIFICATIONS (EOIS DE aOlU.OG.NE, BOIS DE VIUCENNES, ARCUEH., AUBERVILLIEIIS, BAGNEUX, BAGNOLET, BOULOGNE, CUARENTON, CLICHY, GENTaLY, ISSY, IYnT, LES LILAS, IES PRES-SAINT-GERVA1S, LEVALLOIS-PERRET, HAUKOFF, MONTREUII., MONTROUGE, NEU1LLY, PANTUt, R0HAISV1LLE, SAINT-DENIS, SAINT-MAUDE, SAINT-MAURICE, , SAINT-OUF.N, V»NVES, V1LLEJUIF, VINCENNES.) [Traiter de grid gre" pour les' aulres destinations.) De 6 heures du matin a minuij en die (1" avril au 30 septembre) De 6 heures du malin a 10 h. du soir oa,hiver.(l ,r octobre au 31 mar*) Lorsque le voyageur rentrcra dans Paris avce la voiturc L'Heure.... Sfr.5© Lorsque le voyageur laissera la voiture au dela des fortifications INDEMNITE de retour 1 fr. » VOITURE P8ISE HQRS.DES FORTIFICATIONS POUR PARIS L'Heure..... » fr. BAGArGES : i colis, 25 c.; 2 colis, 60 c.; 3 colis etplos, 75 c. where a cab is taken by the hour the amount should be increased to fifty centimes (10 cents). The fee should also be fifty centimes where the small folding front seat is used to accommo- date another person. For short dis- tances taximeter cabs are recommend- ed, and the first fare which shows up on the register after the wheels are started is seventy-five centimes (15 cents), for 1,200 meters or nineteen minutes' drive. For 400 meters addi- tional, or three minutes' drive, ten centimes (2 cents) will be registered on the indicator. At night, within the city, fifty centimes, or ten cents, extra is expected per drive or per hour. If the taximeter cab should pass through one of the city gates an extra fifty cen- times (10 cents) is paid. The indem- nity for the return of the cab which is discharged outside of the gates is the same as the ordinary cab, one franc (20 cents). Motor cabs should not be confused with taximeter cabs. There are two classes. The first class has no regular tariff, but can be engaged at the principal hotels or the Central Depot in the Rue de Halevy, near the Opera House. The expense is about twenty francs per half day ; the short- est drive would be at least three francs. There are two companies having motor cabs in Paris. A cab for two persons costs one franc twenty-five centimes (25 cents) the first kilometer, and fifty centimes (10 cents) for each additional kilometer. The cabs for four persons cost one franc fifty centimes, and sixty centimes for each additional kilometer. A landau for four or six persons costs two francs, and eighty centimes for each additional kilometer. An extra franc is charged in each case if the cab is taken within the fortifications ; each time the cab passes through a city gate there is an extra charge of one franc. If cabs are discharged out- side the fortifications the expense is fifty centimes per kilometer. This rate refers to the vehicles of the Voitures de Place Automobile. The other com- pany is the Compagnie Franchise des Automobiles de Place. The tariff for one or two persons within the city is seventy-five centimes (15 c^nts) for the first 900 meters, and ten centimes for each additional 300 meters. Out- side the fortifications, if more than two persons are carried, the same fare obtains, but for each 750 meters, with 250 additional instead of 300. The tariff at night calls for only 600 meters for the first seventy-five centimes, and 200 meters only for each additional ten centimes. Fifty centimes is charged every time a city gate is passed through. The indemnity for vehicles discharged in the Bois de Boulogne is one franc ; if discharged outside the fortifications the expense is fifty cen- times per kilometer. HOTELS. The hotels of Paris are famous all over the world, but the visitor who is familiar with the best hotels in New York, Boston or Philadelphia, will be disappointed with the appointments of the public rooms. There is little at- tempt made to rival the splendid ho- tels of New York. The prices charged SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 473 Alger (rue d') 4. dc la Tamiso. I) 13. d'CUt'ord ct do Citui bridge. Antin {rue. d') n lti. des Etats-Uni D 18. d'Antin. 20. Kavnaud. D 22. do 'France. Boissy-d' Anglas(rue) B 15. Vouilicmont. 35. Tete, y. ) Cite E 35. Percy, 5. ( du V. 33. (mcublci) St-Hyacinthe (rue) K S. du Prince-Albert, li 8. de Londrcs el de Milan. E 10. des Tuilcries. Saint-Roch (rue) Louis-le-Grand (rue)' n Q~"n"7"i"ir i \' ""'>, H I Gibraltar. C2. Louis-lc-Grand. B J;, Royal-Palace-Ho- D ,. 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, Place Ven- dome 15 ; Caf6 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. Honore 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 Abbaj-e 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 Chaus- 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 bis Boul. des Italiens; Cafe" 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 Jouf- 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 Delpuech, Place du Thea- tre-Frangais (moderate) ; Caf6-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) ; Caf6- 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 bis and Rue de Tournon 33 ; and Caf£-Restaurant Voltaire, Place de l'Odeon 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 the 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 c. 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 curacao. 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 l'Opera ; Bras- serie Universeile, 31, Av. de l'Opera ; Brasserie de l'Opera, 26, Av. de l'Opera ; Cafe Americain, 4, Bd. des Capucines, renowned dining and supper resort : Cafe Glacier Napolitain, 1, Bd. des Ca- pucines ; Maxim's, rue Royale ; Taverne- Royale, 25, rue Royale ; Weber's, 23, rue Royale : Cafe Pousset, 14, Bd. des Italiens ; Cafe Mazarin, 16, Bd. Mont- martre ; Cafe Riche, rue Le Peletier, corner of Bd. des Italiens ; Brasserie Zimmer, 18, Bd. Montmartre : Brasserie Muller (Cafe de Madrid), 6, Boulvd. Montmartre ; Cafe des Varietes, 9, Bd. Montmartre (famous resort of "actors); Cafe Brebant, 13, Bd. Poissonniere ; Brasserie Muller, 35, and 37. Bd. Bonne- Nouvelle ; Cafe de la Terrasse, 30, Bd. Bonne-Nouvelle ; Cafe de la Regence SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 477 (where "chess" is greatly played), rue St.-Honore, Place due Theatre Prangais ; Cafe d'Harcourt, 47, Bd. St.-Michel ; Cafe 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'Esperance, 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, 60, faubourg Montmartre ; Pousset, 14, Bd. des Italiens ; Zimmer, 18, Bd. Mont- martre ; Pschor, 2, Bd. de Strasbourg ; Montmartre, 61, 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 2y 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.-Honore : 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. H. 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, Gil Bias, La Patrie and La Presse. Among the best illustrated weeklies are L' 'Illustration, Le Monde II- Iwtre and La Vic an Grand Mr. 478 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, Orleans-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. Ternes v^^^J^ZLJ^ V Madeleine C^ITi r-*^«, ,»£» | 1%6ta0 \ Champs Dysee* ^^^<^2^^ jM f ^r..^T^ Fbhe ■J»T^fc^J 7oh U - Belleville ic. ...22 MAP OF PARIS, SHOWING DIVISION INTO ARRONDISSEMENTS Est-Ceinture, La Chapelle-St. -Denis, Nord-Oeinture, 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 60 c. ; return, 60 c. to 90 c. Second class single, 20 c. to 3D c. ; re- turn, 30 c. to 50 c. In connection with this railway, trains run from the Gare St.-Lazare to Courcelles-Levallois, via Batignolles. From Courcelles-Levallois some proceed as far as Auteuil, while others go to the Invalides, via Porte-Maillot, Henri-Mar- tin, Boulsinvilliers, quai de Passy, Champs de Mars, avenue de la Bourdon- nais and Pont de l'Alma. 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 Necessity or de Commodite) 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 to 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 Police, 36, Quai des Orf e vres. 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 ovei 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: Oul side (imp&riale) 15 <•. : inside (int6- rieur) 30 c. : oorrespondance tickets are given without extra charge to inside passengers. Ask for same on paying 4 SO SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 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. v. On some trams section fares (5 c, 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' VIEW FROM THE ARG 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 been selected by Mr. Mann, 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. Gymnasium, Passage de l'Opera 10. L'avenue, Cite du Retiro 1. St. Roch, rue St. Honore 274. Susson, rue Washington 25. Boot-makers. Justesen, rue de la Paix 2. Hellstein, Place Vendome 23. American Shoe Stores, ave. de l'Opera 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. AVENUE DE BOIS DE BOULOGNE, LOOKING TOWARD L'ETOILE Barbers. Barnes, rue Boissy d'Anglas 30. Langres, rue Boissy d'Anglas 17. Albert, rue Bay en 51. Albert, bd. Haussmann 45. Beautier, ave. Victor Hugo 95. Camille. Croisat, rue 4 Septembre 9. Lespes, bd. Montmartre 21. Guionnet, rue Meyerbeer 3. Gustave, rue Royale 22. Bern ere, rue du Havre 5. Articles de Voyage. Vuitton, rue Scribe 1. Au Touriste, ave. de l'Opera 36 bis. Davis, rue Meyerbeer 3. Delion, bd. des Capucines. Au Depart, ave. de l'Opera 29. Girardeau, rue Scribe 7. Kendall & Co., rue de la Paix 17. Moynat, Place du Theatre Francais. Vodable, ave. de l'Opera 15. Bronzes, etc. Gabreau, rue Druot 5. Goldscheider, ave. de l'Opera 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" Francaise, rue de la Paix 10. Rechond, bd. Montmartre 11. Druggists. Mille & Caillaud, rue Druot 25. C^dard, place du Theatre Francais 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 (Homceop.), bd. Haussmann 21. SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 483 Cigars, etc. Didier, bd. des Capucines 35. Bethout, bd. des Italiens 8. Barnabe, bd. Bonne Nouvelle 23. Jonbert, bd. Haussmann 96. Pages, ave. des Champs Elysees 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-Honore, 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 Chaussee 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 Sevasto- 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 corners 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 Baity 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 oy 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. Opera, elache. Mercredi: Romero et Juliette. — Vendredi: Tannhaeuser. — Samedi: Salammbo. Francais, 8 h. %. — La Paix chez soi. Athalie. Mercredi, vendredi: Sire. — Jeudi (mat ): Le Mariage d'Angelique; l'Avare; les Pre"cieuses ridicules; (soiree); la Paix chez soi; Athalie. — Samedi: Le Mariage de Figaro. — Dimanche (mat.); Sire; (soirde): le Passant; le Voyage de M. Perrichon; l'Anglais tel qu'on le parte. Ope"ra-Comique, 8h. %. — Phryno. — Paillasse. Mecredi: Werther. — Jeudi, samedi; Phryne-' Paillasse. — Vendredi: Carmen. Odeon, 8 h. 50. Le Chauldronnier. Comme les feuilles. Mercredi, jeudi, vendredi, samedi, dimanche (mat. et soiree): Comme les feuilles. — Jeudi (matinee-conference): Phedre. — Samedi (mat.): Le Romantisme an theatre. — Lundi: Horace; les Fourbe- ries de Scapin. Gymnase, 8 h. %. — Pierre et Theri Vaudeville, 9 h. — La Barricade. Varie"t£s, 8 h. 20. — Les Maris en vacances. — Un Ange. Gaite'-Lyrique, 8 h. — Quo vadis? Mercredi: Les Huguenots. — Jeudi (mat.): La Damnation de Faust. — Jeuni, vi di: Quo vadis? — Samedi: Lucie de Lam- mermoor. — Dimanche (mat.): le Trou- vere; (soiree): Quo vadis? Lundi: Orphe"e. THEATRES, MUSIC HALLS, ETC., OP PARIS £-Q9 Jmp.Ihifrerwy.farw- 486 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Renaissance, 9 h. 10. — La Petite Chocola- Th. Sarah-Bernhardt, 8 h. 40. Le Proces de Jeanne d'Are. , Nouveautds, 8%. Portrait de la baronne Noblesse oblige. Th. R^jane, 8 h. Y 2 .~ Mme Margot. Porte-Saint-Martin, relache. Th. Antoine, repetition generate de l'Ange gardien. Chatelet, 8 h. 14.— La, Petite Caporale. Ath^nee, 8 h. Yi. La Bonne £cole; le Dan- seur inconnu. Palais-Royal, 8 h. J^.— Flagrant delit. — La Cagnotte. Trianon-Lyrique, 8 h. ^.—Richard Cceur- de-Lion. — La Chanson de Fortunio. Mercredi; La Fille de Mme Angot. — Jeudi: . Richard Cceur-de-Lion; la Chanson de Fortunio. — Vendredi; Les Dragons de Villars. — Samedi; le Maitre de chapelle; la Femme a papa. Bouffes-Parisiens, 8 h. %. — Lysistrata. Ambigu, 8 h. X A. — Nick Carter. Folies-Dram. 8 h. l A- True de Nicolas. Un homrae de glace. Th. Apollo, 8 h. %. — La Veuve Joyeuse. Th. Moliere, 8 h. M- — La Pocharde. Cluny. 8 h. y 2 . Boarding House. — Mariage de gourdes. Th. des Arts. 8 h. \i — -LAiglon. De"jazet. 8 h. J^. 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-dAzir. La Halte. Mme. Aurelie. Capucines, 9 h. — Aime pour soi-meme. La Couverture. — Sans rancune... revue. SPECTACLES-CONCERTS. Folies-Bergere, 8 h. 3-i- La Revue des Folies- Bergere. Olympia, 8 h. }4.. Enlevement de Psyche Pick Nick Carter. Scala, 8 h. }i. 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. \< 2 a 6 h. — Concert et cin^matographe tous les jours, sauf le dimanche. Nouveau Cirque, 8 h. }/%. Attractions. La Chasse au cerf. Palais de Glace (Champs Elys^es). — Patinage sur vraie glace. Tous les jours de 2 a 7 h. et de 9 h. a minuit. Tr Eiffel, de midi a la nuit au 2e etage pr. es- calier. Bar au ler. 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- EXPOSITIONS. Rue de Seze, de 10 1/2 a 6 h. : "la Cimaise." Exposition de 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 Brooke 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. $100,000 121,000 70,000 110,000 87,500 128,500 Adriatic Mauretania . . , Provence Kaiserin A. V. . Rotterdam .... Kronprinzessin 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 "gepack-droschke." Advise the policeman which is required when asking for a check. A taximeter &P- JX SchonhauserAlhx, Weissense& ***>« '«&** Railway Map. THE RAILWAY STATIONS OF BERLIN 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, 60 pf. for y± 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 be noted that at night double fares are charged. Extra fares 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 1, rooms from 6 marks ; with bath, 12 marks up ; breakfast, 1% marks ; lunch, 4 marks ; dinner, 6 marks. Kaiserhof , about the same prices. This hotel is on the Wilhelm-Platz. Bristol, Unter den Linden 5-6 ; 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 be 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. Alps (Eastern), including the Bava- rian Highlands, Tyrol, Salzkam- mergut, 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 Canada 1 . 80 Egypt — Fourth Remodeled Edition. With 22 Maps, 55 Plans and 66 V iews 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 Oermany (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 and 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 and 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 UNITED 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 Oberammer- 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 U. 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 $3.00 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. 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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 Book. " Vest-pocket" size 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 Hamps'hire net, 2.40 Hertford, Bedford and Hunting- don net, 3.00 Gloucester 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 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 4<)1 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 *France — 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;— r" 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 and 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," 12fr. ; "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," lOfr. ; " Lon- dres," 7fr. 50c; " De Paris a Constantinople," 15fr. ; "Athenes," 6fr. ; " Grece, Continentale et iles," 20fr.; "Egypte," 20fr.; "Suisse," 7fr. 50c. Guides Diamant: — "Bretagne," 2fr.; "Normandie," 2fr.; "Paris," lfr. 50c; "Pyrenees," 2fr.; "Stations d'hiver (Les) de la Mediterranee," 3fr. 50c; "Suisse," 2fr.; "Rome," 2fr. 50c; "Luxembourg," 2fr. Fifty centimes each: — "Angers," "Aries," "Avignon," "Blois," "Chamonix," "Chan- tilly," "Chartfes," "Chatelguyon et Riom," "Dijon," "Gerardmer," " Le Havre," "Liege," "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- gneres-de-Luchon," "Biarritz," "Bordeaux," "Boulogne," "Bruxelles," "Caen," "Cannes et Grasse," "Cauterets," "Clermont-Ferrand et Royat," "Compiegne et Pierrefonds," " Contrexeville et Yittel," "Dax," "Dieppe et le Treport," "Fontainebleau," "Geneve/] "Iles Anglaises de la Manche," "Lyon,'] "Marseille," "Menton," " Le Mont-Dore," "Musees de Paris," "Nice et Monaco," "Pau," " Plombit-res," "Rouen," "Saint- Malo-Dinard," "St. Raphael et 1'Esterel," "Saint Sebastien," "Toulon-Hyeres," "Tou- louse," "Trouville," "Tunis," " Versa ille,' "Vichy." In English, at 1 franc: — "Aix-les- Bains," "Biarritz," "Cannes," "Menton," "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 GUIUU BOOKS. {Published by A. and C. Black) — "Bath and Bristol," 6d.; "Belfast," Is.; "Blackmore 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.; "Edinburgh," 6d.; "English Lakes," Is. and 3s. 6d.; "Exeter and East Devon," Is.; "Galway," Is.; "Glasgow and 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," la; "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, " " Do vercourt, " " Eastbourne, ' ' "English Lake District," "South-East Dev- on," "Exmouth," "South Cornwall," "Felix- stowe," "Folkestone," "Harrogate," "Hast- ings," "Heme 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," "Southwold," "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 6d. and Is.: — "Tonbridge," "Tunbridge Wells of To-day," "Scilly," "Maidstone," "Croydon," "Dartmoor," "Rochester and Chatham," "Reigate and Redhill," "Guild- ford," "Dulverton," "Farnham," "Godal- 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, 2Jd. 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, Heme 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, Lytb.am, 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, Romsey, Ross-on-Wye, Rugby, Ryde (Isle of Wight), Saffron Walden, Sandown (Isle of Wight), Salisbury, Scarborough, Sedbergh, p 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, Uxb ridge, 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- bridge, 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, Hyeres, 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. 6d.; "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.; "Mediterr Winter Resorts" (by E. A. Reynolds-Ball; ; 494 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL "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.; "Two 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- 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 (Bigg'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 (Fowey 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 the latter route you may take a train at any time, as the railway is to a great extent along the road. At PI" 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 Maddington, 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 (Harker's Hotel). Cycle to Harrogate (White Hart), Rip on (Unicorn Hotel). Train to Durham (Three Tuns). Cycle to Cor- bridge and Roxbam (Royal Hotel), and across to Carlisle (County Hotel). MOTOR TOUR IN 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 Corner, 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, Beckhamptbn, 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 Tnnbridge Wells (Mount Ephraim Hotel) ; through Rye and Romsey, to Folkestone (Hotel Me- tropole) or Dover (Burlington Hotel). The best centers from wbich 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 Knaresborough) : 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 (Shclbounie 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 iust 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 AMERLCAN HANDBOOK OF TRAVEL ford (Adelphi Hotel), Kilkenny, and Cashel to Clonmel (H earn' 8 Hotel) ; third day, through Clogheen, Lismore. Youghal, and Middleton, to Cork (Im- perial Hotel) ; fourth day, through Drip- sey, Macroom, Inchigeelagh, Glengariffe (Eccles's Hotel), Kenmare, and Muck- ross, to Killarney (Royal Victoria Ho- tel) ; fifth day, through Killorglin, Glen- beigh, Cahirciveen, Waterville (South- ern Hotel), Tarknasilla, Kenmare, Kil- garvan, and Loo Bridge, to Killarney ; sixth day, through Abbeyfeale, New- castle, Adare, Limerick (Glentworth Ho- tel), Lansdowne Bridge, Cratloe, Kil- inorey. 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 (Abercom Arms) ; tenth day, through Londonderry, Ballykelly, Lima vady, Coleraine, Ballycastle, Cushendun, Cushendall, Glenarm, Larne, and Car- rickfergus, to Belfast (Station Hotel) ; eleventh dav. through Combe, Down- patrick, Newcastle, Kilkeel, Rostrevor, 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 IN 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 TJllswater. The following route is a good one ; Win- dermere, Ambleside, Rydal, Grasmere, Dungeon Ghvll. Wastdale Head. Enner- dale (Angler's Inn), Scale Hill. Butter- mere, Honister Pass, 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 (Croivn Hotel). First day, visit Bournemouth by the Christchurch route, and leturn 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 Hotfl) : 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, Whitechurch, and back (seventeen miles) ; to Abergavenny, through Rock- field and Llansilio, and back by Llanarth (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 Harscamp), 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 Kiir- saal) ; to Rochefort (Hotel Biron) for the grottoes of Han ; to Neufschateau, Arlon, and Luxembourg (Hotel de I'Eu- rope) ; to Diekirch (Hotel des Arden- nes) ; to Vianden (Hotel Ensch) ; and via Bastogne and Houfalize (Hotel Lux- embourg), to Trois Ponts and Spa (Ho- tel de 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 Salmen), 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 Schoren to Villingen (Hotel Blume), and thence through Marbach (Hotel Post) and Klengen to Donaueschingen (Hotel Schiitze). Keep south, through Hufin- gen, and thence southeast to Loffingen and Neustadt (Hotel Adler), after which your route leads past Titisee (Hotel Bar), Hollsteig, Himmelreich, 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. Paint- able subjects include a small haven with fishing smacks and the local cos- tumes. The place is 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 Het Haasje, Damrak, Amsterdam ; Hotel Fleur cl'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, commencing 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 Aubussou to Clermont Ferrand (Hotel de VEu- rope) ; through Thiers and Roanne to Lyons (Hotel Univers) ; through S. An- dre le Gaz and Chambery to Aix-les- Bains (Hotel de V Europe) ; through An- necy and Geneva to Lausanne (Hotel Ricl4 502 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL Fees ...129 Fees at Houses 5 Field Glasses 66 Field Ice 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 I nterpreters 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 Steamers 188 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 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 183 Nautical Instruments 156 Nautical Terms* 194 Navigation 178 Navigazione Generale 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 Plirnsoll 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 PostCards 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 of 264 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 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 110 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 SO Temperature, Mean 6 Tender, Queenstown* 271 Terminal Ports 48 Tern* 202 Thermometer Scales 4 Third Class Accommoda- tions 50 Thompson Line 229 Tickets* 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 Cathedral* 334 Wireless 1 58 Wireless Information* 86 Wireless Stations* 85 Wireless Telegraph* 83 Wonders of the World, Seven 268 Worcester Cathedial* 332 Work of the Ship 167 World. Around the 239 World, Around the, Trips. 363 Writing Materials 113 York Minster*.. 333 xJt _____ OMNIBUS AND TRAMWAY PLAN OF PARIS It has been found absolutely impossible lo insert all the Omnibus and Tramway routes without overcrowding the plan. A few routes omitted in the plan are mentioned in the Table below ; they are marked with an How to Use the Plan. Example : A person at the Gnre St.-Lazarc wishes to go to the Louvre. Take Line A. M. (from Montmartre to Sl.-Germain-des-Pres). This line starts from the spot marked A.M. and finishes at another spot marked also A.M. At close intervals along its route are small letters a. m. The plan indicates clearly that this omnibus passes by the garc St.-Lazare and the Louvre. N.-B. — Monuments, Theatres, Librariesand other places of bitcrcsl on (or near lo) Ike route of an omnibus or tramway arc indicated in the Tabic. (See " Omnibus " in section General Information). F. This line runs from Place Wa- gram to the Bastille, via Bd. de Courcelles. Gare St.-Lazare, Place de l'Opera. Bourse, Bank of France, Grand Central Mar- kets (Halles). H. From Batignolles (Av. de Cli- chy) to lite Odeon Theatre (Luxembourg Gardens), win Place Moncev, N'olre-Dame-de- Lorette Church, Bd. des Ita- liens, Rue Richelieu, (National Library), Theatre Francais, Louvre, St.-Peres Bridge over Hie Seine. Bd. St-Germain. Sl.-Germain-des-Pres Church, St.-Sulpice Church. A. L. From Gare des Batignolles to Gare Montparnasse, via Gare St.-Lazare, Madeleine. Place de la Concorde. Boulevard St.-Ger- main (near Bon Marche Stores). A. C. From Gare du Nord to Place oe l'Alma via rue Lafayette, rue Drouot, Bd. des Itaiiens, Opera Comique Theatre, Cre- dit Lvonnais. Maison de Blanc, Bd.desCapucines.Grand Opera, Bd. de la Madeleine, rue Royale, Place de la Concorde, Champs-Elysees. A. K. From Gare St.-Lazare to Gare de Lyon, via rue du Havre, (Prinlemps Shops), rue Auber TABLE OF OMNIBUS ROUTES (Grand Opera), the Grand Boulevards, Place de la Repu- blique, Bd. Voltaire, the Bas- tille. E. From the Madeleine to the Bastille via the Grand Bou- levards, pi. de la Repubhque. A. M. From Montmartre to St.-Ger- main-des-Pres, via PI. Clichy, (Belle Jardiniere Stores), Gare St.-Lazare, Opera, avenue de l'Opera, Theatre Francais, pi. du Carrousel (Louvre) across the river (Pont du Carrousel). A.F. Pantheon— Courcelles, viaPan- Iheon, Bd St.-Michel, Odeon Theatre. St.-Sulpice Church, Bd. St. -Germain (near Bon Marche stores). Chamber of Deputies, Place de la Concorde, Madeleine, S.-AugustinChurch, av. de Messine (Pare Monceau).' A. B. From Passv to the Bourse, via av. Henri Martin, place de l'Eloile (Arc de Triomphe), r. du Faubourg Saint-Honorc, Palais de 1'Elysce, British Embassy, La Madeleine, place del'Opera. ruedu4-Septenibre. D. From Les Ternes to Bd. des Filles du Calvaire, via place des Ternes, Sarnt-Philippe-du- Roule Church, La Madeleine. rueS'ainl-Honoie, Palais-Royal- Louvre, HallesCentrales (Cen- tral Markets), Bd. de Sebas- topol. X. From Vaugirard to the Gare St.-Lazare via Bd. du Mont- parnasse, rue de Sevres, rue du Bac (Bon Marche Stores), Bd. Saint-Germain, Tuileries Gardens, Ma rcheSaint-Ho no re, Bd. de la Madeleine, rue Tron- chet. From Trocadero to Gare de l'Est. via place dTena (Statue of Washington; Musee Guimct) rue Pierre-Charron, Champs- Elysees, Saint- Philippe-du- Roule Church, Saint-Augustin Church, Gare St.-Lazare. La Trinite Church, rue Lafayelte. From Rue de Sevres to Gare du Nord, via rue des Saints- Peres, Saint-Germain-des-Pres Church, rue du Louvre (near Louvre Grand Stores), place des Victoires, Bourse. Front Grenelle (Javel) to Gare St.-Lazare via Bd de Grenelle, Military School, Chamber of Deputies, place de la Concorde, La Madeleine. TABLE OF TRAMWAY ROUTES B. A. From Avteuil to the Madeleine uia the Trocadero, Arc de Triomphe, avenue Friedlanil, Bd. Haussmann, Sl.-Augustin Church, Gare St.-Lazare. B.C. From Cours de Vincennes to the Lolvrk via place de la Nation, the Bastille, the Hotel de Ville (Citv Hall i, the Chalelet (Sarah- Berhhardt Theatre) (Belle Jar- diniere Stores), Sainl-Germain- l'Auxerrois Church, Louvre. B. D. From Cours de Vincennes lo St.-Augustin Church via rue des Pvrenees, place Gambelta, Rond-Poinl delaVillette (Stock Yards), rue Lafavelte, rue de Chateaudun.LaTrinite Church, Gare St.-Lazare. B E. From Etoile (Arc de Triomphe) lo Montparnasse via avenue Marccau. Place del'Alma (Alma Bridge), avenue Bosquet. Ecole Mililaire (Military School), Saint-Francois-Xavier Church, St.-LouisKles-lnvalides Church (Tomb of Napoleon), Bd. des Invalides, rue deSevres (chan- ge here for Bon Marche stores) Bd. du Montparnasse. O. From Montparnasse (station) to the Bastille, via avenue de 1'Observatoire (Observatory). Gobelins Manufactory, Gate d'Orleans (Austerlitz stalion), Jardin des Plantes. B. F. From Etoile (Arc de Triomphe) to La Villette, via avenue Wagram, place des Ternes, Bd. de Courcelles (Park Mon- ceau), Bd. des Batignolles, place Clichy (Place Clichy Stores; Belle Jardiniere Stores) place Pigalle, Bds. de Rochc- chouart, de la Chapelle. B. G. From La Madeleine to Coi'it- bevoie, via Bd. Maleslterbes, Saint-Augustin Church, Pare Monceau, place Maleslterbes, av. de Villiers, place Pereire. B H. From La Madeleine lo Leval- lois, via Bd. Maleslterbes, Saint-Augustin Church, Park Monceau. place Maleshcrbes, av. de Villiers, place Pereire. B. I. From La Madeleine to Neuilly, via Bd. Maleslterbes, Saint- Augustin Church, Pare Mon- de u, place Villiers. Maleslterbes, av. place Pereire. Q From Montrouge to Gare de l'Est, via av. d'Orleans, place Denfert-Rocltereau, the Obser- valory. Bd. St.-Michel (Luxem- bourg Gardens), Pantheon; Odeon Theatre.Cluny Museum. Palace of Justice, (Alight here for Noire Dame Cathe- dra l<)Chntelet,Sarah- Bernhardt Theatre, Bd. de Sevastopol, Bd. de Strasbourg. 6 Front RueTaitbout to LaMuette via Bd. Haussmann (Galeries Lafayette Stores), Opera, Prin- tentps Stores, near gare Saint- Lazare, St.-Augustin Church, Arc de Triomphe, av. Henri- Martin and skirting the Bois de Boulogne. From Passy to Hotel de Ville- via Passy Station (Belt railway) Trocadero, place de l'Alma, place- de la Concorde, the Tuileries Gardens, place du Carrousel, Louvre, Chalelet. Alighl here for Notre Dame Cathedral. RAILWAY MAP AND KILO METRIC MAP OF THE ENVIRONS OF PARIS a. (f) » P 1 m w g c P I 8 a >- 0) § J <^ d\)ii$lesoastofoldaraU7ida,flifc. Weefc, J)ate. WeatTwr. (bourse. Latitude. Longitude. Distance Ran-. Remarks. •— TT. &. 2?ri&zi7v. Gternijirijr. Finance. ItctJj/: Cut out and^sTthe^aTne 7la#Z-ft£%jfour j?kip isyiyiTW.Plotjrour &ourse^dailjr. 7?wftays we ynade doii&le-so cu9 to/old ccrawtcZ