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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 fi^unn & Co., Inc., pubtWfrcr* 1910

,-.f7:^,J^Pi.r.iJ

Copyright 1910
By MUNN & CO., Inc.
Matter Copyright
1902, 1903, 1904, 1905, 1906, 1907, 1908, 1909
by Munn & Co.

All Rights Reserved
Right of Translation Reserved
Into all Languages including the Scandinavian

3100"

" <So, little booh, «Bob jfenb tijre goob passage,
«nb e^peciall;? let this* be tbp prater
SUnto tbem all that tbee Win ceab or tear,
When tbou art toning, after tfceir feelp to call,
(atbre to correct in an; part or all."

PREFACE

THERE are no conditions of travel in which a few general hints
as to how to adjust one's self to surroundings can prove so
useful as on a sea voyage, and it is with the object of preparing the
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 coveted
shore, that this book has been written. The writer believes that
by giving just that sort of information which he himself and others
of his acquaintance have wanted to know on various trans-Atlantic
voyages, he cannot fail to meet pretty closely the needs of the
average voyager. The writer also hopes that the information
contained in this volume will be augmented in subsequent editions
by the voluntary experience of its readers, — an addition which
cannot fail to greatly increase the value of the book.
It may interest the reader to know that many hundreds of
pamphlets, issued by various transportation companies throughout
the world, were thrown into the alembic which produced this slender
volume — a fact which will give the reader some idea of the difficulties
which are entailed in editing a work of this character. Within
the last two or three years steamship and railway companies
have done much to annihilate space; it is now possible to make
a complete circuit of the earth in 38 days, or less than one-half the
proverbial 80 days of Jules Verne. The trip has been made from
London to San Francisco in something less than ten days. It is
possible to leave New York Wednesday morning and reach London
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 MacmiUan 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 American, 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  96
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

PLANNING THE TRIP

SEASON AND CLIMATE

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 Prance,
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 pan h*> snpnt- in Hie (rallovia**

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,
Prance 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 lines 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

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'

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-

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 gercnless. 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 ansemic. 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
Doint 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

130.4

-29

-23.2

-20.2

15

12.0

59.0

19

47.2

138.2

-28

-22.4

-18.4

16

12.8

60.8

00

48.0

140.0

-27

-21.6

-16.6

17

13.6

62.6

61

48.8

141.8

-20

-20.8

-14.8

18

14.4

64.4

62

49.6

143.0

-25

-9.0.0

-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

-17.0

-7.6

22

17.6

71.6

00

52.8

150.8

-21

-10.8

-5.8

23

18.4

73.4

07

53.0

152.6

-20

-16.0

-4.0

24

19.2

75.2

08

54.4

154.4

-19

-15.2

-2.2

25

20.0

77.0

69

55.2

156.2

-IS

-14.4

-0.4

20

20.8

78.8

70

56.0

158.0

-17

-13.6

1.4

27

21.6

80.6

71

56.8

159.8

-10

-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

00.8

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

30

28.8

90.8

80

64.0

176.0

-7

-5.6

19.4

37

29.6

98.6

81

64.8

177.8

-0

-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

-16

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

0.0

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

40

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

73.0

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

70.0

203.0

8

0.4

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

134.0

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

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SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

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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
Rhens water. In France, St. Galmier
and Vichy (still) can be obtained.
Tea, coffee and chocolate also prevent
the necessity of drinking ordinary
water. In England, beers, ales and
stout are cheap and good, while in
Germany, beer, Rhine wine and Mo
selle wine can be obtained everywhere.
In Prance (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.
R, •''Tincture of capsicum  1 part.
Tincture of opium  1 part.
Tincture rhubarb  1 part.
Spirits peppermint  1 part.
Spirits camphor  1 part.
Mix and niter, 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 $1.73 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-
nectingthe towns. To avoid this con
fusion it has been found necessary to
establish certain zones in which uni-

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

CUBA

HOLLAND

fRELAA/D

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.

RUSSfA

CENTRAL.

ATLANTIC.

MOUNTAIN

GREENWICH.

EASTERN.

INCLUDES
ROCKY MOUNTAIN
STATES ALSO ALBERTA &
SASKATCHEWAN. PACIFIC.

INCLUDES
CENTRAL STATES
ALSO HEEWATIN
AflO MANITOBA

ALASKA

INCLUDES
PORTO RICO ALSO
NEW BRUNSWICK
NOVA SCOT/A AND'
PRINCE EDWARD
ISLAND

INCLUDES
BELGIUM,GREAT BRITAIN,
HOLLAND \ SPAIN '.

CENT. EUROPEAN.

INCLUDES
STATES B0R0EHIN6 PACIFIC
ALSO BRITISH COLUMBIA

INCLUDES
AT LAN TIC S TA TES>
ALSO.
ONTARIO & QUEBEC

ALASKA

NCLUDES
AUSTRIA-HUhMRY DENMARK,
l GERMANY. ITALY NORWAY
SERV1A SWEDEN AND
SWITZERLAND

INCLUDES
BULGARIA EGYPT
TURKEY
The small' dials show what time it is in those states and countries of America and Europe that use Standard Greenwich time, when it is
12 o'clock in New York Copyright 1910 by Munn & Co., Inc.

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 0 at midnight
and thus doing away with A. M.
and P. M.
A number of European countries
have not accepted Standard Time
based on the meridian of Greenwich,
but base their time on a meridian of
their own. France, for instance, uses
the local mean time of Paris, which is
9 minutes and 21 seconds faster than
Greenwich Time. This is the time
that appears outside of railroad sta
tions, but the clocks inside by which
the trains are operated are five min
utes slower. Holland clocks are 19
minutes and 32 seconds faster than
Greenwich, the time being taken from
the Observatory at Amsterdam. Ire
land uses local Mean Solar Time of
Dublin, and is 25 minutes and 21 sec
onds slower than Greenwich. Portu
gal takes the local Mean Solar Time
of Lisbon, which is 36 minutes and 45
seconds slower than Greenwich. As
in Prance, railroad time is 5 minutes
slower, while The Royal Observatory
of St. Petersburg sets the standard for
Russia, which is 2 hours 1 minute 19
seconds faster than Greenwich Time.
Were it possible for a person to

travel westward around the world as
fast as the sun, time would to him ap
pear to be at a standstill. If he
started, say, at noon Monday, it
would always be noon Monday to him,
and apparently there would be no
change in his calendar. Yet some
where along his course around the
world Monday must have ended and
Tuesday must have begun. Were the
traveler proceeding eastward he would
in 12 hours meet and pass the sun on
the opposite side of the earth and
would apparently have reached the
hour of noon Tuesday. At the end
of 12 hours more he would meet the
sun a second time and would have to
tear off another leaf from his calen
dar and call the time noon, Wednes
day. In other words, his journey
around the globe would have taken
him two days longer than the man
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.

Golden 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
M....— 3 10 17
Tu...— 4 11 18
W. . .— 5 12 19
Th...— 6 13 20
F....— - 7 14 21
S  1 8 15 22
February
Su...'..— 6 13
M  — 7 14
Tu  1 8 15
W  2 9 16
Th  3 10 17
F  4 11 18
S  5 12 19
March
Su  — 6 13
M  — 7 14
Tu  1 8 15
W  2 9 16
Th  3 10 17
F  4 11 18
S  5 12 19

23 30
24 31
25 —
26 —
27 —
28 —
29 —
20 27
21 28
22 —
2324 —
25 —
26 20 27
21 28
22 29
23 30
24 31
25 —
26

April
Su  — 3 10
M  —-4 11
Tu  — 5 12
W  — 6 13
Th. . . . — 7 14
F  1 8 15
S  2 9 16
May
Su.... 1 8 15
M  2 9 16
Tu  3 10 17
W  4 11 18
Th.... 5 12 19
F  6 13 20
S  7 14 21
June
Su....— 5 12
M  — 6 13
Tu....— 7 14
W  1 8 15
Th  2 9 16
F  3 10 17
S  4 11 18

17 24
18 25
19 26
20 27
21 28
22 29
23 30
22 29
23 30
24 31
25 —
2627 —
28 —
19 26
20 27
21 28
22 29
23 30
24 —
25

Su.
M..Tu. W.Th. F..S..Su. M..
Tu.W.Th. F..S..

Su.M..Tu. W.
Th. F..S..

July
.— 3 10 17 24
— 4 11 18 25
— 5 12 19 26
— 6 13 20 27
— 7 14 21 28
. 1 8 15 22 29
. 2 9 16 23 30
A ugust
- 7 14 21
1 8 15 22
2 9 16 23
3 10 17 24
4 11 18 25
5 12 19 26
6 13 20 27
September 4 11 18
5 12 19
6 13 20
7 14 21
8 15 22
9 16 23
10 17 24

Su. M..
Tu. W.Th. F..S..

October
— 2 9 16
— 3 10 17
— 4 11 18
— 5 12 19
— 6 13 20
— 7 14 21
1 8 15 22
November — 6 13
— 7 14
1 8 15
2 9 16
3 10 17
4 11 18
5 12 19
December
— 4 11
— 5 12
— 6 13
— 7 14
1 8 15
2 9 16
3 10 17

23 30
24 31
25 —
26 —
27 —
28 —
29 —
20 27
21 28
22 29
23 30
24 —
25 —
26 —
18 25
19 26
20 27
21 28
22 29
23 30
24 31

MEMORANDA FOR THE YEAR 1911.

Golden Number, XII
Epact, 30
Solar Cycle, 16
Roman Indiction, 9
Dominical Letter, A
Julian Period (Year of 6624)
Septuagesima Sunday, February 12
Ash Wednesday, March 1
Lincoln's Birthday, February 12
Washington's Birthday, February 22
Spring Commences, March 21
Good Friday, April 14
Easter Day, April 16
Ascension (Holy) Thursday, May 25

Pentecost — Whit Sunday, June 4
Trinity Sunday, June 1 1
Corpus Christi, June 16
Decoration Day, May 30
Summer commences. June 22
Sundays after Trinity, June 24
Independence Day, July 4
Labor Day, September 4
Autumn commences, September 23
Election Day, November 2
Thanksgiving Day, November 23
First Sunday in Advent, December 3
Winter commences, December 22
Christmas Day, December 25 

CALENDAR FOR THE YEAR 1911

January.

i

April.

Su

..1 8 15

22

29 Su..

.— 2 9 16 23

M

..2 9 16

23

30 M...

.— 3 10 17 24

Tn

..3 10 17

24

31 Tu..

.— 4 11 18 25

W

..4 11 18

25

— :w..

.— 5 12 19 26

Th.

. .5 12 19

26

— Th..

.— 6 13 20 27

F

..6 13 20

27

— 'F...

.— 7 14 21 28

S. .

..7 14 21
February.

28

-S...

. 1 8 15 22 29
May.

Mu

.— 5 12

19

26'Su..

...— 7 14 21

M

.— 6 13

20

27,M...

... 1 8 15 22

Tu

.— 7 14

21

28 Tu. .

... 2 9 16 23

W

. 1 8 15

22

—:w..

... 3 10 17 24

Th

. 2 9 16

23

— Th..

. .. 4 11 18 25

F

. 3 10 17

24

—IF...

... 5 12 19 26

S..

. 4 11 18
March.

25

r

6 13 20 27
June.

Su

.— 5 12

19

26'Su.

.. .— 4 11 18

M

.— 6 13

20

27|M..

.. .— 5 12 19

Tu

.— 7 14

21

28 Tu. .

...— 6 13 20

W

. 1 8 15

¦?:?,

29 W. .

...— 7 14 21

Th

. 2 9 16

23

30 Th. .

... 1 8 15 22

F

. 3 10 17

24

31 F. ..

... 2 9 16 23

S. .

. 4 11 18

25

—iS...

... 3 10 17 24

I July.
30 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
August.
28'Su  — 6 13 20
29iM  — 7 14 21
30 Tu  1 8 15 S2
31,W  2 9 16 23
— Th  3 10 17 24
— ,F  4 11 18 25
— !S  5 12 19 26
| September.
25 Su  — 3 10 17
26 M  — 4 11 18
27 Tu  — 5 12 19
28 .'W  — 6 13 20
29 Th  — 7 14 21
30iF  1 8 15 22
— S  2 9 16 23

October.
Su  1 8 15
M  2 9 16
Tu  3 10 17
W  4 11 18
Th  5 12 19
F  6 13 20
S  7 14 21
November.
Su  — 5 12
M  — 6 13
Tu  — 7 14
W  1 8 15
Th  2 9 16
F  3 10 17
S  4 11 18
December.
Su...— 3 10 17
M....— 4 11 18
Tu...— 5 12 19
W...— 6 13 20
Th.. .— 7 14 21
F.... 1 8 15 22
S  2 9 16 23

22 29
23 30
24 31
25 —
19 —
27 —
28 —
19 26
20 27
21 28
22 29
23 30
24 —
25 —
24 31
25 —
26 —
27 —
28 —
29 —
30 —

14

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Jan.Feb.Mar.

.lay

JEWISH CALENDAR (A.D. 1910, A.M. 5570-5671).
The Year 5670 commenced September 16, 1909

1110
12
24
25
26
April 10
2425
30 1
10
June 8
1314
July 8
NOTE.-

5670.
New Moon  Sebat 1
New Moon  Adar 1
New Moon  Veadar 1
Fast of Easter  " 13
Purim  )| 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
-AH Jewish Sabbaths and Festivals

JulyAug.
Sept.Oct.

24 Fast of Tamuz  Tamuz 17
6 New Moon  Ab 1
14 Fast of Ab  " 9
5 New Moon  Elul 1
5671.
4 First day of New Year Tishri 1
5 Second " " " 2
6 Fast of Gedaliah  ' 3
13 Day of Atonement. . . 10
18 Feast of Tabernacles . " f5
19 " " 2d day. " 16
24 Hosana Rabah  " 21
25 Feast of the 8th day. . " 22
26 Rejoicing of the Law . " 23
3 New Moon  Hesvan 1
2 New Moon  Kislev 1
26 Dedication of the Temple" 25
commence the previous Evening at Sunset.

Nov Dec.

MOHAMMEDAN CALENDAR (A.D. 1910, A.H. 1328).
Month begins

Year. Name of Month
1328 Muharram  January 13
Saphar  February 12
Rabia I  March 13
Rabiall  April 12
Jornada I  May 1 1
Jornada II  June 10

Year. 1328

Name of Month Month begins
Rajab  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 Holy Ghost  " 20
29 Peter & Paul.Chief Apostles July 12
Aug. 1 First day of Fast of Theo-
tokos  Aug. 14
6 Transfiguration  " 19
15 Repose of Theotokos (As
sumption)  " 28
30 St. Alexander (Nevsky)*. Sept. 12
Sept. 8 Nativity of Theotokos  " 21
" 14 Exaltation of the Cross .. . " 27
Oct. 1 Patronage of Theotokos*.. Oct. 14
" 21 Accession of the Emperor* Nov. 3
Nov. 15 First day Faft 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 ana 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-
rtas); but Dec. 30 was the third day before
the Kalends of January (ante diem tertium
Kalendas Januarias), in this case both Jan.
1st and Dec. 31st being included in the reckon-
lng. 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 Leap-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 is Almanack.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

PRELIMINARY READING

A list of appropriate books will be
found in the Bibliography at the end
of the book. The writer has in prep
aration detailed information as to. va
rious places having literary associa
tion with special reference to visiting
them. While this matter cannot be
gotten ready in time for- this edition,
still the titles may ¦ suggest some
timely reading: "Dickens' England,"

Burns Country," "The Hardy Coun
try," "The Ingoldsby Country," "The
Canterbury Pilgrims," "Knutsford"
(Cranford), "Broadway" England.
For the Continent there is in prepa
ration "Memorable Paris Houses,"
"The Paris of Dumas," "In the Foot
steps of Goethe," "Wagnerian Pil
grimage," "The Passion Play," "Dante
and His Time." Any reader of this

THE "ADRIATIC"
Is a stately giant of the sea with immense passenger accommodations
Length, 726 feet; Tonnage, 23,541; Horse power, 40,000

"Dickens' London," "Thackeray's
England," "Gilbert White and Sel-
borne," "Along the Streams with
Izaak Walton," "Carlyle's England,"
"Land of Scott," "Shakespeare's
England," "In the Footsteps of Our
Forefathers," "Milton's England,"
"Lorna Doone and Exmoor," "With
the Poets in the Lake Country," "The

book who has made any of these jour
neys and who would like to contribute
his or her quota to the sum total of
travelers' lore, are requested to write
to A. A. Hopkins, Box 773, New York
City, N. Y. All information will be
promptly acknowledged and available
matter will be used at the first oppor
tunity.

GUIDE BOOKS.

A list of guide books and books for
preliminary study will be found at the
back of the present volume (see the
index). While the list normally be

longs' in this section of the book, it
is not found possible to get the list in
the proper form in time to include it
here, as a number of books were an-

16

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 $3.00; London, $1.80;
Paris, $1.80, or Berlin, 90 cents. To
those who do not wish to purchase
Baedeker's Guides, we commend the
information given elsewhere in this
book. The matter is in sufficient de
tail to enable the traveler to locate
comfortably in London, Paris or Ber
lin, as well as to make the journey
with the proper knowledge of the
traveling conditions, etc.
Do not calculate on buying guides
just before you start. The most use
ful are very often "out of print" or
"out of stock," particularly the indis
pensable "Baedeker's." We made up

a list of the more popular ones (ten
in number) and submitted them to the
American agents. The list was as
follows : Northern France, Southern
France, Northern Germany, "Southern
Germany, Rhine, Great Britain, Lon
don, Paris, Switzerland, Belgium and
Holland. Out of this number,
Southern Germany, Great Britain,
Belgium and Holland were out of
stock as well as the "Conversation
Dictionary" (a very useful little book),
which sells for 90 cents. A full list
of guides with critical notes will be
found in the Bibliography at the
back of the book.
Ladies who desire additional infor
mation as to preparation for the jour
ney, and 'special information which
will benefit them in traveling abroad,
should purchase a copy of Mary Cad-
walder Jones' "European Travel for
Women," which is published in this
country at an expense of $1.00.

COURIERS

The courier of thirty years ago is
practically unknown. He was a lin
guist who traveled with rich individu
als or parties, and conducted them to
the best hotels and saw to it that they
paid the highest prices for everything,
both in hotels and shops. The courier
was an unmitigated nuisance and has
been largely done away with by the
more general use of the English lan
guage, and by a more general knowl
edge of French by the average Ameri
can and English traveler. The courier's
wages were as nothing compared

with the commissions which he ex
acted from everybody with whom he
came in contact. Occasionally, to
give a suspicion of honesty, a portion
of this commission would be disgorged
to his employer. In certain places in
the Far East, couriers, or their equiv
alents, are now necessary, but they
should never be engaged except on the
recommendations of one of the great
tourist agencies of world-wide reputa
tion. It may be stated that the tourist
agencies have been a very large factor
in the disappearance of the courier.

INTERPRETERS

Interpreters in the employ of large
tourist agencies will be found at the
principal stations and most boat land
ings in Europe. Those who have pur
chased their tickets from these tourist
agencies may call upon them freely
and will find that they tend to de
crease the discomforts of travel.
When their services are engaged, a
moderate fee is suggested. The simple
showing of the case in which the rail
road tickets are kept is sufficient proof
that the traveler is a client of the
tourist agency. Interpreters in the
uniform of the largest agency meet
principal trains and steamers at fol
lowing places and assist holders of
their tickets free of charge : Alexan

dria, Algiers, Amsterdam, Antwerp,
Bale, Bergen, Beyrout. Bombay,
Bremen, Brindisi, Brussels (summer
only ) , Calcutta, Cannes, Christiania,
Cologne, Colombo, Constantinople,
Florence, Dresden, Geneva, Genoa,
Gibraltar, Hong Kong, Jaffa, Haifa,
Hamburg, Lausanne, London (Char
ing Cross and Victoria), Lucerne,
Madrid, Malta. Marseilles, Mentone,
Milan, Naples, New York, Nice, Paris,
Patras, Piraeus, Rome, San Remo,
Trieste, Trondhjem. Turin, Venice,
Vienna, Vintimille, Yokohama. Zurich.
An interpreter meets passengers at
Tilbury. The interpreters are not on
duty on Sundays except by special ar
rangement.

TRAVELERS' VOCABULARY

ENGLISH

FRENCH

GERMAN

ITALIAN

The Post Office
Are there any letters for me?
Letters addressed to the post of
fice (General Delivery), to be
left till called for
PostPostage Stamps
Postal Card
Registered Letter
Traveling
The Railway Station
Baggage, Luggage
Baggage Receipt
Is this the train for—

How long shall we stop here?
Railway
Ticket Return Ticket
The Berth
The stateroom
StewardStewardess We wish to get out
What time does the train start
for  ?
Where do we stop for meals?
Is it time to leave?
When shall we start?

Bureau de Poste
Y a-t-il des lettres pour moi?
Une lettre adresse*e Poste lles-
tante
Poste
Timbres-poste Carte-postaleUne lettre recommande*e
Le Voyage
La Gare
Le Bagage
Le recu des bagages
Est-ce la le train pour  ?
Combien de temps anvtons-
nous ici?
Le chemin de fer
Le billet
Le billet d'aller et retour
Le lit; La couchette
La Cabine
Le garcon (or) valet
La femme de chambre
Nous d^sirons descendre
A quelle heure part le train pour
-?

Oi arretons-nous pour manger? Wo essen wir?

Postamt
Sind Briefe fur mich da?
Ein postlagernder Brief

Post
BriefmarkenBrief k arte
Eingeschriebener Brief
Die Reise
Der Bahnhof
Des Gepack
Der Gepack-Schein
1st dies der Zug nach  ?
Wie lange Aufenthalt hier?
Die Eisenbahn
Das Billet
Das Retourbillet
Das Bett
Die Kajtite
Schiffsaufwarter
Schiffsaufwarterin Wir wollen aussteigen
Um wie viel Uhr fahrt der Zug
nach  ?

Est-il temps de partir?
Quand partons-nous?

1st es Zeit zu gehen?
Wann gehen wir?

Officio Postale
Ci sono lettere per me?
Una lettera ferma in posta (Posta
Restante)
Posta I francobolli
Carta Postale
Una lettera recommandata Viaggio
StazioneII bagaglio
La ricevuta del bagaglio
E quello il treno per  ?
Quanto tempo ci fermeremo qui?
La Strada ferrata
II BigHetto
BigHetto d'andata e ritorno
II letto
La Cabin a
II locandiere
La cameriera
Vogliamo descendere
A che ora parte il treno per  ?

Dove si fa la fermata per pranz-
are?
E ora di partire?
Quando partiremo?

* From Facts for Travelers issued by the International Mercantile Marine Co. Republished by permission.

TRAVELERS' VOCABULARY— Continued.

ENGLISH

FRENCH

GERMAN

ITALIAN

Reading Room
A pen
Blotting paper
EnvelopeGive me
Letter paper
NewspaperNewspaper wrapper
Railway guide
Sheet of paper
(Postage) stamp
Sealing-wax

Salon de Lecture
Une plume
Papier buvard
Une enveloppe
Donne z-moi
Papier a lettre
Le journal
Bande de journal
Guide de chemin-de-fer
Feuille de papier
Timbre-poste Cire a cacheter

Lese Zimmer
Eine Feder
Das Loschpapier
Ein Couvert
Geben Sie mir
SchreibpapierDie Zeitung
Kreuzband
Eisenbahn Anzeiger
Bogen Papier
Briefmarke Siegellack

Il Cabinetto di Lettura
Una penna
La Carta Sugante
La Sapracarta; Coperta
Datemi Carta da lettere
II giornale
Invoglio di giornale
Guida della strada ferrata
Foglio di carta
II francobollo
Cera lacca

Dining Room
Restaurant Meals
AppleBeef Beefsteak
Beer Bottle BrandyBreadBreakfastButterCheeseChickenChopClaretCup of Coffee
Did you understand?
DinnerEggFishFork
Game (venison)
Give me something to eat
Glass of water
GrapesIce
I am hungry

Salle a Manger
Restaurant
La Nourriture
La pomme
Du bceuf
Le biftek
De la biere
Une bouteille
Eau de vie, cognac
Du pain
DejeunerDu beurre
Du fromage
Un poulet
Une cdtelette
Du Bordeaux
Une tasse de cafe"
Avez-vous compris?
Le diner
Un ceuf
Du poisson
La fourchette
Du gibier
Donnez-moi quelque chose a
manger
Un verre d'eau
Des raisins
De la glace
J'ai faim

Speise Saal
Restauration
Die Bekostigung
Der Apfel
Das Rindfleisch
Das Beefsteak
Das Bier
Eine Flasche
Cognac, Branntwein
Das Brod
Das Fruhstiick
Die Butter
Der Kase
Das Huhn
Das Cotellette
Der Bordeauxwein
Eine Tasse Caffee
Haben Sie verstanden?
Das Mittagessen
Das Ei
Der Fisch
Die Gabel
Das Wildpret
Geben Sie mir etwas zu essen
Ein Glas Wasser
Trauben
Eis Ich bin hungrig

Sala da Pranzo
Trattoria Il Cibo
11 pomo
II manzo
La cotelletta di manzo
La Birra
Una bottiglia
Dell' acquavite, cognac
II pane
La colazione
Del burro — butirro
II formaggio
Un pallastro, polio
Una costolina
Del vino di Bordeaux
Tazza di caffe
M' avete capito?
II pranzo
Della Uova
Del pesce
La forchetta
Della cacciagione ¦
Datemi qualche cosa da man-
giare
Un bicchiere d'acqua
DelF uva
II ghiaccio, II gelato
Ho fame

ENGLISH

TRAVELERS' VOCABULARY— Continued
FRENCH GERMAN

ITALIAN

I am thirsty
Is dinner ready?
Knife Lamb LemonLiver Meat Milk
Mineral water
MuttonNapkinOmeletOrange OystersPeachPear Poultry
SaladSaltSausage Show me your bill of fare
SpoonSugarSupperVealVegetablesVinegarWaiter Wine list In a City
Address
Art Gallery
Bank
Barber
Bid him come
Bootmaker Come here
ConsulateDressmakerEngage furnished apartments
Follow me

J'ai soif
Le diner est-il pr§t?
Le couteau
De l'agneau
Un citron
Du foie
De la viande
Du ait
De l'eau minerale
Du mouton
Une serviette
Une omelette
Une orange
Des hut tres
Une pdche
Une poire
De la volaille
De la salade
Du sel
La saucisse
Montrez-moi la carte
La cui lucre
Le sucre
Le souper
Du veau
Des legumes
Du vinaigre
Le garcon
La carte des vins
Dans une Ville
L'adresseGallerie des beaux arts
La banque
Le coiffeur
Dites lui de venir
Le cordonnier
Venez ici
Le consulat
La couturiere
Louer un appartement meuble"
Suivez-moi

Ich bin durstig
1st das Mittagessen bereit?
Das Messer
Das Lammfleisch
Eine Citron e
Die Leber
Das Fleisch
MilchMineral Wasser
Hammelfleisch
Eine Serviette
Eine Omelette
Eine Apfelsine
Die Auster
Der Pfirsich
Die Birne
Das Gefliigel
Der Salat
Das Ralz
Die Wurst
Zeigen Sie mir die Speisekarte
Der Loffel
Der Zucker
Das Abendbrot
Klabfleisqh
Das Gemuse
Der Essig
Der Kellner
Die Weinkarte In einer Stadt
Die Adresse
Kuntstausstellung, Bilder-Gal-
lerie
Die Bank
Der Barbier
Schicken Sie ihn hierher
SchuhmacherKommen Sie her
Das Consulat
Die Schneiderin
Meublirte Wohnung zu miethen
Folge mich

Ho sete
E pronto il pranzo,
II coltello
Dell' aguello
Un limone
II fegato
Della carne
II late
Dell' aequa minerale
Del cast ro to
TovagUnolo Una frittata
Un arancio
Ostriche
La peso a
La pera
Del pollame
Dell' insalata
II sale
La salsiccia
Mostratemi la Iista
II cucchiaio
Lo zucchero
La cena
VitelloDei legumi
L' ace to
II cameriere
La lista dei vini
In Una Citta
L' indirizzo
La Galleria dell' arti
La banca
II barbiere
Ditegli che venga, chiamatelo
II calzolaio
Venite qui
II consolato
La sarta
Appigionari degli appartamenti
ammobigliati
Seguitemi

TRAVELERS' VOCABULARY— Continued

ENGLISH

FRENCH

GERMAN

ITALIAN

GlovesHave you a room to let?
Hotel I wish to see the proprietor
Jeweler Make haste
MillinerMoney changer
Museum Not so quick
Palace
PhysicianPlease tell me the way to — — ?
PolicemanPolice Station
RestaurantStationer
TailorTobacconistTurn to the left
Turn to the right
Wine dealer
What is the charge of admis
sion? Traveling
Which is the best Hotel at  ?
Where is the toilet?
Custom House
Custom House Officer
Clothes
Duty
Dutiable'articles For personal use
Key.
ProhibitedSearch
Trunk Worn articles

Le gantier
Avez-vous une chambre a louer?
L'Hotel
Je desire parler au proprie*taire;
au patron
Le bijoutier
De"p6chez-vous La modiste
Le banquier
Le musde
Pas si vite
Le palais
Le m&lecin
Veuillez m'indiquer le chemin
a  ?
Agent de police
Bureau de police
Le restaurant
Le papetier
Le tailleur
Marchand de tabac
Tournez a gauche
Tournez a aroite
Marchand de vin
Quel est le prix d'entre*e?
Le Voyage
Quel est le meilleur hotel a  ?
Ou sont les lieux d'aisance?
La Douane
Le Douanier
Les Vetements
Le Droit
Articles sujets aux droits
Pour 1' usage personnel
La clef
Prohibe* (or) dgfendu
Visiter, examiner
La malle
Des objets use's

Der Handschuhmacher
Haben Sie ein Zimmer zu ver-
miethen?
Das Gasthaus, Hotel
Ich wiinsche den Wirt zu spre-
chen
Der Juwelier
Beeilen Sie sich
Die Putzmacherin
Der Geldwechsler
Das Museum
Nicht so schnell
Das Schloss
Der Arzt
Bitte mir den Weg nach  zu
zeigen.
Der Polizist
Das Polizeiamt
Die Restauration
Der Schreibmaterialenhandler
Der Schneider
TabakhandlungWenden Sie sich links
Wenden Sie sich rechts
Weinhandler
Was ist der Eintrittspreis?
Die Reise
Welches ist das beste Hotel
in  ?
Wo ist der Abtritt?
Das Zollamt
Der Zollbeamte
KleidungstiickeDer Zoll
Zollbare Sachen
Zum eigenen Gebrauch
Def Schlussel
Verboten
Visitieren, untersuchen
Der Koffer
Gebrauchte Artikel

II guantajo
Avete una camera da affittare?
L' albergo
Vorrei parlare al maestro di casa
L' orefice
Spicciatevi La modi sta
II cambia-valute
II museo
Non tanto presto
II palazzo
II medico
Mostratemi favorisca la via
per  ?
Ufficiale della polizia
L* Ufficio di polizia
La trattoria
II cartaio
II sartore
II tabaccaio
Tornate a sinistra
Tornate a destra
Mercante di vino
Quanto costa per entrare

Viaggio
Qual e il miglior albergo in-
Dov' e le ritirata?

La Dogana
II doganiere
Gli abiti — panni
II dazio
Saggetto a dazio
Per proprio uso
La chiave
Proibito
Visitare II baule
Ogetti usati

ENGLISH

FRENCH

A Carriage, Cab

Voiture, Fiacre

Drive (take me) to  street
number 

Conduisez-moi a la Rue — nu
me'ro 

Engage by the hour

Prendre a l'heure

Send for a cab

Envoyez chercher un fiacre

Stop

Arretez

What is your fare?
Cabman

Qu'ai-je a payer?
Cocher

Cabstand

Station de Voitures

The Hotel — The Inn

L'Hotel — L'Auberge

A bath

Un bain

A light

Une lumiere

Basin

Une cuvette

Bill

Le compte, 1'addition

Bed

Lelit

Blanket

Couverture de laine

Bedroom

La chambre a coucher

Bottle of drinking water

Une carafe d'eau

Candle

La chandelle

Cellar

La cave

Chair

La chaise

Clean towel

Une serviette blanche

Coal

Le charbon

Door

La porte

Dry sheets

Des draps sees

Footbath

Un bain de pieds

Give me

Donnez-moi

Glass

Un verre

Hot water

De l'eau chaude

Hotel bill

Le compte, 1'addition

I wish to see the proprietor

Je desire parler au proprie"taire

(patron)

Key

La clef

Landlord

Le maitre d'hdtel, le patron

Matches

Des allumettes

Parlor

Le salon

Pitcher

Une cruche

Plate

Une assiette

Room

La chambre

Sheets

Les draps

Soap

Le Savon

Stairs

Les escaliers

TRAVELERS' VOCABULARY— Continued
GERMAN
Wagen, Fiakre,
Droschke
Fahren Sie mich nach Numero
 Strasse
Stundenweise miethen
Lassen Sie eine Droachke holen
HaltWas habe ich zu bezahlen?
D roschkenkutscher
Droschkenstation Der Gasthof
Ein Bad
Ein Licht
Eine Waschschussel
Die Rechnung
Das Bett
Wollene Decke
Das Schlafzimmer
Flasche Trinkwasser
Die Kerze
Der Keller
Der Stuhl
Ein reines Handtuch
Die Kohlen
Die Thiire
Trockene Bettiicher
Ein Fussbad
Geben Sie mir
Ein Glas
Heisses Wasser
Die Rechnung
Ich wiinsche den Wirth zu
sprechen
Der Schlussel
Der Wirth
Streichholzer Das Wohnzimmer
Der Krug
Der Teller
Das Zimmer
Die Bettiicher
Die Seife
Die Treppe

ITALIAN

La Carozza
Conducetemi alia Strada 
numero 
Prendere per ora
Mandate cercare un fiacre
FermatereQuanto?
Cocchiere
Stazione di carozze
La Locanda — L'Albergo
Un bagno
II lume
II bacile
II conto
II letto
Coperta di lana
La Stanza di letto, camera
Bottiglia d' acqua da bere
La candela
CantinaLa sedia
L' asciugamano pulito
II carbone
La porta
I lenzuoli secchi
II bagno da piedi
Datemi
Un bicchiere
Dell' acqua calda
II conto
Vorrei parlare al proprietario
La chiave
II padrone
I zolfanelli
La sala
La brocca
II pi atto
L' appartamento
II lenzuoli
II sapone
La scala

ENGLISH

TRAVELERS' VOCABULARY— Continual
FRENCH GERMAN

ITALIAN

StoryThe sheets are damp
To light the fire
To shave
Towel WaiterWasherwomanWake me at —
When do we dine?
Where are our rooms?
Where is the watercloset?
Window Toilet
Boots (shoes)
BroochButtonhookButtonsChainClothesbrush
CoatCollar
CombCorsetsCuffs
Dayshirt, chemise
Drawers
Dress
Earrings Hair brush
Handkerchief
Jacket Nail brush
NeedlesNightshirt
Perfume
Petticoat
PinsPowder
RazorRibbon
ScarfScissors

Un dtage
Les draps sont humides
Allumer le feu
Se raser, se faire la barbe
Un essuie-main
Le garcon
La blanchisseuse
Reveillez-moi a —
A quelle heure dinons-nous?
Oii sont nos chambres?
Oil sont les lieux d'aisance, les
petits coins?
La fenetre Toilette
Les chaussures; bottes; souiiers
La broche
Le crochet
Les boutons
La chaine
La brosse a habit
La redingote
Le col
Le peigne
Le corset
Les manchettes
La chemise
Les ealecons
La robe
Les boucles d'orcillcs
La brosse a cheveux
Le mouehoir
La jasquette
La brosse a ongles
Les aiguilles
La chemise de nuit
Le parfum ,
La jupe
Les dpingles
La poudre
Le rasoir
Le ruban
La cravate
Les ciseaux

Der Stock, die Etage
Die Bettiicher sind feucht
Einheizen Rasieren
Das Handtuch
Der Kellner
Die Wascherin
Wecken Sie mich urn —
Wann essen wir?
Wo sind unsere Zimmer?
Wo ist das Closet?
Das Fenster Toilette
Stiefcl
Vor^tecknadclStiefelknopfcr Die Kniipt'e
Die Kotte
Die Kleiilcrbiirste
Der Rock
Der Kragcn
Dor Kamm
Daw Corset
Mansehetten
Das Hoind
Die Unterhosen
Das Kleid
Die Ohrringe
Die Haarburste
Das Taschentuch
Die Jacke
Die Nagelbiirste
Die Nadeln
Das Nachthemd
Das Perfum
Der Unterrock
Die Stecknadeln
Das Puder
Das Rasiermesser
Das Band
Das Halstuch
Die Scheere

II piano
I lenzuoli sono umidi
Accendere il fuoco
Fatemi la barba
L' ascingamano
II camcriere
La lavandaja
Svegliatemi alle —
A che ora si pranza?
Dove sono le nostre camere
Dov' e la ritirata?
La finestra

Toeletta
Gli Stivali
La Spillone
La Tira-bottini
I bottini
La catena
La Scopetta d' abiti
L* abito
II colletto
II pettino
BustoII manichin
La camicia
La muntande
La roba
GH orrecchini
La spazzola da capelli
II fazzoletto
II giacchctto
Spazzola da unghie
Gli aghi
La camicia da notte
L' odore
La sottane
La spilla
La cipria
II rasoio
II nastro
La cravatta
Le forbici

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 23

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THE SWIFT "DEXJTSCHLAND" OF THE HAMBURG-AMERICAN LINE
A fine example of the reciprocating engine type of ocean greyhound
Length, 686 feet; Tonnage, 16,502; Horsepower, :S7,S00

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

25

PASSPORTS

Passports are required only in Rus
sia and Turkey. Passports are also
required for entrance into the Balkan
states. Vises for these countries may
be obtained from their diplomatic and
consular representatives in foreign
countries. There are no such repre
sentatives in the United States. Pass
ports may be required in other coun
tries of persons making a prolonged
stay, but they are often valuable in
the securing of registered mail, admis
sions to certain galleries, etc., which
are normally closed to the public. In
the case of Russia and Turkey, the
passport should have the vis6 of the
consular authorities. Passports are
issued by the Secretary of State. An
American abroad may make his appli
cation before an American diplomatic
or consular officer, who will forward it
to the department. The fee for a pass
port is $1.00. This amount in currency
or postal order should accompany each
application made by a citizen of the
L'nited States. The orders should be
made payable to the Disbursing Clerk
of the Department of State. Drafts
or checks are not accepted. A person
who is entitled to receive a passport,
if in the United States at the time,
must make a written application in"
affidavit form to the Secretary of
State. Application must be made by
the person to whom the passport is to
be issued, and signed by him, as one
person cannot apply for a passport for
another. The affidavit must be at
tested by an officer authorized to ad
minister oaths, and an official seal
must be affixed, or his official charac
ter must be authenticated by a certifi
cate of the proper legal officer. The
applicant must take the oath of alle
giance to the Government of the
United States. The oath is on the ap
plication blank. The application must
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 blr.nk 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
$7.00 each way, and for other ex
penses which may be incurred at sea.
Add to this the cost of the railroad
and steamship fares abroad. These
can be readily obtained from any re

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

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 has had
no personal experience with any but
the high class of hotel coupons, an ex
amination of the lists of hotels where
they are available seems to 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 gallery 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 he 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

30

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

at home. As an example, let us sup
pose that a man is taking his wife and '
family for a trip abroad, an outline
of the itinerary is submitted to a tour
ist agency who will arrange every de
tail of the journey so that at each
halting place the travelers will be met
by the omnibus from the hotel where
rooms have been engaged and where
they will be welcomed as expected
guests. If the wish has been expressed
to include a drive to some place of in
terest, or for a guide for sight-seeing,
he will simply call for the carriage or
the guide, as the case may be. On the
expiration of the stay the travelers

weeks tour from London by the fol
lowing route : Harwich, Antwerp,
Brussels, Luxemburg, Strasburg,
Baden-Baden, Heidelberg, Frankfurt,
Wiesbaden, the Rhine, Cologne, Am
sterdam and The Hague. For second
class accommodations with rooms on
the second floor, and for sight-seeing,
the expense is 23 guineas, or $173.30.
Or at an inclusive price of $5.58 a
day, which, considering the cost in
this country, seems like an extremely
low figure. The combinations which
can be made are almost endless and
the trips can be prolonged at will. No
person need be deterred from a Euro-

TEA IN THE PALM GARDEN

will be conveyed to the train or
steamer, as the case may be ; they will
be met at the next halting place as
before, and so on to the end of the
tour. It may be said to resemble a
succession of visits to the houses of
friends. This method can be applied
to tours where one wishes to travel
reasonably as well as to where the
acme of luxurious travel is desired.
Second class tickets may be secured if
desired, and still the traveler will have
traveled without trouble. As an in
stance of the case, let us take a three

pean trip if a reasonable amount of
money is forthcoming. It is only nec
essary to write to one of the great
tourist agencies and give an outline of
what is required and in a general way
the amount of money available. The
matter will be taken up by expert es-
timaters and their reply will be forth
coming in a few days. With the in
formation and advice given in this
book, and with the cost of the va
rious tours as outlined, there should
be little difficulty in working out ap
proximately the cost of a trip.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

31

INDEPENDENT TOURS

Owing to the fact that many of the
railroad companies in Europe revise
their rates of fares for the season in
March, it has not been possible tp
place specific information relative to
tours at this point in the book. It is
thought that the reader would not find
it onerous to consult the index if the
information ultimately conveyed would
be rendered more accurate by in
cluding this information as to the rail
ways, tours, etc., at the back of the
book.A SPECIMEN TOUR FIRST AND
SECOND CLASS WITH EXTRA
TIME EXTENSION.
European travel expense fluctuates
with the purse. It is easy to map
out the approximate cost of a simple
tour with the information given. For
more extended tours consult a tourist
agency. For example take tour No.
34 in back of book. This is an ex
cellent one.
Atlantic Transport Line,
New York London,
minimum  $82.50
Tour No. 34, second class 74.55
Cherbourg to New York,
German ship  87.50
Steamer Fees  12 . 00
Baggage Transfer  1 . 50
Hotels, 60 days at $3.00.. 180.00
Sight-seeing  50 . 00
Extra Drives  10.00
Extra Tips  10.00
Photographs  5 . 00
Postcards  1-00
Laundry  6.00
Sundries  15.00

$535.05
By using the second class on the
steamer a saving of $55.00 can be
effected. By living more economically at
hotels and by reducing other expenses,
about $75.00 more could be saved;
we, therefore, have :
$535.05
less 130.00

$405.05
On the other hand, if better steamer
accommodations are required, as the
"Kronprinzessin Cecilie" one way and
the "Geo. Washington" the other, the
expense would be increased by $75.00
or $620.05 in all, and if $30.80 be
added for first class travel, on rail

roads, we have $050.85. It should be
remembered that this is for minimum
accommodations. $100.00 more would
not give very luxurious accommoda
tions on the crack ships, but it would
on the slower ships. The trip could
easily be extended in time, making it
cost about $900.00 for first class all
through, fine accommodations and
money to spend, so we have an identi
cal trip which varies $500.00 for in
creased accommodations and an extra
month.
LANGUAGE
The English language is sufficient
for travel in nearly all of the coun
tries of Europe where travelers are
accustomed to go in any quantity.
English is spoken by interpreters at
the railroad stations, often at post
offices, and invariably at all hotels of
the first or even second class ; also by
waiters in restaurants. The fluency
of the English spoken by the em
ployees of the Swiss railroads is some
thing phenomenal. A knowledge of
French is, of course, highly desirable.
The Travelers' Vocabulary, beginning
on page 17, will prove of value. Bae
deker's Conversation Manual is more
extensive and sells at a moderate
price. 
The following are some of the cargo items on
a large express steamer of 18,500 tons:
Corn and wheat, 170,000 bushels; lubricating
oil, 3,362 barrels; lard, 6,225 barrels and tubs;
dried prunes, 11,625 boxes; cottonseed oil,
700 barrels; phonographs, 174 cases; type
writers, 73 cases; sewing-machine woodwork,
867 cases; agricultural implements, 3,219
packages. In all, 62 kinds of American
products were loaded into this one vessel.
After deducting the cabin space for 1,450
passengers of all classes and bunker space
for 2,000 tons of coal, there remains 785,000
cubic feet for cargo. If loaded exclusively
with one kind of freight, it could carry any
one of the following quantities: 590,000
bushels of wheat, or 628,000 of corn; 31,000
bales of cotton, or 15,000 tons of copper;
65,000 barrels of oil, or 825,000 boxes of
dried fruit.  ^
Those who wish to see the difference be
tween the modern liner of to-day with its great
luxury, and the vessel of sixty years ago,
should read, while on board, Charles Dickens
account of his early voyages to America
which are given in "American Notes and
" Martin Chuzzlewit."

One steamship company keeps eggs fresh
by covering them with fresh butter as soon as
received, placing them on straw and turning
them every day.

32

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

A "GRAND TOUR"

The following is a delightful tour
and the merits of the sights can be
vouched for by the writer as he has
made it. Start from London, making
stops at Rochester and Canterbury ;
at Dover take steamer to Ostend. This
is rather a long Channel trip, and is
apt to be rather hard on the bad
sailor. Of course, the trip can be
made by way of Calais and rail at
greater expense. On arriving at Os
tend take the train for Bruges which

A SUGGESTION OF A MODERN HOTEL
IN THE STATEROOMS
is a comfortable place to pass the
night. A few hours will exhaust the
sights, and the journey to Ghent can
then be begun ; half or three-quarters
of a day is sufficient for sight-seeing
in this city. Then take the train for
Brussels; two days c:m be profitably
spent in this delightful cily which is
a Paris in miniature. The battlefield of
Waterloo should be visited, which will
require about half a day ; the train
should then be taken to Antwerp,
where a day may be spent. From

Antwerp the train may be taken for
Rotterdam, where one day will be
sufficient to see the pictures in the
galleries. It should be remembered
that the distances in Holland are very
short and a great deal of sight-seeing
can be crowded into a single day ;
it is possible to see all the principal
sights in Holland in three or four days.
From Rotterdam the train should be
taken to Delft, and from there to The
Hague, and an excursion made to
Scheveningen which is a famous Dutch
watering place which is celebrated ali
over Europe. From The Hague the
journey should be made to Leyden,
which is visited by all Americans who
have any respect for the history of
their country. All readers of Motley's
"Rise of the Dutch Republic" will also
be particularly .interested in this im
portant town. From Leyden, take the
train to Haarlem, and finally arrive at
Amsterdam, where af: least two days
should be spent. There are many side
trips which can be made from Am
sterdam at comparatively small ex
pense, such as Alkmaar and Hoorn,
also the Island of Maarken and Mon-
nikendam and Broek. The islands of
the Zuyder Zee are particularly inter
esting. From Amsterdam the train
should be taken, preferably at night,
for Cologne ; the train will pass
through Utrecht and a few other com
paratively unimportant places. Aftei
visiting the various sights in Cologne,
an early train should be taken from
Bonn to save time, and the steamer
taken as far as Konigswinter, from
which point a railroad runs up the
mountain and the view from the
Drachenfels is very fine. It is, of
course, interesting to all Wagnerian
enthusiasts as on the mountain is the
site of the cave where Siegfiied killed
"Fafner," the dragon. Another steamer
should then be taken up the Rhine as
far as Coblentz. If the trip has been
accurately timed, it is possible to
catch an express steamer for Mayence.
From Mayence take the train to
Worms and Heidelberg ; from Heidel
berg take the train to Frankfort, and
then to Eisenach, Erfurt, and Wie-
mar, which is one of the most inter
esting cities in Germany. Then travel
to Leipsic and Berlin. A trip should
be taken to Potsdam and an excursion
should be made to the Spreewald. A
stay of at least three or four days
should be made in Berlin ; the train
should then be taken to Dresden,

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

33

where a stay of at least two days
should be made. The night train should
be taken from Dresden to Nuremberg,
where at least two days should be
spent. From Nuremberg, the trip
should be made to Munich which is a
long ride, but the journey can be
broken at Ratisbon, which is highly in
teresting, an old town in almost its
pristine state. An excursion can be
made from Ratisbon to the Walhalla
which is not visited by very many
travelers. At least three or four days
should be spent in Munich, and by all
means the Passion Play should be
seen. It is necessary to make arrange
ments before leaving home, or before
leaving London at any rate, if the
Passion Play is to be visited, as the
accommodations are largely in the
hands of tourist agencies, steamship
companies, etc. Tickets for the entire
trip should be bought en Hoc as far as
this point. From Munich take the
railroad to Lindau on Lake Constance,
and take the boat to Constance. Then
take the train to Schaffhausen and
go from Schaffhausen to Zurich. The
special tickets for Switzerland which
are referred to elsewhere, offer great
possibilities for the tourist. The fol
lowing places should, however, be vis
ited, even by those who are pressed
for time : Luzerne, Berne, Interlaken,
Lake of Geneva, Geneva, and Cha-
mounix. One of the great passes may
be traversed by diligence, or the new
Simplon Railway may be used. The
Italian lakes, Maggiore and Como,
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 to deal in
this book.
There are a number of tourist
agencies of the highest class which
carry out their engagements to the
letter. Many travelers, however, claim
that they prefer to go by themselves
or in selected parties of friends. The

steamer with electric light and electric
fans and attentive stewards, than to
be in a vermin-infested hotel of a type
which does not appeal to American
visitors. Some tourist agencies charter entire
steamers for extended voyages, par
ticularly for trips to the Mediterra
nean and the Orient. Thus we find
that a German Lloyd steamship was
chartered for a trip extending from
February 5 to April 19, 1910, a tour of
73 days, costing only $400.00 and up
ward. Smaller excursions are run
each year from New York and some
times from Boston. It should be con
sidered that a boat of this size, 13,200

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

35

36

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

tons, is the most comfortable ship for
a long cruise. This price includes
shore excursions, guides, drives, hotel
accommodations, fees and all necessary
expenses. It gives ample time, 24
days, to Palestine and Egypt. The
trip is arranged so that the travelers
can spend 16 days in Egypt and a
week in'- Palestine, or a fortnight in
the Holy; Land and 9 days in Egypt.
Many, single rooms are provided for
in these excursions at an expense of
$500 :and upwards.
The" cost of the cruise provides
also for the return by a number of
first class express steamers if a stop
over is desired in Europe. Excursions
of this kind offer unique advantages.
In the first place, there is no un
certainty as to hotels, meals or rail
roads. The party is under the charge
of very competent directors and con
ductors. It is possible with excursions
of this kind, for small parties of
friends to keep together as much as
they like, so that there is no feeling
of the ordinary "personally conducted"
tour. Lectures and entertainments are
given at sea during the cruise, and
sometimes there are a number of

events ; thus on March 30 we find the
following schedule :
10 A. M.— Travelers' Club. Topic-
Egypt. 2.30 P. M. — Progressive Bridge
Whist. 8.30 P. M. — Lecture, "Rome, Ancient
and Modern." Farewell Concert by
the Musical Club.
This is certainly enough for one day
at sea.
The question of personally conducted
tours is an interesting one, and the
traveler must decide for himself. They
are recommended, however, to women
traveling alone. In any event this
book will be useful on the sea even if
"personally conducted." We have be
fore us as we write, the programme
of tours of the largest company in the
business. AVe find tours which grade
from $1,165.00 for 89 days down to 52
days' tour as low as $310.00. The
Hamburg-American Line, the North
German Lloyd, the White Star and
other lines run cruises annually. Get
a programme, which is freely sent with
full particulars on application.

EDUCATIONAL TOURS.

There are a number of people who
combine instruction in art and litera
ture with traveling in their tours. The
following is an example of a tour for
ladies offered by an artist, Mrs. Fanny
Rowell, 15 Gramercy Park, New York
City. The expense of the entire tour
is $700. The party started on April
16, 1910, and New York is supposed to
be reached on July 9. This will give
some idea of what may be expected
in a first-class tour of this kind, with
advantages of the best guides, car
riages, etc.
Leave New York Saturday, April 16th,
on S. S. Barbarossa (11 a. m.), North German
Llyod Mediterranean liner, pass the Azores,
entering Spain by Gibraltar, cross to Tan
gier; return, to Algeciras, Spain, Ronda,
Bobodilla, Grenada — The Alhambra, Sevilla,
Cordova, Alcazar, Madrid, Toledo, Saragossa,
Barcelona. Leaving Spain by the_ Southern
Frontier to Marseilles, France, Riviera, Nice,
Monte Carlo, Monaco, Genoa, Italy. May
12th, by North German Lloyd steamer to
Naples, remain until 18th; Capri — Sorrento,
Amalfi, Pompeii; Rome, 19th — one week.
May 26th, Siena; 28th, Pisa to Florence,
June 2d, Padua to Venice. 7th, Through Tyro-
lean Alps. Coaching — Bellino, Pieve di
Cadore, Corteno, Toblach. 14th, Inns
bruck, capital of Tyrol. 16th, Munich,
capital of Bavaria, Passion play, Ober-

ammergau, 19th. 20th, Vienna, 25th, Prague
to Dresden. Berlin, 27th, 28th, 29th.
Hamburg, 30th, reaching New York _ by
new large S. S. Cincinnati, Hamburg- American
line, July 9th. BARGAINING.
Except in England, bargaining is
almost universal, except in the very
large shops, like the Bon Marehe, in
Paris. In Italy there are few fixed
prices. 
t A chair has been designed to prevent sea
sickness. This chair has been actually
tested on a voyage and a number of passengers
who were badly upset by the pitching of the
ship^ declared that while they were in the
chair they felt no bad effects whatever, but
when they no longer used it, the seasickness
in some cases at once returned, although not
in others. The chair is operated by a motor
which serves to give the seat and back motion;
the long movements of the vessel are thus
broken up and are constantly interrupted by
brief movements in the opposite direction,
thus counteracting the causes which produce
seasickness. Remember that the purser only carries a
limited supply of foreign currency and that
he can only exchange money for passengers
to a limited amount. Do not calculate to do
any more than pay your ship's account with
steamship checks if you use them.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

37

STEAMSHIP OFFICES.
The list (pages 38-39) has been pre
pared with great labor. It contains
the names and addresses of all of the
Steamship Companies having offices in
New York City. The list gives the ad
dresses of the offices, the location of
the piers, whether in New York prop
er, in Hoboken, or in Brooklyn, also
the telephone numbers of the piers.
While every effort is made to make
this list as full as possible, it should
be mentioned that changes are likely
to occur at any time. The telephone
numbers have been very kindly revised
by the Directory Department of the
New York Telephone Company. Of
course, if the telephone numbers have
been changed, "Central" will be glad
to give the new numbers — ask for
"Information." If you use this book
after it is more than a year or eighteen
months old. dating the time from April
15. 1910, the regular telephone book
should be consulted before calling, as
neither the writer nor the telephone
company can take any responsibility
for call numbers after about a year,
as changes are very numerous, addi
tional exchanges being installed from
time to time and old numbers being
assigned to new subscribers after
about a year.
STEAMSHIP COMPANIES IN BOSTON
Allan Steamship Co., 110
State
Am. Hawaiian S. S. Co., 9
Doane
American Line, 84 State
Anchor Line, Bromfield, cor.
Wash
Atlantic Transport Line, 84
State
Cunard Steamship Co., 126
State
Wharf, East Boston
Dominion Line, See White
Star Line, 84 State
French Line Steamers, 306
Wash.
Hamburg-American Line, 90
State
Holland-America Line, 84
State
Leyland Line, 84 State
Leyland Steamship Line, E.B.
North German Lloyd S. S.
Line, 83 State
Red Star Line, 84 State
Royal Mail Steam Packet
Co., 200 Washington
St. John, Boston & Cuba S.
S. Co., 221 Board Trade
bldg.
United Fruit Co., Long Wharf
City Passenger Office, 200
Washington900 Board of Trade bldg.
General Office.

Main

7044

Main

2245

MainFort Hil

4930 1472

Main

4930

Main

4353

E. Bost.
Main

110
4930

Main

1860

Main

7144

Main

4930

Main
E. Bost.
Main

4930 135854

MainMain

49303956

Fort Hill 2390

Main
Main

6920
3956

Main 3956 Ward Line, 200 Washington
Fort Hill 1500 Warren Line Boston to Liv
erpool, 110 State
White Star Line, 84 State
Dock, Pier 43, 44, Charles-
town
Wilson & Furness Leyland
Line, Ltd., 84 State
Charles town
Wilson Line Steamers, 203
Chamber Commerce
t The following is a list of the New
York offices of various railroads
abroad, with addresses and telephone
numbers :

Main
Chasn

Main

Chasn Main

4930 27

4930

112
2493

Telephone.
Barclay 7100
Frankln 2681
Frankln 2241
Frankln 4470
Frankln 4330
Mad.Sq. 6368
Mad.Sq. 4630
Mad.Sq. 4C30
Mad.Sq. 4630
Mad.Sq. 4630
Mad.Sq. 4630
Mad.Sq. 4630
Mad.Sq. 3452

Main

6456

Name and Address.
Midland Railway, 240
Broadway.
Great Western Railway,
355 Broadway.
Great Central Railway,
355 Broadway.
Netherland State Rail
roads, 355 Broadway.
Great Eastern Railway,
362 Broadway.
Swiss Federal Railways,
241 Filth Ave.
Italian State Railways,
281 Fifth Ave.
International Sleeping
Car Co., 281 Fifth
Ave.
North Chinese Railway
Co., 281 Fifth Ave.
Austrian State Rail
ways, 281 Fifth Ave.
Trans-Siberian Railway,
281 Fifth Ave.
London and South
western Railway,
281 Fifth Ave.
London and North West
ern Railway, 287
Fifth Ave.

The following addresses will be
found valuable for those who wish to
plan tours, to look after banking mat
ters, etc. : Name and Address.
American Express Co.,
65 Broadway.
Davies, Turner & Co.,
forwarders, 24 White
hall St.
Pitt & Scott, forwarders,
60 Pearl St.
Allison, Alexander D.
D., 45 Broadway.
Clark, Frank . C, Timea
building.
Clark's Tours, Times
building.
Cook, Thomas & Son,
245 Broadway.
Cook. Uptown Office,
1200 Broadway.
Cook, 5th Ave. Branch,
563 5th Ave.
Cook. Mad. Ave. Branch,
649 Madison Ave.

Telephone.
Rector 3900

Broad

2617

Broad

1551

Rector

4254

Bryant

4417

Bryant

4417

Barclay

7100

Mad.Sq.

3070

Mur.-hil

3553

Plaza

1407

STEAMSHIP LINES, OFFICES AND PIERS, PORT OF NEW YORK

Name of Steamship Line

American Asiatic Steamship Co 
American African Line 
American and Australian S. S. Co 
Am. Hawaiian S. S. Co. 
Am. Indian S. S. Line. 
American Line 
American Manchurian Line 
Anchor Line 
Anchor Line 
Atlantic Transport Line 
Atlas Service Hamburg American Line 
Austro-American Line 
Barber & Co 
Bermuda-Atlantic S. S. Co 
Bermuda & West India S. S. Line 
Booths. S. Co 
Brazil Line 
Bristol City Line 
Clyde West India Line 
Compania Transatlantica (not the French
line) 
Cunard Line 
Fabre Line 
French Line (Compagnie Generale Trans-
atlantique) 
Hamburg American Line 
Hamburg. South America Line 
Hansa Line 
Holland America Line 
Houston Line 
Italian Royal MailS.S.Co.CNav.Generaleltal.)
Lamport & Holt Line 
La Veloce Fast Italian Line 
Munson Line 
National Steam Navigation Line 
N. Y. & Cuba Mail S. S. Co 
N. Y. & Pacific S: S. Co 
N. Y. & Porto Rico S. S. Co 
North German, Lloyd 
Norton Line 
Panama R. R. S. S. Co . Line 

New York Office

10-12 Broadway . . .
Produce Exchange.
Produce Exchange.
8. Bridge Street 
Produce Exchange .
9 Broadway 
Produce Exchange.
17-19 Broadway . . .
17-19 Broadway. . .
9 Broadway 
45 Broadway 
17 Battery Place . . .
1 1 Broadway 
1180 Broadway . . .
29 Broadway 
17 Battery Place. . .
45 Broadway 
25 Whitehall Street.
12 Broadway 

Pier 8 E. R 
24 State Street. .
33 Broadway . . .

19 State Street 
45 Broadway 
45 Broadway 
8-10 Bridge Street. .
39 Broadway 
Produce Exchange. .
21-24 State Street...
Produce Exchange. .
21-24 State Street..
82 Beaver Street.. .
77 Broad Street 
Pier 14 E. River. . . .
1-3 Hanover Square
12 Broadway 
5 Broadway 
Produce E xchange .
24 State Street. . . .

Telephone No.

4830 Broad..
1601 Broad..
1601 Broad.
2504 Broad. .

2100 Rector. . . .
1601 Broad 
3610 Rector . .
3610 Rector. . .
2100 Rector. . . .
1900 Rector . ,
2760 Rector 
1720 Rector . . .
4748 Mad. Sq. . .
1760 Rector.. .
1600 Beekman.
1900 Rector 
118 Broad 
2005 Broad. . . .

2453 Broad. .
3300 Broad..
2878 Rector.

4900 Broad. .
1900 Rector.
1900 Rector. .
860 Rector.
5840 Broad. .
3600 Broad. .
3290 Broad. .
3600 Broad..
1840 Broad. .
3373 Broad. .
4600 John. . .
2609 Broad. .
1665 Broad..
2200 Rector.
1601 Broad..
5710 Broad..

Steamers Leave From

Brooklyn Pier 3 Bush Docks 
Brooklyn Pier 2 Bush Docks 
Brooklyn Pier 37 Atlantic Docks 
Brooklyn Foot 41st Street 
Brooklyn Pier 2 Bush Docks 
N. Y.C. Pier Foot W. 22d St. N. R. . .
Brooklyn Pier 2 Bush Docks 
N. Y. C. Foot W. 24th St 
Brooklyn Pier 29 Foot Harrison St. . .
N. Y. C. Pier 58 N. R. Ft. W 17th St .
N. Y. C. Pier 65 New No 
Brooklyn Pier 5 Bush Docks 
Brooklyn Pier 36 Atlantic Basin 
N. Y. C. Pier32N.R 
N. Y. C. Pier 47 Foot W. 10th St. . . '.
Brooklyn Pier 4 Martin's Stores 
Brooklyn Pier 3 Bush Docks 
N. Y. C. Foot W. Pier 69 N. R 
Brooklyn Pier 35 Atlantic Basin 

N. Y. C. Pier 8 East River 
N. Y. C. Piers 53, 54, 56— 14th St.
Brooklyn Pier 33 Atlantic Docks..

N. R

N. Y. C. Pier 57 Foot 16th St. N. R, .
Hoboken near Ferry and Tunnel. . . .
Brooklyn Pier 3 Bush Docks 
Brooklyn Pier 3 Bush Terminal 
Hoboken Foot 5th St 
Brooklyn Pier 38 Atlantic Dock 
N. Y. C. Pier 74 W. 34th St 
Brooklyn Pier 8 
N. Y. C. Pier74 W. 34th St 
N. Y. C. Pier 9 East River 
Brooklyn Pier 30 
N. Y. C. Piers 13, 14 East River 
Greenpoint Foot Huron St 
Brooklyn Pier 35 Atlantic Basin ....
Hoboken Piers near Ferry & Tunnel. . .
Brooklyn Pier2 Bush Docks 
Hoboken Foot 12th St 

Dock Telephone

1200 Bay Ridge.
1620 Bay Ridge.
84 Hamilton.
916 Bay Ridge.
1620 Bay Ridge.
6760 Chelsea.
1620 Bay Ridge.
22Q1 Chelsea.
1457 Hamilton
6760 Chelsea.
961 Chelsea.
1401 Bay Ridge.
59 Hamilton
3205 Spring
5765 Main.
1200 Bay Ridge.
321 Chelsea.
1100 Hamilton
2453 Broad.
6780 Chelsea.
2043 Hamilton.
6000 Chelsea.
770 Hoboken.
1200 Bay Ridge
1200 Bay Ridge.
131 Hoboken.
510 Hamilton
728 Murray Hill
2567 Main.
728 Murray Hill.
1840 Broad.
2136 Hamilton.
4600 John.
1491 Greenpoint.
1100 Hamilton.
289 Hoboken.
1620 Bay Ridge.
882 Hoboken

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

39

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Broad 4715
Frankln 1940
Broad 4715
C'tland 5113
Gramrcy 359
Styvsnt 1082
Bryant 788
32
Lenox
498
De Pottei Tours,
Broadway.
Frank Isaac, 347 Broad
way.
Gastineau, Edmond, 32
Broadway.
Gibson Tourist Co., 99
Nassau.
Gillespie-K i n p o r ts, 1
Madison Ave.
Harris, Louie J., 142 E
14th.
Hodgman's European
Auto Tours, 25 W.
42d.
International Traveling
& Money Exchange
Co., 1496 2d Ave.
Keewaydin Camps Co.,
150 Nassau.
Manley, R. M., 31
Broadway.
Marsters, G. E., 31 W.
30th.
McCann's Tours, Broad
way & 34th.
Mc C 1 u r e ' s Tourists.
Agency, 44 E. 23d.
McGrane's Catholic
Tours, 505 Fifth Ave.
Netherland State Rys.,
355 Broadway.
Northern Tourists Bu
reau, 18 Broadway.
N. Y. Tourists Agcy.,
Times building.
Raymond & Whiteomb
Co., 225 5th Ave.
Royal Tourist Car Co.,
Broadway & 62d.
Royal Shop, 80 West
End Ave.
Smith, Anning J., 149
Broadway.
Tabet's Tourists Agcy.,
389 5th Ave.
Weinacht, Richard, 59
Broadway.
For other addresses see the classified
business directory, or the classified
telephone book. This is usually pro
duced only on request at pay stations,
and is called the "Red Book." No
apology is at all necessary for publish
ing lists of this kind as the informa
tion conveyed is intended to help the
prospective traveler.
CONSULATES IN NEW YORK.
Telephone — Broad 1178, Chinese Con
sulate, 18 Broadway.
Telephone — Broad 5949, Colombian
Consulate, 24 State St.
Telephone — Broad 5552, Consul Gen
eral of Costa Rica, 66 Beaver St.
Telephone — Broad 1217, Consul Gen
eral of Denmark, 130 Pearl St.
Telephone — Broad 321, Consul of
Guatemala, 2 Stone St.
Telephone — Broad 334, Consulate
General of Bolivia, 2 Stone St.
B'kman 4863
Broad 4715
Mad.Sq. 5432
Mur.-hil 123
Gramrcy 372
Mur.-hil 1464
Frankln 4470
Broad 6002
Bryant 1933
Mad.Sq. 6270
Columb. 4797
Columb. 4797
C'tland 4057
Mad.Sq. 3628
Rector 3730
40

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Telephone — Rector 3714. Consulate
General of Ecuador, 11 Broadway.
Telephone — Broad 1498, Consulate
General of Norway, 17 State St.
Telephone — Broad 1549, Consulate
General of Panama, 18 Broadway.
Telephone — Broad 2115, Consulate
General of Peru, 25 Broad St.
Telephone — Broad 4999, Consulate
. General of Spain, 18 Broadway.
Telephone — John 459, Consulate Gen
eral of Venezuela, 1 Liberty St.
Telephone — Broad 3559, Consulate
of Nicaragua, 66 Beaver St.
Telephone — Worth 2319, Consulate
of Paraguay, 309 Broadway.
Telephone — Rector 1313, Dominican
Consulate, 31 Broadway.

Telephone — Broad 5902, Honduras
Consul, 66 Beaver St.
Telephone — John 1108, Japanese Con
sul, 60 Wall St.
Telephone — Murray Hill 4695, Per
sian Consulate General, 501 5th
Ave.
Telephone — Spring 6185, Russian Con
sulate General, 22 No. Washington
Square.
Telephone— Broad 6099, Swedish
Chamber of Commerce, Produce Ex
change Annex.
Telephone— Broad 6619, Turkish Con
sul General, 59 Pearl St.

Telephone
change, but
chansres.

numbers "Central"

subject to
will give

AMBROSE CHANNEL LIGHTSHIP

PIER PERMITS
It is a mistake to suppose that your
friends can come on to the pier to
meet you ,on arrival in New York, al
though it is true that they can meet
you at the exit of the pier. In order
to go on a pier and be present while
the baggage is being examined requires
a permit from the Collector of the
Port, countersigned by the Surveyor
of the Port. Such permits can be se
cured by sending a letter to the Col
lector of the Port stating the name
of the steamer which it is desired to
meet, and the probable day of arrival ;
stamps should accompany this appli
cation. Applications may be made in
person in Room 241, Custom House,
Bowling Green. According to rule
only two permits are given to meet

each passenger, but there is usually
great latitude in the enforcement of

N..im CUSXOM3 SEBVICE.
Offlcr nf ll[f Sumrijnr, gnrt nf 3?nu flork.

Admit within custom's- lines on pier of Steamship
BERUN

FACSIMILE OF PIER PERMIT

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

41

the rule, and it is not likely that an
application will be refused. Take no
bags or parcels to the pier and stand
clear when the inspectors are working
on your friend's baggage. While it
is quite a good deal of trouble to get
one of these permits, the advantage of
meeting dear friends fully an hour be
fore they will see them otherwise al
ways makes the effort worth the while.
Permits to meet the incoming vessel at
Quarantine are given only in extreme
cases, and they should not. be asked
for except in such extraordinary
emergency as fatal illness, etc.
VISITING STEAMSHIPS
It is usually possible to visit a
steamer the day before sailing, and it
is always possible to go on board an
hour or so before sailing to say good-
by to friends. It is the practice of
some companies to issue a permit to
visit a ship any time when she is in
port. When a vessel sails early in the
morning, friends of passengers should
go on board and say good-by during
the evening. Where the vessel sails
at a reasonable hour, say nine or ten
o'clock in the morning, or in the af
ternoon, visitors are welcome. They
should, however, leave promptly when
the bugle or whistle sounds and when
the stewards make their call in the
passage : "All ashore that are going
ashore." Visitors who are carried
awav from the pier are likely to find
their return by the way of a tug
or the pilot boat disagreeable. In
extreme cases passengers who have
been delayed are sometimes put on
board the steamer in mid-stream from
tugs. Do not trust to this, however.
Be in New York or other port of de
parture the day before. You will save
much anxiety by doing this, and you
will also be sure of your baggage. Do
not trust to Sound or coastwise
steamers to make connections for you.
HOW TO GET TO HOBOKEN.
The stranger who is within our
gates is often bothered to know how to
get to Hoboken, where three large
steamship lines dock : namely, the
Hamburg-American, the North Ger
man Lloyd, and the Holland-America
lines. If you go by carriage or auto
mobile you can go by Barclay Street
Ferry, Christopher Street Ferry, or
Twenty-third Street Ferry, the latter
being the nearest to the Grand Cen
tral Station and the new Pennsylvania
Terminal at Thirty-third Street and

Seventh 'Avenue. The Fourth Ave
nue cars transfer to the Twenty-third
Street cars, so that the trip can be
made from the Grand Central Station
in thirty- minutes. From the new
Pennsylvania Terminal, take the Sixth
Avenue car and transfer at Twenty-
third Street to cars going west. Ac
cording to the rule, only four auto
mobiles can be carried on one ferry
boat, so that ample time should be al
lowed. There are other routes which
can be taken by those who are very
familiar with the city, but their use is
not advised for strangers. The tunnel
routes to Hoboken are especially rec
ommended. The running time from
Twenty-third Street and Sixth Ave
nue is only seventeen minutes, or fif
teen minutes from the Hudson Ter
minal Building, Fulton and Church
Streets, New York City. The fare in
the tunnel is five cents, the cars are
clean and well lighted, and the service
is very frequent. Those who leave the
Pennsylvania Station in Jersey City,
can get to Hoboken in a few minutes
by taking the proper train. The il
luminated signs make it almost impos
sible to take a train going in the
wrong direction. Passengers arriv
ing by the Erie Road can also be
taken to Hoboken by the tunnel. The
most convenient way for passengers
arriving at the Grand Central Station
to reach Hoboken piers is to take a
subway express train to Fulton Street,
and then walk one block west to the
Cortlandt Street station of the Hud
son and Manhattan Tunnel Co., there
taking a tunnel train to the Lacka
wanna Station at Hoboken. The en
tire -running time may be usually fig
ured at thirty-five minutes, but steam
er passengers should take no chances,
and at least an hour should be allowed.
Those who live in Brooklyn can take
the subway under the East River to
Fulton Street, and then walk over one
block west to the terminal of the Hud
son and Manhattan Tunnel Co. and
take the train to Hoboken. When you
come out of the ferry house at the
tunnel station in Hoboken you should
proceed north ; any person around the
ferry house will be glad to show the
direction. The walking in the street
along the front of the piers is apt to
be very bad in winter and in stormy
weather. The first piers are those of
the Hamburg-American Line, then
come those of the North German
Lloyd Line, and finally the Holland-
America Line.

42

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

ENGAGING STEAMSHIP PASSAGE

The cost of a first-class passage to
Europe varies with the line and the
season of the year. Vessels of the first
class command a very high minimum
rate even "out of season." At the
time of writing it is hardly possible
to obtain a first-class passage for less
than $87.50, on good ships, and good
accommodations will cost $110.00 to
$125.00 on other than Mediterranean
steamers. The choicer cabins bring
extremely high prices, and it is noth
ing unusual to find accommodations

than the express steamer which races
through the water at a high rate of
speed with constant vibration. The
number of passengers is also much
more limited and there is more room
for promenading and for the steamer
chairs. Those who- wish to rest at
sea should bear this in mind. The
traveler who desires comfortable
lounges, palm-gardens, Dutch cafes,
gymnasiums, and Turkish baths, elec
tric baths, etc., shoulu be willing to
pay some $25.00 or more extra for

THE "KAISERIN AUGUSTE VICTORIA" OF THE HAMBURG- AMERICAN LINE

which are a thousand dollars or more
for cabins for one or two persons.
There are many factors connected
with the price of staterooms : the
time of passage must be considered,
for every, increased knot of speed
means a vastly increased coal con
sumption, which is almost inconceiv
able to the layman ; the saving of a
day in passage may mean double coal
consumption. The costliness of ships
must also be considered. It naturally
costs more to travel in a vessel which
has involved the expenditure of
$7,000,000 than in a comparatively
small and cheap ocean liner costing
five or six hundred thousand. A
slower boat with large freight-carrying
capacity is often more comfortable

each passage. The proper plan to
pursue is to write to the New York
office of the five or six principal
trans-Atlantic lines. The intending
traveler will receive courteous letters
accompanied by diagrams and with
price lists of all staterooms; this will
enable one to select accommodations
within his mpans. The minimum fares
which are charged irhcn accommoda
tions arc a rail able are given beyond, so
apply early if you are seeking low
fares. Berths are usually not considered
engaged unless secured by a payment
of 25 per cent, of the passage money,
and never less than $25.00 per berth
for first cabin accommodations. The
balance of the passage money, both

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

43

outward and return, should be paid
and the receipt surrendered at least
three weeks prior to the date sched
uled for the sailing from the port of
New York. Otherwise the company
reserves the right to dispose of such
reserved accommodations to others
and the sum paid is forfeited if the
engaged berth or berths have not been
resold. In case of sickness or death
the company usually refunds all ex
cept agent's commission. In case of
necessity the lines have the right to
substitute some other steamer or
steamers, and even change the date of

money, unless notice is given not later
than three weeks previous to sailing.
or the accommodations have been re
sold. When passengers are kept from
sailing by misadventure, the company
usually allows them to sail on other
steamers of same line. A steamship
company is a business corporation, and
their good nature, which is large,
should not be imposed upon.
Prepaid tickets are good for a year
and are not transferable, and may
be extended by paying the difference
between the rate in effect at the date
of issue and date of sailing. Each

SsiejfcafcatestotGteafa ^¦^^.o.^^o»i.u.u^h^>i^^.i^^,^.^,J.^^..UJ^^.

4fciA£-J- ¦'•_ J---.L- ¦j^-_-l^_'-_-l^l. -1- m_-l- •'.¦ -

North German Lloyd S. S. Co.
First Cybin Ticket. Berth W-
• Stateroom No. (/• A,.
A,sin\aio-- ¦.._-.-..- Received %'^^P

lor the passape c

./ y/?^*'**-

J CUtl^nabtk-'A-iayr,

on i he North German LIo>d Steamship GtOROM WASHINGTON
to sail && >*-, ff'o ai '?*> o'clock. M,. !rom North German Lloyd Piers, in Hoboken. N. J.".
ynteis prevented by unfer-seen circumi-.ances, \o C&^-^^j and thence by rail tt r* ¦-¦-
for which rail transportation ft licks' of the Railway Company will be furmched by the fur;eron surr^h-ler oi this ticfet '

..At-

OHLRICHS A CO.yGtneral Agents,

' PASSENGERS ARE URGENTLY REQUEST

,r P1EH BEFORE GOING »B0*R0 THE STEAP

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 by 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-"^

jfirst Cabin IReturn lfrassagc Contract

,.,.. ,. - &-.g^-g/C- te iff-
ROTTERDAM-BOULOCNE-3UR-MER.

<At£

M*

-l.MCS OF Hv.CNMBS//

«GE

im <&s %&.

(^

a , tfv-i&Jc*^^

.J

s

/

s

TOT.L , . .(fete .--»  ~ 

TLj.mm

?3Esd" *>!«*•. ll'&/%£> "^"."'-"J

tt Ifl n>uttia[lB Bgrcco, by ml

','. I .-',--.¦ I',:, -,.:, ...r f.. •':-•.

TERMS OF CONTRACT WITH I
r at cwioj not Th* jgfiH c( nlhir tFpH be i&ptrrwblr tor Im v totey o-
;t CoJ a Ihe public mmf tj prrils ?! Ihc mj d n-irs 1t« lt r r.-'../.- -: ,
', ¦.' jprJ'1-'-'--'11 ''l!" Vfrl. |-;v.-^ ....L'J 11 T: It.t ,1 -.>p^' 1 ¦.
.i^- Jilv^t I.; c-,.Vr il-e vr---;l <?j.-.T-; . r.ii l.-i *r.v Jo-', e. ^I7.rr
COKTrVUED

N..1fi273_

Embarkation Slip
flGST CMUH RCTUDN PA5S30C COrnmCT

HOLLAND-AMERICA LINE

¦iSI- *- —

ft-V-r,'™.
¦ /L^r,
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 for which a higher rate is in
force will be required to pay the ad
ditional fare, or in case lower priced
accommodations are engaged, the dif
ference will be refunded, subject to the
company's rules.
Return accommodations may be se
cured through the company's general
passenger offices, either by cable or

pay second class rates, but have ac
cess to the first cabin accommodations.
If interested, write the company for
their rates and rules.
tsuch 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
transfer be made not later than three
weeks previous to departure of the
steamer on which berths had originally
been reserved.
On some lines servants accompany
ing first cabin passengers, if they have
access to the first cabin accommoda
tions, must pay a special rate, which
will be made known on application to
the company. On other lines servants

such special information as the cost of
transporting bicycles, automobiles,
dogs and other animals, excess bag
gage, and transportation of infants ;
special regulations as to children, etc.
It is very difficult in compiling a
book of this nature to avoid a suspi
cion of partiality. The editor does
not recommend any particular line or
any particular steamer. It is mat
ter for individual judgment and usu
ally the passage money paid is a sat
isfactory criterion of the accommoda
tions which may be expected. The
annexed 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. AH 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 any no
tice whatever, and the editor and pub
lishers disclaim any responsibility for
the information which is herein con
veyed. In a general way, however, it
is valuable as showing average mini
mum rates. It is of course not pos
sible to obtain accommodations at
these rates unless very early applica-

steamers plying from other ports is
covered as far as possible, but changes
are very apt to occur which cannot be
guarded against in a work of this
kind. See chapter on "Statistical In
formation." A new service between New Orleans and
Hamburg will shortly be inaugurated by the
Hamburg-American Line. This will divert
a portion of the immigration business into
the Southern States. Although the sea jour
ney is considerably longer, the passenger
rates will be the same.

The piers and breakwater are being com
pleted at Fishguard. This will enable ships
to come alongside and embark passengers
and mail on Saturday night instead of having
to wait five or six hours at Queenstown.

TABLE SHOWING THE NUMBER OF CABIN AND STEERAGE PASSENGERS LANDED AT PORT OF NEW
YORK DURING THE YEAR 1909 BY THE FOLLOWING STEAMSHIP LINES.

Name of Steamship Line

North German Lloyd 
Hamburg American Line 
Red Star Line  
French Line 
Cunard Steamship Co., Limited 
Cunard Steamship Co., Limited 
Navigazione Generate Italiana 
Austro Americana S. S. Co., Limited..
North German Lloyd 
Holland America Line 
Fabre Line 
White Star Line 
American Line 
Lloyd Sabaudo 
White Star Line  
La Veloce 
Lloyd Italiano 
Scandinavian American Line 
Hamburg American Line 
White Star Line 
Anchor Line 
Sicula Americana 
Russian American Line 
Italia Soeieta di Navigazione a Vapore
Anchor Line 
Hellenic Trans. Steam Nav. Co., Ltd. . .
National Steam Nav. Co. Ltd. of Greece
North West Transport Line 
Compaiiia Transatlantica 
North West Transport Line 
Lamport & Holt Line 
Brazil Line 
Atlantic Transport Line 
Miscellaneous 

Where From

Bremen 
Hamburg ......
Antwerp 
Havre 
Liverpool 
Fiume 
Mediterranean. .
Trieste 
Mediterranean. .
Rotterdam 
Mediterranean. ,
Southampton. .
Southampton. .
Mediterranean..Liverpool 
Mediterranean. .
Mediterranean. .
Copenhagen. . . .
Mediterranean.
Mediterranean. .
Glasgow 
Mediterranean. .
Libau 
Mediterranean. .
Mediterranean.Mediterranean. .
Mediterranean. .
Rotterdam 
Mediterranean .
Rotterdam 
Brazil 
Brazil 
London 

Agents

Oelrichs & Co 
Emil L. Boas 
Red Star Line 
Paul Faguet 
Charles P. Sumner 
Charles P. Sumner 
Hartfield, Solari & Co 
Phelps Bros. & Co 
Oelrichs & Co 
A. Gips 
J. Ter. Kuile, General Pgr. Agt. .
White Star Line 
American Line  '.- 
Cesare Conti 
White Star Line 
Hartfield, Solari & Co 
C. B. Richard & Co 
A. E. Johnson & Co. G'l Pgr. Agt.
Emil L. Boas 
White Star Line 
Henderson Bros 
Hirzel, Feltman & Co 
A. E. Johnson & Co. G'l Pgr. Agt.
Hartfield, Solari & Co 
Henderson Bros 
Frank W. Jackson 
M. Litsas 
Vesely & Co., Gen'l Pgr. Agt. . .
Emilio Tomasi 
C. B. Richard & Co., G'l Pgr. Agt
Busk & Daniels 
Emil L. Boas 
Atlantic Transport Line 

Cabin

1st

15,564
11,653 3,125
4,482
14,351 980 056
691
2,736
4,458 532
6,7323,411 1,489
6,842 1,213 480
1,1461,072 982
2,081 276 25
890 163
423 137 12
613

98S

3,627
38,187

2nd

130,017

22,89020,563 11,43914,379
16,118 3,209 947
3,1865,923
12,554 37
8,2447,330 119
10,824 145

3,2372,6882,240
12,433

749

112
258 151
512 25
321 156 8
6,455

Steerage

167,252

91,692
91,15748,991
46,819
42,731
38,761 36,494
34,268 30,429
30,40920,15720,110 18,990
18,51417,977
17,64817,56616,771
16,45115,92014,99214,568
14,219 14,149
11,531 6,5185,9504,662
3,155 1,527
1,308 330 120
6,496

771,380

Trips

105 7951
100 67
2429383145
3850
50 19
45 17
202920 12
46 15
21 18
19 .
96
1612 6
34 11
43
919

2,044

WM. C. MOORE, Landing Agent.

Ellis Island, January 1st, 1910.

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* 
FabreS. S. Co 
French Line (Compagnie
Generale Transatlan-
tique) 
Hamburg-Amer 

Holland-Amer 
Italian Royal Mail S. S
Co. (Navigazione
Generale Italiana) 
North-German Lloyd S
S. Co....(. 
Red Star 
Scandinavian -American
White Star 

SouthamptonGlasgow

(D)
(D)

London (D)
(Tilbury Dock)
Liverpool (D)
Fiume (D)

Marseilles (D) or (T)
(¦Havre (D)

Hamburg 
(Cuxhaven) (D) or(T)
Hamburg 
(Cuxhaven) (D) or(T)
Genoa (D)

Rotterdam Genoa
BremenGenoa
Antwerp CopenhagenLiverpoolSouthamptonGenoa

(D)(D)(D)(D)(D)(D)(D)(D)(D)

Plymouth (T)
Cherbourg (T)
Moville (T)
(Londonderry)

QueenstownGibraltarNaples
TriesteGenoa Naples

PlymouthCherbourg
Dover

(T) (T)
(T)
(D) (T)
(D)

(T)(T)
(D)

Gibraltar (T)
Naples  (T)
Boulogne-sur-Mer(T)

NaplesPlymouthCherbourg
Gibraltar Naples
DoverChristianiaQueenstown 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
SouthamptonCherbourg Naples
Gibraltar Dover
Christiansand QueenstownCherbourg
Naples

(T)
(D) (T) (T)
(T)(T)(T)(T)(T)(T)

STEAMERS SAILING FROM BOSTON.

Eastern
Terminal Port.

Ports of Call.

Eastbound.

Westbound.

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)

White Star 
Queenstown (T)
Naples (T)
Azores (T)
STEAMERS SAILING FROM MONTREAL.
Allan Line 
Canadian Pacific R'way
Atlantic S. S. Lines... .
Dominion Line 
Donaldson Line 
LiverpoolLondon
\ Liverpool
i" London
LiverpoolGlasgow
CD)
(D)(D)
(D) (D)
(D)
"D" — Passengers landed at Docks or Piers
"T" — Passengers landed by Tender
SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

49

TERMINAL PORTS AND PORTS OP CALL OF PRINCIPAL TRANS-ATLANTIC
STEAMERS— Continued.
STEAMERS SAILING FROM PORTLAND, ME.

Eastern
Terminal Port.

Ports of Call.

Eastbound.

Westbound.

Liverpool (D)

STEAMERS
SAILING
FROM PHILADELPHIA.
Red Star Line 
Liverpool
Antwerp Liverpool
CD)
(DI(D
STEAMERS SAILING FROM NEW ORLEANS.
Leyland Line.
LiverpoolLondon
(D) (D)
' D " — Passengers landed at Docks or Piers.
THE SECOND CABIN
The question of the second cabin is
an interesting and important one. In
1909 there -were 130,017 first cabin
passengers landed at the Port of New
York, while there were 167,252 second
cabin passengers landed in the same
period. This would tend to indicate
that the second cabin was deservedly
popularamong a large class. It shouldbe
remembered, however, that the second
cabin is more largely used by persons
who are emigrating to the United
States and who cannot afford to pay
for the accommodations in the first
cabin. There are, however, a consider
able number of tourists whose means
will not permit of their traveling in
the first cabin, and who find the sec
ond cabin an excellent substitute.
About the only feeling which can be
expressed about the second cabin is
that the passenger does not have the
run of the ship as do the first cabin
passengers, although the quarters
which are assigned to them are far
from being restricted on modern ships.
The staterooms in the second cabin are
irreproachably clean and are equipped
with everything needed for comfort ;
there are electric lights, electric bells,
ample facilities for washing, and the
stewards are attentive, although the
service cannot be expected to be of as
high grade as in the first cabin where
the fees to the stewards are larger.
It is safe to say that the average ac
commodations on all of the modern
liners are fully as good as the first
cabin accommodations of 20 years ago,
where the rate paid was from $80.00
to $100.00. This opinion has been
formed only after an examination of
the second class accommodations on a
number of ships and after consulta
tion with a number of shipping men.
The food given to the second cabin
passengers is excellent and is far
better than can be had in many hotels
in the United States. The second
cabin catering does not contemplate
the supplying of hot-house grapes at
$1.25 a pound, artichokes, or similar
delicacies, which the average traveler
does not get at home very often, but
still there is au abundance of meats,
poultry, fish, and other food. The
following bill of fare is taken from
the menu card of the second cabin of a
large liner, and this table is satisfying
enough for any one except those who
are in the habit of living on a more
expensive scale.
50

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

BREAKFAST.
Grape Fruit French Plums
Apples Cerealine
Oatmeal Porridge — Fresh Milk
Fried Sole Codfish Cakes
Sirloin Steak — Fried Onions
Grilled Bacon
Calf's Liver — Fines Herbes
Fried Eggs
Boiled Eggs to order
Lyoonaise Potatoes
Mustard and Cress
Hominy Cakes — Golden Syrup
White and Graham Rolls
Soda Scones Vienna Bread
Jam Marmalade
Tea Coffee Cocoa
DINNER.
Thick Ox Tail
Pickerel— Cornichons
Fricassee of Rabbit — Yorkshire
Chicken Cutlets — Regence
Haunch of Mutton — Soubise
Corned Brisket of Beef and
Vegetables
Boston Squash Rice
Boiled Potatoes
COLD:— Galantine of Veal
Farina Pudding
Apple Tart Shrewsbury Cakes
Pineapple Peanuts
French Plums Cheese
Crackers Tea Coffee
TEA. HOT
Grilled Yarmouth Bloaters
Welsh Rarebits — to order
Ragout of Venison
Broiled Cambridge Sausage
Mashed Potatoes
COLD
Corned Leg of Pork
Ribs of Beef
Lettuce Pickles
Rhubarb and Custard
Sultana Cake
Marmalade Preserves
Tea Coffee
Ladies traveling alone will find the
second cabin a very pleasant place.
Music rooms, lounges, etc., are pro
vided for the second cabin passengers.
The saving is very material as will
be seen by a perusal of the tariff lists
of the various companies. On some
of the smaller steamers there is only
one class of cabin passengers. This
is usually referred to as "cabin class."
This is to all intents and purposes
first cabin accommodations at second
cabin rates. A passage of this kind is
preferable to the second cabin, as
there is more liberty, passengers hav
ing the run of the ship. The second
cabin has its own music room, library,
smoking room and usually its own
barber. Baths are always provided as
in the first cabin.

3RD CLASS ACCOMMODATIONS
The third class is a- new form of
accommodation and is provided only on
certain vessels of certain lines. The
rate is somewhat higher than the .
steerage and is a good deal less than
the second cabin. Most of the re
marks concerning the steerage apply to
third class as well. The third class
is not recommended for the use of
American tourists. STEERAGE
On most lines and on most ships the
steerage is the third class, although on£
some lines, or rather on some
steamers of some lines, there is a class
intermediate between the second cabin
and the steerage, called the third class,
which may be looked upon as a kind
of "improved" steerage. Accommoda
tions in the steerage are almost as good
at the present day as second class ac
commodations of twenty years 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, 6 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  : 
La Savoie and La Lorraine 
La Touraine 
La Bretagne and La Gascogne 
Chicago 
Floride 
Fabre Line
SS. Madonna  '¦ 
All other steamers 
Hamburg-American Line 
SS. Deutschiand 
SSs. America and Kaiserin Aug. Vic 
Cleveland and Cincinnati  
Moltke and Bliicber 
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 
SSs. Liguria and Lazio 
Philadelphia-Mediterranean Service
All steamers 
North German Lloyd
SSs. Kronprinzessin Cecilie and KaiserWilhelm II
SSs. Kronprinz Wilhelm and Kaiser Wilhelm der
Grosse 
George Washington 
Prinz Friedrich Wilhelm 
Grosser Kurfiirst  _ 
Barbarossa and other ships 

First Class
To or From
Europe

J92 . 50

82.50

72.50 67.50

SSs.SS. SSs.SS.SS.

SSs.

SS.

SSs. SSs.

SS.SS.SS.SS.

125 00
102.50 97,50

80.00 72.50
107 . 50
97.5087.5077.50

80 00
75.00
120.00112.50 95.0092.50
87.50

92.5087.50

105.00 92.50
82.50
70.0080.0070.00

70.00
122 . 50
120 00
112.50 97.5092.50
87.50

2d Class
To or From
England

$50.00 45 00

47.5047 50
45.00 62.5052.5055.00
47.50

62.5057.5052.5052.5052.5052.50

62.5062.5060.0055.0052.5052.50

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.

$97.50 87.50 95.00
82.50

$85.00

65.00
Red Star Line
$57.50 52.50
57.50
Philadelphia-Antwerp Service
52.50
55.00
Scandinavian American Line
75.00
112.50 107.50 92.5097.5082.50
72.5082.5080 00
82.50
60.00
White Star Line .
SS. Adriatic 
55.0055.0050.0052 . 50
47.50
60.00
60.00
57.50
Boston-Liverpool Service SS. Cymric. ......
Mediterranean Service
65 00
SS. Cretic 
Boston-Mediterranean Service
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 Asent.
.STEERAGE DINING ROOM
is far from an unattractive place
SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

53

HOW TO CARRY FUNDS
"Put money in thy purse" — logo.
Funds may be carried : 1 — In cash.
2 — Letters of credit. 3 — Express checks.
i — 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.

^roum^-rodmi^f

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

ClRCULMi LETTER OF CREDIT.
$°.b/b 13,683.
K cA6ii.Jtootn£ ' Jivnii^Amoi/^Miw!:

JOw'UoxA, (AujicAC^ZTfy/SoS

| 123 rMLMALL,LONDON;*%fl
fe jmdeV iyQ/lvttfn/ z/oyU>fAHJ
% . YQ ^

/Mess?? BROWN, SH I PLEYx Co.
Csd46CfVcZfazfa^AjZ&frn&i£M>td<V
Crm.jOlf.'Oefote' Quwl, 30 — 

adfon^io-r

^y^in^^n^^la^aitaum/.

yz>

¦6*

/J£/ZLoo—/
euA<2-
stAu*£'.
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

CURRENCY OF EUROPEAN COUNTRIES.

Standard

Copper and
COUNTRY.
Monetary
Bank Notes
Gold Coins
Sliver Coins
Nickel Coins
Unit, and
and
and
and
and
Approximate
Approximate
Approximate
Approximate
Approximate
MONEY TABLE.
Value in U. S.
Equivalent in
Equivalent in
Equivalent in
' Equivalent in
Gold.
U. S. Money.
IJ. S. Money.
U. S. Money.
U. S. Money.
£
$
£
$
£
$
£
$ '
GREAT BRITAIN.
3d.
.06
Gold.
5
24.332
6d.
.121
Far
4 Farthings = 1 Penny.
10
48.665
Half
Is.
.243
thing.
.005
20
97.33
Sov'gn
2.433
Florin
50
243.325
= 10s.
or 2s.
.486
Half
12 Pence = 1 Shilling.
Pound
100
486.65
i Crown
Penny.
.01
Sterling:
200
973.30
Sov'gn
or 2s. 6d.
:608
$4,866*
500
2433 . 25
= 20s.
4.866
4s.
.973
Penny.
.02
20 Shillings = £1.
1,000
4866.50
5s. or
Crown
1.216
FRANCE.
Gold.
Francs.
$
Francs.
$
$
Sou or
50
9.65
50c.
.096*
5c.
.0096J
100
19.30
5
.97
If.
.193
100 Centimes = 1 Franc.
Franc: $0,193
500
96.50
10
1.93
2f.
.386
2 Sou or
(See Note, page 25.)
1,000
193.00
20
3.86
5f.
.965
10c.
.0193
Francs.
$
Francs.
$
$
$
EELGIUM.
Gold.
20
3.86
50c.
.096*
lc.
.0019
50
9.65
10
1.93
If.
.193
2c.
.0038
100
19.30
2f.
.386
5c.
.0096
100 Centimes = 1 Franc.
Franc: $0,193
500
1,000
96.50
193.00
20
3.86
5f.
.965
10c.
20c.
.0193.0386
Gulden.
$
Gulden.
$
$
copper.
$
10
4.02
NETHERLANDS.
Gold.
25
10.05
(HOLLAND.)
4050
16.08
20.10
5
2.01
5c.
10c.
.020.040
60
24.12
25c.
.100
4c.
.002
100
40.20
10
4.02
50c.
.201
lc.
.004
100 Cents = 1 Gulden.
Gulden: $0,402
200300 500
80.40
120.60
201.00
1 Gul.
2* Gul.
.402
1.005
2Jc.
.010
1,000
402.00
COo
CURRENCY OF EUROPEAN COUNTRIES.— Continued.

Standard

1

Copper and

COUNTRY

Monetary

Bank Notes

Gold Coins

Silver Coins

Nickel Coins

Unit, and
and
and
and
and
Approximate
Approximate
Approximate
Approximate
Approximate
MONEY TABLE
Value in U. S.
Equivalent in
Equivalent in
Equivalent, in
Equivalent in
Gold.
U. S. Money.
U. S. Money
U. S. Money.
U. S. Money.
Marks.
$
Marks.
$
50 p. or
S
copper. lp.
$
.002
GERMANY.
Gold.
5
1.19
im.
.119
2p.
.005
20
4.76
10
2.38
lm.
.238
50
11.90
2m.
.476
nickel.
100 Pfennige = 1 Mark.
Mark: $0,238
100
23.80
20
4.76
3m.
.714
5
.012
1,000
238.00
5m.
1.19
10
.024
AUSTRIA-HUNGARY.
Gold.
Kronen.
$
$
$
bronze.
$
10
2.03
4fl.
1.62
1 kr. or
lh.
.002
20
4.06
lOkr. or
ifl.
.203
2h.
.004
50
10.15
5fl.
2.03
In.
.406
100 Hellers = 1 Krone.
Krone: $0,203
100
20.30
8fl.
3.24
5kr.
1.015
nickel.
1,000
203.00
20kr. or
lOfl.
4.06
lOh. 20h.
.020.040
Lire.
$
Lire.
$
$
copper.
$
ITALY.
Gold.
5
10
.965
1.93
5
.965
1 lira.
.193
5c.
10c.
.0096.0193
50
9.65
10
1.93
2 lira.
.386
nickel.
100 Centesimi = 1 Lira.
Lira: $0,193
100
19.30
20c.
.0386
500
96.50
20
3.86
5 lira.
.965
25c.
.0482
1,000
193.00
Kroner.
$
Kroner.
$
Ore.
$
bronze. Ore.
$
NORWAY, SWEDEN AND DENMARK.
Gold.
1
0.26S
5
1.34
10
.02
5
1.34
10
2.68
25
.06
1
.0025
10
2.68
20
5.36
50
.12
2
.005
50
13.40
5
.125
100 Ore = 1 Krone.
Krone: $0,268
100
26.80
_ .._
Kroner-.
„.. . _ .
500
134.00
Ducat.
2.24
1
.249
1,000
268 . 00
2
.499
COo
CURRENCY OF EUROPEAN COUNTRIES.— Continued.

Standard

Copper and
Nickel Coins
COUNTRY.
Monetary
Bank Notes
Gold Coins
Silver Coins
Unit, and
and
and
and
and
Approximate
Approximate
Approximate
Approximate
Approximate
MONEY TABLE.
Value in U. S.
Equivalent in
Equivalent in
Equivalent in
Equivalent in
Gold.
U. S. Money
U. S. Money.
U. S. Money.
U. S. Money.
Rubles.
$
Rubles.
$
Kopecks. 5
$
.025
copper.
Kopecks
$
1
.515
5
2.57
10
.05
RUSSIA.
Gold.
3
1.545
7ior f
i Impl.t
15
.076
5
2.575
3.86
20
.10
1
.0075
10
5.15
10
5.15
25
.125
2
.015
25
12.875
15 or /
1 Impl.t
7.72
50
.25
5
.0375
100 Kopecks
= 1 Ruble.
Ruble: $0,515
50
25.75
100
.50
100
51.40
Ruble.
500
257 . 50
i
1
.25.50
Peseta.
$
Doubl'n
$
Peseta.
$
bronze.
$
SPAIN.
Gold.
1-16 i i
0.95 1.90
3.83
1
.174
25
4.825
i
7.75
2
.348
100 Centimos
= 1 Peseta.
Peseta: $0.19
50 ¦
100
9.65
19.30
1
Peseta.
15.50 '
5
.87
Centime 1
.00175
500
96.50
5
.965
Centimo
$
2
.0035
1,000
193.00
10
20
25
1.93
3.864.825
50
.087
5
.00875
SWITZERLAND. — The monetary system of SWITZERLAND is the same as that of France, its coins bearing also the same names.
Note. _ FRANCE. — Belgian, Swiss, Austrian, Russian, Spanish, Italian and Servian gold pieces and Belgian, Swiss and Greek silver coins
are current in France. Five Lire Italian pieces are also current, but not Italian silver of lower values.
Copper coins of foreign countries do not circulate in France.
Caution. — Do not take any bad money.
The following coins which are uncurrent in France, and worth only their metal value, are frequently offered tourists rin change by cabmen
and others. Tourists will do well to examine silver change received and reject such coins, viz.: French silver coins below the value of 5 Fes.
minted prior to 1863, and Spanish, South American and Papal silver coins regardless of denomination.
58

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

ENGLISH MONEY

GOLD

«

GOLD

Sovereign Z0S."A86 Half Sovereign
10 5. = #8.43

SILVER
Crown 5 8= &J.2I

SILVER SILVER JS!LYftE* *
HaJtCrown2/2S=6l* Florin 2S.=46* ShilUno IS. = 24 <f

FRENCH MONEY

rn| n GOLD
GOLD fOFr.--#].93
20Fr.*#3.66

GOLD
5Fr.* 9?<t

SILVER
5FK = 96 <t

SILVER
2 Fr. = 36*

Copyright 1910 by Munn & Co., Inc.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

59

FRENCH MONEY GERMAN MONEY
CONTINUED

SILVER SILVER
1 Fk= 19* '/zFr-lO <t
5o CENTIM es

GOLD COLD
20M.=|4.76 10M.=#2.38

SILVER
5M. = $l./9

SILVER
3M.= 7Z$

SILVER,.
2M. = 4a*

SILVER SILVER NICKEL NICKEL .
,.M.= 24* »/2M=ll* IOPf = 2'/2«t 5Pf. = »?4<

DUTCH(HOLLAND)
MONEY

GOLD
10 Golden.
= f 4.02

Copyright 1910 by Munn &. Co.; Inc.

60

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

DUTCH (Holland) MONEY

CONT |/SOE.J>

SILVER
2 72 Golden ^J.05

SILVER
1 Gulden =><40<t

SILVER
¦/2Gulden=2o$

SILVER SILVER
25CenfrsCi>OTcw)=!04: iOCenk(ooTCH)=4<f

r 5ILVER
5Cenh$CooT£«;=2<p

PRINCIPAL GOIN6 OF
NORWAY SWEDEN 8c DENMARK

GOLD GOLD
iO Kronor--jf 2.68 5Kronor=$ J.34

SILVER
2Kroner=4£>fc

A SILVER
1 Krone -24*

SILVER
50 Ore = 1 2*

S)LVER
250re*6<t

SILVER
joo0re=2<t

Copyright 1910 by Munn & Co., Inc.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

61

chance for the visitor to be cheated
with these coins. The same thing ap
plies to the French 2-soil and 1-sou
pieces. The German copper coins of
the value of 2-pfennig and 1-pfennig
are seldom used by the traveler. The
Dutch coins of the value of 2% cents
(Dutch) equal to 1 cent; and the even
smaller coinage of 1 cent and y2 cent
are not much used, and are only valu
able to give to children to keep them
out of the way when you do not care
to have them in photographs. The
bronze coins of Norway, Sweden and
Denmark are not used to any extent
by tourists. The ducat, a coin equal
in value to $2.24, is not generally ob
tainable, and it would therefore seem
that it is out of circulation to some
extent. The 20-kroner piece is not in
circulation at the present time. The

five-pound notes. American money is
also accepted. Do not try to use
American money in England outside
the principal seaports, as even banks
view it with suspicion, or rather the
dense ignorance of the clerks leads
them to refuse our paper money, al
though it will be accepted "for collec
tion" in London, which service is of
no avail to travelers who need money
for immediate use.
STEAMSHIP COMPANY CHECKS
Nearly all steamship companies is
sue checks which are available the
same as express checks and letters of
credit. These have the advantage of
being cashed at the offices of the steam
ship companies at hours when banks
are not open, and they may be cashed
in moderate amounts on the steamer

BOBoat^scBWLLOTO NolS 1) 1 > EITSOII Ell I JT.OV1 > ;'< ' U ) X K
scv Nets Yokk

The Xoi-cldeiilse|i*«jMoyd or lh«ii> Ati«-nt

TWENTV DOU

Equivalent as follows;

,^ ^l '»! e^rt*

i T

! so 8:sj:s():io^w>t ik io- •"><> ' «s _ :ts m; r:: ::» u> or tanci :
re mi WORODEUTSCH ER L1--OV Cr

STEAMSHIP CHECK

silver coinage of Greece should be re
jected, as these coins do not pass cur
rent in France. A careful comparison
of coins the first few days after land
ing will save the traveler much ex
pense and trouble.
FUNDS ON BOARD
Where additional passage money is
paid for extra accommodations, chair
hire, freight, etc., the payments should
be made in cash as the purser is not
authorized to receive checks. A purser
has a limited amount of money to cash
circular notes, etc., of his own line.
It is not safe, however, to depend on
this. At least $25.00 should be carried
in American money and foreign money,
preferably English gold; the largest
sums will be carried in the form of

for obtaining funds for use during the
voyage. Hotels will usually cash them
if the amounts are not too large. Ad
ditional amounts can be secured by
cable, the money being deposited in
New York and the checks ksued by
the steamship office abroad. In case
of loss new checks are issued upon
satisfactory proof of ownership and
the execution of a bond of indemnity
with proper security. Checks not used
are redeemed at full price. The
charge is usually V2 of one per cent.,
but this may vary.
Gibraltar serves as a port of call for the
Imperial Mail steamers of the East Asian
service of the Norddeutscher Lloyd; also
for the steamers of the Italy-New York
service; both on the outward and homeward

62

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

EXPRESS CHEQUES
The American Express Company is
sue express cheques which are avail
able to bankers all over the world.
These express cheques are in conven
ient amounts of $10.00, $20.00, $50.00,
etc. They can be purchased at any of
the offices of the express company
either here or abroad. Letters may be
forwarded to their correspondents
abroad. All travelers should write the
company at <>o Broadway, New York,
for information relative to travelers'
checks, also their "Notes of Interest"
and "Cable Code" for travelers, which
is a duplicate of the one printed in
this book. This will enable you to
leave a copy at home. This literature
is furnished gratis and is recom
mended.

them by giving them a share of their
business either in the transmittal of
funds or the purchase of steamship
and railway tickets.
Letters in regard to mail or telegrams
should be on sheets separate from com
munications on other subjects. Mar
ried ladies, to prevent delay in the for
warding of their letters aid telegrams,
should state both their own and their
husbands' given or Christian names
when requesting the offices to transmit
such matter.
Enquiries regarding reforwarded mail
matter and telegrams will be promptly
attended to at the Company's offices in
Europe. Patrons should bear in mind,
however, that the Company is not ac
countable for such matter after mailing.
The post office departments through
out Europe do not assume responsibility
for the prompt transmission of mail

j" ' AMEWCAH £*,*ftE'Si! '

*0G00000*

L

EXPRESS COMPANY'S CHEQUE

SENDING LETTERS ABROAD
Be sure and give all of your friends
instructions to forward" their mail care
of a banker or tourist company, or the
American Express Co. from whom you
purchased tickets, etc. Great care is
taken with mail and it is forwarded
according to instructions. Select an
office of these companies in some large
city and have all the mail sent there,
and give this office specific informa
tion as to your movements. The fol
lowing advice is given by tl^e American
Express Co. relative to the forwarding
of letters and telegrams, also the reg
istered cable addresses. Duplicate
lists will be found in their "Notes of
Interest" which will be mailed by the
company on request. Cablegrams
sent through them should be arranged
for in advance. Travelers are natur
ally expected to patronize companies or
bankers who perform services for

matter : and will not answer enquiries
concerning the delivery of newspapers.
Patrons requesting Company's offices
in Europe to open and reforward by
wire their cablegrams and telegrams,
will be expected to deposit against
charges. In the absence of such deposit,
cablegrams and telegrams will be refor
warded by mail, unopened.
In going out of harbor, letters may be
given to the pilot for mailing, when he
leaves the vessel after taking her out.
Letters and telegrams for delivery to
passengers on board ocean steamships
should be addressed as follows :
"Mr 
Passenger S. S 
New York City, N. Y.,"
"Boston." "Liverpool," or whatever the
port may be aDd the envelope should
also show name and address of sender.
The following are the offices through
which business can be transacted with
registered cable address :
ANTWERP, 7 Quai Van Dyck, "AMEXCO"

THE LOUNGE
Is a smoking room for mixed company where much enjoyment is obtained

64

SCIENTIFIC AMERICAN HANDBOOK OP TRAVEL

BOSTON, 43 Franklin St., "FINAMEX"
BREMEN, 139 Am Wall, "AMEXCO"
BROOKLYN, 611 Fulton St., "AMEXCO"
BUFFALO, Main and Erie Sts.,
"AMEXCO"
CHICAGO, 72 Monroe St., "FINAMEX"
CINCINNATI, 16 East Fourth St.,
"AMEXCO"
CLEVELAND, 331 Superior Ave., N. W.,
"AMEXCO"
DETROIT, 19 and 21 Campus Martius,
"AMEXCO"
GENOA, 17 Piazza Nunziata, "AMEXCO"
GLASGOW, 30 Gordon St., "CICATRIX"
HAMBURG {! ^aS-fetr., "AMEXCO"
HAVRE, 43 Quai d'Orleans, "AMEXCO"
LIVERPOOL, 10 James St., '
"CICATRIX"
LONDON, 5 and 6 Haymarket, "CICATRIX"
LONDON, E. C, 84 Queen St.,
"NONCLAIM"
MONTREAL, 202 St. James St.,
"AMEXCO"
NAPLES, 23-30 Via Vittoria, "AMEXCO"
NEW ORLEANS, 317 St. Charles St.,
"AMEXCO"
NEW YORK, 65 Broadway, "FINAMEX"
OMAHA, 1312 Farnam St., "AMEXCO"
PARIS, 11 Rue Scribe, "AMEXCO"
ROME, Piazza Venezia, "AMEXCO"
ROTTERDAM, 17 Gedempte Glashaven,
"AMEXCO"
ST. LOUIS, 417 North Fourth St.,
"AMEXCO"
ST. PAUL, ,332 Jackson St., "AMEXCO"
SOUTHAMPTON, 4 Oriental Place.
"CICATRIX"
Or' care of following Correspondents :
AMSTERDAM, Amsterdamsche Bank,
597 Heerengracht  "AMSTERDA"
BELFAST, Belfast Banking Company,
"BELBANK"
BERLIN, Dresdner Bank, 38 Behren
Strasse  "DRESDBANK"
CARLSBAD, Oesterreichische Credit-
Anstalt    "CREDIT"
CHRISTIANIA, Ohi-istiania Bank of
Kreditkasse, 7 Sfortorvet, "KREDITKASS"
CORK, Munstcr aijd Leinster Bank, 66
South Mall  "MUNLIN"
DRESDEN. Dresdner Bank, 3 Konig
Johann Stirasse  "DRESDBANK"
EDINBURGH, Royal Bank of Scotland,
St. Andrew Square  "BANK"
FLORENCE, French, Lemon & Co., 4
Via Tornabuoni  "CONCORD"
GENEVA, Bauque Federate, S. A.,
"FEDRALBANK"

HONG KONG, International Banking
Corporation, 20 Des Voeux Road,
"STATEBANK"
HONOLULU, Banking House of Bishop
& Co  "SNOMAD"
LOS' ANGELES, CAL., Farmers and
Merchants National Bank, "HELLMAN"
MUNICH, Bayerische Vereinsbank,
14 Promenade Strasse, "VEREINSBANK"
PRAGUE, Bohmische Union Bank,
"UNIONBANK"
SAN FRANCISCO, Union Trust Co.,
Cor. Montgomery, Post and Market
Sts  "EXECUTOR"
SEATTLE, The Scandinavian American
Bank, Alaska Building, Second Ave.
and Cherry St  "SCANDIA"
STOCKHOLM, Skandinaviska Kredit
Aktiebolaget, 7 Storkyrkobrinken, "KREDITBOLAGET"
VENICE, Giuseppe Guetta, Ascensione
¦ :N. 1255-56  "AMERICAN"
VIENNA, Anglo-Austrian Bank. 1
Strauehgasse  "ANGLOBANK"
ZURICH, Banque Federate, S. A.,
"FEDRALBANK"
Messrs. Thomas Cook & Son, 245
Broadway, New York, offer similar
facilities for their patrons. They
will send information on request.
The bankers issuing letters of credit
or selling travelers' checks to the
amount of £50 or more offer facilities
for forwarding mail through their
London or Paris offices. The steam
ship companies are also very liberal
in this respect. The general advice
given, however, is of general applica
tion. CLOTHING
Warm clothing and rugs should be
taken for the ocean trip, as well as for
the railway journeys in most Euro
pean countries ; even in winter the
trains are seldom well heated, the
primitive hot water can being very
much in vogue. Occasionally trains
will be found where some of the cars
are heated by steam from the engine.
At least one rug should be provided
for each person. Gentlemen should
have at least two suits, as a change
of clothing is sometimes necessary ow
ing to the fact that decks are damp.
It is also desirable to carry a dress
suit for use on the steamer, as gentle
men dress for dinner on most of the
crack liners. Evening dress is not,
however, obligatory. Thick rubber-
soled shoes will prove a great comfort
on the voyage. Golf or soft felt hats
should be worn by gentlemen at sea,
and ladies wear tam-o'-shanters or
similar head-gear with thick veils.
Yachting caps are not worn at sea.
Heavy underclothing should be pro-

SCIENTIFIC AMERICAN HANDBOOK OP TRAVEL

65

yided for the voyage, and may be left
in trunks m the storage warehouse.
Any article of clothing which may have
been forgotten can be easily purchased
abroad. English tailors are noted for
the excellence of their material and
workmanship, but the cut is not
always adapted to our American ideas.
J. here will be little trouble, however,
if a good tailor is selected. The dress
makers and milliners of Paris are, of
course, famous throughout the world.
and are referred to later on in this
book. Ladies will find it very desir
able to take along an extremely port
able workbox equipped with needles,
thread, pins, hooks and eyes, buttons,
etc., as these articles are not readily
obtainable at sea, although one vessel
has inaugurated a "department store"
where all little necessaries can be pur
chased. Stewardesses usually carry
needles, thread, pins, etc.

The Light and Whistling Buoy at the En
trance to Ambrose Channel
Bath slippers should be provided, as
occasionally the distance to the bath
rooms is quite considerable. A bath
robe should also be provided.
Men will find that a heavy overcoat
is needed even in summer, as the winds
are apt to be very piercing. A lighter
coat intended for use on arrival is also
useful at sea.
Ladies should have two cloth suits,
flannel waists, one or more silk waists,
and several shirt waists with necessar"
changes of underclothing, etc., and if
space permits, a gown for dinner and
evening wear. An extra pair of shoes
and a pair of rubbers should also be
provided. Those who are desirous of tak
ing fur wraps should obtain a

Custom House certificate before sail
ing, as otherwise duty will be levied on
the return.
LADIES' LIST OF THINGS NOT TO
BE FORGOTTEN.
Gowns.Underclothing.
Bathrobe. Bath Slippers.
Shirt Waists.
Ulsters.
Cap (not a yachting cap).
Extra Shoes, and liubbcis
Umbrella.
Rug. Steamer Chair Pillow.
TOILET ARTICLES.
Brush.Hairpins.
Tooth Brush.
Tooth Powder.
Cold Cream.
Cologne.
Powder.
Pins. Safety Pins.
Collar Buttons and Cuff Studs.
Needles and Thread.
Tape.Buttons.Hooks and Eyes.
Manicure Articles.
Fancy Work.
Fountain Pen.
Writing Material.
Address Book.
Hot Water Bag.
GENTLEMEN'S LIST OF THINGS
NOT TO BE FORGOTTEN.
EVENING WEAR.
Dress Suit.
Dinner Coat.
White Waistcoats.
Dress Shirt.
Dress Ties.
Dress Collars.
Cuffs.Cuff Studs.
Shirt Studs.
Patent Leather Shoes.
Opera Hat.
Silk Hat.
Cane.Umbrella.White Gloves.
Suspenders. FOR STEAMER.
All papers, letters of credit, travelers'
checks, visiting cards, keys, passport,
medicines, etc.
Collars.Cuffs.Handkerchiefs.Studs
Cuff Buttons.
Duplicate Prescriptions.
Duplicate Eyeglasses.
Duplicate Oculist's Prescriptions.
Ties.Bow Ties.
Shirts.

66

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Outing Shirts.
Flannel Shirts.
Suit.Suit Underwear.
Pajamas.
Duck Pants (Southern Trips).
Hose.Shoes.
Rubber-soled Shoes.
Bath Slippers.
Bath Robe.
Steamer Rug.
Suspenders.
Belt.Gloves.Cap.Shoestrings.Umbrella.
Cane (?).
Brush Broom.
Fountain Pen.
Paper Cutter.
Films. TOILET REQUISITES.
Hair Brush.
Comb.Corkscrew.
Tooth Brush.
Tooth Powder.
Mouth Wash.
Nail Brush.
Listerine or Borine.
Pocket Knife.
Shaving Soap.
Shaving Brush.
Safety Razor.
Razor.Razor Strop.
Sponge.
Bay Rum.
Violet Water.
Lilac Water.
Talcum Powder.
Nail Clipper.
Nail File.
Medicines.
Hot Water Bag.
STEAMER TRUNKS
Trunks and packages required in the
stateroom should not exceed 14 inches
in height, 2 feet in width and three
feet in length. In some staterooms
larger trunks may be accommodated,
but the intending traveler should con
sult the steamship company relative
to the matter. A strong steamer trunk
should be purchased, as they are often
taken off the steamer in lots of three
or four, thus racking them severely.
The trunks should be kept locked while
in the stateroom. Matting suitcases
are recommended on account of their
light weight. Heavy leather suitcases
should not be carried, as their own
weight is much against them to begin
with. Lightweight leather satchels
which have a square opening when

opened up, are recommended. "Hold
alls" and shawl straps are very handy
for carrying rugs, shoes, and wraps.
STEAMER RUGS
On some steamers steamer rugs can
be hired from the purser at a charge
of $1.00 for the voyage. It is not
safe, however, to depend on getting a
rug in this way unless the company
acknowledges the receipt of the order
in advance and states that the rug can
be furnished. Rugs are very cheap
abroad and make acceptable presents.
Silk rugs have little warmth.

THE OCEAN ELEVATOR
First suggested by the Editor to
MINIMIZE DISCOMFORT AT SEA
CAMERAS AND FIELD GLASSES
Travelers will find a hand camera ex
tremely useful in retaining and fixing
strange sights ana views on the trip
abroad. Cameras are particularly use
ful at sea. and many of the groups
which are taken a^e warmly treasured
after the return. Films are easily
carried, not likely to be broken, and
can be had anywhere in Europe, while
with plates it is sometimes difficult to
obtain the right sizes. Usually cam
eras must be checked in museums,

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

67

galleries, etc. It should be remembered
that in Europe, and particularly on
the Continent, it is forbidden to take
pictures or make sketches of fortresses,
arsenals, dock-yards, etc., and the
visitor should be extremely cautious
in this matter as the trouble is apt
to be serious. The United States
Consul should be communicated with
at once in case of any trouble.
A pair of marine glasses add greatly
to the enjoyment of an ocean trip.
It should be borne in mind that optical
goods can be purchased much cheaper
abroad than in the United States.

Prism glasses are specially recom
mended. DARK ROOM
On many trans-Atlantic steamers a
photographer is carried to take groups
at sea and also to develop the films
and plates of passengers. The work
is done at moderate rates and is a
great convenience, and passengers can
arrange with the photographer to ob
tain the use of the dark room at all
reasonable times. Give moderate fee,
say 50 cents for voyage.

THE PILOT BOAT "NEW YORK" OFF AMBROSE CHANNEL

CABLE RATES FROM N. Y.

The following is a very brief list of
cable rates which has been compiled
to interest readers of this book. The
rate is for the quickest and cheapest
route via ocean cables and foreign
land lines. All rates are subject to
change without notice, and we do not
take any responsibility in regard to
the figures given :
Austria, per word, 32 cents.
Belgium, per word, 25 cents.
Denmark, per word, 35 cents.
Egypt, via France, per word, 50 to
58 cents.
England, per word, 25 cents.
France, per word, 25 cents.
Germany, per word, 25 cents.

Gibraltar, per word, 43 cents.
Greece and Isles, per word, 36 cents.
Heligoland, per word, 25 cents.
Holland, per word, 25 cents.
Hungary, per word, 32 cents.
Ireland, per word, 25 cents.
Italy, per word, 31 cents.
Luxemburg, per word, 30 cents.
Malta, per word, 35 cents.
Morocco, per word, 40 to 55 cents.
Norway, per word, 35 cents.
Portugal, per word, 39 cents.
Russia, in Europe, per word, 43
cents. Russia, in Asia, per word, 50 cents.
Scotland, per word, 25 cents.
Sicily, per word, 31 cents.

68

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Spain, per word, 38 to 40 cents.
Sweden, per word, 38 cents.
Switzerland, per word, 30 cents.
Tunis, per word, 32 cents.
Turkey, in Asia, per word, 45 cents.
Turkey, in Europe, per word, 37
cents. Wales, per word, 25 cents.
Messages to Turkey must not be in
secret language, and messages relating
to crimes of anarchists will not be
translated or delivered in Portugal.
Cable rates to places in the Pacific
will hardly interest readers of this
book, as if they have occasion to send
messages they would undoubtedly send
them from San Francisco. Any tele
graph company will be glad to give
full quotations in detail.
REGISTERED CABLE ADDRESS.
It is impossible to register every
word desired by those who expect to
transact business by cable, for the ca
ble companies would soon have so
much duplication of registered cable
addresses that the message would be
undelivered. Any cable company will
on request give a registered cable ad
dress, and a message sent under this
regularly issued code address used by
any company will be properly deliv
ered.*
TRAVELERS' CIPHER CODE
This code is intended for American Express
Company's patrons, for convenience and
economy in communicating by Cable with
their friends, also with the Company's offices
and correspondents named on pages 62 and 64.
Patrons should register their private cable
addresses at the Company's offices and cor
respondents referred to above. Otherwise
messages for them, sent to care of this Com
pany, must be addressed with their full names.
Following is the proper form of a Cablegram,
in cipher, "Elagabel being the- private cable
address and meaning "Franklin Young."
"Elagabel Care Cicatrix, London —
"Fallowist Felsina"
When translated, the above message reads:
"Franklin Young, Care American Express Co.
"5 and 6 Haymark^t, London
"All well. Have forwarded letters as re
quested."
*You can get duplicate copies of this code
by writing to the American Express Co., 65
Broadway, New York. They will be sent on
request without charge. It is necessary in
using a cable code to have a copy in the hands
of both sender and receiver. It is believed
that this solves a difficulty which is often en
countered in an economical manner. The
cable code is not the worse from the factthat
a copy can be obtained free for the stay-at-
homes.

Additional cipher words at the end of the
Code are intended for the entry of special
phrases which travelers may find desirable
to agree upon for private use with their friends.
Care must be taken of course to see that the
same phrase is entered opposite each particular
code word.
To avoid mistakes, each letter of a cable
gram should be plainly written ; and in sending
or receiving cipher messages, the code words
should be carefully checked and re-checked.
Fabaraz  ABSENT until
ACCIDENT. See "Health."
ACCOMMODATIONS. See "Ho
tels, Sailings," etc.
Fabarils  ACCORDING to
Fabatorum.. .ACT according to
Fabbrico  Act according to your instruc
tions (from}
Fabbro  Act as you think best
Fa bell a  May I act
Fabordao . . .May I act accordingly
Fabraterno.. -You may act accordingly
Fabrefacto. . .Suspend further action until I
return. (See also "Instruc
tions.")
Fabricaba.. . .ADDRESS is
Fabricador.... Address mail to me at. . . .Poste
Restante
Fabricaron. . .Your mail was sent to. . . .Poste
Restante
Fabrikherr. . .Address of party named is
Fabrique  Address unknown
Fabulas  Address will be ... . after
Fabulisant. . .Have mailed you my address
Fabulonem.. .My address will be. . . .after
Fabuntur. . . .My address for all letters and
telegrams is
Faccenda. . . . Send me address
Facchino  What is address of
Faccia  What will' be your address after
(See also '"Letters — Mail.")
ADVISE. (See also "Purchase,
Payment.")^
Facellina  Important ANSWER should be
m here by 
Facendo  Important you should give some
answer
Facesse  Important I should have answer
at once
Facetabat  ARRANGE as you think best
Facetando.. . . Arrange it for me
Facetas  Arrange for my arrival
Facetely  All arrangements are made ¦
Faceting  Can arrange
Faceto  Cannot arrange
Facettes  Can arrange as desired
Fachada  Cannot arrange as desired
Fachearon. . .Cannot arrange as you wish,
but can arrange as follows
Fachendon. . .Can you arrange?
Factions  Cancel arrangements .
Fachtafel. . . .ARRIVED: well
Fachzahn.. . .Arrived; found all well
Facibene  Arrived; have mailed letter-s
Facilely  Arrived safely; delayed en route
Facilimo  Arrived; all well but  who is
ill
Facifiter  Expect to arrive at  on
Facimola. . . .Expect to arrive at. . . .on.
. address mail care *
Facingly  Expect to leave, .on or about. .
and to arrive at. .on
Facinora  Has  arrived?

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

09

Facinus   has arrived
Facistol   has arrived and is well
Facitore   has arrived and is not
we'l; nothing serious
Facitura   has arrived and is very ill
Fackel   has not arrived
Fackeltanz. . .  will arrive
Facohta  Shall arrive at. . . .meet me (us)
Facondita.. . .When will. . . .arrive?
(See also "Leave" and "Re
turn.")
Facopan  Apply to  for AUTOMOBILE
and ship same to me at. . . .
Facopit  At what rate per day can you
automobile?
Facopod  Automobile has broken down
Facorad  Automobile has broken down.
Am proceeding by train to . . .
Facoret  Automobile has broken down.
Am returning by train
Facorim  Can you join me for an automo
bile tour (date. . . .) about. . .
days?
Facoron  Cost of crating will be. . . .
Facorug  Cost of packing, using old crate,
will be. . . .
Facosal  Cover insurance, all risks
Facoset  Enquire from. . . .when auto
mobile will be ready
Facosum  Have you shipped my automo
bile? If so, how and when?
Facotas  Please take dejivery of my auto
mobile from. . . .and store un
til I instruct you further
Facotem  When will automobile be ready
for shipment?
Facoti  BAGGAGE sent to care of Amer
ican Express Co's office at. . .
Factioncry. . .Baggage sent to
Factionist. . . . Baggage sent care of
Factiosum . . . Baggage found and sent to
Factiotal  Baggage lost
Factivel  Cannot find baggage
Factorship. . .Deliver baggage to
Factricem.. . .Have found baggage
Facturando.. .Have sent baggage as requested
Facture  Hold baggage until further ad
vised
Facturous  Have lost keys
Facutando. . .Inquire at American Express
Co's office for baggage
Fadedly  Keys to baggage lost; force lock
Fadeless  Send baggage by American Ex
press Co.
Fadenblume. . Send baggage care of
Fadengrade . . Send baggage to
Fadenkrebs.. .Send baggage to care of Amer=
ican Express Co.'s office at. . .
Faeculet  Please forward my baggage
through American Express Co.
as follows 
Faedeln  Send keys to baggage
Faggots  BRING him
Fagotage  Bring. . . .with you
Fagotto  Shall I bring  ?
Fagulha  Do not bring him (her or them)
Fagutale  Do not bring 
Fahlore  BUSINESS bad
Fahnden  Business good; everything all
right
Fahne  Business improving
Fahnengeld. .How is business?
Fahrgast  Important business
Fahrgut  Important business prevents my
leaving now

CABLE — See "Telegraph" and
"Money, Funds."
Fahrmittel. . .CARE of American Express Co.
Fahrnis  Care of
Fahrspur  COME and bring
Fahrvoll  Come and bring. . . .and friend3
Fahrzins  Come as soon as possible
Fajan  Come as soon as you convenient
ly can
Fakkels  ,Come by steamer. . . .sailing. . .
(from)
Falacer  Come back as soon as possible
Falacha  Come immediately •
Falangetta. . . Do not come today
Falangista. . .Do not come today; will explain
by letter
Falangosi  Join me (us) at .... on ... .
Falbalas  Accept hearty CONGRATULA
TIONS
Falcacar  Offer congratulations
CREDIT— See " Money," also
"Time."
Falcada  DELAY is dangerous
Falcafort  Delay will be explained by letter
Falcastro .... Do not delay
Falcator  Please explain delay
Falcicula  DEPARTURE postponed
Falciferum. . .Departure postponed until
Falcinelo  Departure postponed; will wire
date I (we) leave
Falco  Departure postponed; will write
(See also "Leave" and "Sail
ing.")
Falcoletta.. . .DESIRE-S to know where you
can be met en route between
now and
Falcolotto. . . . Am very anxious to hear (about)
Falconava... .Am (are) DETAINED
Falconine. . . . Am (are) detained; cannot say
when I (we) can leave
Falcorde  Am (are) detained here by. . . .
Faldella DIED
Faldellin Died last night
Faldetta  Died this morning
Faldistory  died . . . . ; notify .... and
ask him (her or them) for
instructions
Fald worth.. . .Arrange with American Express
Company to send body home
(See also "Health.")
Falerina  DO nothing further until you
hear from me
Falhado  Do nothing further until you
hear from
Falisca  Do the best you can
Falke  Can do no good by remaining
Falkenhof  Can do no good by remaining
shall I (we) return?
Falkenrabe.. .Can be of service by remaining
Falkonet  Can I (we) do anything
(See also "Act.")
DRAFT— See "Money, Funds,''
etc.
DRESSES— See "Purchase,
Payment," etc.
Fallacious.. . .Am ENGAGED
Fallacy  Will be engaged all
Fa! lad or  Will be engaged until
Fallanza  ENJOYING ourselves and all
well
Fallava  EVERYTHING appears to be
correct
Fallebas  Everything in great disorder
Fallecido  Everything satisfactorily ar
ranged

70

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Fallender. .

.Do not expect me until 

Fanatiser. .

. . Do not accept terms (offer)

EXTEND— See "Time."

. . Give instructions

FAILED — See "Money, Funds,"

Repeat instructions
etc.
.Why were my instructions not
Do not FORGET
acted upon?
. Have you forgotten
KEEP this strictly private
. Keep for me until I return
Fallgeld. , . .
. .Have not forgotten
Fandango. .
FORWARDING— See Index
. .Keep me advised of your move
FUNDS— See Index
ments
Fallholz
Use HASTE
Faneront. , .
..Will keep you advised of my
Fallido
Do not use too much haste
movements
Advise me as to HEALTH of
. All in good health
Fanfaluca..
KNOW— See Index
.Cannot LEAVE
Fallowist...
. All well
Fan fa rone..
.Cannot leave today
.  is better
Fangball . . .
. . Cannot leave tomorrow
Fallsacht...
.  is much better
Fanggeld...
. .Cannot leave for several days
Falltho 
.  is (are) weU
Fanghund. .
.Cannot leave before
Falltuch.. .
,  has recovered
Fangless...
.  expects to leave
Fallunt , .
,  has met with serious acci
Has  left?
Fallwild
dent
—  has met with accident; not
. Left today
. Left yesterday
serious
Fangstock..
. Has left
. Health is good
Fangtuch. .
.Left on. . . .train
. Health is bad
Fangzahn..Fanhonho. .
. Left. . . . ; send it (them) at once
Falotico . . .
How is (are)
.Left. . . . ; send it (them) to
.  is ill
Fanino  .
. Left. . . . ; take care of it
Falsammo .
.  is very ill
Fantasme. .
.When can you leave?
Falsardo . . .
.  is dangerously ill; 'come at
Fantassin . .
. When do you leave?
once
Will leave
Falsarono. .
.  is ill and will remain here
Fa nt esc he. .
.Will leave today
for the present
. Will leave tomorrow
Falsatoris. .
.  is about the same
Fantil 
. Will leave by next train
Falsavate. .
.  is worse
.Will leave by first train; meet
.  is very low
me (us)
. Will probably leave
Falsening..
.  is very low; be prepared for
the worst
Farabutto. .
.Shall remain here until. . . .and
.  is very low; be prepared for
then go to
the worst; inform
, HOLD matter in abeyance until
(See also "Departure,"
"Time," "Sailings.")
LETTERS— See Index.
I return
(See also "Arrived.")
.LOST my code; send me du
HOTELS— See Index.
plicate
Falsorum . .
. IMPORTANT that you
. Lost my passport
Falstaff
. If anything important occurs,
Faramalla...
.Lost my. . . .at the
let me know
Farandole. .
.Lost- my. . . .in the cab; in
.If anything important occurs,
quire at lost property office
let... .know
Farbebad. .
. Lost my  at the . . . . ; make
Faltar 
. If anything important occurs,
inquiries
will let you know
Farbenbild .
.Lost my. . . .; what shall I do?
(See also "Telegraphs.")
Farbenofen.
.Lost my. . . .in cars; inquire at
INFORM friends
lost property office
Fatten rock.
.Inform friends; boy; both well
(See also "Money" and
Faltenzahn.
.Inform friends; girl; both well
"Hotels.")
Falucho , .
.Inform him (her or them)
Farbenrand .
.LOVE and best wishes
Falzbank. .
.Inform by wire
MAIL— See Index.
.Information received
Farbensatt.
.MARRIED on the
.INQUIRE at American Express
Farbenton...
.  was married on the
Co.'s office
Farbentrug.
..MEET me at
Falzhobel . .
.Inquire at
Farbenwelt.
.Meet me at Exposition grounds
.Cannot meet you as desired
Famacido..
.Inquire about
Famecula. .
.Inquire at hotel
Farbmalz. .
.Cannot meet you at time men
Famgams. .
.Inquire at post-office
tioned, but can do so 
Famigeret.. Familism. . .
.Inquire at station
Farbstoff....
.Meet train
.Inquire at wharf
. Will meet train
.INSTRUCTIONS acted upon
Farce m e n ts .
.Cannot meet train
.Instructions not acted upon
Fare i lite . . .
Meet steamer
Famulating
.Instructions received and under
stood
-Instructions received but not
understood
Farcinabit.. .
. Will meet steamer
Famultatis.
Farcinant. .
Farcissant...
. Cannot meet steamer
.Can meet. . . .as desired
.Instructions received; impossi
.Will meet. . . .as desired
ble to comply
Fardagem. . .
.Can meet. . . .at
Fanabunt..
. Accept terms (offer)
Fardamento
.Can meet. . . .at. . . .today
Await instructions
Fardeler
.Can meet. . . .at. . . .tomorrow
Fanaremus.
..Awaiting instructions
Fardulfe. . .
. Will meet .... at 
Fanatical. .
.Cancel instructions
.Will meet. . . .at. . . .today
SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

71

Farelhao  Will meet .... at ... . tomorrow
(See also "Hotels" and
"Time.")
Faretrado. . . .MISSED steamer
Farfanes  Missed steamer; will come by
next
Farforth  Missed steamer; will not come
Farfullar  Missed train
Farfullo  Missed train; will come by
Fargard  Missed train; will remain at
. . . .tonight
Faribole  Missed train; will remain here
tonight
Farina  Missed train; do not expect me
MONEY— See Index.
NUMBERS— See Index.
OBTAIN— See " Purchase,"
"Payment" etc.
Farinella  No OPINION either way .
Faringea  No opinion, but rather in favor
Faringitis  No opinion, but rather against
(See also "Money.")
Fariolum. . . .PARTICULARS necessary be
fore deciding
Fariscar  Full particulars
Farmable .... Further particulars
Farm en to  Send full particulars
Farmery  Send full particulars by mail
Far most  Send full particulars by tele
graph
PAYMENT— See Index.
POSTPONED— See "Leave."
Farmyard.. . .PREFER that you should
PURCHASE— See Index.
RELIABLE— See Index.
Farnesim  Shall REMAIN here until
Farolazo  Shall I remain until
Farolear  Do not remain
(See also "Leave.")
Farolon  REPORT at 
Farpar  Report as soon as possible
Farragem. . . .Report here
(See also "Reliable.")
Farraginis... .REPLY by mail
Farrapao  Reply by telegraph
Farrochs  Replies as follows
Farroma  Why do you not reply to my
telegram (of)
Farrusca  RETURN at once
Farsange  Return at once; ... .is ill
Farseris  Return at leisure
Farserunt. . . .Return as soon as possible;
important matter requires
your attention
Farsettone. . .All well; there is no necessity to
hurry back
Farsilis  Can return at any time
Farsola  Can return 
Fart ado  Can return today
Fartavel  Can return tomorrow
Farthing  Cannot return before  -
Farturam. . . .Cannot return before tomorrow
Fasanella. . . .Cannot return unless
Fascelis  Cannot return unless you send
funds
Fascicle  May not return for few days
Fasciculo. . . .May not return for few days;
if you want me telegraph
Fasc inador. . . If nothing requires my attention,
will not return until 
Fascinate. . . .Nothing here requiring your
return
Fasc ol in a. .. .Prepare to return in case we
telegraph you
SAILINGS, STEAMSHIPS, etc.
—Sec Index.

Faselochs  Have SEEN
Faserkalk.. . .Have seen. . . . and he (she or
they) will do as requested
Fasern  Have seen. .|. . .and he (she or
they) decline to do as re
quested
Fasertorf  Have you seen 
Fashioned  Have not seen 
Fashionist  SEND by American Express Co.
Fasmate  Send by mail
Fassacate. . . .Send by telegraph
Fassband .... Send by train
(See also "Purchase, Pay
ments, and Forwarding.")
SHIPPED— SHIPPING— See In
dex,
SICK— See "Health."
STORAGE — See Index.
Fasterman. . .Accept my sincere SYMPATHY
Fastidious  See. .. .and offer my sincere
sympathy (See also "Wish.")
Fastidosas.. . .TELEGRAPH me care of Amer=
ican Express Co., at
Fatandolo.. . .Telegraph me care of 
Fatandum... .Answering your telegram in
reference to 
Fatassimo  Please reply by cable (telegraph)
at my expense
Fatatura  Telegraph amount
Fatebor  Telegraph amount needed
Fatefully  Telegraph when you leave
Fateri  Telegraph when you will
Fatherland. . . Telegraph as follows
Fatherly  Await my further telegram
Fathom  Before telegram was sent had
Fathoming.. .Cancel my message about 
Fathomless. . . Cannot understand your tele
gram
Faricando.. . .Cannot understand your tele
gram; repeat in plain lan
guage
Faticavate. . . Cannot understand the. . . .word
in your telegram ; please
repeat
Faticino   word in my telegram is 
Faticosa  Do not telegraph me until you
have seen 
Fatifer  ¦. .Have not received your tele
gram of 
Fatigabat. . . .If any telegrams for under
signed, please repeat at my
(our) expense to the following
address 
(NOTE. — The above phrase is available
with offices of AMERICAN EXPRESS
CO. only by patrons who have previously
arranged with the Company's Agents to
forward their telegrams.)
Fatigador  Keep me informed by telegraph
Fatigarent. . .Received your telegram of 
Fatigatam... .Received your telegram of. . . .
and will act accordingly
Fatigosas. . . .Received your telegram of . . . .
and cannot act as requested
Fatilegi  Referring to your telegram of
Fatimite  Referring to my telegram of
Fatiscas  Repeat this message to 
Fatiscet  Refer to my telegram of 
Fativel  The remainder of this telegram
is in Lieber's Code. Amer
ican Express Co., New York,
Boston, Chicago and Euro
pean offices hold copy. Apply
to them for translation.

72

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Fatoris  Your telegram is received and
understood
Fatras  You can reach me by telegraph
at 
(See also" Letters," "Money,"
"Purchase.")
TERMS — See "Instructions."
TIME— See Index.
Fatsoen  Do you UNDERSTAND?
Fattore  I (we) understand (that)
Fattrice  I (we) do not understand
Fatucli  UNITED STATES CONSUL (at)
WELL— See "Health."
Favagello  WHAT is (are) the
Favea  WISH you a Merry Christmas
Favelle  Wish you a Happy New Year
Favellero. . . .Wish you many happy returns
of the day
Faventat  Best wishes on the occasion of
your
Faventem.. . .Do you wish me to
(See also "Sympathy.")
HOTEL ACCOMMODATIONS, ETC.
Faventis  Can you get accommodations?
Faverella. . . .Can get accommodations
Faverolle. . . .Can you reserve one single room
forme? Am due to arrive 
Favillis  Can you reserve one double room
forme? Am due to arrive 
Favinha  Can you reserve the rooms men
tioned below for the number
of persons stated, dating from
the following time 
Favisoris  Cannot accept the accommoda
tions offered
Favolo  Cannot get accommodations -
Favorado. . . .Cannot secure accommodations
(at)
Favoravel.. . .Engagements will not permit
of reserving, .room-s for you
as requested
Favorisant . . . Have secured accommodations
(at)
Favorite  Please reserve one single room
for me. Am due to arrive 
Favorosa  Please reserve one double room
for me. Am due to arrive 
Favubat  Please reserve one single room
and bath. Am due to arrive
Favubol  Please reserve one double room
and bath. Am due to arrive
Favule  Please reserve the rooms men
tioned below for the number
of persons stated, dating from
the following time 
Faxim  Please secure hotel accommo
dations for. . . .persons
Fazanten .... Shall be able to reserve room-s
for you as requested
Fazzolet  What other accommodations
are open
Fealty  Will accept the accommodations
offered
Fearless  Will get accommodations
Feastfull  Please search room-s I occupied
for the following articles and
if found forward by American
Express Co. to the following
address 
Feathers  Please send a porter with badge
or cap bearing the name of

. . . .hotel to meet me (or us)
on arrival of the following
train or steamer
Feazing  If the following named person is
at. ...hotel please request
him (or her) to advise me by
telegram at the following
address 
LETTERS— MAIL.
Felpa  Apply at American Express Co.'s
office for letter-s
Pel pi Ma  Apply at. . . .office for letter-s
Felsblock. . . .All letters up to date have been
sent
Felsenbahn.. .Anything the matter? No let
ters or telegrams received
Felsenbett  Await my (our) letter-s (of)
Felsengrab. . .Before letter was received had
Felsenhart.. .Did you receive my letter-s of
Felsenlage . . . Do not forward any letter until
you hear from me again
Felsenlast. . . . Do not forward any letter after
Felsenzahn.. .Forward letters and telegrams
care of American Express Co.,
at
Felsgebirg  Forward mail and telegrams
Felsgnat  Forward mail and telegrams' to
Felshorn  Forward mail and telegrams
care of
Felsina  Have forwarded letters as re
quested
Felskamm . . . Have not forwarded letter-s as
requested
Felskluf 1  Have not forwarded letters as
requested, but will do so at
once
Felskopf  Have letter-s for you
Felsrinne. . . .Have letter-s for you; where
shall it (they) be sent?
Felsspalte. . .Have letter-s from
Felsstock. . . . Have letter-s for you from'. . . . ;
shall it (they) be forwarded?
Felsthal  Have received no letter from
you since
Felstone  Have obtained letter-s from
post-office and have forwarded
it (them)
Felswand. . . .Have written you fully concern
ing
Felters  Have you any letter-s for me?
Feltmaker... .Have you any letter-s for me?
If so forward to
Feltrar  Have you received any letter
from 
Feltrarlo  Have not received your letter
Cof>
Feltrinos  Have you any registered letter-s
for me?
Feltro  Have you any registered letter-s
for me? If so, forward to
Feltrollo  Have you forwarded letter-s as
requested?
Felugem Hold letter-s
Femeaco  Last letter received from you is
dated
Femelaars... .Letter posted to-day should be
directed to
Femellarum.. Letter received without enclos
ure; please investigate
Femelle  No letter-s at post-office; have
inquired
Femellis  Please advise me fully at the
following address 

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

73

Femelot  Received your letter of 
Femeniles  Received your letter of....;
and will act as requested
Femeninas. . .Received your letter of....;
cannot do as requested
Femenino.. . .Where will letter reach you?
Fementida. . .Where will letter reach you?
have important communi
cation
Fern inabit.. ..Where will letter reach you if
mailed to-day?
Feminacy  Why do you not replv to my
letter of  -?
Feminalis  Wrote you
Feminantem.. Wrote you to
Feminarent. .Wrote you care of
Feminela. . . .Wrote you last on the 
Fein in idade. .Wrote you by last mail
(See also " Address" and
"Telegraph.")
MONEY, FUNDS, CREDIT, ETC.
Feminil  American Express Co.'s Foreign
Draft-s
Femininely. . . American Express Co.'s Travelers
Cheques
Feminism. . . . American Express Co.'s Travelers
Letter of Credit
Feminize  American Express Co.'s Com
mercial Letter of Credit
Femme  Am in need of funds; please
remit American Express Co.'s
Travelers Cheques (for $....)
Femminella. . Am in need of funds; please send
at once American Express
Co.'s Foreign Draft (for $. . . )
Femminetta. . Am in need of funds; please
remit at once by cable through
American Express Co. at 
(»....)
Femminino... Arrange to have bank either
mail draft or telegraph to
Treasurer American Express
Co., 65 Broadway, New York,
with instructions to cable the
amount following care Amer-
ican Express Co. at
Femminona,. Arrange to have American Ex
press Co. CABLE instructions
to deliver to me Travelers
Cheques for the following
amount in dollars at the fol
lowing city or address ($...)
(city or address . . . )
Femminuzza. Arrange to have American Ex
press Co. MAIL instructions
to deliver to me Travelers
Cheques for the following
amount in dollars at the fol
lowing city or address ($....)
(city or address . . . . )
Femoral  Arrange with American Ex
press Co. for issue of Travelers
Letter of Credit
Femorales... .Cable funds through American
Express Co. at 
Femore  Cable funds through American
Express Co., 65 Broadway,
New York (if no agent of that
Company at your place)
Femur  Cable $. . . . through American
Express Co. at 
Fen bury  Cable S. . . .through American
Express Co., 65 Broadway,

New York (if no agent of that
Company at your place)
Fenchel  Carry your funds in American
Express Co.'s Travelers
Cheques
Fendendo  Deposit the amount of ($....)
to my credit with American
Express Co.
Fendendoli. . .Deposit the amount of ($....)
to my credit with 
Fenderemo.. .Have Cabled funds as requested
Fenderent  Have . cabled $. . . . through
American Express Co.
Fendesse  Have mailed you American Ex=
press Co.'s Foreign Draft
Fendevate  Have mailed you American Ex
press Co.'s Travelers Cheques
for $ . . . . (addressed to .... )
Fendicis  Have received on your account
$. . . . (from. . . .); instruct
me as to disposal
Fendille  Have arranged for additional
supply of American Express
Co.'s Travelers Cheques to be
delivered by
Fendinha. . . .Please open credit in my name
with American Express Co.
at. . . . Wire me when it is
opened, giving amount
Fend it ore. . . .Have lost my Travelers Cheques
numbered ... .to .... ; amount-s
. . . . ; stop payment until
further advised
Fenecida  Have lost my Circular Letter of
Credit numbered . . . . ; stop
payment until further advised
Fenerandi  Please remit •
Fenerandum.. Purchase for my account....
shares of . . . .stock
Fenerata  Purchase for my account.". . .
bonds of i
Fenerates  Sell for my account. .. .shares
of . . . .stock
Fenestravi . . . Sell for my account. . . . bonds of
Fengeld  SEND money
Fenicaro  Send money by American Ex
press Co.
Fenigmo  Send me all money now to my
credit with you
Fenisector... .Settlement has been effected
Fenmen  Make best settlement possible
Fennel  Telegraph funds through Amer
ican Express Co.
Fennish  The price has fallen to (. . . .);
do your instructions still hold
good? Wire
Fenowed  The price has advanced to
(....); do your instructions
still hold good? Wire
Fenster  Is (are) reliable
Fensterlen. . .Am informed that. . . . has failed
Ferbebunt  Am informed that .... has failed.
Is this true?
Ferbescis  Avoid the person or firm you
inquire about
Fercullo  Do not think well of  •
Ferdwit  Consider him (them) good
Ferebant  Consider him (them) good for a
reasonable sum
Ferentis  Consider him (them) good for
any amount
Feretory  What do you know?
Feretra  Do not know him (them)
Ferge  Prefer not to express any opinion
Ferhad  Party (parties) named is (are)
favorably regarded

74

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Fericula  Party (parties) narned is (are)
favorably regarded but means
are unknown to us
Ferinely  Party (parties) named is (are)
not favorably regarded
Ferinita  Is there any truth in report
about. . . .
Feristo  Unfavorable rumors about
Feritade  The rumor is without foun
dation (See also "Time.")
AMOUNTS— NUMBERS.
Feritarent  H Festtracht  52
Feritcart  \t Festucine...  53
Feritela  % Festung  54
Ferithen  lA Festzug  55
Feritm an  % Fetabo  56
Feritont  % Fetabunt  57
Feritplace  Vs Fetamus  58
Feritrice  I Fetarent  59
Ferlet  2 Fetaveris  CO
Fermanza  3 Fetched  61
Fermata  4 Fetching  62
Fermentado  5 Fetiches  63
Fermerous  6 Fetidorum  64
Fermillet  7 Fetificet  65
Fermons  8 Fetlock  66
Fernblick  9 Fetlocked  67
Fernglas  10 Fetor  68
Fernshaw  II Fetosum  69
Fernsicht  12 Fettbol  70
Feronia  13 Fettering  71
Ferrante  14 Fetterlock  72
Ferrigno  15 Fettgar  73
Ferrugo  16 Fettgrund  74
Fertig  17 Fettkohle  75
Ferulago  18 Fettlore  76
Feruling  19 Fettolina  77
Ferulstab  20 Fettsacht  78
Ferverent  21 Fetura  79
Fervidity  22 Feturati  80
Ferville  23 Feturatum  81
Fescelle  24 Fetwah  82
Fescina  25 Feverwort  83
Fesels  26 Fewness  84
Fesseln  27 Fibel  85
Fessitude  28 Fibelknabe  86
Festally  29 Fiblabo  87
Festasti  30 Fiblabunt  88
Festbacher  31 Fiblamus  89
Festchor  32 Fiblandum  90
Festevole  33 Fiblant  91
Festgeber  34 Fiblarent  92
Festgesell  35 Fibras  93
Festichino  36 Fibratorum  94
Festin  37 Fibratum  95
Festinetis  38 Fibreless  96
Festival  39 Fibrenus  97
Festive  40 Fibril  98
Festivum  41 Fibrille  99
Festland  42 Fibrillose  I CO
Festmahl  43 Fibrinous  200
Festmorgen  44 Fibrolithe  300
Festmutn  45 Fibrome  400
Festosetto  46 Fibula  500
Festpokal  47 Fibula.bat  (GO
Festrock  48 Fibulatam  700
Festsaal  49 Fibulis  TOO
Feststadt  50 Ficatum  000
Festthaler  51 Ficcarlo  1C00
Ficcollo  Dollars
Fichant  Hundred Dollars
Ficheron  Thousand Dollars
Fickle  Pounds Sterling

Fictive  Hundred Pounds Sterling
Fida gal  Thousand Pounds Sterling
Fidamen  Francs
Fidarle  Hundred Francs
Fiddlest  Thousand Francs
Fidecula  Marks
Fideela  Hundred Marks
Fidelidad  Thousand Marks
Fidelity  Lire
Fidentem .... Hundred Lire
Fidget  Thousand Lire
Fidgetal  Kroner
Fidgetant. . . . Hundred Kroner
Fidgetate  Thousand Kroner
Fidgetbat. . . . Guilders
Fidgetboz. . . .Hundred Guilders
Fidget bun . .Thousand Guilders
Fidgetcan  Kronen
Fidgetdab. . . . Hundred Kronen
Fidgetdel  Thousand Kronen
Fidgetdim  Rubles
Fidgetdon. . . . Hundred Rubles
Fidgetdus  Thousand Rubles
PURCHASE, PAYMENT AND
FORWARDING OF GOODS, ETC.
Finctores . . . . Have executed your commis-
sion-s through American Ex
press Co.
Findable  Please advise . . . .that goods
Findbar  Bootmaker will have goods
ready
Findebant. . . . Bootmaker will not have goods
ready (till)
Findelkind. . .Please pay all charges and debit
me (us)
Findest  Please collect goods as specified
Fine-draw. . . .Charge for collecting will be
Finest i;l  Please advise cost of forwarding
goods' herein specified (to)
Finestuff  Will endeavor to ascertain
cause of delay
Finger  Please advise. . . .that goods
ordered by me (us) must be
delivered by
Fingermat... .Please advise. . . .at. . . .that un
less goods are delivered by ... .
will not accept them
Fingertuch. . . Goods detained at Customs
Finical  Dresses received; will forward
immediately
Finify  Do not pay dressmaker's bill
unless goods are delivered by
Finir  Have forwarded dresses
Finitely  If you can get our dresses from
¦dressmaker and forward to us
here before we sail, pay for
them; otherwise do not re
ceive them
Finitivo  Please advise our dressmaker
.... that our dresses must be
finished by. . . .otherwise too
late
Finitura. . . . .Please advise our dressmaker
at following address that
goods must be delivered by
... .or cannot accept
Finkengeld.. .Forward goods by American
Express Co.
Finkenzug. . .Forward by American Express
Co.
Fjnl'ke  Forward goods to care of
F,nnen  Forward goods so as to reach
here by

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

75

Finnikin  Cost of forwarding will be
Finora  Do not forward my goods
Fintamente...Have forwarded goods by
Fircus  Have forwarded your goods to
Fireballs  Have you forwarded?
Firebill  Have only received. . . . ; is this
all you forwarded?
Fireboard .... Please ascertain and advise me
by telegraph date of shipment.
name of forwarder and route
sent, and to whom and place
consigned, of the following
described article-s in custody
of (or to be shipped by) ....
on or about
Firebox  The shipment referred to in
your telegram was (or will be)
forwarded from here
Firebrick  Milliner says will have goods
ready by
Fireclay  Milliner says cannot complete
order till
Firedamp. . . .Cannot obtain goods
Firefly  Cannot obtain goods till. . . . ;
what shall we do?
Firehook  Have obtained goods, please
advise address to send them to
Firepan  Please obtain from. . . .and for
ward to me here by American
Express Co.
Fireplug  Please obtain from. . . .and for
ward to me here
Fireship  Will not be ready till
Fireside  Please advise if goods have
reached you
Firestick  The goods advised as sent have
not reached here; have you
forwarded  r
Fireswab  Have my goods been placed on
board (the)  ?
Fireward  Your goods have been duly
placed on board
Firewood .... Goods shipped as directed
Firework  Have you anything in storage
for me?
Firkin  Have in store for you the fol
lowing package-s
Firmamen . . . Have nothing in storage for you
Firmandum. .Tailor says clothes will be fin
ished on
Firmary  Tailor says clothes will not be
finished till
Firmatrix. . . .Have found trace of your goods
Firmezas  Have not found trace of your
goods
RAILWAY TICKETS, ETC.
Firmgan  Reserve first-class seat-s per
.... train .... (date) to .... ;
will call and obtain tickets
Firmgor. . ¦ . .Reserve second-class seat-s per
. . . .train. . . .(date) to. ... ;
will call and obtain tickets
Firmgum .... Reserve third-class seat-s per
.... train .... (date) to .... ;
will call and obtain tickets
Firmhar  Reserve sleeper berth-s per. . . .
train. . . . (date) to. ... ; will
call and obtain tickets
Firmhet  Secure tickets through American
Express Company, via. . . .
Firmhid  Send full particulars per first
mail of fares, time, etc., to. . .
Firmiana. . . .Book your passage through
American Express Co.

SAILINGS, STEAMSHIPS, RAIL=
WAYS, ETC.
Firmicus  Consult American Express Co.
and secure accommodations
through them
Firmidao  Expect to be in. .. .on or about
Firmitude. . . . Expect to be in your city on or
about 
Firmpathe . . . Expect to be in the place re
ferred to on or about 
Firnstoss  Expect to leave (....) on or
about. . . . ; and to arrive at
. . . .on 
Firnwasser. . . Have engaged passage on steam
er. .. ., sailing 
First hood .... Have engaged passage on steam
er. .. ., sailing. . . . Arrange
to travel on same steamer if
possible
Fiscalin  If possible, wire name of steam
er and port at which you dis
embark
Fiscella  Left on. . . .steamer
Fischangel. . .No accommodations to be had
on ... . (sailing)
Fischbank.. . .Passenger on board steamer 
Fischdarm. . .Please have one of your staff
meet me (us) on Landing
Stage on arrival of steamer —
Fischgabel. . .Please send one of your staff to
meet Mr...., passenger per
steamer 
Fischholz. . . .Please send one of your staff to
meet Mrs. . . ., passenger per
steamer 
Fischkeile.. . .Please send one of your staff to
meet Miss. . . ., passenger per
steamer 
Fischlager... .Please. send one of your staff to
meet Mr. and Mrs  , pas
sengers per steamer 
Fischmarkt... Please send one of your staff to
meet Mr. . . . and family, pas
sengers per steamer 
Fischrogen. . .Please secure stateroom on. . . .
(sailing)
Fischtag  Have secured stateroom on. . . .
(sailing)
Fischtrog. . . .Reserve accommodations for me
(us) on steamer. . . ., sailing
.... and forward particulars
to the following address 
Fischwirth. . .Reserve accommodations as fol
lows on steamer. .. .sailing
Fiscinis  Shall sail by 
Fisdur  Shall sail by. . . ., leaving
Fisgado  Wish you a pleasant voyage
Fisgar  When do you sail?
Fisgona  Will leave by steamer
Fishbasket. . .Will leave by steamer....;
expect to arrive
(See also ' ' Leave ' ' and
"Missed.")
STEAMSHIP LINES.
Fishbeam. . . .Steamer of 
Fishblock  Allan
Fishdam  American
Fisherboat. . .Anchor S. S.
Fisherman. . .Atlantic Transport Co.
Fish lag  Atlas
Fishfins  Austro- Americana

76

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Fishftek  Canadian Pac. Ry. Co.'s Atlan
tic S. S. Lines
Fishfowl  Clyde
Fishful  Compagnie Gene* rale Transat-
lantique (French Line)
Fishgigs  Cunard S. S.
Fishglue  Dominion
Fish knife. . . .Fabre
Fishlamb. . . .Great Northern S. S. Co.
Fishlike  Hamburg-American
Fishmarket... Holland-America S. S. Co
Fishmaw  (Same as Fishdam)
Fishmazc. . . .Lamport & Holt
Fishmazot ... La Veloce
Fishmeal  Leyland
Fishment. . . . Lloyd Italiano
Fishmill  Lloyd Sabaudo
Fishmonger. .Messageries Maritimes
Fishnail  Munson S. S.
Fishnote  Navigazione Generale Italiana
Fishplate  N. Y. & Cuba Mail S. S. Co.
Fishpond  N. Y. & Porto Rico S. S. Co.
Fishpool  Nippon Yusen Kaisha
Fishpot  North German Lloyd S. S.
Fishwife  Occidental & Oriental
Fishwoman. .Oceanic (Am. & Australian
Line)
Fisicando. . . .Orient
Fisketh.'  Pacific Coast
Fismoll  Pacific Mail
Fisocetc  Panama R. R. Line of Steamers
Fisode  P. & O. S. S. Co.
Fisofolo  Prince
Fisonco  Quebec S. S. Co.
Fispel  Red Cross
Fissarla  Red " D"
Fissata  Red Star *
Fissavatc. . . .Royal Dutch West India
Fisseranro. . .Royal Mail Steam Packet Co.
Fisseremo.. . .Scandinavian-American
Fissesti  Union Castle, to South Africa
Fisseza  United Fruit Co.
Fissipedc  White Star
Fissofora  Wilson
TinE, CALENDAR, ETC.
FissoEIo  Any time
Fissure  Arrived on time
Fistellam .... As long as possible
Fistelton  As soon as possible
Fistolosa  At what time
Fistucet  Can arrive in time
Fitful  Cannot arrive in time
Fitinha  Can you extend?
Fitness  Can you extend time?
Fitogeno  Can you extend time to  ?
Fitolaga  Cannot extend time without
great inconvenience
Fittingly  Here in time
Fivelar  Must be here in time for 
Fixable  Must be there in time for 
Fixant  Should time and circumstances
permit 
Fixedly  The best time
Fixidadc  Time of arrival is
Fixing  Time of leaving is
Fixiste  Time the steamer sails
Flabant  Time the train leaves
Flabile  Time is your own, therefore do
not worry
Flabrum  We will extend
Flaccidity  We will extend time to
Flaccilla  Will be in time
Flacher  Will not be in time

Flachland  You are taking too much time
Flachsader... .You are not taking enough time

Day of Mo.

Day of Mo.

JANUARY

MARCH

Flachwurf

Flemish

1 Flacon

1 Flemmone

2 Fladen

2 Flensed

3 Flagelador

3 Flensing

4 Flagellant

4 1 lenzen

5 Flagitabit

5 Fleshly

6 Fl agitator

6 Fleshpot

7 Flagorner

7 Flessore

8 Flagrance

8 Fletando

9 Flagrantly

9 Fletchers

10 Flagration

10 Fk-tomo

1 1 Flagrifer

1 1 Fletser

12 Flagro

12 Flevonem

13 Flagstaff

13 Flibot

14 Flamand

14 Flicker

15 Flamboyant

15 Flickwort

16 Flam el ess

16 FHgebant

17 Flamette

17 Fligentem

18 Flaminale

18 Fligerent

19 Flamingo

19 Flimsily

20 Flaminical

20 Flintglas

21 Flammable

21 Flippant

22 Flammard

22 Flirtation

23 Flammation

23 F.ispern

24 Flammeo

24 F.ittene

25 Flammidum

25 Flitters

26 Flammofen

26 Floated

27 Flamy

27 Flocado

28 Flanconada

28 Floccida

29 Flanged

29 Flocculent

30 Flankard

30 Flocked

31 Flant

31 Flockiger

Day of Mo.

Day of Mo.

FEBRUARY

APRIL

Flapjack

Flodden

I Flapping

1 Flogite

2 I '-'latent

2 Flogosis

3 Flashily

3 Flohbiss

4 Flashlight

4 Flohstich

5 Flassade

5 Flomide

6 Flatlong

6 Flooded

7 Flatly

7 Flooding

8 Flatter

8 Floors

9 Flattering

9 Florally

10 Flaturale

10 Florant

1 1 Flatwise

1 1 Florbinde

12 Flavedo

|2 Florebunt

13 Flavimus

13 Florendo

14 Flavona

14 Florescit

15 Flawless

1 5 Floresta

16 Flaxseed

16 Floretten

17 Flebotomo

17 Floribus

18 Fleche

18 Florigeras

19 Flechten

19 florin ha

20 Fleck

20 Florkappe

21 Flectamus

21 Floroon

22 Flecterent

22 Flortuch

23 Flector

.23 Florida

24 Fledern

24 Floscupo

25 Fleecing

25 Floskel

26 Flegel

26 Flossholz

27 Flegelhaft

27 Flosswerk

28 Flehend

28 Flotantes

29 Fleming

29 Flotation

30 Flotsam

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 77

DAY of Mo.

Day of Mo.

Day of Mo.

Dav of Mo.

MAY

JULY

SEPTEMBER

NOVEMBER

Flott

Follentem
Foreslack
Fosca
1 Flottage
1
Folletage
1 Forespoken
1
Fosfato
2 F ottons
2
Folic) o
2 Forestick
2
Fosforana
3 Flowerage
3
Follicant
3 Forewish
3
Fosforo
4 Flowerful
4
Folliful
4 Forfang
4
Fosgeno
5 Flowerless
5
Follow
5 Forfending
5
Fossage
6 Flowing
6
Folter
6 Forfora
6
Fossar
7 Fluently
7
Folterbett
7 Forge
7
Fossick
8 Fluffy
8
Folterten
8 Forillo
8
Fossimo
9 Flughafer
9
Fomentaban
9 Forkless
9
Fossipede
10 Flugritt
10
Fomentato
10 Forlanc
10
Fossulate
11 Flugs
II
Fomitem
1 1 Forlipon
11
Fostership
12 Flu h band
12
Foncage
12 Forlornly
12
Fotmal
13 Flussab
13
Fondava
13 Formabit
13 Fotofpbo
14 Flussbad
14
Fondello
14 Formage
14
Fotografa
15 Flusshafen
15
Fondimc
15 Form ante
15
Fotorum
16 Flusskarte
16
Fondness
16 Formaster
16
Fotsa
17 Flussname
17
Fondsen
17 Formband
17
Fovela
18 Flussring
18
Fonebol
18 Formella
18
Fovilla
19 Flussthal
19
Fongible
19 Formend
19
Foxlike
20 Flustra
20
Fonico
20 Formful
20
Foxtrot
21 Flutabat
21
Fonkelde
21 Formica
21
Fracasar
22 Flutant
22
Fonolite
22 Formidafor
22
Fracentem
23 Flutenist
23
Fontalis
23 Formidine
23
Frachten
24 Fluthen
24
Fontange
24 Formiste
24
Fracida
25 Fluthig
25
Fonticola
25 Formola
25
Frack
26 Flutiste
26
Fonticule
26 Formosam
26
Fractore
27 Flyblow
27
Fontinal
27 Formsand
27
Fragatao
28 Flyfish
28
Fonto
28 Formy
28
Frage
29 Focador
29
Foodful
29 Fornacino
29
Fragelle
30 Focena
30
Foolscap
30 Fornada
30
Fragewort
3 1 Focile
31
Football
Day of Mo.
Day of Mo.
Day of Mo.
Oay of Mo
JUNE
AUGUST
OCTOBER
DECEMBER
Focinhada
Foot boy
Fornello
Fraglich
1 Fodandam
]
Footcloth
1 Fornice
1
Fragola
2 Fodandis
2
Footfalls
2 Forosella
2
Fragor
3 Foddered
3 Footpaths
3 Forrabas
3
Fragrant
4 Foderata
4 Footway
4 Forragem
4
Fragranza
5 Fodicant
'5
Foppen
5 Forrays
5
Fragsucht
6 Fodicet
6
Foraged
6 Forschen
6
Fragten
7 Foeman
7
Foramelto
7 Forsenno
7
Frailness
8 Fofos
8
Forandi
8 Forstamt
8
Fralda
9 Fogalla
9
Forasmuch
9 Forstherr
9
Framable
10 Fogaril
10
Foratum
10 Forstung
10
Framengo
1 1 Fogbank
II
Forborne
1 1 Forsworn
11
Franando
12 Foggily
12
Forbotto
12 Fortan
12
Franavano
13 Fogones
13
Forbye
13 Fortfall
13
Fran carlo
14 Fohlenhof
11
Forcant
14 Fortgang
14
Franc isca
15 Foldnet
15
Forceful
15 Fortgelebt
15
Francolin
16 Folganca
16
1 ore i pa ted
16 Forthin
16
Francotes
17 Folgekarte
17
Forclore
17 Forthright
17
Fran gal ho
18 Folgerede
18
Fore 1 us ion
18 Forthward
18 Frangible
19 Folgern
19
Forcuto
19 Fortify
19 Frangiona
20 Folgestern
20
Fordern
20 Fortilage
20
Frangollar
21 Folglich
21
Forebrace
21 Fortlet
21
Frankatur
22 Folgorato
22
Forefront
22 Fortnight
22
Fran ken
23 Folgoro
23
Foreground
23 Fortsatz
23
Franklino
24 Folhagem
24
ForehorEe
24 Fort so ben
24
Frankly
25 Folhento
25
Foreknow
25 Fortune
25
Fransch
25 Foliculo
26
Forellen
25 Fortwogen
26
Frapler
27 Folioter
27
Foremasts
27 Foruli
27
Frapling
28 Folklore
28
Foremost
28 Forwaked
28
Frappola
29 Folkright
29
Forename
29 Forwardly
29
Frascola
30 Follasti
30
Forensic
30 Forweep
30
Frasera
31
Foresay
3 1 Forzava
31
Frastorna
78

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Frattanto   1905
Frattura  1906
Frattuso  1907
Fraturat  1908
Fraturol  1909
Fratutop  1910
Frad 
Fredame 
Fred da ( a 
Fredegar 
Fredonne 
Freehold 
Freeness 
Freewill 
Fregammo 
Fregate 
Fregatten 
Fregerat 
Fremder 
Fremdwort 
Fremere 
Fremeva 
Fremito 
Frenandi 
Frenarli 
There is also an excellent telegraph
and cable code, issued by Brentano's,
New York City. The expense is $1.00.
There are 328 pages filled with code
words, enough to fulfil all the ordi
nary and extraordinary conditions with
which travelers might be confronted.
For those who wish to purchase a
more extensive code, we can recom
mend this one.
The North German Lloyd also
issues a passenger's cable code, which
is also recommended. Before starting
on a trip, the traveler should see that
the friend left at home has a copy of
the book.
TELEGRAPH AND CABLE
INFORMATION
THE PREPARATION OF
DOMESTIC TELEGRAPH MESSAGES
A message to be transmitted by telegraph
should be written upon the blank provided by
the Telegraph Company for that purpose; or
it should be attached to such blank by the
sender, or by the one presenting the message
as the sender's agent, so as to leave the printed
heading in full view above the written mes
sage. Write the whole message, date, address,
body and signature- as clearly as possible.
Avoid changes, corrections and unusual
abbreviations. Figures, counted and charged
for at the rate of one word for each, may be
used, but words to represent them are less
liable to cause error.
Addresses are not charged for, therefore
they should be full and clear and written so as
to be easily understood. If the person ad
dressed is known to be at a considerable dis
tance from the office, or in some locality where
the services of a special messenger may be
required to reaoh him, this fact should bo
made known to the Telegraph Company.
By such notice a quicker transmission and
delivery of the message may be often effected.

If the sender's address is not known to the
Telegraph Company, it should be written on
the back or at the bottom of the blank. This
will enable the Telegraph Company to reach
him either for a reply, snould one be received
or for any possible question which might arise
in reference to the transmission or delivery
of his message.
Rules for counting messages, which will
completely cover all the usual and unusual
words, abbreviations and combinations used
in telegraph messages, cannot be given here.
A charge is made for the first ten words or
less, and a reduced rate for each word over
ten. The address and signature are not
charged for.
Messages to be sent at night and delivered
the following morning are, except in a few
cases, accepted at reduced rates.
PREPARATION OF CABLE MESSAGES
The rules which apply to the counting,
transmission and treatment of messages to
and from all of the foreign countries'named
in following pages aie those which apply to
International cable messages throughout the
World. The sender is responsible for an incorrect or
insufficient address. Corrections and alter
ations can only be made by another message
which must be paid for.
No message can be accepted (except at
"Sender's Risk") when addressed to the care
of a registered address unless the words "care"
or "care of," or their equivalent, ,be placed
between the addressee's name, or designation,
and the registered address; thus, a message
for Meyer, Berlin, to be delivered to the regis
tered address "Dervish, Berlin," should be
addressed "Meyer, care (or 'care of) Dervish,
Berlin." All words, except those of the date, are
counted and charged for.
In the address the name of "place to" and
the name of the territorial division of the
country in which the "place to" is situated
are each counted as one word without regard
to number of letters they contain.
In messages in plain language the maxi
mum length of a word is fixed at fifteen letters.
In messages partly or wholly in code the
maximum length of a word is fixed at ten
letters. Combinations or alterations of words con
trary to ordinary usage are not admitted.
Groups of letters (in private messages) not
forming words, and not used as trade-marks,
are not allowed. The authorities of Europe
and beyond reserve to themselves the right of
refusing the delivery of telegrams containing
combinations contrary to the use of the language
in which they are written, unless the insufficient
charges are first paid by the addressees.
Letters forming commercial signs or trade
marks are charged same as figures.
Groups of figures are charged for at the rate
of one word for each five or fraction thereof.
Decimal points, commas and bars of divi
sion, used in the formation of numbers, are
each counted as a figure.
Letters and figures must be counted separ
ately. Example, A 5 C counts as three words.
Signs of punctuation, hyphens and apos
trophes are neither counted nor sent.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

79

No claim for refund of tolls on messages
exchanged directly between receivers and
senders, to obtain corrections, will be enter
tained. Applications for an official repetition
of any word or words in doubt should be made
to the office of delivery.
Registration of addresses at places on the
Continent of Europe or beyond can be made
only by the parties to whom messages are to
be delivered.
SENDING CABLEGRAMS ON
LANDING
Immediately on landing the traveler
can avail himself of the opportunity to
send cablegrams. A registered cable
address should be left at home in or
der to save expense, for every word
is • charged for. Usually, abroad, the
amount of the fee paid must be indi
cated by postage stamps attached to
the telegram. Sometimes a receipt for
the charges is furnished for a small
fee jof, say, four cents of our money.
Cable blanks will be found on all the
steamers and at all the landings.
Great care should be taken to count
the words and see that there is no
overcharge in sending these cable
grams. Be sure to count your
change ; this is particularly necessary
at these cable and telegraph offices
where the volume of business is so
great.
MONEY BY TELEGRAPH
All telegraph companies accept or
ders, both domestic and foreign, for
immediate transfer of money by tele
graph and cable. It is sometimes
imperative to obtain large or small
sums at the shortest possible mo
ment, certainly within twenty-four
hours. Formerly this branch of the
business was in the hands of bankers,
but now the cable companies and tel
egraph companies are able to pay
money in places all over the world.
The organization of telegraph and ca
ble companies is a most complicated
one, and there are many factors which
control the rates. In general it may
be stated that money can be sent any
where in the United States at a pre
mium of one per cent., minimum
charge twenty-five cents, plus the
telegraph tolls for a ten-word mes
sage. For money sent abroad the
premium is one per cent, with the
minimum charge of fifty cents, plus
of course the cable tolls, which will
vary with the length of address, etc.
Fullest possible information can be
obtained at any telegraph office where
a special tariff book of some 250 pages
may be consulted. For some coun

tries, such as those in Central and
South America, the expense is much
greater than we have noted.
The British Postmaster-General has
entered into an agreement with the
Western Union Telegraph Company
for an exchange through that com
pany so they will telegraph money-
orders between the United Kingdom
on the one hand and Canada and the
United States on the other after Janu
ary 1, 1910. The largest amount for
which a single money-order may be
issued in the United Kingdom will be
£¦40 sterling, but for orders issued in
the United States and Canada for
payment in the United Kingdom the
largest amount will be £41 Is. 4d.,
which is the equivalent of $200.
Gable Notes. — Plain messages, that
is to say, messages which are neither
in code nor cipher, may be written in
any language that can be expressed in
Roman letters. In such messages, each
word of 15 letters or less is counted
as a word. Words of over 15 letters
are counted at the rate of 15 letters
or fractions of 15 letters to a word.
Code messages may contain words be
longing to one or more of the follow
ing languages : English, French, Ger
man, Italian, Dutch, Portuguese,
Spanish and Latin. The use of words
from other languages is not allowed.
Code messages may also contain the
following words, that is to say, groups
of letters so combined as to be pro
nounceable in at least one of the eight
languages which have been admitted.
In code messages, each code word,
whether real or artificial, of 10 letters
or less, is counted as a word, and no
code word of more than 10 letters
can be accepted. If any words in
plain language of more than 10 letters
each are used in code messages, they
should be counted at the rate of 10
letters or fraction of 10 letters to a
word. In cipher messages, which may
be composed of groups of figures or
groups of letters, the groups are
counted at the rate of 5 figures or let
ters, or fractions thereof, to a word.
It should be remembered that in
cabling, every isolated character, fig
ure or letter counts as a word. Hy
phens and apostrophes are also
counted. Signs of punctuation are
not counted or sent unless they are
formally demanded by the sender, in
which case they will be charged for as
one word. The letters "ch" coming
together in the spelling of a word are
counted as one letter. In artificial
words, however, the combination is

80

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

TELEGRAPH RATES— NORTH AMERICA
BETWEEN NEW YORK CITY AND PLACES IN UNITED STATES AND
CANADA.
Day rate 40-3, means 40 cents for ten words and 3 cents for each additional word;
Night rate 30-2, means 30 cents for ten words and 2 cents for each additional word, etc.
Address and signature are free. Western Union and Postal Rates are uniform.

Places.

Alabama 
Alaska :
Eagle City 
Juneau 
Nome 
St. Michael 
Sitka 
Skagway 
Valdez 
Arizona 
Arkansas 
British Columbia: Grand
Forks, Nelson, New West
minster, Rossland, Van
couver, Victoria 
Atlin 
Port Simpson 
California 
Colorado 
Connecticut 
Delaware 
District of Columbia .
Florida 
Georgia 
Idaho 
Illinois 
Indiana 
Iowa 
Kansas 
Kentucky 
Klondike: See Alaska and
Yukon
Louisiana 
Maine: Portland 
All other places 
Manitoba: Winnipeg 
Maryland: Annapolis, Bal
timore, Frederick, Ha-
gerstown 
Cumberland 
All other places 
Massachusetts  -]
Michigan : Detroit, Mount
Clemens, Port Huron 
All other places  «
Minnesota 

Rate.

Day. Night.

60-4
3 . 80-33
2 . 60-23
4 . 80-45
4.30^10
2.40-21 2 . 90-26
3.40-31 1 "00-7 60^

50-3
3.80-35 2 . 60-23
4.80-45
4.30-402.40-212 . 90-26
3.40-31 1.00-7 50-3

1.00-7
3 . 25-24
2.75-19 1.00-7 75-5 25-230-2!30-2!60^
60^!
1.00-7 50-3
50-360^160—150-3

Places

1.00-7
3.25-232.75-18 1.00-7 60-4 25-1
25-125-150-350-3
1 . 00-7 40-340-350-350-3
40-3

60-4! 50-3
35-2! 25-1
40-3' 30-2
75-5: 60^

I
30-235-2|40-3 :
25-2 1
to i
30-2' I
40-3 50-3 I
to H
60-4 I
CO-4!

25-125-1
30-2 25-1

30-2
40-3 to
50-350-3

Mississippi 
Missouri :
St. Louis 
All other places 
Montana 
Nebraska 
Nevada 
New Brunswick 
Newfoundland: St. John's.
New Hampshire 
New Jersey 
New Mexico 
New York:
New York City 

Rate.
Day. Night.

All other places. ,

North Carolina ....
North Dakota 
Nova Scotia 
Ohio 
Oklahoma 
Ontario: Niagara Falls. . . .
Sault Ste. Marie.
All other places.. .
Oregon 

Pennsylvania 
Prince Edward Island:
Charlottetown 
Quebec 
Rhode Island 
South Carolina 
South Dakota 
Tennessee 
Texas 
Utah 
Vermont 

Virginia .

Washington 
West Virginia 
Wisconsin: Milwaukee.
All other places. . . .
Wyoming 
Yukon :
Dawson 

60-450-360-4
75-560-4
1.00-7 50-3
1.10-9 35-225-275-520-125-2 to
35-250-375-5 50-3
40-375-540-360-450-3
1.00-7 25-2 to
40-375-550-3
30-2 60^
75-5 50-3
75-5 75-5
35-2
40-3 to
50-3
1.00-7 40-350-360-475-5
4.00-27

50-340-3
50-360-450-3
1.00-7 40-3
1.00-9 25-125-160-4
20-1
- 25-140-3 60-440-330-260-4
30-250-340-3
1.00-7
1 25-1
r to
I 30-2 65-540-325-150-360-4
40-360-460-425-1
I 30-2
>• to
I 40-3
1.00-7 30-240-3 50-3
60-4
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 :
OJ^j eg » m oi
S m"S -a SV
+} PS t< P ^ h
^.^ O „T3 O
&*** ^
Allright  2
Responsibility (14 letters) .... 1
Unconstitutional (16 letters) . . 2
A-t-ii  \  ;.. a
Aujourdhui  i
Aujourd'hui  2
Newyork  1
New York  ,  2 l
Frankfort Main  2 1
Frankfurtmain  1 i
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
llh 30  3
44  1
44/2  1
2%  1
Two hundred and thirty four. . 5
Twohundredandthirtyfour (23
letters)  2
State of Maryland (name of
ship)  3
Stateofmaryland (name of ship) 1
Emvchf  :>
Ch 23 (trade mark)  1
ap
— "  1

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 soreign ports. To those

who live in New York, or in nearby
towns and cities, the notice will be
received in ample time to reach the
dock by the time the steamer warps
in. The service for New York, New
Jersey and Hoboken is $1.00. Par
ties in other places who are interested
in incoming steamers can be notified
by paying this fee of $1.00, plus the
usual telegraph tolls for the ordinary
ten-word message. Of course, for
places not adjacent to New York, the
notice conveys the intelligence of the
near approach of home-coming
steamers, but hardly in time to enable
the steamer to be met.
On March 5, 1910, the night letter
service was inaugurated. The under
lying thought in establishing this 'ser
vice was to give the public the benefit
of _ the unemployed wires at night to
quicken correspondence at low rates to
take the place of letters by mail. The
rates charged are the standard day
rates for ten-word messages. For the
transmission of fifty words or less plus
one-fifth the initial for each additional
ten words or less. To be entitled to
this rate the message must be written
in plain English language and destined
for points where the telegraph com
panies have offices. Code messages
will be charged for at standard day or
night rates as the case may be and
night letters will not be accepted for
other line points. Night letters will be
accepted and collected on call in any
hour of the day or night for delivery
at destination on the morning of the
next ensuing business day by mail or
messenger. They will be transmitted
at the company's convenience during
the night. The special form, known as,
"Form 2289," should be used for writ
ing the night letter. Night letters at
the option of the telegraph company
may be mailed to the destination of
the addressee and the company shall
be deemed to have discharged its obli
gations in such cases with respect to
delivery by mailing such night letters
at the destination, postage prepaid.
By the time this book is in the
hands of the reader it is probable that
the combined telegraph and telephone
service will be in effect. The plan is to
allow those telephone subscribers whose
local telegraph office is closed for the
night to call up central and send a
telegraph message, which central will
transmit to the next telegraph office,
so that a telegram may be accepted
from a telephone subscriber at any
time during the twenty-four hours. It
is possible that this may be modified

82 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

MARCONI WIBBLESS IEEGUH C01PAHI OP AUHJtlCA.

TELEGRAM
TEOB HXBTCBH UOIOB TELEORAPH OOHF4.EZT

TELEGRAM

Deutsch-Atlantische TelejrraphenEresellschaft

ANGLO-AMERICAN TELEGRAPH COMPANY

CABLEGRAM

I?

'j^~SMi&<?C&i****.

; Kabclllniun Mw>diai lltulschlantl unJ Amtrlka.

=,Q^S^

via limilcn-Az.ircn.

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 cornbined telegraph-
telephone service will be.
WIRELESS TELEGRAPHY
Wireless telegraphy is, in theory,
closely allied to heliograpby, or signal
ing with flashes of light. The light
used, however, is produced electrically
and is invisible to the naked eye, owing
to the fact that it is made up of very
long waves, called Hertzian waves,
which vibrate too slowly to affect the
retina. The eye can only discern
waves which make from 4,000 billions
to 7,000 billions vibrations per minute.
However, the Hertzian ray resembles
light in that it can be reflected by a
metallic plate and can be refracted by
a prism of pitch, can be brought to
a focus with a pitch lens, and may
be polarized. Owing to the great
length of the Hertzian waves, almost
all substances are transparent to them.
The Hertzian waves were discovered
by Professor Heinrich Hertz, a young
German philosopher, during his ex
periments with the spark discharge of
Leyden jars and of the Ruhmkorff coil
in 1886 and 1887.
He found that when a spark leaped
the gap between the terminals, electric
oscillations took place in these termi
nals which set up magnetic waves in
the surrounding space, capable in turn
of setting up similar oscillations in
any adjacent conductor lying at an
angle to them. The waves were de
tected by using a "resonator," which
was merely a circle or a rectangle of
copper wire formed with a gap in one
side. When the induction coil was in
operation and the resonator coil was
held near the coil, a tiny stream of
sparks would leap across the resonator
gap. To better understand this phe
nomenon take as a crude example two
vertical rods in a pool of water and
on each a float free to slide vertically
on the rod. Now, if one of these floats
be moved up and down upon its rod, it
produces waves in the water just as
the electric oscillation produces waves
in the ether. These spread out in all
directions and on reaching the other
float cause it to oscillate up and down,
just as the magnetic waves produce
electric oscillations in the resonator.
Without going into a detailed his
tory of the development of wireless
telegraphy from Hertz's experiments.
it may be stated that the essential
difference between the apparatus used

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 :

Tadoxtss

Content
St- Johns ""\

CE Sydney '„* c«pe »ace

N

Norfolk kCape Hatteras

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)

Val<

RAtT C E /kwirfspmifj

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 Wellfieet,
Mass. The charge for such messages is $5.00
for 10 words or less, plus the regular tolls to
South Wellfieet. A new station at Palm Beach
has just been opened, rate $2.00.

PARTIAL LIST OF MARCONI TELE
GRAPH OFFICES ON SHIPBOARD.

AdriaticAlice
America (Italian)
?Amerika AnconaArabicArgentinaBalticBarbarossa

?Batavia Berlin
?Bliicher?Bulgaria Caledonia California
?Campania Canopic
?Carmania

*Caronia _
CarpathiaCedric
Celtic
?Chicago
?Cincinnati?Cleveland Columbia
CordovaCorsican '
Cretic Cymric
?Deutschland DominionDuca 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 EuropaFinland
FloridaFlorizelFriedrich der Grosse
Furnessia
?George Washington
Germania
?Graf Waldersee
Grosser Kurf urst
Grampian
?Hamburg Hesperian
IndianaIvernia
?K'rin Aug. Vic.
?K'r Wilhelm II
*K'r Wm. der Grosse
Konig Albert
Konigen Luise
?Kronpz. Wilhelm
?Kronpz. Cecilie
KroonlandLapland
?La Bretagne
?La Gascogne
?La Lorraine
?La Provence
?La Savoie
?La Touraine
Laura
Lazio Liguria
Lombardia
?Lucania?Lusitania Madonna

MainMajesticM. Washington
?Mauretania Mendoza
MinneapolisMinnehahaMinnetonka
Minnewaska
?Moltke Neckar
?New Amsterdam
New York
?Noordam Nord America
Oceania CItal.)
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
RomaRomanic
Rosalind
?Rotterdam?Ryndam SannioSan Giorgio
San Giovanni
Sardegna
SaxoniaSicilia
?Statendam St. Louis
St. Paul
TaorminaTeutonic
Tomaso di Savoia
Tunisian
UltontaUmbria Vaderland
Venezia
Verona
?Victorian?Virginian Zetland

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

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

¦ KijcirerorL

!T*?AEJ-4*^^L

A H A»R A
WIK.ELESS .MEDITERRANEAN STATIONS

MARCONI TELEGRAPH.

COMMUNICATION CHART.

-JANUARY  1910.
K liME LaNCrtUOC «

MARCONI CHART
Posted in companionway to show possibilities of communication for one month.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

(Continued from p:ge 85)
land stations for a vessel pro
ceeding to Plymouth would be to pick
up the following: Crookhaven, The
Lizard, Bolt Head, and Niton. Ves
sels proceeding to Liverpool would
first pick up Crookhaven, then Ross-
lare and Seaforth or Liverpool.
The following are the stations in
Belgium : Nieuport and Antwerp-
The stations in Italy are as follows :
Capo Mele, Palmaria, Capo Sperone,
Forte Spuria, Cozzo Spadaro, Monte
Mario, Becco di Vela, Asinara, Ponza,
Santa Maria di Leuca, Viesti, Monte
Cappuccini di Ancona, Venice Arsenal,
Torre Piloti di Malamocco, Bari, Ca-
gliari, Palermo, Naples, San Giuliano
di Trapani, Messina, Villa San Gio
vanni and Reggio.
There are also stations at Antivari,
Montenegro; and Port Said and Port
Tewfik, in Egypt.
The stations in the United States
are as follows : Cape Cod, Sea
gate, Sagaponack, Siasconset, South
Wellfieet (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 Wirpless Telegraph
Service maintains a large number of
stations, and a considerable number of
Atlantic, Gulf and Great Lake steam
ers, as well as Pacific Coast boats, are
equipped with their system. The rate
is $2 for ten words or less, and ten
cents for each additional word. Mes
sages sent to or from inland or coast
points, where the company has no

wireless station, bear an additional
charge for transmitting the message
by the Western Union or Postal Tele
graph stations, the amount of the ad
ditional charge being according to the
tariff rate of the company controlling
the land lines. No charge is made
for addresses or signatures.
THE DAT 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 se'ttled 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 you pay for your steamer
ticket always ask for baggage tags
which are freely provided by the
steamship company. Be sure that the
right labels are attached to every
piece of baggage. Use the stateroom
tag for the steamer trunk and other
articles of baggage which are to be
placed in the staterooms. If you are
likely to want access to a trunk during
the Vovage,' 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 delav 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
aaent, 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 Bids.)
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. (New Willard Hotel.)
Wilmington, Del.

SHIPS EQUIPPED WITH UNITED WIRELESS SYSTEM-
ATLANTIC, GULF

MALLORY LINE

Denver

Colorado

Concho

Sabine

San Jacinto

Alamo

Nueces

Lampasas
San Marcus

Brazos

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
City of Memphis
City of Augusta
City of Atlanta
City of Savannah
City of Montgomery
City of St. Louis

Nacoochee City of Macon

N. Y. & P. R. S. S. CO
Carolina Ponce
San Juan Coamo

RED "D" LINE
Philadelphia

Caracas

CONS. COAL CO.
Tug "Savage"

MAINE S. S. CO.
?North Star
Northland

?Manhattan

PANAMA R.
A neon
Cristobal

R. CO.
Colon
Panama

Advance
Allianca

EASTERN S. S. CO.
Calvin Austin
WILSON LINE
EstrimoOLD DOMINION S. S. CO.
?Hamilton ?Monroe
?Jamestown *Princess Anne
?Jefferson
LAMPORT & HOLT S. S. CO.
Vasari Verdi
VACARRO BROS. IND. S. S. CO.
Vacarro Rosina
MERRIT & CHAPMAN D. & W. CO.
ReliefAMERICAN MAIL S. S. CO.
Admiral Schley Admiral Dewey
Admiral Farragut
PENINSULAR & OCC. S. S. CO.
Gov. Cobb Miami
INTER. OCEAN S. S. CO.
I 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 SeptemberJ 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 hia "C. Q. D." or "S. O. S." into space

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

91

must be claimed at the pier prior to
boarding the steamer on. the day of
sailing. Passengers are advised to keep all
small pieces of baggage, such as hand
bags, satchels, etc., in their possession,
and take them on board personally
on embarkation.
The expenses connected with the
transfer of baggage from the pier to
the steamer or from the baggage depot
to the lighter or tender, thence on
board the ocean steamer and from it
to the delivery room, are borne by the
company. All matters with reference to bag
gage must be arranged with the bag-
gagemaster on the pier ; other em
ployees of the company are not per
mitted to accept commissions to at
tend to any matters which do not per
tain to their duties and positions.
On some lines the checking system
used by American railways has been
introduced to facilitate the transporta
tion of baggage between New York
and ports of call of the steamers, as
well as inland points in Europe, Lon
don, Paris, Hamburg, to which pas
sengers are forwarded by special
trains. To effect this through checking, a
perforated check is used, one part of
which is fastened to the baggage, and
the other given to the passenger.
EXCESS BAGGAGE.
Each cabin passenger, including
each child who pays half fare, is en
titled to the free carriage of hand
baggage and of a stateroom trunk
about 36 inches in length, 22
inches in breadth and 14 inches in
depth, or of a similar piece of baggage
about that size, to the place of des
tination. This applies to German lines
only. For each piece of additional
baggage, not exceeding 18 cubic feet
in measurement and 200 lbs. in weight,
the following charges are made :
1. Between New York and Ham
burg, Cherbourg, Bremen, Boulogne S.
Mer, Southampton, Plymouth, Gibral
tar, Genoa or Naples : eastbound, $1.00,
or westbound, M. 4, Frs. 5, 4 Sh., or
Lire 5. „,,_,..
2 Between New York and Paris via
Boulogne S. Mer: eastbound, $2, or
westbound, M. 8, or Frs. 10. .
3 Between New York and Pans
via Cherbourg : eastbound, $3, or west
bound, M. 12, or Frs. 15.
4. Between New York and London
via Plymouth or Southampton: east-

bound, $2, or westbound, M. 8, or 8
Sh. 5. Between German and French or
English Channel Ports, also between
French and English Channel Ports,
also between the Italian Ports of
Genoa and Naples : $0.50, or M. 2, or
Frs. 2.50, or 2 Sh., or Lire 2.50.
If the measurement or weight limit
above stated is exceeded, the charge
will be increased proportionately two,
three or more times the above rate. >
The liability of the company for
damage or loss, as well as for delay
in delivery, and any responsibility
which may legitimately attach to the
shipowner for the baggage, is limited
to $100.00 for each first cabin trunk ;
$50.00 for each second cabin trunk ;
$40.00 for each third cabin or steer
age passenger's baggage.
If the value of the baggage exceeds
these amounts, and greater compensa
tion is desired in case of loss or dam
age, the value and contents of each
package must be declared to the bag-
gagemaster before boarding the
steamer, and a charge of 1 per cent.
on the excess value must be paid.
The company does not assure re
sponsibility for loose baggage, prop
erty or personal effects of any kind
which remain in possession or care of
the passengers during the voyage.
Claims regarding damage or loss of
baggage must be made to the com
pany's representatives immediately
after arrival of the steamer at the port
of destination.
ARTICLES NOT ACCEPTED AS
BAGGAGE
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 OP TRAVEL

also be crated and their tanks must be
empty. The charge made for carrying
same is $5.00.
TRANSPORTATION OF ANIMALS
Dogs, cats, monkeys, birds and other
animals must be properly caged and
are kept below deck, in care of one
of the ship's employees. DOGS.
Dogs are not admitted into Great
Britain without a license from the
Board of Agriculture, and will not be
received on board any steamer without
such permission. The companies will
give detailed information to interested
parties. The expense of transporting
dogs is usually from $10.00 to $25.00.
They are taken care of by the butcher,
who should receive a fee for the same.
Dogs are not allowed at large on the
decks, although on some boats they
can be exercised with a leash. Trav
elers should ascertain this point, how
ever, from the purser or proper of
ficial on board. 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 have been
made whereby passengers can have same in
sured against loss by sea or land, including
risk of nre, 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 pee S100
1. $0.20 New York or Boston, to any
of the principal Cities or Towns in the United
Kingdom. 2. S0.20 New York to Cherbourg or Paris.
3. $0.32 J/£ New York or Boston, to any
of the principal Continental Cities, via United
Kingdom. 4. $0.12 \'2 Paris or Berlin to United King
dom only.
5. $0.33 M New York or Boston, to Cairo,
Alexandria, Genoa or Naples.
6. $0.37 Vz 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. $0.00 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 keys of the trunks must be
left with the proper officials. Always
write to the office of the steamship

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

93

company at the port of departure when
baggage is forwarded, in order that
the baggage may be gotten out of stor
age, and so that it may be placed on
the vessel without loss of time.
It is wise to ask the steamship
company to acknowledge the receipt of
such instructions, as nothing is worse
than to have a trunk miscarry at the
wrong time.

CHECKING OF BAGGAGE IN
BOND
The principal railroads have in
augurated a system of handling bag
gage in bond to and from points in
Canada and Vancouver ; also to San
Francisco for immediate shipment
from there to the East. Baggage in
tended for immediate, exportation to

TYPES OF BAGGAGE LABELS
The Big "B" shows how Baggage is Marked for Custom Sorting

94

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

these points, arriving at the Port of
New York, is forwarded in bond and
no examination is therefore necessary
on the part of the United States Cus
toms officials. Ordinarily, under this
plan, baggage will go forward on the
same train with "the owner; no charge
is made for the service except for
wagon transfer of such baggage from
the company's piers to the railroad
station. The uniformed agents of the
railroads meet all incoming steamers
and will make all arrangements for the
checking and bonding of baggage upon
request. A similar system is in operation in
Europe for the transfer of baggage be
tween cities having Custom-house
facilities. Baggage may be forwarded by fast
or slow freight. Slow freight is not
recommended as it takes too much
time. Passengers traveling to either Cher
bourg or Hamburg, and whose ultimate
destination is London, can arrange
with the baggagemaster on board
steamer to have their surplus baggage
landed at Plymouth for the purpose
of being forwarded by the local Ply
mouth agents, for storage. Such bag
gage will be examined by the Customs
authorities at Plymouth, and duty, if
any, charged on articles subject there
to, viz., wines, spirits, perfumery, to
bacco, cigars, cigarettes, etc.
STORAGE CHARGES
In forwarding baggage all incidental
expenses, including customs duty, por
terage, dock dues, cording, are payable
by the passengers.
Storage rates average about twenty-
five cents per month for each piece
not exceeding 100 pounds. This rate
does not always cover insurance which
should be arranged for specially. Local
transfer charges vary in different
places, but average about twenty-five
cents for each piece.
EXPRESS RATES
The following is a tariff of all rates
for express packages. 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 may
be considered to be maximum. Thus
we find another company offering ship
pings to Italy as low as 40 cents a
single pound to Genoa, 60 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-

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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 he 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 Joss
of the package. Jewelry and other
valuables should not be placed in reg
istered luggage.

The Rhine is very shallow; tha 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 to 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, where they are lifted bodily from
the wagon truck into the hold of the
steamer, and are not opened until they
reach their destination abroad. These
vans are constructed entirely of steel,
and are moved with equal facility by
road, rail or sea. The charges are in
clusive from door to door, with or
without insurance.

PART II.

THE VOYAGE

It is a good rule to always be at
the dock a full hour before the adver
tised time of sailing. This will enable
you to look after your baggage and
see that the smaller articles of baggage
are placed in the stateroom. The
stewards will usually, on request, lock
the stateroom to prevent the possible
theft of hand-baggage, rugs, umbrellas,
etc. The company assumes no re
sponsibility for loose baggage unless
placed in the hands of the baggage-
master. Visitors from other cities
should aim to reach New York the
day before sailing, and the same re
marks apply to those who sail from
Philadelphia, Boston, etc. It is very
essential that ample time be allowed
to transfer baggage from railroad sta
tions to the pier. After a reasonable
time has been allowed for the express
company to make the transfer, the pier
should be called up and the baggage-
master should be inquired for, then
make your inquiries as to whether the
baggage has been received, specify the
number of pieces, and the style, as
"steamer trunk," "Saratoga trunk,"
etc. In case of non-receipt, call up
the express company and have the
matter traced at once. If visitors are
stopping at a hotel or private house
where all the baggage is collected, a
cab should be taken to the pier. Allow
ample time not only for the run, but
for waiting at the pier, as there will
be many carriages on the day of sail
ing. When the vehicle comes near to
the gang-plank the passengers should
alight and the baggagemaster should
be asked to put the steamer trunk and
hand-baggage in the stateroom. Stew
ards are on hand to make the transfer.
Trunks which are not wanted at all
during the voyage should have a "hold"
label or label which says, "not
wanted." Trunks which may be
needed during the voyage should have
a "wanted" label attached ; they will
then be put in a place where access
can be had at any time during the
voyage upon proper notice to the
purser, or other official in charge. The

baggage having been disposed of, the
visitor should buy such reading matter
as will be needed from the newsstand
and then the stateroom should be
sought. If the stewards lock up the
baggage there will be less anxiety
than if the stateroom is left open.
The passenger should then repair to
the deck to meet his friends. In the
height of the season and on a large
steamer, it is sometimes wise to ask
your friends to meet you in some fore
ordained place, such as the music-
room, the lounge, the main saloon, the
main deck, or near the purser's office.
Lists of passengers in printed form
can be obtained at the purser's office,
chief steward's office, or in the saloon
before leaving. It should be remem
bered that many persons engage
passage a few hours prior to sailing,
so that the steamer lists are only ac
curate in a general way. There are
usually enough steamer lists so that
visitors can take one away with them.
The seating at table is referred to
elsewhere, also steamer chairs.
Ocean steamers sail promptly un
less they are held back by some un
foreseen circumstance, such as fog.
After bidding good-bye to friends it
is interesting to stay on deck until
the vessel warps out and she turns her
bow seaward in midstream. The 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
sailors have been getting out the sea
ladder for the pilot's descent ; at last
the steamer is abaft the pilot boat with
its yellow funnel looking not unlike a
private yacht. A rowboat is put off
from the steam pilot boat and the
sailors throw the rowers the rope and
the boat is trailed alongside and
brought underneath the sea ladder.
There is a sharp clank-clank in the
engine-room of the signals and the
machinery stops, while the pilot with
his little bag of mail shakes hands
with the captain and disappears over

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 bv 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 is not permitted after a certain
hour.

100

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Avoid asking the officers questions
about the navigation of the ship ; re
member that they have had to answer
these questions many thousands of
times, and eventually this becomes
wearisome even to the most good-
natured officers. The information
contained in this book ought to be
sufficient for the average traveler.
Passengers should under no circum
stances attempt to visit the navigating
bridge while the vessel is under way,

THE PURSER'S SAFE DEPOSIT VAULT
as this is absolutely against the rules
and interferes with the work of the
officers, who are responsible for the
safety of the ship.
VALUABLES
Steamship companies are not re
sponsible for money, jewels, or other
valuables of passengers. They should
not 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

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

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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.(10 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 (rin-ht
side, looking forward) and the Port (left).
The day commences at noon, and is thus
divided :-

Afternoon Watch
First Dog
Second Dog "
First
MiddleMorning 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 valry. Times for
meals are usually posted in the state
rooms or the stewards will be glad to
inform the passengers. Bouillon and
crackers are served on deck and in the
companionways, and tea is served at

Notice that Clock will be set For
ward or Backward

four o'clock. On some lines it is pos
sible to get a .supper at nine o'clock
in the evening, and on other lines
there is a buffet supper in the smoking
room in the evening, which is apt to
be elaborate. Passengers hungry at
any time can always obtain something
on application to the steward : no one
need ever go hungry at sea. The sea
air is so invigorating that the steam
ship companies expect to furnish very
full meals, except for those who are
physically incapacitated on account of
seasickness.

The Cunard _ Steamship Company have
decided to eliminate Queenstown altogether
as a port of call for their eastbound mail ships.
The slower liners "Caronia" and "Carmania"
will call at Queenstown on both their east and
westbound trips in the summer. By the
saving of time in dropping Queenstown, it
is expected that passengers from the " Maure-
tania" and " Lusitania will reach London on
Monday in time to connect with the nine
o'clock mail train via Dover-Calais, which
will land them in Paris at 5.50 a. m. Tuesday
morning. This will land passengers in Paris
from eighteen to twenty-four hours earlier
than by the present Cherbourg service
Special carriages forpassengers 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
warin dishes, besides four or five dif-

104

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

ierent 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

mg 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

I.
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 il 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
Xesselrode Pudding, Sauce Chaudeau
III. (Supper).
Potage Diplomate
Filet of Perch Pike au vin blanc
Larded Fricandeau of Veal il la
Milanaise
Tuttl Frutti Ice Cream
Vanilla Pastry
These are in turn selected from the
earte 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
Dlue Tench, Butter, Horseradish
Filet of Perch Pike au vin blauc
Entrees :
Roast Hare a l'Allemande
Tournedos, Mushrooms
Glazed Sweetbreads a la Trianon

Pheasant
Legumes :
Cauliflower
Early June Peas a l'Anglaise
Asparagus
French Fried Potatoes, Parsley •Potatoes
Mashed Potatoes
Compote :
Preserved Cherries
Prunes
Salade :
Lettuce Salad — Tomato Salad
Salad Romain
Entremets :

THE GALLEY
On an Ocean Liner is Firmly Anchored so that it is Secure in all weathers

Larded Fricandeau of Veal a la
Milanaise
Ragout of Chicken a l'lndienne
Corned Tongue in Burgundy
Grill (To Order 15 — :J,0 min.) :
M'xed Grill, consisting of :
Filet mignon, Lamb Chops
Kidnevs, Sausages, Tomato
Tenderloin 'Steak, Entrecote, Sirloin
Steak
Lamb Chops, Mutton Chops
Plats du jour :
Leg of Lamb, Pommcs Paysanne
Itr.tis :
French Pullet

Ice Cream Panache
Xesselrode 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
From the Grill : Beefsteak
" " " French Mutton Chops
Fried Sausage, Mustard Sauce
Rostock Steak
Vienna Veal Steak
Filet Mignon Rossini
Fried Yorkshire Ham
Fried Wiltshire Bacon
Saute and Baked Potatoes
French Fried Potatoes
Potatoes Macaire
Griddle-Cakes :
Cerealine & Buckwheat
New-laid Eggs

Every first class- passenger has access
to the restaurant. The prices charged
are similar to those of the grill room
in the famous Carlton Restaurant.
London. An allowance of !p25.00 is
made to every first class passenger on
ships where the Ritz's Carlton restau
rant service is in commission, provided
that no meals be taken in the main
saloon. In some cases where the
passengers eat little, if at all, this ar
rangement is rather economical, espe
cially on a very fast steamer which
only occupies a small number of days
in making a passage. Passengers who

A MECHANICAL KITCHEN
Which Makes the Cook's Work Light, by Grinding, Cutting and Pressing

FruitCocoa

Ginger Tea

Scrambled Eggs Orientate
Omelette Parisienne
Eggs De Lesseps
Banana Pancake
German Pancake
jelly Marmalade
Chocolate Coffee
Coffee freed from Caffeine
Fresh Milk & Cream
COLD : Roastbeef Turkey
Assorted Sausage
Gorgonzola & Edam Cheese
We also reproduce a earte du jour of
the Ritz's Carlton restaurant on board
a large express steamer. The idea of
having a restaurant on an ocean liner
is rather novel. Steamers which have
this innovation have the restaurant in
addition to (he private dining room.

appear regularly at the ship's tables
will usually find at the end of the
voyage the restaurant has been much
more expensive than if they had taken
their meals on the regular plan. It is
possible to change from the regular
service to the restaurant service on the
first day, provided notice is given to
the purser immediately after sailing.
The special regulations, etc., relating
to this matter vary on different lines,
and the purser should be consulted.
Passengers who have engaged their
passage without meals, and who on ac
count of seasickness desire to have
their meals served in their rooms or
0:1 deck, will receive their order either
from the kitchen of the restaurant.

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RITZ-CARLTON MENU
110

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

If possible, orders should be omitted
during the busiest hours of the day,
say from 1 to 3 and 6.30 to 8.30.
Vouchers should be signed for .the
above-mentioned meals. Meals are usu
ally served ;"i la carte ; breakfast 7.30 to
11 ; luncheon 1 to 3 ; dinner 6 to 8.30.
The orchestra usually plays from 1 to
3, and from 7 to 0 in the restaurant.
Supper can be obtained up to 11.15 at
night. A person whose means are
very limited will hardly be able to
travel having restaurant service, but
the cost of food may be readily figured
from the bill of fare, the prices being

SMOKING ROOM
Cigars can be purchased on the
steamers, but it is recommended that
smokers carry a box of cigars, each
one of which is wrapped in tinfoil
and wax paper ; this will keep the
cigars in prime condition. The sea air
is very destructive to the flavor of
tobacco. Smoking is not allowed in
staterooms or in the companionways,
but is allowed on deck and in the
smoking room, and usually in the
lounge. P.issergers are not allowed to take

ELECTRIC MASSAGE AND THE ELECTRIC BATH
Are Luxurious Accessories

given in marks : Thus, a portion of
filet of beef costs 2% marks ; aspara
gus tips, 2 marks ; ices, 1 mark 50
pf. From this it will be seen if all
meals are taken in the restaurant the
expense will be easily $6.00 or $7.00
. a day ; fees are given at each meal !
With this information the reader can
readily determine this matter of liv
ing at sea. 
Third class traveling is entirely practicable
in England and Scotland, also Wales, but
the third class is not recommended for Ireland.

20,000 tourists visit Norway each season.

liquors on board for their own use,
but they can purchase all they require
at the bar at more moderate rates than
on shore, either by the glass or bottle,
as there are no duties to pay. Wine,
beer and mineral waters are also
carried by every steamer and are for
sale at moderate rates. Wine cards
should be signed for wine, but the
stewards should be paid for all other
articles at the time of consumption,
as they cannot le charged. The head
steward will collect at end of voyage.
All accounts in the smoking room are
payable at the time.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

111

THE BARBER
The barber is an important adjunct
to the comfort of the male passenger
on the modern trans-Atlantic steam
ship. In addition to performing the
various functions of a barber, he also
usually sells caps, pocketbooks. foun
tain pens, souvenir postal cards and
other souvenirs, as well as pressing
clothes and doing minor repairs to
the clothing. The charges are usu
ally fixed by the authorities of the
line, and vary somewhat with the dif
ferent lines. Shaving is one shilling.
or twenty-five cents; 'hair dressing and

THE BARBER SHOP
shampooing is usually done for the
same fee on English lines. The hours
are usually from seven in the morning
to seven in the evening ; the passenger
is not expected to apply for a hair
cut or shampoo except between the
hours of noon and 5.30 P. M. Ac
counts with the barber are settled im
mediately after each transaction.
BATHS
An ample supply of baths for both
men and women are provided on the
modern liner. The men's baths are in
charge of special bath stewards, who
will prepare a bath at the same hour
each morning. The room steward will
arrange the time with the bath stew
ard. Ladies desiring baths should
consult their stewardess. All those
having baths are expected to give
gratuities to the bath steward or the
stewardess. See special section re
lating to fees. Fresh or salt water,
hot or cold is supplied at will. One

steamer has one entire deck with a
bath for every stateroom, 86 in all.
On some of the latest vessels an
electric bath is provided for the use
of passengers.
On one or two vessels, Turkish
baths are provided, which consist of
the usual hot and cold rooms, steam
ing rooms, plunge bath and massage
couch. The plunge bath is usually
open to gentlemen from 6 to 8 with
out charge, and Turkish baths are'
usually available from 9 to 12 for
ladies, and from 2 to 6 for gentlemen.
The expense is usually $1.00.
LETTERS FOR RETURN BY
PILOT
Passengers who are desirous of send
ing letters to friends should have them
ready and stamped at least half an
hour before the pilot is dropped. On
vessels leaving New York, American
stamps must be affixed ; on vessels
leaving England, English stamps must
lie used, and the same with other for
eign countries.
During the voyage letters may be
posted in the special box provided for
the purpose, and where there is a sea
post office, they will be sorted en route.
Passengers wishing to send tele
grams and cablegrams, or Marconi-
grams, should apply at the purser's
office. That official, or his clerk, us
ually issues a receipt for the amount of
the charges paid. Passengers should
keep these receipts, as complaints about
the loss of telegraphic messages can
not be remedied if no receipts can be
produced in support of such claims.
TOILET ACCOMMODATIONS
The modern ship offers adequate
toilet accommodations which in the
vessels of twenty years ago did not
exist. The closets are flushed with sea
water by means of special pumps and
piping. Where private bath rooms are
secured a private closet is included. A
red light usually indicates the ladies'
toilet and the gentlemen's toilets.
Lavatory accommodations are pro
vided in all.
HAIR DRESSING AND MANI
CURING
Several of the principal steamships
carry a ladies' hair-dresser and mani
curist. The rates are usually fifty
cents for hair-dressing and seventy-
five cents for hair-dressing and sham
pooing. The rate for manicuring is
usually fifty cents.

112

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

BEDDING
Sufficient bedding and towels are
provided by the company, land an extra
supply may be obtained by sending for
the room steward. It is not permitted
to take pillows or blankets on deck.
An ample supply of cold fresh water
is provided daily to every stateroom
for the use of every passenger. Warm
water for shaving and washing pur
poses can be obtained in the morning,
or before luncheon and dinner. It is
customary for the room steward to
bring hot water in the evening even
without asking.

READING MATTER
On certain ships there are book
stalls where works of fiction, travel,
guide books and periodical literature
can be obtained. Such stands should
be on every vessel. Periodicals are
sold on the piers of all lines. Every
steamer carries a library for the free
use of passengers. Books can be taken
to staterooms, but should be returned
to the library steward before landing.
Remember that he has to pay for all
books lost. The Scientific American
will be found in the reading rooms of
150 ocean and coastwise steamers, and

MANICURING
Is a Feature on Many Ships

DEPARTMENT STORE
On one ship at least there is a
"department store," so-called, although
it is only a counter where notions and
other articles needed by travelers are
sold. Similar stalls should be on all
ships, although the barber often sup
plies the minor necessaries of life.
FRESH FLOWERS
On some one or two ships a florist's
shop is carried, ensuring fresh flowers
during the voyage.

on 250 library and caf6 cars on rail
ways in the United States.
The following is a list of the ocean
and coast-wise steamship companies
where the Scientific Ajieiucan will
be found :
Allan Line.
American Line.
Anchor Line.
Canadian Pacific Steamship Co.
Great Northern Steamship Co.
Hamburg-American Line.
Holland-America Line.
Mallory Line.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

113

North German Lloyd Co.
Ocean Steamship Co.
Quebec Steamship Co.
Red Star Line.
Southern Pacific Co.
Ward Line.
Cunard Line.
Clyde Line.
White Star 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 It. 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 replaces 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.

SS. " U SAVOIE " Monday, January 3 rd 1910 Distance from Havre at 6 a. m. 790 miles

COMMENTS ON DIFFEKENT TOPICS BY LEADING
'< By special arrangement)

Le " .Figaro " ii\i :
A la suite <)'une interview avec Sir Charles Dilkc Mir la si
tuation politique anglais?, celui-ci a ileclan1, que hi victoiri; ell's
liberaux e'LiiL un obstacle mix ftrmemenfcj brilanniques ct l'a-
doption - d'une politique exfe'ripure plu* limide. Sir Uiarl-'s
Dilke, a repondu qu'alicune difference n'exiatail'eiHrti la poli
tique militaire el telle de Id marine el que les deux paVlis sau-
raienleyalement consent ir au\ sacrifices pour I J (idluiise nalio-
fiale.

¦Ifi" Times "Oil :
Les minislivs onl pu ?r> rendiv compte aiUf di.rnien* elec
tions que 1'eleeleur aux opinions moilereeft elail eiilre en revol-
(te. Nous pensons que si IVmpin1 brUannique iloit elre saiive,
la reform? des impels seule peutlesauver inalSa condition que
la nouvelle auntie cowmenee aver, un nouveau. gouvernemunl.

* Figaro " gays :
In .in interview on the Lrili-h political situation. Sir Charles
Dilke declared'. that Ibe. victory or the liberals would mean
check to the british armaments and the adoption of a more
timid foreign policy. Sir Charles Dilke replied thi-re was no
difference between the naval and military policy; either parly
eaoli would consent like sacrifices for the national defence.

' Times " says:
Ministers may di.-cover Kite monlh at Hie polls that the so-
her thinking english voter 1ins ri^en in revolt. We believe that
if the empire h to be saved, the. tariff reform atone can save
il ; Die molly of I lie nation this month must be a new govern
ment for the new year.

Au Senat

At the Senate

"M. Gaudin de VillainrV d&-km! at] Serial queTAngleterre
avail 1'intention.de ce'der Gibraltar a i'Espagoe, Eu revanche
elle Oceuperait Tangerel les Ties Shaffdrines qui eommandenl
,le d<';lroit de Gibraltar.

Paris

Mr GaudindeYillaine created sensation in the Senalebydeclaring;
that England in flear future was intending ceding Gibraltar to
Spain i .in return' it would occupy Tangitrs and the Shaffariues"'
islands which command Ute passes of Gibraltar.

t.a Coupe Micheliri Paris
Le ce'lebre flviateiir franenis Henri Karma tl reale, delenleur
de la eoupe Msebthn puur I'annee 1909.

The Michelin Cup

La.Eletraite de M. tane Londrca
. M. Lane, doyen des magistrals de.Londres se relirera la se-
maine prochaine- pourraison de sante, a'pressoixante-dix an-
-'-sde- services uilolerrompues.

No teapeoiibiliij ondtrUkeo

The well -known french aviator .Henri Farmoo secures the .
Michelin Cup for year 1909..

.Mr Lane retires

London
Mr Lane Senior London magistrate "will retire next week
through ill healh after sevej>iy years of continuous service.

THE DAILY PAPER
Is a Reality on Many Steamers. The News Items are Rather Brief, but without the Wireless
there would be None

will often relieve headache and other
forms of nervous ailment, and also pro
duce refreshing sleep. In cases of in
digestion, the massage with antago
nizing massage rolls are recommended.
On some vessels the gymnasium is
open certain hours for gentlemen and
certain hours for ladies. In other
cases they are open for both at all
times.

TYPEWRITER
Some vessels carry one or more
typewriters who do copying and -take
dictation from passengers. As far as
possible business should be left at the
gang-plank on embarking.

A small package of toilet paper is often
useful, particularly in Italy and Spain.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

115

DECK GAMES AND AMUSED
MENTS
Deck quoits, shuffle-board, Dull-
board, and other games are provided
on the deck without any charge, un
der the direction of the quartermaster.
Chess, dominoes, and other indoor
games can be obtained on application
to the library steward. Games of
cards are also permitted in the loung
ing or other public rooms. Gentle
men should be very cautious about
playing cards, or other games, with
strangers, as professional gamblers are

MAKING READY ON THE ELEGTRIC
PRESS
to Print the Daily Newspaper with the
Marconi Messages
constantly crossing the Atlantic, look
ing out for the unwary. There is noth
ing unusual in the captain posting a
notice in the smoking room warning
passengers against gamblers. Games of
chance are not usually allowed on
Sundays in any of the public apart
ments in deference to the views of the
greater number of passengers.
The pillow fight on the spar is a
source of great amusement. Two men
armed with pillows sit astride the spar

and try to knock each other off. It
requires a great deal of knack to keep
one's balance while someone is pound
ing you with pillows. The players
are not allowed to touch the spar with
their hands. When a man begins to
-waver, the other redoubles his attack,
and slowly, but surely, the defeated
player tumbles off the spar into the
canvas which has been spread to save
him. One of our engravings shows Ex-
President Theodore Roosevelt acting as
umpire in a pillow fight.
THE POOL OP THE SHIP'S RUN.
There are two kinds of pools on the
ship's run, which are made up in the
smoking-room. The simpler variety is
known as "Hat Pool" '"because the
drawing is done from a hat. or cap.
The smoking-room steward prepares
papers like a ballot numbered 1. 2, 3,
4, 5, G, 7, 8, 9, and 0. Ten take part
in the pool by paying ten shillings or
$2.50 each. This entitles them to
draw a number from the hat. The
one who draws the number which
coincides with the last figure of the
ship's run in sea miles at the time
when the log is taken at noon the next
day gets the entire sweepstakes. Thus
if the run was 568 miles, the one who
drew No. 8 would win $25.00. It is
customary for the winner to give ten
per cent, of his winnings to the smoke-
room steward who arranges the de
tails of the drawing.
The "Auction Pool" is more com
plicated. It is more interesting in a
way, as the players really bid against
the actual run. Twenty people get
together and pay twenty shillings for
the privilege of drawing a number
blindly from a hat, the numbers run
ning from say 540 to 560, or in other
words, from 540 to 560 sea miles
based on the captain's calculation,
which is asked from him by courtesy.
After the first drawing has been done
by the original members of the pool,
each number is auctioned off by some
one who is appointed as auctioneer.
Each of the original members of the
pool who have paid their twenty shil
lings must enter the competition if
they wish to retain their number.
They can also compete for any other
number. The bidding is apt to be
brisk and when the number is knocked
down, one-half of the money paid goes
.to the original member of the pool
Who drew the number which was con
tained in the hat, and the other half
goes in the pool. If the original
owner of that number bids his own

116

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

number back he has to pay one-half
of his bid to the pool. When all the
numbers have been auctioned off they
put to auction what are called the
"high field" and the "low field." The
"high field" includes all the numbers
above the highest number which has
been auctioned in the pool ; thus, to go
back to our 5G0, everything above 560
should be in the "high field." The
"low field" includes all the numbers
below the lowest number of the pool ;
thus, 539 would belong to the "low
field." These two fields, high and low,
usually sell for a high price at the
auction. The pool is always arranged

EDITING THE DAILY NEWSPAPER
for the evening before the run, of the
ship at the time when the log is made
at noon. The captain's calculations
may be correct provided the conditions
of weather, etc., remain the same as
when the guess was made. Here,
however, comes in the element of
chance ; if head winds, heavy seas or
fog are encountered, a low field would
be run : but if clear weather, fail-
winds should predominate, the result
would be entirely different and the
ship might run ahead of the sea miles
which the captain guessed. The suc
cessful holder of the winning number
is entitled to the entire pool, which is

always a matter of hundreds of dol
lars, and it is not unusual for the pool
to be worth as much as $5,000. Some
times a certain percentage of this is
given to charity for the widows and
orphans of seamen of the line.
"DECK QUOITS"
In playing this game six rope rings
are used, the object being to throw the
largest number of rings over a spindle
attached to a horizontal piece of wood
which sets on the deck of the vessel.
The proper distance for throwing the
rings is eight feet for ladies and twelve
feet for gentlemen. The start is usu
ally made nearer to the spindle and
the distance is then increased. The
score is kept upon a small blackboard.
which is usually provided, or with
pencil and paper. Any number of per
sons can play the game.
"BULL BOARD"
"Bull Board" is one of the favorite
games at sea. It is played with the
aid of a padded board which is like an
inclined plane. This board has num
bers upon it, also a square lettered
"B." Rubber disks or little bags of
sand are thrown at the board, the aim
being to get the discus or the little bag
of sand on the highest numbers. Six
disks are used in playing the game,
and the one having the highest score
wins. If a disk falls on the "B" the
player is disqualified or else he loses
his score and is obliged to begin again.
Any disks knocked off numbered spaces
are lost.
RULES FOR PLAYING SHUF
FLE-BOARD
On page 127 is shown the way in
which the sailors lay out the diagram
in chalk on the deck of the vessel.
The game gives exercise, and several
parties are usually playing at the same
time. The paraphernalia, which is
simple, consists of weights which are
pushed by sticks, as shown in our en
graving. Each one plays in turn, and
nothing is scored until the finish of
the round, when the players are credit
ed with the number of points marked
in the squares occupied by their
weights. The piece of an opponent
may be struck out of the square al
together. Should one of the weights
remain in the apsidal at the bottom,
marked "minus 10," this is deducted

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

117

from the player's score. In order to
win, the player must score exactly 50
points ; all over that number are sub
tracted from 50. Thus, if a player
scores the 46 and he scored 8 points
more, 4 would be added to make his
count 50 and 4 would be deducted,
which would thus leave a score of 46.
Sailors are always glad to give details
as to playing ring toss and other
games. MUSIC
On many lines small string orches
tras are carried on the steamers, and
their services are paid for by the com
pany, but occasionally a plate is passed
around by some of the passengers on

often surprising, is obtained from the
passengers. Only those who can really
do something worth while should ac
cept an invitation to take part, as the
audience is apt to be critical. A con
tribution is often taken for the bene
fit of some seamen's charities. Pro
grams (six pence or a shilling) are
sold for the same purpose. National
anthems form a part of the program,
and it is regrettable that so few
Americans have not more than a pass
ing acquaintance with "America," or
"The Star Spangled Banner," while
an Englishman is sure to know "God
Save the King," and "Rule Britannia."
To assist the memory, words and music

QUOITS
Serve to While Away the Morning

the day before landing, and on some of
the German lines there is a band and
passengers are expected to contribute
for their benefit. The offering is made
when the steward collects for the
passengers' wine bills ; the word musik
being printed across the bottom of the
bill. Nearly every steamer carries a
piano which can be used by pas
sengers. CONCERTS
A concert is often held at sea, al
though they are not as frequent as in
former years. The talent, which is

of the National Anthems follow ; ver
sions vary greatly, particularly in the
"Marseillaise," so the French words
are given as well. The increasing
shortness of voyages seems to be the
cause of the decadence of the ship's
concert. On German boats the cap
tain's dinner takes its place.
On one or two vessels a winter
garden is provided, tastefully decorated
with palms, tropical plants, and
flowers, affording a most delightful re
sort for passengers who can listen to
the orchestra.

AMERICA.

Rev. S. F. Smith.

Henry Carbt.

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1. My coun - tjgrl 'tis of thee, Sweet land of lib - er - ty,
2. My na - tive coun - try, thee — Land of the no - ble free-
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Note.— The stanza numbered 2a was written
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RULE, BRITANNIA.
SONG WITH (AD XIB.) CHORUS.
Dr. Arns (1710-1778).

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1. When Bri-tain first .
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3. Still more ma - jes -
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. at Heav'n's com-mand A-rose . .
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re-pair, shall td thy hap-py coast, thy hap - py coast re - pair,

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This was the charter.the char-ter of the land. And guar;dian.an - gels sang the strain.
While thou shalt flourish, shaltflour-ishgreatatid free, The dread aod en - vy of them aU.
As the loud blast, the blast that reods the sky, Serves bat to root thy na-tive oak.
Blest Isle with beauty, with match-less bean-ty crown 'd And mao-ly hearts to guard the fair.

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1st time Solo, 2d time Chorus.

Rule, Bri-tan-nia IBrl-tan-nia rule the waves, Bri-tons nev-er, riev-er shall be slaves.

THE MARSEILLAISE.

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THE MARSEILLAISE.

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THE WATCH ON THE EHINE.
Poetry by Max Schneckrnburgkr Mnsic by Carl Wilhelm.
Allcgro energico.

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1: A roar like thunder strikes the ear.Llke
2. A hun-dred thousand hearts beat higli.The
3. When heavenwards as-cends the eye.Our
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darts forth from ev .- 'ry eye, For Teu -tonsbrave,inuredby toil, Pro-tect their country's holy
roes' ghosts look down from high ; We swear to guard our dearbe-qnest, And shield it with the Gar-man
man sword strikes mighty blows/The Ger-man marksman take their atan<LNo foe shall tread our na-tive
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breast. Rhino. Hence.Fa - ther-Iand,be of good cheer.Thy Rhlneland watch stands firmly here 1 Dear Iand.dear
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Und-noch ein Arm die Biichse tpannt.
Betritt tern Feind hier deinen Strand I
Lieb Vaterland, etc.

DIE "WAOHT AM EHEIK".
1 Er blickt hinauf in BimmeUau'n,
Da Helden Vater niedeschau-n,
Und schvtort mii stolzer Kampfeslust,
"Du Bhein bleibtt deutsch ate metne Bruit." 8 Der gc],ww erfhallt, die Woge.rinnt,
Lieb Vaterland, etc. jfa Fahnen flattern hochim Wind.
Ad Bhein, am Bhein, am deutschen Bhfl*.
t So lang ein Tropfen Slut noch gluM, Wir °";»°"£*f '?'"'" '
Noeh aw Faust den Degen zUht, Ueb 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 h;s
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 landsman
goes to sea, unless he is an excellent
sailor, the movements of the ship and
the shifting lines and surfaces un
settle his visual stability, as the dif
ferent inclinations unsettle ,his mus
cular sense. The consequent derange
ment thus caused reacts on the nerve
centers and upon the visual sense, thus
producing nausea and vomiting. Per-

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 remedy is chlorobrom ; this

as space will permit. Remember that
seasickness is only a matter of two
or three days in most cases ; in the
majority of instances symptoms are
all over by the third day, and by the
fourth day the traveler could visit the
steerage with impunity. Some travel
ers, however, are always sick from port
to port, and they naturally dread the
voyage intensely. There is very little
hope for the comfort of people who
are so afflicted. A little aromatic
ammonia or cologne water is often
very pleasant in cases of illness. The

SHUFFLE BOARD
The Greatset Game at Sea

is a combination of chloramide and
potassium bromide. It should be noted
that this is not chloroform. Ammo
nium bromide is often efficacious.
Great care should be used in eating
if you ate 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 its presence :
Sodium bromide  4 drachms.
Ammonium bromide ... 2 drachms.
Peppermint water .... 3 ounces.
A teaspoonful before meals and at bed
time. Begin treatment three days be
fore going on board. When preparatory
treatment has been neglected and the
difficulty fully established, put a tea-
spoonful in half a tumblerful of water,
add a drop of fluid extract of ipecac,
and give a teaspoonful every five min
utes. It is said to generally relieve in
less than half an hour.
Another doctor recommends the fol
lowing :
Oxalate of cerium.... 2 grains.
Tincture valerian, am-
moniated  1 drachm.
Water  1 ounce.
Take at one dose.
A German doctor gives the following,
not as an absolute preventive, but as
producing good results :
Sulphate of atropine . . Ya 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 hypodermirally, 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. PEES.
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 "tie 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 berth occupied : Per Person.

$80.
$100. $125.
$250.$350.
$400. $500.

$2.00 2.502.50
3.00
3.504.00 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 the paying of fees will find
the end of their voyage very uncom
fortable, and they will undoubtedly
end in paying .the fees which they
have begrudged. It should be remem
bered that the stewards only receive
a very small compensation from the
company, and they nearly all have
families depending upon them. Al
ways figure that if you were not com
pelled to pay fees, your cost of ocean
passage would be increased. The fees
in the second cabin are about one-

THE ROOMY PROMENADE DECK
Gives Ample Room for Chairs and Exercise

ance to many passengers, and they
should not be compelled to pay for
something which they did not enjoy.
This is practically the list of fees as
regards the male members of the
party. Stewardesses who assist ladies
should be given fees which may be
reckoned at about two-thirds the fees
which are given to the room stewards.
Where no services have been rendered,
no fees are expected. There are, how
ever, very rare instances where this
occurs. The fees to the room stew
ards, table stewards, and bath stew
ards, should not be evaded by the pas-

half those paid in the first cabin.
All fees are payable at the time of
debarkation. Under no circumstances
pay any fees whatsoever until the end
of the voyage, as stewards' memories
are apt to be somewhat short. A care
ful perusal of the hints relative to
feeing will prevent annoying misun
derstandings. Some persons recommend that the
head steward be feed immediately on
coming aboard. This seems, however,
like an unnecessary expense, as the
conditions under which he is hired are
entirely different from those of the or-

132

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

dinary steward. New conditions have
introduced new problems into the fee
ing question : thus the gymnasium
steward should be feed if the gymna
sium has been used — fifty cents should
be sufficient. OCEAN STOP-OVER
Passengers who wish to disem
bark at a port of call when the
steamer is going to other ports should
notify the baggage master, or if there
is none on board, the purser, in order
that the baggage may be looked up

righted books ; they are liable . to be
confiscated if found. Passengers land
ing in England are allowed to bring
in a pint of drinkable spirits, or a
half pound of cigars or tobacco.
Such articles must, however, be de
clared to the Customs inspector. All
tobacco must be declared at the Ital
ian Customs under penalty of a
heavy fine. Living plants must
not be brought into Germany, and
the importation of medicines is pro
hibited in a number of countries on
the Continent, such as France, Nor
way, Russia and Sweden. A sufficient

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THE KITCHEN GARDEN OX THE '¦ AMEHIKA'
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

graph 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
1o 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 "OCEANIC1
Here the Mail is Sorted En Route

the passengers and crew, to sell post
age stamps, postal cards, etc., to the
passengers and crew, to distribute cor
respondence arrived for the latter, and
to watch over the safe delivery of the
closed mails at the ports of call and
the terminal port of the voyage. Fur
thermore, it is the business of the sea
post office clerks to receive telegrams
from the passengers and crew, during
the trip from the last port of call to
the German terminal port, to pre
pay them and forward them to the
place of destination immediately after
landing in the German port by a tele-

haven. During the stay of the steamer
at ports of call, only such letters can
be received as are prepaid by postage
stamps of the country in which the
port of call is located. Since January
1, 1909, a new tariff is in force by
which letters are carried between the
United States and Germany, and the
United States and England, for two
cents per half ounce. The ship letter
boxes must be emptied at least once a
day, and immediately before the arri
val at each port touched on the line.
All correspondence taken from the
boxes is stamped with the date stamp,

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

135

which is changed daily. During the
stay of the steamer at ports of call the
ship letter boxes must be kept closed,
so as to avoid letters prepaid by other
than the stamps admissible for the
respective country being dropped into
them. Upon the arrival of the steamer
at Quarantine Station at Staten Is
land the United States mail steamer is
found in waiting to take the mail and
convey it quickly to the harbor post

MAILING A LETTER AT SEA
office in New York, when the mail
carts carry it to the district post
offices or to the railway stations. The
time is surely near when all fast
steamers plying between New York
and foreign ports will be fitted with
floating post offices in which European
and United States post office clerks
will effect the postal traffic between
the three continents of Europe, Amer
ica and Asia for the benefit of trade
and industry. CIGARS
Cigars are good and cheap in Hol
land, fair in Germany and England,
and are extremely bad in France, and
the Italian cigars, particularly the so-
called "Virginias," with a straw and

broom corn to assist the drawing of
the smoke, are beyond the pale. Those
who do not enjoy the smell of tobacco
smoke should seek compartments la
beled, "For non-smokers," but where
the universal custom is to smoke, as
in Holland, the visitor has no guar
antee that this is a safeguard, but if
a passenger objects to smoking while
seated in a non-smoking compartment,
he can compel the officials of the train
to stop the offender. Ladies traveling
alone should occupy the special com
partment res. ved for them, usually
marked "Dames," or "Darnen," on the
Continent, as this is the only guar
antee that they will not have to en
dure smoking.

SHORT DAY TOI'ES 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 Yt 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 intheneigh-
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 possible per
formance of the boat prior to construc
tion. The nomenclature of naval
architecture is rather confusing to the
lay mind, with its "transverse meta-
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 20-knot "flier'."
P>road and chunkv 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;

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
they have frequently been observed to
be 500 to 000 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 must be
known and provided for, both when a
ship is running in ballast as well as
when she is fully laden. On the whole,
the ends of the ship tend to droop and
the center to bend upwards, and the
deflection is called "hogging." On the
other hand, when the center tends to
droop and the ends to bend upwards,

tied "The Boys' Book of Steamships,"
which should be in every library.
The principal member of the longi
tudinal framing is the center keel with
its keelson. In large vessels the keel
and keelson are joined together by a
rigid web, which virtually forms one
extremely safe and strong beam. On
either side of the keel are arranged
one or more keelsons, varying with the
size of the ship. The outermost of
these is placed where the bottom of
the ship begins to turn upward to the
sides, and is termed the "bilge keel-
sou." 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 do1 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 much as possible.
A ship is coaled either by hand or by
machinery ; where the latter is used it
is sometimes possible for a vessel to
discharge cargo and coal and get away
within twenty-four hours, as was done
in January, 1910, by a vessel of the
American Line. One of our engrav
ings gives an idea of what the stoke
hold is like. There are 204 firemen

140

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

and 120 trimmers on the "Maure
tania." They are divided into three
watches of 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

"rWuibirtji Hii&iiilSL

l[Rlf«r»*swm«'mFi'M

LONGITUDINAL SECTION OF THE TWIN SCIII V

1. Second Class Promenade Deck 14.
2. Reserve rudder machine 15.
3. Rudder machine le!
4. Second class Smoking room 17.
5. Second class cabin is]
6. Second class Ladies' saloon 19.
7. Second class Dining rocm 20.
8. Baggage room 2l!
9. Shaft tunnel 22.'
10. Rudder 23]
11. Screw 24!
12. Double bottom 25]
13. Vienna cafe Shelter 26.

Vienna cafe (smoker:-;
First class cabin
BathroomLavatory
Post office
Second class pantry
Second class kitchen
Firemen and trimmers
Engine room
First class Smoking rocm
First class cabins
Doctor's cabin
Barber's room

stability of the ship ; others are shov
eling coal into the wheelbarrows, in
which it is conveyed to the firemen and
dumped down before the 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 Tork 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.

28.

First class pantry

41.

29.

Scullery

42.

3(1.

Coal bunkers

43.

31.

Boiler room

44.

32.

Vienna cafe (non-smokers)

45

33.

Grand staircase

46.

34.

Dining room

47.

35.

Social Hall

48.

3fi.

Children's saloon

49.

37.

Chief Steward's office

50.

38.

Imperial suite

51.

39.

First class cabins

52.

Navigating house
Chart house
Captain's rooms
Reading and Writing room
Steerage kitchen
Steerage
Provision department
Goods hold
Chains
SailsSailors
Anchor machine
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."
1 Main Deck. 8
2 Lower Promenade Deck. 9
3 Upper Promenade Deck. 10
4 Boat Deck. 1 1
5 Bridge Deck. 12
6 Cargo Beams. 13
7 Mast. 14
15 Skylights.

Cargo Winches.
Rigging.
Derrick for Heavy Cargo.
Smoke Funnel.
Ventilators.BoatsBack 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.

1 Smoke Stack.
2 Winter Garden.
3 Boat Deck.
4 Sun Deck.
5 Boats
6 Quadrant Davit.

7 Boat Tackle.
8 Ventilators.
9 Various Deck Houses.
10 Boat Winch.
11 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
on 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

A A- . V.t

¦¦''IK ¦¦;,I>M«J?*M !¦> nl I

I ::ij-'~f''J T I '' -Ipr-, | * Ji S

Copyright 1909 by Munn & Co.
DEVELOPJIENT 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 37i 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 "MAUffE TAN /A "

LENGTH
Beam
Molded Deft,
Draft

the 'Half

7$ 0-0 "
38-0" 60'~O'
36-0-

00N

Lehgth 80'-0"
Beam /6 "-// "
Holoeo Depth /o'~ i "
Da>a rr 7'- ft"

the Clermont"
Length /SO'- O"
Beam A3'- 0 "
Mol £>£{> De pth 7'- 0"
¦ Draft Z'- O"

Copyright 1903 by Munn & Co.
THE DEVELOPMENT OF OCEAN VESSELS IN THE PAST THREE CENTURIES.
The "Half Moon" of 1609, if the wind favored, could sail about 6 knots. The "Clermont"
of 1807 made 4£ knots. The "Mauretania" in 1909 crossed the Atlantic at a 26-knot gait.
The engine and boiler rooms of the Mauretania could accommodate five Clermonts placedend
to end. The "Half Moon" could be placed athwartship on the deck above with her hull and
masts entirely within the ship's structure.

146

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

bration is most disagreeable. This ab
sence of vibration is much appreciated
by the passengers, and there is also a
great saving in machinery weights and
spaces, and also in the weight of the
engine foundation and other hull fit
tings. This is not, however, entirely
true of the first attempts, as the sav
ing in favor of the "Carmania" tur
bines over the "Caronia's" reciprocat
ing engines was only 5 per cent. The
center of gravity is much lower with
the turbine, thus adding to the stabil
ity of the ship. Moreover, the high
rate of steam expansion in the turbine
leads to increased speed, combined with
economy of working. The higher rate

One of the Furnaces in the Stokehold

of revolution leads to the use of a
smaller propeller, thus lessening the
liability of racing of the screw. The
"Lusitania" and the "Mauretania" are
each propelled by four screws. The
two outermost are driven by the high-
pressure turbines, while the two inner
shafts are driven by the low-pressure
turbines ; each of these latter shafts
also carries a high-pressure turbine ar
ranged for going astern, since the tur
bine cannot be reversed like the ordi
nary reciprocating engines. When
going ahead these reversing turbines

are revolving idly. Each of these high-
pressure turbines is in a room by
itself, while the two low-pressure
ahead and high-pressure astern tur
bines are in what may be called the
main engine room in the center of the
ship. It is believed that a more ex
tended account of the "Mauretania"
and "Lusitania" as being the largest
and fastest vessels in commission at
the time this book goes to press, and
which will continue so for another
year or so, may prove of interest. The
following material is taken from the
Scientific American :
The dimensions of the "Maureta
nia" are interesting, as will be seen
by the following tables :
Length over all  790 feet
Length between, perpen
diculars  760 feet
Beam extreme  88 feet
Depth molded  60 ft. 6 in.
Gross tonnage  33,200 tons
Net tonnage  11,900 tons
Maximum draft  37 feet
Displacement at this draft 45,000 tons
These dimensions render these ves
sels by far the largest ever built or
projected, except the "Olympic" and
"Titanic," referred to elsewhere. They
are 88 feet 6 inches longer than the
swiftest of the big liners, the "Kaiser
Wilhelm II," and the "Mauretania"
is 2% knots faster than that ship.
They are over 100 feet longer even
than the "Great Eastern," and of 5
feet greater beam.
The "Mauretania" has nine decks —
the lower orlop, the orlop, the lower,
the main, the upper, the shelter, the
promenade, the boat, and the sun
deck. The motive power, including
engines, boilers, and coal bunkers, oc
cupies 420 feet of the mid-length of
the vessel from the main deck to the
hold, and therefore it can be readily
understood that there is practically no
space for cargo, the vessel being
purely a mail and passenger ship.
The passenger accommodation is pro
vided on the six decks above the water
line, from the main deck upward. The
shelter deck is given up to the of
ficers and crew, the latter being for
ward and aft. On this deck also are
specially isolated hospitals. A feature
which will be greatly appreciated by
invalids and those who may be tem
porarily indisposed, is the provision of
two electric passenger elevators at the
center of the ship, with landings at
each of the six passenger decks. It is
a curious fact that the use of ele-

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

147

vators at sea was first suggested by
the writer, although the idea was
promptly appropriated by a number of
different lines. Some of the elevators
as installed were not placed as the
writer planned, and are therefore of
rather less utility than might be ex
pected. They are properly con
structed, however, in the "Maureta
nia" and "Lusitania," being near the
center of the ship. The "Maureta
nia" and her sister ship are con
stantly breaking record after record
during the busy season, so that even
the figures given elsewhere in this
book may be superseded at any time.
Perhaps the greatest interest at
taching to the "Mauretania" centers
in her turbines, which were con
structed by the Wallsend Slipway and
Engineering Company. The motive
power is developed on four shafts,
each carrying one propeller. The two
outer shafts are driven by two high-
pressure turbines and the two inner
shafts by two low-pressure turbines.
At the after ends of the low-pressure
turbines, and on the same shafts, are
located the turbines for driving the
ship astern. The inner shafts turn
outward and the outer shafts inward.
The total contract power is 68,000, di
vided equally upon the four shafts.
The speed of revolution is about 180
per minute.
We direct attention to the very in
teresting plan of the turbine plant,
which gives an impressive idea of
its vast proportions. Thus the high-
pressure turbine has an internal di
ameter of 10 feet and is over 25 feet
in length, while the total length from
the forward end of the low-pressure
turbine to the after end of the astern
turbine, which is placed immediately
after the low-pressure, is not far
short of 100 feet. The low-pressure
turbine casing is a truly enormous
piece of work, having an internal di
ameter of 16 feet 6 inches. This, be
it noted, is slightly larger than the
diameter of the Rapid Transit tunnel
tube below the East River. It is es
timated that the weight of the ro
tating parts of the low-pressure and
astern turbines combined is more than
200 tons, and yet so accurately is the
work lieiug done that the methods of
lining up adopted provide, for an ad
justment of this 200 tons of about
1-3,000 of an inch. Moreover, al
though the circumferential speed will
be about 11,500 feet per minute, there
will have to be a minimum clearance
in the high-pressure of 0.1 inch be

tween the blades and the surface of
the casing. All the casings of the
turbines are of cast iron, while the
rotors and dummies are made of
Whitworth fluid-pressed steel, as are
also the disk wheels of the rotors.
The low-pressure rotor is 12 feet in
diameter. The casings are fixed to
the bedplate at one end, but the other
end is free to slide longitudinally in
slipper guides under expansion and
contraction. Other dimensions show
ing the great size of the turbines are
those of the exhaust ports from the
low-pressure casing to the condenser,

W^"

t i
0B <{ H^^^HHbii^

The Starting Platform of the Engine Room
which measure 11 feet by 16 feet in
the opening. The blades of the tur
bines vary from a few inches in length
at the admission end of the high-pres
sure turbine up to a maximum length
of 22% inches at the exhaust end of
the low-pressure turbine. The high-
pressure turbine shafting is 27 inches
and the low-pressure 33 inches in
diameter. Twenty-five cylindrical boilers are
necessary to supply steam to the
above-described turbines. Twenty-
three of these boilers are double-ended
and two are single-ended, and between
them they carry 102 furnaces. The

148

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

double-ended boilers are 17 feet 3
inches in diameter, and 21 feet long.
They are to work under the Howden
forced-draft system. Between them
they have 160,000 square feet of heat
ing surface and nearly 4,000 square
feet of grate area. The pressure at
the boilers is 180 pounds, and at the
turbines 160 pounds. The boilers are
in four separate stoke holes, with
seven boilers in the forward stoke hole
and six in each of the others. In our
illustration the boilers are shown ar
ranged in the erecting shop exactly
as they now stand when looking

Since the ship does not move on a
solid base, like, for instance, a cart
on the road or a train on the rails,
but travels in the liquid element, the
latter is liable to knock her off her
course, even from an insignificant
cause. She must, therefore, be perma
nently maintained on her course by
powerful, absolutely safe working or
steering gear. Since she accommo
dates thousands of people, to say noth
ing of large quantities of cargo of
immense value, a ship must be fitted
with devices which will enable her to
successfully detect am? overcome in-

ii —vr

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ONE OF THE ENGINE ROOMS OF THE "SAVOIE'
Showing the Traveling Crane
'athwart the ship. For each group of
six boilers there is a smokestack
which extends to a height of 152 feet
above the keel of the ship, and these
smokestacks, which are elliptical in
section, measure 17 feet 6 inches by
23 feet 6 inches.
_~ SAFETY AT SEA
,. 'General Considerations. — First of
'all, the ship, like any other self-pro
pelled conveyance, must have a pro
pelling mechanism, enabling her to
reach her destination safely without
assistance, even if one or another part
6f 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

u>-

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 manceuvering of the ship
an independent and reliable steering
gear is required above all this, and no
part of the construction of the ship
is watched with greater attention
than the rudder. Formerly, the rud
ders of large ships were constructed of
cast steel. Now they are usually built
entirely of wrought iron or forged
steel, which metals offer the greatest
possible safety against fracture. The
rudder is worked by the main steering
engine, which is located at the stern
of the boat. The steering device is
worked by the quartermaster at the
wheel, which li'es directly back of the
bridge. A simple turn of the hand
actuates the shaft, which runs the

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

151

length of the boat, communicating
with the valves and their mechanism
of the steering device. Besides the
main steering engine one or two auxil
iary engines are provided, as well as
the device by which the rudder may
be worked by hand power, if the
auxiliary engines should likewise fail.
A hydraulic system is also provided
on some vessels in place of the shafts.
A duplicate system is often employed
where the hydraulic plan is used. In
order that the helmsman may at any
time ascertain the position of the rud
der, an electric steering indicator is
placed in front of the wheel.
Secondary Bridges. — On the large
steamers there is a second bridge
abaft. Some vessels have even a third
one amidships. These bridges are fitted
with the respective appliances for a
continuous communication by tele
graph or telephone with the forward
bridge, which is the brain of the ves
sel. This is necessary, especially dur
ing manoeuvering within the harbor or
in warping in to the pier.
Engine Telegraph. — In order to in
sure the accurate carrying out of the
manceuvers a reliable engine-room
telegraph is provided. These large
signal dials on their brass posts seem
out of all proportion to the service
which they have to perform. It is
necessary, however, that the telegraphs
stand the shock of the waves without
impairing their efficiency. The pe
culiar sound of the "clank-clank" of
these signals can be heard, especially
when the speed is reduced to take on
or off the pilot. In the case of the
engine-room telegraph being out of or
der, there are speaking tubes and spe
cial telephones arranged from the
bridge to the engine-room.
The engine telegraphs have dials
which correspond with each other on
both the transmitter and receiver. By
means of a hand lever a hand can be
moved to one of the divisions marked
"stop," "slow speed," "half speed,"
etc. The hand of the receiving in
strument immediately moves to the
same division, while a bell signal calls
the attention of the engineer on duty
to the signal. The order is carried
immediately, while another engineer
brings the lever of the receiver in line
with the signal indicated, which im
mediately transmits the signal to the
bridge, showing that it has been cor
rectly understood and obeyed. The
bell signal in the transmitter also
rings, so that all of the officers on

the bridge can hear it. There are
also special indicators showing the
position of the rudder and all its
movements. Other devices indicate
the speed of the main engines, on the
bridge. The loud speaking telephones
are necessary on account of the great
noise of the machinery.
Anchors. — Sometimes it becomes
necessary to stop the ship, especially
before entering a port. In order to
prevent the vessel from being swung
to and fro by the currents that are, as
a rule, to be found in such places, the
anchor is dropped. In view of its
great importance to the safe ma-

The Engine Telegraphs are on the Bridge
and other Parts of the Vessel

noeuvering of the ship, the anchor, as
well as the chain cables and the wind
lass, must be very strongly con
structed. Moreover, there are always
several reserve anchors on board. For
the warping of the ship alongside of
her pier a number of capstans are
provided, distributed fore and aft, to
gether with means for handling or
fastening the hawsers.
The Bridge. — Practically everything,
including the manipulation of the an
chor, is controlled from the bridge,

152

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

which has the important instruments
and signals, including the compass.
The wheel house, etc., are carefully
closed in. This is not, however, any
guarantee against damage, as the
"Lusitania," whose bridge is 80 feet
above the level of the water, sustained
severe injuries 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

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 Vnsinl-ahlc Hull. — ¦
The hull of a modem 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
hull is divided np 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 Bridge Operates the
Rudder Several Hundred Feet Away
door closing automatically behind ; it
cannot be left open. A mechanical
bell is fitted to every door and rings
automatically as the door closes. An
arrangement is also provided so that
the officer on the bridge can see by
means of an electric indicator the posi
tion of each door, whether open or
closed. Boats and Life Belts. — There are
many minor safety devices on the ship,
such as life belts with automatic light
ing attachments, which become lighted

154

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

as soon as they strike the water.
These are kept on the bridge. Devices
also exist by means of which life belts
are cast automatically into the water
by a single turn of the wrist ; after
they have all been released a light
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 within the ves
sel is, of course, the danger of fire,
since it might readily cause the loss
of the ship and thereby also cause the
loss of many lives and much valuable
property in the shape of the ship itself
and her cargo. Where several million
dollars are involved in the construc
tion and equipment of a ship, no
chances can be taken with fire. The
introduction of electric light on board

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 190S. In brief, it consists
of a square case located 6n the bridge,
which serves as a terminal for a num-

fW

w

The Hydraulically Closed Bulkhead Doors
are Closed in Twenty Seconds from the Bridge
her 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 manceuvers 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 navy.
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 which blow
the whistle at regular intervals in the
fog. Pilot Signals — When approaching
the coast it is customary to raise a
flag called a pilot flag, which indicates
that a pilot is desired. These pilot
flags are of various kinds, and usually
consist of some modification of the

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 ^Yirclcss. — 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

100

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

side. It should be remembered that
sound carries about four and one-half
times quicker in water than in air,
and that signals of this nature can
be distinguished at a distance of four
or five miles, and sometimes even at
greater distances, so that ships fitted
with this apparatus are capable of
keeping to the course directed by the
signals, even in the densest fog. Else
where will be found a complete list of
all of the shore stations, lightships,
tenders, etc., which are equipped with
this apparatus and the signals there
for.

The Rich Fire Detector Gained the Scien
tific American Medal for Safety Devices
Lighthouses, Charts and Other Ai<7?
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 of the superstructures, but there
were not nearly enough of tnem to af
ford shelter to the many passengers
who wished to stay on deck. More
over, such sheltered spots are usually
engaged by experienced travelers im
mediately on sailing, or even before.
On fine days passengers can sit on
deck quite pleasantly, but on windy or
rainy days all those who are not in
the happy possession of a sheltered
nook crowd over to the sheltered or
leeward side, for even the canvas cov
ers that are laid down at the railings
give but insufficient protection. The
new wind shelters, which have been re
ferred to, are very simple and consist
of partitions attached in a very in
genious way to the roof over the prom
enade deck. These are adapted to
fasten with bolts to the deck. These
partitions are made of wood or wooden
frames lined with canvas. The can
vas partitions are usually fastened by
means of ropes and metal rings or
cleats. In warm weather in the trop
ics the upper panels are removed to
provide a good ventilation without
draughts. the Ventilation of Ships. — The ven
tilation of ships presents a number
of difficulties which are 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 hea.vy 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

W m

1

L
Jl
r
U**""
1
- ;! , J-
I
B
1
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. Tliere 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 650 to 700. The
men are separated according to their
occupations and are accommodated
close to where they have to do their
work. The deck crew are berthed in
the fore part of the vessel ; stewards
and the kitchen personnel below or
close to the first and second cabins,
each with their own bathrooms ; the
stokers and coal trimmers have accom
modations close to the engine. In
order that the latter rooms will not
be affected by the. heat of the stoke-
rooms they are insulated with "Kiesel-
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 heatstroke
are usually green stokers, and coal-
passers who have not been hardened
to the severe work of the sea. The
food for the crew is similar- to that
given to the steerage passengers, ex
cept that it is more ample, according
to the hard work to be performed. The
crew on the 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 using, even for washing
purposes. EQUIPMENT OF THE VESSEL
Important progress in steam naviga
tion dates from the time when owners
of merchant vessels resolved to follow
the practice of the Navy in dividing the

mm mm ^^"v

:

j

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 manoeu-
vering, but also created greater safety.
If a vessel even met with the loss of
one of its propellers it was not com
pletely helpless. Besides, the arrange
ments for the comfort of the passen
gers could be much improved. The
first cost of this arrangement is nec
essarily somewhat high, but the safety

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 us sny. 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-

The 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 done by hand power only in the
case of small engines steam-driven
turning gear is resorted to. In large
steamers there is, moreover, a travel
ing crane, usually driven by electric
ity, which commands the entire length
of the engine room, and is able to lift
and move the numerous weights and
covers, pistons, etc., as if they were
feathers. Repair Shop. — All large steamers
have a repair shop equipped with elec
trically driven machine tools, enabling
all minor repairs to be made with des
patch. Steering Gear. — The steam steering
gear is a most important auxiliary
machine for the manoeuvering of the

ship and has been referred to else
where. Bilge Pumps, 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
kinds 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 •

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. It. Howden, which is published in
Loudon by E. Grant Richards. This
title is really a misnomer, and we
should be tempted to call it "Every
body's Book of Steamships," as it is
filled with the most accurate informa
tion, from which we glean some of the
following interesting particulars :
The ship's company of a great pas
senger steamer divides itself into three
sections, which we may call the deck,
or navigation, the engine-room, and
the personal departments. The deck
department comes first by right of pre
scription as well as by the fact that
its head, the captain of the ship, has
a very important position in the eyes
of the law as the ruler over his little
kingdom. But increasing responsibili
ty seems to be thrown upon the en
gine-room, and the captain is indeed
powerless if the engine-room reports a
serious breakdown. The captain is re
sponsible for everything which con
cerns the navigation of the ship as he
moves her from port to port. To his
absolute and unfettered judgment is
committed every detail of her han
dling, whether in calm or storm, in
foggy weather or clear. From his
post on the lofty navigating bridge he
has every detail of the management of
the ship under his control. In the
large liners he is in both telegraphic
and telephonic communication with
not only the engine-room, but with the
officers stationed at the great anchor
or warping capstans both fore and aft.
The ship is always taken into or out
of port by the captain himself, of
course with the aid of a pilot. On such
occasions the bow is in charge of the
first officer, who executes the orders
telegraphed from the bridge as to get
ting up or dropping the anchor, han
dling the warps used for mooring or
hauling off, and other similar work.
The after portion of the vessel is
under the care of the second officer,
who has charge of the operations in

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-
Lains 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 09
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 I am di
recting my course to starboard.
Two short blasts to mean I am di
recting my course to port.
Three short blasts to mean I am
going full speed astern.
The rules of the road at sea are sim
ple ; all steamers must keep out of the
way of sailing vessels, and all those
meeting end on keep to the right. The
most fertile cause of collision is when
steamers are crossing one another's
track. The rule for steamers crossing
one another is that the one which has
the other on its right hand, or star-

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

171

board side, must keep out of the way.
Of course, no rules are of avail when
the weather is so thick that ships can
not see one another in time, and the
more slowly the ship is going, the
more slowly will she answer her helm.
The care of all the steam whistles is
under the control of the officer of the
watch, who also, unless the captain be
present, superintends the making of
all the other signals. These signals
are actually made, in most ships, by
the quartermasters, upon whom also
devolve the raising and lowering of
house flags and ensigns.
The wireless telegraph, which is re
ferred to in extenso elsewhere, is the
most valuable aid to navigation since

a couple of years ago, when the wire
less fell to the deck. In the midst of
a terrible storm practically all work
was suspended on the decks until the
sailors had succeeded in rigging the
"aerials" and we were once more in
communication with Cape Sable. The
installation is not only used as an
aid to navigation, but commercial mes
sages are received from passengers as
well. A chart is exhibited, usually in
the companionway, intimating with
what passing vessels communications
are being maintained. Some ves
sels carry a post-office staff of mail
sorters, who sort up the mail during
the trip, so that as soon as it is land
ed it may be scattered at once to its

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
» 393
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 np
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 clanger such as that of fire
should threaten. Most or all of these
pumps must also be arranged so as
to be available for use in freeing the
ship of water in the event of collision
or any other like peril. Besides all
these there are the service pumps for
the domestic uses of the ship. Kitchen
and pantries need copious supplies of
fresh water, both hot and cold ; the
bathrooms scattered throughout the
vessel must be amply supplied with
both hot and cold fresh and sea water ;
while there are also the many lava
tories and water-closets to be served.
When we, remember the number of
people, passengers and crew, carried
on board a big liner, we can begin to
conceive of the complex labyrinth of
piping and the extensive pumping ma
chinery that these services demand.
Other auxiliary machines are the ash
hoists, where the pneumatic system of
ash ejectors is in use. This ingenious
contrivance distributes the ashes in a
constant brown stream twenty feet
from the ship's side. Labor is confined
to shoveling the ashes into a hopper,
time is immensely reduced, and the
decks are kept clean. The engineer
ing department also has charge of the
powerful winch and capstan engines
used for getting up anchor, stowing
the cargo and baggage, and such like.
There is also a large amount of steam-
piping for heating purposes, although
on many ships the cabins are also
heated by electricity as well. On the
"Lusitania," for instance, there are no
less than 06 auxiliary machines of one
sort and another, besides her main tur
bines. The engineers' work is by no
means ended when the steamer reaches
port. In fact, it is in port that the
foundation is laid which will result in

freedom from trouble and breakdown
at sea.
We now come to the stewards' de
partment, and again using the "Mau
retania" as an example, we find the
complement of the personal depart
ment as follows :
Doctor  1
Purser  1
Assistant pursers  2
Chief steward  1
Chief steward's assistants  2
Chef  1
Barbers  2
Cooks and bakers  28
Matrons  2
Stewardesses  10
Mail-sorters  7
Typists  2
Leading stewards, barkeepers, etc. 50
Stewards  367
476
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 iu 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. & Q.
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 built by John Brown & Co.,
Harland & Wolff, and two American
firms, the New York Ship Building
Co., of Camden, and Wm. Cramp &
Sons, Philadelphia. The Scandinavia
American Line vessels were mostly
built by Stephen & 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  81,475,812,580
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 area 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 an average 27.9 parts of chloride
of sodium (common salt), 3.2 parts
of chloride of magnesium, 2.2 parts of
sulphate of magnesium, 1.3 parts of
sulphate of lime and 0.7 residue. It
is estimated that there are 4,800,000
cubic miles of salt in the sea, which
would cover the entire earth to a
depth of 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,
but there are instances of quite steep
descent ; such are met with off the
west coast of Europe, Africa, Mexico
and South America, also near volcanic
and coral islands. But the bottom of
the deep troughs and basins nearly
everywhere presents the profile of the
dead level of a vast plain. Although
animal life presents its contribution
to the continental deposits in the
shape of broken shells of mullusca,
etc., they occupy only an accessory
position, and it is in the deeper parts
of the ocean that they constitute the
principal component. Globigerina
ooze, composed mainly of the micro
scopic shells of a genus Foraminifera,
covers over one-third of the ocean's
bottom ; it prevails in the medium
depths and especially where there are
warm currents, like the Gulf Stream.
The largest area is found in the At
lantic Ocean ; it predominates in the
northwestern part of the Indian, but
is restricted to the Polynesian
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 of pumice
and other volcanic materials. A depth
of 32.2 feet of ocean water is equal
to the pressure of one atmosphere, 15
pounds to the square inch. From
this the 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 in the
Atlantic and Pacific oceans blow with
great regularity all the year round on
both sides of the equator ; in the North
ern hemisphere from the northeast, and
in the southern from the southeast. In
the Atlantic the southeast trades are
the prevailing winds between the Cape
of Good Hope and Rio de Janeiro to
the equator, the northeast trades be
tween lat. 12° N. and about lat. 30°
N. The two regions are separated by
a region of light changeable 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 fhe 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 CiJart 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 15.6° is found. This appears to
indicate that it moves over a wedge
of cold water which comes from the
north and west and descends toward
the east into the depths of the ocean.
After leaving Cape Hatteras it grad
ually changes its northeast direction
into due east with constantly diminish
ing velocity and temperature until it
reacbes the southern edge of the Banks
of Newfoundland, which it does in
summer in lat. 42%° N. and in win
ter in 41 Vi ° 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, a'nd to the
effect of the unknown movement of
the sea itself, that is, the "current."
The Compass. — To obtain the
course or direction sailed the com
pass is the sole source of knowledge.
It may be considered that this is quite
sufficient, and so it is when thoroughly
understood ; but the compass is not
the simple and obedient servant of
the mariner that it is ordinarily
credited with being. "True as the
needle to the pole" may be outra
geously false, and usually is. The pole
that the free magnetic needle seeks is
the earth's magnetic pole, situated in
Arctic North America (latitude 70 N.
and longitude' 96 W. ) , not the geo
graphical one to which we are accus
tomed to refer ; hence the needle
points at an angle from the true north,
which depends upon the relative direc
tions of the two poles at the position
of the observer. This inaccuracy
amounts to about 9 degrees at New
York, about 15 degrees at London, and
attains a value of upward of 30 de
grees on a voyage between two
places ; at some points the error is
very large, and as may readily be con
ceived, in localities between the mag
netic and geographical poles the
"north" end of the needle points due
south. The error caused by this dis
crepancy in the indication of the
needle is called the "variation" or
"declination" of the compass ; its
value has been determined by observa
tions for all the navigable waters of
the globe, and the results are accessible
to the mariner, who makes allowance
for the false pointing of his compass
according to the position in which he

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

179

finds himself ; he must be careful,
however, to employ the value corre
sponding not only to the proper place,
but also the proper time ; for the mag
netic pole has a slow motion which is
constantly creating differences in the
values of the variation, so that in the
course of a few years a material al
teration takes place in this error in
each locality. In every vessel in which
iron or steel is used to any material
extent for construction or equip
ment, or in which these metals are
carried in the cargo, thgre is exerted
upon the compass needle a magnetic
effect independent of that of the earth,

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and the needle, instead of seeking the
magnetic pole, takes up a position
that is dependent upon the combined
influence of the magnetic force of the
earth and that of the ship. This
error is called the "deviation" of the
compass, and it exerts a different in
fluence and therefore produces a dif
ferent deflection of the needle, on
every different heading of the ship, in
every different locality, and on
every different angle of inclination
from the vertical or "heel" of the
ship ; in other words, it is different at
Yokohama from what it is at Singa
pore — different when the ship heads
northeast from what it is when she
heads southeast, different when she
heels to starboard on one slope of a
wave from what it is when she heels to
port on the other slope. It is not at
all unusual for the deviation to
amount to as much as 45 degrees. To
overcome this error it is customary to
"compensate" the compass — that is. to
place near the needle artificial deflec
tors which will oppose to each of the
various magnetic forces of the ship an
equal corrective force, and thus neu
tralize the disturbance under all the
various circumstances that may arise.
But even with the compass
thoroughly understood there are other
errors that may occur in the reckon
ing of the course : the helmsman may
be inexpert or the sea heavy, and in
consequence the ship may not always
heave as desired ; she may go off side-
wise, or, to use the nautical expression,
"make leeway," to an unknown de
gree ; and an ocean current for which
it is impossible to make accurate al
lowance may produce errors of both
course and distance.
The Log. — The distance run is the
second essential element of the dead
reckoning. It is ascertained by var
ious methods. In the early days of
navigation it used to be determined by
tossing a piece of wood overboard from
the forward part of the vessel and
then having a man walk aft, keeping
abreast of it as it was left behind by
the vessel ; the time it took the man
to traverse a known distance on the
deck afforded a basis for calculating
the speed.
The method was replaced by one
still in use on many vessels — "heav
ing the log." A "chip" or piece of
wood of appropriate shape is tossed
overboard astern, being arranged to
float in an upright position and thus
present a flat surface not easily drawn
through the water ; to it is attached a
marked line ; the chip remains sta
tionary while the line is paid out
from a reel ; the distance that the
chip is left astern in a given time
(usually indicated by a sandglass)
shows the speed of the vessel, the
marks of the line being so placed as to
give the results directly in knots.
THE COMPASS CARD.
The compass needle carries a card
divided into 32 "points." A point=
angle of 11° 15' and is subdivided
into quarter points of 2° 48' 45"
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.

Ohstrnatioii. — Absolute accuracy of
results in the recording of distance is
seldom attainable, notwithstanding the
superior means of determination that
exist in these latter days ; so that the
distance, like the kindred term of the
problem, the course, can never be re
lied upon implicitly, and the naviga
tor must look for a means to obtain.
from time to time, a fresh "dennrture"
bv which he may start anew his dead
reckoning. For this purpose observa
tions of the celestial bodies are made.
The Sextant. — For the taking and

heavenly body) is reflected to the
fixed mirror and thence, through the
telescope, to the eye of the observer.
When the one object, seen directly,
and the other, seen bv reflection, ap
pear to the observer to be in coincidence
the measure is made, and it only re
mains to read the amount of the angle
from a graduated scale over which an
index travels to mark the position of the
movable mirror on its pivot ; and so
nice is the graduation and so effective
the method of reading that angles may
be measured to the nearest ten seconds,

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

181

or to a 360th 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,

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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 ab parallel to the
fixed mirror the reflected image will
show the horizon B1 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 I1 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 I1 will show what
the angle of the sun with the horizon
(A C B1) 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 sextant by which he may
measure the angular height, or "alti
tude" of any visible body above his
horizon, and a chronometer rated to
the exact time of a standard meridian
(such as that of Greenwich), has at
hand all the means necessary for find
ing the vessel's position by means of
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.
How an Observation Is Taken. —
From the height of the sun above the
horizon at noon one is able to deter
mine his latitude. At the time of the
equinoxes, that is, on March 21 and
September 23, the distance of the
sun from the zenith (that is, when on
the meridian) is equal to the latitude
of the observer. For instance, at the
equator, or latitude 0, the zenith dis
tance would be 0, for the sun would
pass directly overhead. At the pole it
would be 90 degrees, for the sun
would just peep above the horizon.
At New York the zenith distance
would be 41 degrees, at Liverpool 53
degrees, etc., the latitude of New
York being , 41 degrees and that of
Liverpool 53 degrees. As it is im
possible to measure the zenith dis
tance with any degree of accuracy, be
cause there is no object directly over
head on which to train the sextant,
the altitude of the sun aborve 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-

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Officers usually make their observations in
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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 relv 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 with
strips of leather, cotton cloth and
woolen cloth at various intervals as
follows : At two fathoms two strips
of leather ; at three fathoms, three
strips of leather ; at five fathoms a
white cotton strip : at seven fathoms,
a red woolen strip ; at ten fathoms, a
piece of leather with a hole in it ; at
thirteen fathoms, a blue woolen strip ;
at fifteen fathoms, a white cotton
strip ; at seventeen fathoms, a red
woolen strip ; and at twenty fathoms,
a leather piece with two holes in it.
The object of using cotton and woolen
strips is to enable them to be dis
tinguished with the tongue at night.
A. considerably improved sounding
apparatus was invented by Lord Kel
vin. This apparatus is used as fol
lows : Without reducing the speed of
the steamer an ordinary lead is thrown
overboard together with a brass tube,
into which latter is inserted a glass
tube closed at the- top, but open at the
bottom, and painted inside with a coat
ing of red-colored chromic silver. In
proportion to the depth of water at
the respective place of sounding, the
sea water enters the tube only to a
certain height and presses the air
contained in it upwards. The chromic
silver is discolored by the water so far
as the latter has entered into the tube,
and on the principle of Mariotte's
Law the depth of the sea to which the
glass tube has descended can be ascer
tained. The lead is then hauled _ in
again by means of a strong piano wire,
and the apparatus is at once ready for
further use. The disadvantage of the
glass tubes being fit to be used only
once and having to be refitted with
chromic silver has been done away
with in the case of some steamers by
the use of tubes of dull glass which
show the height of the water entered
into them without a special chemical
substance being required, and need
only be dried in order to be ready for
further use.
Engine Room Signals. — One bell
means "Ahead slow," when the en
gines are stopped; but when the en
gines are working "ahead slow" or
"astern slow," one bell means "Stop."

184

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

When the engines are working "full
speed ahead," one bell means "Slow
down." The jingle bell means "Full
speed ahead" when the engines are
working "ahead slow," and "Full speed
astern" when they are working "astern
slow." Two 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 "Rererse 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

1S5

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, quiet tints or colors,
with soft, undefined forms of clouds,
indicate and accompany fine weather,
but gaudy or unusual hues, with hard,
definitely outlined clouds, foretell rain
and probably strong wind.
Remarkable clearness of atmosphere
near the horizon, distant objects, such
as hills, unusually visible or raised (by
refraction) and what is called "a good
hearing day," may be mentioned among
signs of wet, if not wind, to be ex
pected. More than usual twinkling of the
stars, indistinctness or apparent multi
plication of the moon's horns, halos,
"wind-dogs" (fragments or pieces of
rainbows, sometimes called "wind-
galls") seen on detached clouds, and
the rainbow, are more or less signifi
cant of increasing wind, if not ap
proaching rain, with or without wind.
Lastly, the dryness or dampness of
tthe air' and its temperature (for the
"season) should always be considered,
with other indications of change or
continuance of wind and weather.
NORTH ATLANTIC ICE MOVE-
' MENTS.
Vessels crossing the Atlantic Ocean
between Europe and the ports of the
United States and British America
are liable to encounter icebergs or ex
tensive fields of solid compact ice,
which are carried southward from the
Arctic region by the ocean currents.
It is in the vicinity of the Great Bank
of Newfoundland that these masses of
ice appear in the greatest numbers and
drift farthest southward athwart the
trans-oceanic steamer routes. In April,
May and June icebergs have been seen
as far south as the thirty-ninth de
gree of latitude and as far east as
longitude 38° 30' west of Greenwich ;
and, although its occurrence is such a
great rarity that navigators need not
be concerned about it, floating ice may
be met with anywhere in the North
Atlantic Ocean northward of the for
tieth degree of latitude at any season
of the year.
THE ORIGIN OF THE NORTH
ATLANTIC ICE.
The bergs which usually appear in
the North Atlantic have their origin
almost exclusively in western Green
land, although a few may come around
Cape Farewell from the Spitzbergen
Sea and some may be derived from
Hudson Bay.

A huge ice sheet, formed from com
pressed snow, covers the whole of the
interior of Greenland. The surface of
this enormous glacier, only occasion
ally interrupted by protruding moun
tain tops, rises slightly toward the in
terior and forms a watershed between
the east and west coasts, which is
estimated to be from 8,000 to 10,000
feet above the sea. The outskirts of
Greenland, as they are called, consist
of a fringe of islands, mountains and
promontories surrounding the vast ice-
covered central portion and varying in
width from a mere border up to 80
miles. Everywhere this mountainous belt is
penetrated by deep fiords, which reach
to the inland ice, and are terminated
by the perpendicular fronts of huge
glaciers, while in some places the ice
comes down in broad projections close
to the margin of the sea. All of these
glaciers are making their way toward
the sea, and, as their ends are forced
out into the water, they are broken
off and set adrift as bergs. This proc
ess is called calving. The size of the
pieces set adrift varies greatly, but
a berg from 60 to 100 feet to the top
of its walls, whose spires or pinnacles
may reach from 200 to 250 feet in
height and whose length may be from
300 to 500 yards, is considered to be
of ordinary size in the Arctic. These
measurements apply to the part above
water, which is about one-eighth or
one-ninth of the whole mass. Many
authors give the depth under water as
being from eight to nine times the
height above ; this is incorrect, as
measurements above and below water
should be referred to mass and not
to height. It is even possible to have
a berg as high out of water as it is
deep below the surface, for, if we
imagine a large, solid lump of anv
regular shape, which has a very small
sharp high pinnacle in the center, the
height above water can easily be equal
to the depth below. An authentic case
on record is that of a berg, grounded
iu the Strait of Belle Isle in 16 fath
oms of water, that had a thin spire
about 100 feet in height.
THE AGENCY OF TRANSPORTA
TION OF ICE FROM THE
ARCTIC REGION.
The Labrador current passes to the
southward along the coasts of Baffin
Land and Labrador, and, although it
occasionally ceases altogether, its usual
rate is from 10 to 36 miles per day.
Near the coast it is very much influ-

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

187

enced by the winds, and reaches its
maximum rate after those from the
northward. The general drift of the
current is to the southward, as shown
by the passage of many icebergs, al
though occasions have arisen on which
these have been observed to travel
northward without any apparent rea
son. The breadth and depth of the
current are not known, but it is cer
tain that it pours into the Atlantic
enormous masses of water for which
compensation is derived from the warm
waters of the Atlantic and from the
East Greenland current that flows
around Cape Farewell.
ICEBERGS.
All ice is brittle, especially that in
bergs, and it is wonderful how little
it takes to accomplish their destruc
tion. A blow of an ax will at times

GREENLAND ICEBERG
split them, and the report of a gun,
by concussion, will accomplish the
same end. They are more apt to
break up in warm weather than cold,
and whalers and sealers note this be
fore landing on them, when an anchor
is to be planted or fresh water to be
obtained. On the coast of Labrador
in July and August, when it is packed
with bergs, the noise of rupture is
often deafening, and those experienced
in ice give them a wide berth.
When they are frozen the tempera
ture is very low, so that when their
surface is exposed to a thawing tem
perature the tension of the exterior
and interior is very different, making
them not unlike a Prince Rupert's
drop. Then, too, during the day
water made by melting finds its way
into the crevices, freezes, and hence
expands, and, acting like a wedge,

forces the berg into fragments. It is
the greatly increased surface which
the fragments expose to the melting
action of the oceanic waters that ac
counts for the rapid disappearance of
the ice after it has reached the north
ern edge of the warm circulatory drift
currents of the North Atlantic Ocean.
If these processes of disintegration did
not go on and large bergs should re
main intact, several years might elapse
before they would melt, and they
would ever be present in the trans
oceanic routes. In fact, instances are
on record in which masses of ice,
escaping the influences of swift de
struction or possessing a capability for
resisting them, have, by phenomenal
drifts, passed into European waters
and been encountered from time to
time throughout that portion of the
ocean which stretches from the British
Isles to the Azores.
They assume the greatest variety of
shapes, from those approximating to
some regular geometric figure to others
crowned with spires, domes, minarets
and peaks, while others still are
pierced by deep indentations or caves.
Small cataracts precipitate themselves
from the large bergs, while from many
icicles hang in clusters from every
projecting ledge. They frequently
have outlying spurs under water,
which are as dangerous as any other
sunken reefs. For this reason it is
advisable for vessels to give them a
wide berth, for there are a number of
cases on record where vessels were
seriously damaged by striking when
apparently clear of the berg. Serious
injury has occurred to vessels through
the breaking up or capsizing of ice
bergs. Often the bergs are so nicely
balanced that the slightest melting of
their surfaces causes a' shifting of the
center of gravity and a consequent
turning over of the mass into a new
position, and this overturning also fre
quently takes place when bergs, drift
ing with the current in a state of deli
cate equilibrium, touch the ocean bot
tom. FIELD ICE.
Field ice is formed throughout the
region from the Arctic Ocean to the
shores of Newfoundland and yearly
leaves the shore to find its way into
the paths of commerce. Starting with
the Arctic field ice and coming to the
southward, we find this ice growing
lighter, both in thickness and in quan
tity, until it disappears entirely. Ice

188

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

made in the Arctic is heavier and has
lived through a number of seasons.
After the short summer in high lati
tudes ice begins to form on all open
water, increasing several feet in thick
ness each season. Much of this re
mains north during the following sum
mer, and, though it melts to some ex
tent, it never entirely disappears, so
that each succeeding winter adds to
its thickness.
Small fragments of bergs find them
selves mingled with Arctic fields and
become frozen fast. These, when
liberated to the southward, are called

ICEBERG AND FLOE ICE.
growlers, and form low, dark, indigo-
colored masses, which are just awash
and rounded on top like a whale's
back. They are very dangerous when
in ice fields which have become loose
enough to permit the passage of ves
sels through them, and should always
be looked for ; they can be seen appar
ently rising and sinking as the sea
breaks over them.
SIGNALS IN RELATION TO ICE.
Information as to wind, tempera
ture, weather indications, and the
state of the ice can be obtained by
communicating with the marine signal
stations of Newfoundland, St. Pierre,
and Canada. These are situated at
Cape Race, Cape Ray, Belle Isle.
Chateau Bay, Amour Point, Galantry
Head (St. Pierre), and St. Paul
Island. Wireless telegraph stations are
operated for the Department of Ma
rine and Fisheries of the Dominion of
Canada by the Marconi Wireless Tele
graph Company at most of these sta

tions, and vessels fitted with Marconi
apparatus can communicate with
them. LANES FOR ATLANTIC STEAMERS.
The following routes, agreed to by the prin
cipal Steamship Companies, came into force
January 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,
bv 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° If". Note. —
At times during the season when ice is preva
lent an agreement arrived at between the
various steamship companies concerned is to
follow routes even more southerly than the
tracks given above.
Flowers, fresh fruit, lettuce, and mushrooms
are grown under glass during the voyage on
certain ships, that are provided with green
houses with movable windows, steam pipes,
etc.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

189

BRIEF RULES FOR THE USE OF
OIL TO PROTECT VESSELS
IN STORMY WATERS.
1. Scudding before a gale, distrib
ute oil from the bow by means of oil
bags or through waste pipes. It will
thus spread aft and give protection
both from quartering and following
seas. 2. Running before a gale, yawing
badly, and threatening to broach-to,
oil should be distributed from the bow
and from both sides, abaft the beam.
3. Lying-to, a vessel can be brought
closer to the wind by using one or two
oil bags forward, to windward. With
a high beam sea, use oil bags along
the weather side at intervals of 40 or
50 feet.
4. In a heavy cross sea, as in the
center of a hurricane, or after the
center has passed, oil bags should be
hung out at regular intervals along
both sides.
5. Drifting in the trough of a
heavy sea, use oil from waste pipes
forward and bags on weather side.
6. Steaming into a heavy head sea,
use oil through forward closet pipes.
Oil bags would be tossed back on deck.
7. Lying-to, to tack or wear, use
oil from weather bow.
8. Cracking on, with high wind
abeam and heavy sea, use oil from
waste pipes, weather bow.
9. A vessel hove to for a pilot
should distribute oil from the weather
side and lee quarter. The pilot boat
runs up to windward and lowers a
boat, which pulls down to leeward and
around the vessel's stern. The pilot
boat runs down to leeward, gets out oil
bags to windward and on her. lee quar
ter, and the boat pulls back around
her stern, protected by the oil. The
vessels drift to leeward and leave an
oil-slick to windward between the two.
10. Towing another vessel in a
heavy sea, oil is of the greatest ser
vice, and may prevent the hawser from
breaking. Distribute oil from the
towing vessel forward and on both
sides. If only used aft, the tow alone
gets the benefit.
11. At anchor in an open road
stead use oil in bags from jibboom, or
haul them out ahead of the vessel by
means of an endless rope rove through
a tailblock secured to the anchor
chain. The simplest method of distributing
oil is by means of canvas bags about
1 foot long, filled with oakum and
oil, pierced with holes by means of a

coarse sail needle, and held by a lan
yard. The waste pipes forward are"
also very useful for this purpose.
GREAT CIRCLE SAILING
We have been taught in the high
school that a straight line is the short
est distance between two points.
This is far from being true on maps
and charts of the earth. All charts
are distorted, for the reason that
they try to show a spherical sur
face on a flat surface. For instance,
the ordinary Mercator projection
of the world will show that Lis
bon, Portugal, is almost due east of
Philadelphia, but if a ship should sail
along the 40th latitude, which is rep-
lesented 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-

c-

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, arid
"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 6,896
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 machinerv. 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 U 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
manner who is without special instrumental
equipment is to mount the rigging or ascend
to some other elevation above the vessel's
deck until high enough to just see the horizon
over the top of the wave crest. Thus, if the
deck is 15 feet above the water line and the
observer mount 10 feet above the deck in
order that he may just see a wave crest level
with the horizon, the height of the wave is 25
feet above the water line; and if at the time
of observation the vessel rides upright in the
trough of the wave the observed height will
be the required height of the wave from the
trough to crest without any correction or
allowance whatever. Three or four sets of a
dozen observations each, taken in this way,
will give an excellent determination of the
average height of the waves running during
the period of the observations. 7
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 to'ward 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

192

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

FULL RiGgu SHIP

rULL RIGGID IMP WITH DQv«Ll lOWl!

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
Sard and found also at 4 and 5 L, M and
", 4 V, W, X, Y, Z, AA and BA; 5 X, Z, AA
and BA, and 6 AA and BA. All these square
sails have no yard to extend them on their
lower edges.
In vessels F and J there will be seen to be
one long yard at an angle to the mast and
having its lower end made fast to a convenient
point below. This is called a lateen rig.
In vessels D, E, G, H, I, O, P, G, R..S,
T, U, V, W, Y, all sails marked 5 are bent to
the mast at their inner edge, and extended by
a boom below and a gaff above. These are
fore and aft sails. Other fore and aft sails,
bent to stays and not to any mast, boom or
yard, are the stay sails seen in vessels D, E, I,
J, K, M, N, and on all the others from P on,
inclusive. The particular sail on vessel A is
a leg of mutton sail; on B, a lug sail or lug; on
C, a split lug, differing from that on B by one
portion being bent to the mast as well aa 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 (naving no Dow-
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 j igger.
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 naving the foremast
square rigged and the mainmast fore and aft
rigged), W a brigantine (having two masts,
the foremast being square rigged and the
mainmast having square topsails and but a
mainsail extended by gaff and boom), X a
brig (a two masted vessel square rigged on
both masts), Y a barkentine (having three
masts, the foremast being square rigged and
the other two fore and ait 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,

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 "ean" 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 wood or
metal used in severe weather to protect glass
portholes or windows.
Equinox: This is the equal length of the day
and night occurring toward the end of March
and September.
Ebb-Tide : Falling tide.
Forward. Toward the bow or front of the
vessel. Fore-and-aft: This refers to the length of
the ship.
Fo'castle: This was formerly the seamen's
quarters, but in the modern vessel they are
quartered almost anywhere near their work.
Fathom: Six feet.
Flood-Tide: Rising tide.
Galley. This is the kitchen.
Height of tide: This is the difference be
tween the level of high water and that of low
water. Larboard: The opposite of starboard; port
is the later and more preferred term.
Lee-side: This is the side away from the
wind. Latitude: Distance directly North or South
of the Equator.
Longitude: Distance directly East or West
of the meridian of Greenwich.
Lights of vessels: These are the port and
starboard lights, red and green, respectively,
besides a white light in the foretop.
Mid-ship : This means the point which is
equidistant between the bow and the stern.
Neap-tide: This is low tide caused by the
sun and moon being farthest apart.
Port: This is the left-hand side of the ship
looking toward the bow.
Porthole: A stateroom window secured in a
massive metal ring adapted to be closed
tightly. Starboard. This is the right-hand side of
the ship looking toward the bow.
Scuppers: Channels for water, usually at
the outer edge of the deck.
Soundings: Depth of water in fathoms.
Spring-tide: This is high tide caused by the
sun and moon being on the meridian together.
Sheet-anchor. This is a spare anchor which
is reserved for emergencies.
Thwartship: Crosswise to the ship.
Weather-side: This is the side or the ship
toward the wind.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL
TABLE SHOWING THE DISTANCE OF THE HORIZON
AT DIFFERENT ELEVATIONS.

195

J2

Distance

£

Distance

.g

Distance

Distance

Distance

M

to

Tc

*?

m

to

Ti

to

tb

to

«

Horizon

ffi-

Horizon

'53
K

Horizon

"6
a

Horizon

"5

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
670
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
25.6S
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
2164
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
2S
6.0S
60
8.90
220
17.03
400
22.97
720
30.82
29
6.19
65
9.26
225
17.23
410
23.26
730
31.03
30
6.29
70
9.61
230
17.42
420
23.54
740
31.24
31
6.40
75
9.95
235
17.61
430
23.82
750
31.45
32
6.50
80
10.27
240
17.79
440
24.09
760
31.66
By this Table also the distance can be ascertained at which an object can be seen according
to its elevation and the elevation of the eye of the observer.
EXAMPLE. — A tower 200 feet high will be visible at 20J miles to an observer whose eye
is elevated 15 feet above the water. Thus: —
15 feet elevation distance visible 4.45 nautical miles
200
16.24
}-
20.69 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.COMMISSIONEBS OF NOETHEBX LIGHT
HOUSES.
The number of lightkeepers, etc., em
ployed at the 91 stations under the
Scottish Board is 290, and there are
four steamers and tugs for visiting pur
poses, as well as one light-vessel, with
crews of 105 men. The total number of
men employed is 410, and the average
196

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

annual cost of the service during the
seven years from 1900 to 1906 amounted
to £92,642.
COMMISSIONERS OP 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, Holvhead and
Gibraltar. (2) As the Chief Pilotage

Authority of the kingdom it has the
management of all matters relating
to pilots and pilotage in the London,
English Channel, and certain other
districts on the coasts. (3) As an
Ancient Corporation it possesses es
tates and almshouses, and awards pen
sions and bounties to distressed mari
ners and their widows. (4) As
Nautical Advisers two of the Elder
Brethren in turn assist the judges in
the Admiralty Division of the High
Courts of Justice in determining ma
rine causes tried at law. The Elder
Brethren consist of members of the
Royal Family and statesmen (eleven
in number), retired officers of high
rank in the Royal Navy, and com
manders in the mercantile marine
(thirteen in number).
STARBOARD AND PORT
The right-hand side of a ship is
called "starboard" and the left-hand
side is called "port." The name for
the left-hand side used to be "lar
board," but in order to avoid confusion
due to the similarity in the sound of
the words "larboard" was changed to
"port." To distinguish the two sides
of a ship the starboard side at night
is provided with a green light and the
port side with a red light. To assist
one in remembering which is which it
is commonly pointed out that "port,"
like port wine, is red. Another rule to
assist in remembering the sides repre
sented by "starboard" and "port" is to
arrange the words alphabetically thus :
Left, "port" ; right, "starboard." In
German "starboard" is "steuerbord"
and "port" "backbord," while in
French "starboard" is "tribord" and
"port" is "babord."

EORTSIOE

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STARBOARDSIDE
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To-Jre-end
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W/VA

PLIMSOLL MARK.

Through his occupation as a coal dealer
Samuel Plimsoll, 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

KnQta.
KNOTS AND HITCHES
The knots and hitches represented in the
above engraving are as follows.

3. Simple overhand knot.
2. Slip-knot seized.
3. Single bow-knot.
4. Square or ruf-knot.
5. Square bow-knot.
6. Weaver's knot.
7. German or figure-of-8 knot.
8. Two half-hitches, or artificer's knot.
9. Double artificer's knot.
10. Simple galley-knot.
11. Capstan, or prolonged knot.
12. Bowline-knot.
13. Rolling-hitch.
14. Clove-hitch.
15. Blackwall-hitch
16. Timber-hitch.
17. Bowline on a bight.
18. Running bowline.
19. Cats paw.
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.
30. 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.
39. English knot.
40. Shortening-knot.
41. Shortening-knot.
Sheep-shank.Dog-shank.
Mooring knot.
Mooring-knot.
46. Mooring-knot.
47. Pigtail worked on the end of a rope.
48. Shroud-knot.
49. A bend or knot used by sailors in mak
ing fast to a spar or a bucket handle before
casting overboard; it will not run. Also
used by horsemen for a loop around the jaw
of a colt in breaking; the running end, after
passing over the head of the animal and
through the loon, will not jam therein.

22.23.24.25.26.27.28.29.

;«
34.35.36.37.3S.

42.43.44.45.

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 NIGER (CARTER).
Fioh 6% inches long containing la Its etomach a fleh l"1, 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
floatinq: helplessly on the surface of the ocean,
with large prey in their stomachs. Their
appearance under these circumstances is

LIOCETUS MURRAYI iGUNTHER).
A flsu lesu than 4 incbea long with a flsh In ite etomach '}--, locoes lone.
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."

L— Paronelrodn glornerome.

— No ["impel hb rcepkirferiB.

8.— CoijBoloptarif Rotnhartol
SOME PHOSFHOBESCENT FIEKES OF THE DEEP BBA.
The eolor of deep-sea fishes is commonly
black or dark brown. But although it is
claimed that light is essential to the formation
of colors, some deep-sea fish us are scarlet in
parts, or uniform red or ro^y. 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-
fers on German liners read English books.
Inglish, 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,
l.SOO 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 forthe 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 60'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 a-»-- 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,

FLAG OF THE PRESIDENT.

U.S. FLAG.

| * * * * * * » *
*******
* * * 
* * * _
******** * * *

US UNIONJACK

]

REVENUE FLAG.

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ECUADOR.

FRANCE.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

201

the "Live Island" described by Magnus
and Bishop Pontoppipan of Norway.
In tne 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
been painted in this way.
Floating along in the ocean we may
.find the great leather turtle, the lar
gest of its kind known, with peculiar
ridges extending from the head to the
tail instead of scales, and in the South
Atlantic you may see the loggerhead
and the green turtle, the two latter
not venturing so far from land as the
first mentioned, which is a distinctive
ly pelagic form.
It is an interesting fact, which the
sojourner on .the ocean will undoubted
ly notice, that certain parts of the
ocean, so far as the animal life is
concerned, are deserts ; that is, no ani
mal life is seen, except the very minute
forms of jelly fishes, and from these
locations the ship will enter a great
vortex, like the one which has formed
the Sargasso Sea, where enormous con
gregations of animal life may be seen,
attracted, doubtless, by the food sup
ply. While the larger animals one may

see crossing the ocean are interesting,
the smaller ones, as the jelly fishes and
other, forms, are equally if not more
attractive. Thousands of different
kinds of jelly fishes are seen, espe-

Photo. by Roy C. Andrews of
Am. Museum of Natural Hist.
TAIL OF A DIVING HUMPBACK WHALE
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 balloon-like
object, four or five inches long, bear
ing on its upper portion a sail tinted
with pink, and below, under water,
streaming away from it, is a mass of
purple tentacles of the most virulent
and dangerous character. These seem
to be imbued with a poison which af
fects small fishes exactly as would an
electric shock ; the moment they touch

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 oi
lier eyes open, cannot fail to be en
tertained by the vast array of ani
mal life which is almost invariably
present some ^ime 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.

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SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

203

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204

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

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FLAGS AND PENNANTS TO BE USED IN THE INTERNATIONAL CODE.

[T

.pi ,

r3 "N

"Code Flag " and
"Answering Pennant.1

When used as the "Code
Flag" it is to be lioisted under
the ensign.

When used as the "An
swering Pennant" it is to be
hoisted at the masthead or
where best seen.

To open communication by the old Code,
show the ensign with the pennant under it,

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

205

FLAG SIGNALS ADOPTED FROM THE INTERNATIONAL COMMERCIAL CODE
SIGNAL BOOK.
N

j- In distress; want immediate assistance.
/-. r We are coming to your assistance.
E ) Do not attempt to land in your own
Y f boats.
I .- Damaged rudder; can not steer.
j [- Engines broken down ; I am disabled.
f-. I- You are standing into danger.
F I
y /-Heavy weather coming; look sharp.
F I
i, r Bar is impassable.
IED
R

E J-Ost oft.
D '

I

Make fast — to-

K ( Lights, or Fires will be kept at the best
K j place for coming on shore.
q >¦ Keep a light burning.
A 1 Do not abandon the vessel until the tide
D i has ebbed.
w j- 1 am on fire.
N I I am sinking (or, on fire); send all a vail -
O f able boats to save passengers and crew.
r> J- Want assistance; mutiny.
Y I
y - Want immediate medical assistance.
Y / Want a boat immediately (if more than
G I one, number to follow).
Y ) Want a tug (if more than one, number to
P \ follow).

W )
F > Slack away.
Q )
np [¦ Shift your berth. Your berth is not safe.
p [-Hold on until high water.
tt - Remain by the ship.
g > Abandon the vessel as fast as possible
£ J- Landing is impossible.
P [¦ Look out for rocket line (or, line).
K (Endeavor to send a line by boat (cask,
A | kite, raft, etc.).
C I No assistance can be rendered; do the
X } best you can for yourselves.
K | Lookout will be kept on the beach all
G f night.
p - 1 must abandon the vessel.
L [-Want a pilot.
V I What is name of ship or Signal Station
G f in sight?
© J Repeat ship's name ; your flags were not
V ) made out.
p (Signal not understood, though the flags
y C are distinguished.
I can not make out the flags (or, signals).
C Assent — Yes.
D Negative — No.

DISTRESS SIGNALS.

(Article 31 of International Rule>.)

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, naving 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.

20ti 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.

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SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

207

IV'

2 Enemy is closing with you,
or. You are closing with
the enemy.
2 Keep a good look-out, as it
is reported . that enemy's
men-of-war are going about
disguised as merchantmen.

2 Proceed on your voyage.

The information relative to the In
ternational Code is taken from the
thirty-fifth annual list of the merchant
vessels of the United States and is
published by the Bureau of Naviga
tion, Department of Commerce and
Labor.

THE FOLLOWING DISTANT SIGNALS MADE WITH FLAG AND BALL, OR PENNANT AND
BALL, HAVE THE SPECIAL SIGNIFICATION INDICATED BENEATH THEM.

You are running into
danger.

fw
Fire, or, Leak; want im
mediate assistance.

r
Snort of provisions.
Starving.

it
Aground; want iramedi?
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 — m
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 anv of the Distance Signals can
be made — holding the Symbol at arm's
length; and the Signal is to be made from
right to left and read from left to right, thus:

Equivalent to
Ball above Pen
nant, or, "You
are running into
danger."

In making Boat Signals it is important to
use only the proper means to attract atten
tion, and to avoid those that may occasion
confusion or misinterpretation.

"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. — // 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 Iie*to
(starboard tack).

CYCLONES.
[Pilot Chart, Hydrographic Office.]

'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
in 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.
Whiti Flag.

BLUE

Clear or fal
weather.

r

Rain or
Snow.

EXPLANATION OF WEATHER FLAGS.
No, 2.- No, 3. No, 4.
Blue Flag. White and Blue Black Triangular
Flag. Flag.

I Temperature.

No. 5.
White Flag with black
square in center.

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 WEATHEk 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 m 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 FaraUone, 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 ever the Weather Bureau lines.

GENERAL' ALPHABETICAL TABLE FOR MAKING THE INTERNATIONAL CODE
SIGNALS BY MEANS OF DISTANT SIGNALS BY FIXED SEMAPHORE.

'PKEPiBATITE," "ANSWERING,"
¦or "Stop" after each com
plete signal.

fl"

Annul the Whole Signal.

JL

1 i 2

I
2 1

Q 3 3

B

1 2 1

V>

S1

J
2, 1

R
3 4

^

z
3 2 4

K

c
12 2

K1"

K
2 1

S'

4 1

S'

SPECIAL.

D
12 3

Y2

L
2 2

t

S'

T
i -t 2

Code Flag
Sign..
4 2 1

S>

E

1 2 4

^

M
2 2

^

u
2 4 3

\

¦Alpnabet- ical Sign.
4 2 2

F
1 3 .2

V1

N
2 2

V

3 1 2

>J

Numeral Sign.
4 2 3

^

G
1 4" 2

? '

H

2 1 1

o
2 3
^?
w
3 2 1
4 3
^
P
2 3
V
x
3 2. 2
^
Finishing sign* after
completion of word or
number, when spelling
or making numeral
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 Bide 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 internatioaal 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 distantsignals."
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
Elainly; that he should not assume that he
as reached a given point on his course
because he hears the fog signal at the same
intensity that he did when formerly at that
point, neither should he assume that he has
not reached this point because he fails to
hear the fog sigrjal as loudly as before, or
because he does not hear it at all; and that be
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 Spates 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 null
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.

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
BostonPollock Rip Shoal
Pollock Rip
Great Round Shoal
Nantucket Shoal
Hedge Fence
Vineyard Sound
Brcnton 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
Gulf of Mexico
South Pass
Heald Bank CANADA
Lightships St. Lawrence River
Red Island
White Island
Lower Traverse
White Island
Gulf of St. Lawrence
Anticosti
Nova Scott a
Lurcher Shoal
Electric Shore Stations
Nova Scotia
Louisburg
Chebucto Head, Halifax
Cape Forchu, Yarmouth
New Brunswick
Negro Head, St. John
ENGLAND
Lightships Outer Dowsing
TongueEast Goodwin
Royal Sovereign
BarNorth West
Outer Gabbard
OwersShambles

ENGLAND-Continued
Lightships SpurnNab KishSt. Governs
Coningbeg (on order)
Daunt Rock
Shore Stations
LizardQueenboro Pier
North Stack
Holyhead Pier
Bell BuoysWolf Rock GERMANY
Lightships Amrumbank
Elbe I
Weser Aussenjade
NorderneyBorkumriffAusseneiderGabelsflachFehmarn Belt
Adlergrund
Buoys Sassnitz SPAIN
Electric Shore Stations
Tarifa FRANCE
Lightships Sandettie
Bell BuoysHavre
Tenders North Hinder
Cherbourg (North German Lloyd)
Boulogne sur Mer (Holland America)
HOLLAND
Lightships Terschellingcr Bank
HaaksMaasSchouwen Bank
Shore Stations
Vlissingen Pier BELGIUM
Lightships Wandelaar Bank
Wielinger Channel (on order)
N. Hinder
W. Hinder
DENMARK
Lightships Gjedser SWEDEN
Lightships TrelleborgTrelleborgnead

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. Canadi-an 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. — Red light forward, one
on bridge, one aft, simultaneously.
White Star. — For New York ser
vices, two green lights simultaneously.
For Boston services, same, preceded
and followed by red pyrotechnic light.

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.

i! Alphabetical
j Signification.

B

E

Numeral
Signification.

SIGNS.

Al pnabetical
Signification.

G

H

K

Numeral
Signification.

SIGNS.

Alphabetical
Signification.

M

N

Q

SIGNS.

Alphabetical
Signification.

u

w

SIGNS.

214

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

FRENCH METHOD OF SEMAPHORING BY HAND FLAGS.

SIGNS.

Alphabetical
Signification.

B

D

Numeral
Signification.

SIGNS.

Alphabetical
Signification.

G

H

K

Numeral
Signification.

SIGNS.

Alphabetical
Signification.

M

N

O

Q

R

SIGNS.

Alphabetical
Signification.

signs:

IT

V

X

DO NOT
UNDERSTAND.

END OF WORD
OR PHRASE.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL 215

THE BRITISH MOVABLE SEMAPHORE.

Semaphore Signs.

Indicator . -

Signs.

Governing Signs.

V

Preparative.
When closed
it denotes
the finish.

Alphabet ical.

Numeral,

Annul or
negative.

A

X

/

K^i \

Alphabetical
Signification.

A B

D E

G H I

Numerical
Signification.

Skins.

Alphabetical
Signification.

Numerical
Signification.

A X ^T4^

=S

Also the alpha
betical sign.

K L M N 0 P Q R

Alphabetical
Signification.

TK

N

V

K

<£>

V=

^

STUVWXYZ

216 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

THE MORSE TELEGRAPH CODE.
(Used in the United States.)
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.M  N  o- p  o  n- -- j  r — u~

PERIOD - - — —  COMMA"  — COLON(K.O)  — - — SEMICOLON- —— 
OR (S. I.) 
INTERROGATION—  EXCLAMATION— — — - PARAGRAPH — 
PARENTHESIS--—  — OR AT BEGINNING (P. N.)  —— - OR AT END (P-Y.) - - - - - --
QUOTATION— ^ - — - — -— OR AT BEGINNING (qnJ-- — — — - OR AT END (q. J.J
QUOTATION WITHIN QUOTATION (Q. xj- — <— — — ^— - - OASM (o *¦) —  ~ "~~ "" "
VNOEFlUNF^— - - - — — OR AT BEGINNING (l/.X.J- - — — — - — OR AT END (U. J.) 
HYPHEn(h.X.)- « - - - — - - DOLLAR SIGN (f. X.) — - - - — - — DECIMAL POINT-—- — —

THE INTERNATIONAL TELEGRAPH CODE.
(The Cable Code.)
zMdepleci &? London 1*903
ft —i- — — C — —— — — jn — ^^ n — — 7i ^^ — •- ¦  — c* — ¦ —
O- —  — - f>  a,  7*  *  /  Zl — - 
6  7  Sf  9  O 
Bar for fraction — — —  period  semicolon   -
comma — — — — — — colon — — — — — — — interrogation — — — — — — equal — - — — —
exclamation  hyphen or dash  parenthesis 
Quotation— — — - — . - underline — — — — — — error— — — - — -—— cross — "^— — — —
invitation to transmit — - — wait 
Short Code used only in repetitions ttndin text tt-r-ttt*,. entirely tnfigtsrtS
0 — — bar eon fraction —— —

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. Steam N.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 RaiFy
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.

Total
Tonnage

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 
London 
Rotterdam 
London 
Antwerp 
Newc'tle-on-Tyne. London 
Osaka 
Glasgow 
Liverpool 
St. Ives 
London 
London 
Rotterdam 
Newc'tle-on-TyneAmsterdam 

911,279 752,000461,000453,000 400,000350,000346,000 344,000312,000309,000307,000295,000294,000 293,000
250,000249,000242,000217,000216,000 212,000
211,000203,000 197,000193,000191,000186,000183,000160,000158,000157,000156,000150,000150,000133,000 128,526
125,000124,000123,000 121,000118,000
115,000 114,000
114,000 113,000112,000
110,000108,000107,000106,000

Over 20
Knots

Knots.

18 17:16 15

1 4
4 1
3 . .
2

14

16

13

12

3 12

Under 12
Knots.

114 4
6453
74 97
44

31

11
50 52 11
30 55
24 12
30 3332 09
22 11

31 10
105 484030 6

5
S9 5
2237 13
30

17

Russian  760.000
Italian  960,000

Japanese  1.150,000
Norwegian  1,390,000

French  1,450,000
United states  2,600,000

German  3,890,000
British  17,700,000

COMPARATIVE MERCHANT MARINE OF THE FIRST EIGHT MARITIME NATIONS OF THE WORLD,
TONNAGE EXPRESSED IN ROUND FIGURES.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

219

NUMBER AND NET AND GROSS TONNAGE OF STEAM AND SAILING
VESSELS OF OVER 100 TONS, OF THE SEVERAL COUNTRIES
OF THE WORLD, AS RECORDED IN LLOYD'S REG
ISTER FOR 1909-10.

Steam.

Sail.

Total.

Fl^g.

Num ber.

Net tons.

Gross tons.

Num ber.

Net tons.

Num ber.

Tonnage.

British :

8,419 1,339

10,027,813 722,761

16,472,602 1,230,112

1,072 735

905,334218,394

9,491
2,074

17,377,936 1,448.506

Total 

9,758

10,750,574 1,059,012 1,520,961 23,639

17,702,714

1,807

1,123,728
1,172,774 112,469 6,237

11,565

18,826,442

American (United States)
Sea 

1,106 538 81

1,618,508
2,005,807 38,017

1,793 4527

2,899 583 108

2,791,2822,118,276 44,254

Philippine Islands. . . .
Total 
1,725
2,603,602
3.662.332
1,865
1,291,480
3,590
4,953,812
197
347 152
317 9560 55
558503884
1,808 287 5
437 861 46
1,292 14
7523
708 5
10
479 960 143 4S 9
48
77,647
465,172 171,960137,902 68,26848,40238,726
398,238 564,903
836,617
2,379,367 304,430 2,017
584,209
729,546 17,533
841,427 6,968
42,988 16,702
450,790 2,2537,122
420,579463,729 69,833
44,670 2,172
16,422
128,544
744,676268,459222,110 106,857 75,258 61,832
677,098904,536
1,445,976
3,889,046 484,193 3,387
961,132
1,150,858 29,072
1,388,423 10,919
69,878
32,448
760,785 3,717
11,464
686,875774,288 112,849 71,6163,939 27,821
80 94
7951
29,556 5,481
3,296
20,70540,570
277356 156
396 146 6062
870601
1,5092,171 409 5
1,100 865 66
2,125 61
204 24
1,346 5
10
559
1,503 331 74 18
76
158,100
750,157271,755
242,815
147,427
75,258
7
312 98
625
363 122
1,343
65,060
37,704
447,617 377,667 32,428
63,175
742,158
Dutch 
942,240
J ,893,593
4,266,713
516,621
3,387
663 4
20
833 47
129 1
638
358,785 1,942
4,363
605,201 21,17436,104 285
211,612
1,319,917
1,152,800
33,435
1,993,624
32,093
105,982
32,733
972,397
3,717
11,464
80
543 188 26 9
28
23,143
148,510 61,895 17,722 1,282
8,012
710,018
922,798
Turkish 
174,744
89,338
5,221
Other countries: Bulga
ria, Colombia, Costa
Rica, Ecuador, Egypt,
Honduras, Liberia,
Nicaragua, Oman,
Panama, Persia, Sal
vador, Samos, Zanzi-
35,833
Total 
21,909
22,564,768
36,473,102
8,631
4,976,665
30,540
41,449,767
220

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

FROM STEAM PACKET TO STEAM PALACE.

(1) Wood Paddle-boats.
(2) Iron

(3) Iron Screw Steamers.
(4) Steel "

(5) Steel Twin-Screw Steamers,

Date

Name of Steamer.

Owners.

Remarks.

18331838

Royal William. . .(1)

Quebec & HalifaxS.N.Co. j
British and Amer.S.N.Co. .
Great Western S.N.Co. . . .
Transatlantic SS. Co 

From Pictou (N.S.), 1st to cross the
Atlantic.

1840

Great Western 
Royal William  (2)

" Bristol, 1st built for Atlantic.
" Liverpool, 1st departure.

1849

1854

1856
1st
Hamburg-American Line
1858
Norddeutscher Lloyd 
From Bremen to New York.
1856
Persia  (2)
1862
18451850
Great Britain. . . . (3)
City of Glasgow 
Great Eastern. . . .
Italy.
Great Western S.N.Co. . . .
1st Atlantic iron screw steamer.
18581868
East. and Australian SS.Co.
Paddle wheels and propeller.
1st Atlantic ss. with comp. engines.
1869
City of Brussels.
Oceanic (1st) 
Pennsylvania 
1871
1873 1874
American " 
White Star " 
1st sailing of Line to Liverpool.
18751879
City of Berlin 
Inman •" 
Guion. . 
1 Cunard " (2)  (
1st with electric light. [excepted.
1882
1883
Sunk outside New York; every one
1879
Buenos Ayrean. . (4)
1881
1884
J Inman (1) Line  1
I Anchor(2) "  j
Fitted with three funnels.
j Umbria  1
Aller 
1886
Norddeutscher Lloyd 
18881889
j City of NewYork(5)
( City of Paris 
j Teutonic  I
I Majestic'  i
\ Lucania  /
{St. Paul  \
KaiserWilhelm d.Gr.
Inman & International*; 1) 1
American Line (2)  j
1st twin-screw ocean expresses.}:
1st to exceed 10,000 tons, G.E. excepted
Designed as mercantile cruisers.
1st under 6£ days from Southampton..
Record Havre to New York, 6£ days.
Lucania: highest day's run 562 knots.
Liverpool to New York records.
Largest express steamers ever built in
America.
Record day's run, 580 knots. [tons.
Balanced engines, 1st to exceed 15,000
Fastest ocean steamer in the world.
1st to exceed 20,000 tons.
Largest express steamer in the world.
Largest ss. in the world — 726x76x49.
1st fitted with turbine engines.
Largest and fastest in world. Fitted
with turbine engines. Record day's
run, Mauretania. 673 knots.
1890
1892
Hamburg- American Line .
Compagnie Generale Trans.
18931895
18971899
Norddeutscher Lloyd ....
1900 1901
Hamburg-American Line..
190219031904
Kronprinz Wilhelm
Kaiser Wilhelm II. .
Norddeutscher Lloyd 
White Star Line 
1907
Cunard Line  \
* Union Co. of N.Z.'s Rotomohana, 1,763 tons, was first ocean steel ss., 1879.
t Martello, 2,432 tons, of Wilson Line, was first Atlantic cargo triple-expansion ss., 1884.
j Notting Hill, 3,921 tona, of Twin Screw Cargo Line, came out so engined, 1881.
SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

221

FROM STEAM PACKET TO STEAM PALACE— Continued-

1862. 1869.1882.
1889.1894.1897.
1903.1909.

1838.
1845. 1858.1871.1881.1893. 1899.
1904.1907.

Reduction 'of Passage.
Days.
Under 9 from Queenstown,
8

Scotia 
City of Brussels 
7 Alaska 
6 ' City of Paris 
5 }£" Lucania 
6 " Southampton. Kaiser Wilhelm der Grosse.
5 V? " Cherbourg. Deutechland..

id. lOh. 51m. from Queenstown. Mauretania.

Tons.
. 3,871
. 3,081
. 6,400
. 10,669
. 12,950
14,349
. 16,502
. 32,000

1st to exceed

Progress in Length.
Feet.
 200
 300
 680
 400
 500
 600
 700
 725
 790

Great Western.
Great Britain . .
Great Eastern . .
Oceanic (1) . . . .
Servia 
Campania 
Oceanic (2) . . .
Baltic 
Mauretania 

Tons.
. 1,340
2,084
18,918 3,807
. 7,392
. 12,952
17,247
. 23,000
. 32.000

OCEAN STEAMERS. 20 Knots and over. In order of Tonnage.

Built

Owners.

GrossTons.

Dimen

Spd.

sions.

790x88x77

26

785x88x77685x72x40 678x72x38
685x68x44662x67x40 640x66x43
627x66x35

2623i 23 1
21
23i 23
22*

601x65x37

22

581x63x44

22

563x60x35

20

535x63x37

21

527x63x22

20

565x58x39

20

528x51x36

20

501x57x38

20

487x58x26

20

300x37x17

20

Builders.

190719071908190218991900 1901189718931893
1897 190019001895189518881889189018891890188418841898189818981898

Mauretania 
Lusitania 
Kronprinzessin Cecilie .
Kaiser Wilhelm II ... .
Oceanic 
Deutschland 
Kronprinz Wilhelm. . .
Kaiser Wilhelm der Grosse
Campania 
Lucania 
Kaiser Friedrich ....
La Lorraine 
La Savoie 
St. Louis 
St. Paul 
New York 
Philadelphia (ex Paris) . . .
Majestic. . ' 
Teutonic 
Kaiserin Maria Theresa. . .
Umbria 
Etruria 
Moskva 
Smolensk 
Tsis  j.
Osiris  '

Cunard 
N. D. Lloyd '.'.'..'..'.
N.D. Lloyd 
White Star 
Hamburg- American
N.D.Lloyd 
Cunard 
F. Schichau 
Com. Gen. Trans. . .
International Mer- j
cantile Marine. Co. \
White Star '.'.'.'.'.'.'.'.
N. D. Lloyd'. '.'.'.'.'.'.'.
Cunard 
Russ. Vol.Flt.Assoc.
P. & O 

32,000 32,500 19,503
19.36017,27416,50214,90814.34912,950 !
12,950 (
12,480 11,86911,864 I
.11,629 f
10,798 (.
10,786 f
10,147 I
9,984 f
8,2788,128 I
8,120 j"
7,297 I
7,270 j
1,728

Swan&H'nter andWigharn
Richardson,Ltd.
Clydebank.Stettin V. Co.
Stettin V. Co.
Harland & W.
Stettin V. Co.

Fairfield.Schichau.Owners. «
Cramp&Sons.Clydebank.Harland&W.
Stettin V. Co.
Fairfield.
Clydebank.Caird & Co.

The following is, in brief, the terms under
which the Cunard Line built the 'Maureta-
ia" and "Lusitania":
In August, 1903, an agreement was made
with the British Government by which the
Cunard Co. were to build two new steamers,
to be with all other Cunard ships, at the dis
posal of the Admiralty for hire or purchase
whenever they may be required, the Govern
ment lending the company £2,600,000 to
build the ships and granting them a subsidy
of £150,000 a year

Consul Joseph G. Stephens writes that last
year 544 mail and ocean passenger steamers
called at Plymouth, England, to land or em
bark 25,959 passengers, 178,242 bags of mail,
and specie valued at 835,576,728, as com
pared with 566 steamers which dealt with over
25,900 passengers, 185,712 bags of mail, and
specie valued at $32,820,927 in 1908. The
fewer number of steamers was largely due
to the decreased tonnage employed in the
Atlantic service and the withdrawal of the
Royal Mail Company's Mexican steamers.

222

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

VESSELS 10,000 TONS AND OVER. Speed under 20 Knots.

Owners and Steamers.

Hamburg-American Line —
Amerika, Kaiserin Auguste Victoria,
Cleveland, Cincinnati 
Hamburg (16), Bluecher (16H), Moltke.
President Grant, President Lincoln 
Patricia, Pennsylvania, Graf Waldersee..
Batavia, Bulgaria, Pretoria. 
Norddeutscher Lloyd — Prinzess Alice 
Bremen, Barbarossa, Fried, der Grosse,
Konigin Luise 
Prinzess Irene, Konig Albert 
Grosser Kurfiirst 
Main, Rhein 
Holland-America Line — Rotterdam 
New Amsterdam, Statendam, Potsdam,
Ryndam, Noordam 
Pacific Mail St'mship Co. — Korea, Siberia
Mongolia, Manchuria 
United S.S. Co. of Copenhagen — United
States, Hellig Olay 
Great Northern S.S. Co. of U. S. — Minne
sota (21,000 tons) 
Red Star Line — Vaderland 
International Mercantile Marine — Fin
land, Kroonland 
International Navigation Co. — Zeeland 
Haverford, Merion 
British — Malwa, Mantua, Morea P. & O. Co.
Macedonia, Marmora.
Briton, Saxon, Walmer
Castle  Union-Castle Line
Armadale Castle, Kenil-
worth Castle 
Adriatic (24,541 tons) White Star
Celtic, Cedric, Baltic,
Laurentic, Megantic "
Arabic 
Victorian, Virginian... Allan
Grampian, Hesperian
Tunisian, Corsican. . .
Ivernia, Saxonia, Car-
pathia  Cunard
* Carmania  "
Slavonia (14J-2), Ultonia (13), Caronia
(20,000 tons) 
Cymric  White Star Line
Winefredian, Devonian Leyland
Georgic, Athenie, Cor-
inthic, Ionic  White Star '
Afric, Medic, Persic,
Runic, Suevic 
Romanic, Canopic . . .
Cretic 
Minneapolis, Minne- Atlantic Trans
haha  port Line. . . .
Minnetonka, Minne- Atlantic Trans'
waska  port Line. . . .
Amazon, Araguaya, Avon, Asturias
Royal Mail 
Cairo, Heliopolis.Egypt'nMail S.S. Co. Ltd
Pericles  Geo. Thompson Co. , Ltd
Orcomo  Pacific S.N. Co. .
Orsova, Orvieto, Osterley, Otway Orient Line

Totals. .

Speed.

171514 13 A
12
1615A15 14
13 A
17 15IS101614 A
161616
1418 A
1817.'i
17 A
181716 is15
16
• 15'318 1815 14. A
13 12 'j
1616l(i
Hi15 19. A
1516; i
IS

Under
11,000 Tons.

11,000 Tons
to under
12,000 Tons.

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 If) (inn t,™
each, 3 exceeded 12,000 tons each, and two 20,000 tons each. u,uuu u>ns

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

"i

2 1 1

1

6

11 1 1
i

27 2 o'

26 3
19 8

48 6
1314 2 1
2

6820 5
30 5 9
2

108 22 9
31
'l5' 7

229 37
39 30 6
23 8

397 94
5027 13 92

925

190
22
1
422
140
152
29
3
62
l
22
4
4
3 1 1
4 1
733
359 1
1117 12
17 1
18
1311 17 3
51
36
64
7
2
12 2 1
5
12
63 1
8
4
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.
Compagnie GeneraleTransatlantique 
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  ,v • v ' "
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.
a20 19 18 17 16 15 14 13 12
French ....
British. . . .
United States
German.. . .
British ....
.do 
United States
Russian.. . .
Japanese. . .
German... .
British. . . .
...do 
...do 
...do 
...do 
Spanish. . . .
British. . . .
RoumanianUnited States
British. . . .
United States
...do 
British. . . .
.do.
Speed in knots.
1 .
2 111
Total
28 15 4
702625 6
1210
66 5821 222
16 84
12 17 9 51
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 stem-
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. Phamix, 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.
1 832 . Elburkah, i ron steamer, took a
private exploring party up the Niger.
1834. Lloyd's Register for British and
Foreign Shipping established.

I 1836. Austrian Lloyd Steam Navigation
Co. established at Trieste.
1837. Francis B. Ogden, first successful
scFew 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. Chiie, 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.

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

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 lik^e 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.

Gross

Crew.

ton

When

nage.

built.

150

20,718

1904

164

13,638

1904

265

13,638

1903

377

11,629

1895

377

11,629

1895

277

11,284

1902

277

11,276

1902

370

10,798

1888

378

10,786

1889

74

9,606

1902

74

9,606

1902

42

8,671

1902

42

8,671

1902

54

8,615

1902

43

8,579

1907

43

8,579

1907

100

7,914

1903

99

7,914

1903

89

7,913

1902

138

6,391

1907

138

6,391

1907

169

6,253

1900

168

6,253

1900

128

6,207

1906

128

6,207

1906

124

6,004

1900

45

5,707

1900

95

5,667

1898

92

5,667

1899

45

5,597

1900

45

5,597

1901

47

5,591

1900

48

5,404

1908

37

5,318

1901

37

5,273

1902

256

5,079

1874

263

5,060

1889

Where built

Material.

Home port.

Minnesota.. .
Manchuria.. .
Mongolia. . . .
St. Louis.. . .
St. Paul 
Siberia 
Korea 
New York.. .
PhiladelphiaAncon 
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. .

New London, Conn.
Camden, N. J 
....do 
Philadelphia, Pa. -¦ .
 do 
Newport News, Va.
 do 
Clydeb'k, Scotland
... i 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

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.

Chester, Pa 
 do 
 do 
San Francisco, Cal
Cleveland, Ohip.. .
 do 
Chester, Pa 
Go van, Scotland. .

.do..do..do. .do.

do.do.do.
..do...do:..do.
Iron.. Steel.

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.

Great Eastern 
Paris 
Teutonic 
Campania 
St. Paul 
Kaiser Wilhelm der Grosse
Oceanic 
Deutschland 
Baltic  
Mauretania 
Olympic 

Length
Displace
Date.
over All.
Beam.
Depth.
Draught.
ment
Feet.
Feet.
Feet.
Feet.
Tons.
1858
692
83
57*
25*
27,000
1888
560
63
42
26*
13,000
1890
585
57*
42
26
12,000
1893
625
65
411
28
19,000
1895
554
63
42
27
14,000
1897
649
66
43
29
20,000
1899
704
68
49
32*
28,500
1900
686*
67 J
44
29
22,000
1904
725J
75
49
30*
40,000
1907
790
88
60
37*
45,000
1910
890
92
64
35
60,000
Maxi mum
Knots. 12
202022
21 22.3520
23.5 20
26.0621
226

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

TRANSATLANTIC PASSENGER STEAMERS FROM NEW YORK *

AMERICAN LINE.

Campania. . .
Mauretania.Lusitania. . .
Caron a .... .
Carmania... .
Franconia . .

1892

13,000

1906

32,000

1906

32,500

1905

20,000

1905

20,000

18,000

30,000 70,00070,00021,00021,000
21,000

Steamships.

Year

Gross
Tonnage

Indie. H.-P.

Length

New York (Rebuilt 1903) 

1888189518951901

10,79811,62911,629
10,786

20,00020,00020,00020,000

576

554

St. Paul 

554

576

ANCHOR LINE.
13801884
190119041907
5,4955,200
8,400 9,400
9,000
5,000
4,600 8,400
10,200 7,000
445
410
503
515
485
ATLANTIC TRANSPORT LINE.
1900190019021909
13,401
13,40313,398
14,220
10,80010,80010,80012,000
616
616
616
616
AUSTRO-AMERICAN LINE.
1907 1907
1907 19071909
6,1226,1225,5265,4978.312
767757582584
1,117
415
415
390
391
460
CUNARD LINE.
(Queenstown and Liverpool Service.)
620790
785675675 600
TTltonia. . .
Carpathia.
Pannonia. .
CUNARD LINE.
(Mediterranean and Adriatic Service.)
189819031904
10,20013,60010,000
500540501
Roma 
Germania. . .
Madonna Venezia 
Sant' Anna. ,
FABRE LINE.
(Various points, including Naples, depending on season of year.)
1902
9,500
6,000
1903
9,500
6,000
1905
10,000
6,200
1907
11,000
7,200
Bldg
14,000
10,000
FRENCH LINE.
La Bretagne  I 1886
La Gascogne  1886
La Tourame  1890
La Lorraine  1899
La Savoie  1900
La Provence  1906
Chicago  I 1908
7,315
7,646 9,161
11,87411,889 14,74411,103
9,000 9,000
12,000
22,00022,000
30,000 9,500
508508536580580624 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.

Gross
Tonnage

Indie. H.-P.

Length.

Pennsylvania 
Patricia 
Pretoria 
Bulgaria* 
Graf Waldersee 
Batavia* 
Deutschland 
Hamburg* 
Bluecher 
Moltke* 
Amerika 
Kaiserin Auguste Victoria.
President Lincoln. .......
President Grant 
Cleveland 
Cincinnati 

1896189718981898 189918991900
19001901 1902
1905 1906
1907190719081908

13,33313,27313,23411,077 13,193
11,464 16,502
10,53212,334 12,335
22,22524,581 18,10018,10018,00018,000

5,5006,0005,400
4,000 5,500
4,000
37,800 9,000 9,500
9,500
15,50017,500 7,5007,500 9,3009,300

557.6560 560
501.6560 501
686.6498 525.6525
690700 615
615600600

Mediterranean Service. HOLLAND-AMERICA LINE.
(Netherlands-American Steam Navigation

Co.)

Statendam 
Potsdam 
Ryndam 
Noordam 
New Amsterdam.
Rotterdam 

1899
1900 1901190219061908

10,49012,60012,54612,54017,250
24,170

6,0007,5007,5907,500
10,00014,000

530
560560560615668

ITALIA UNE.
(Societa di Navigazione a Vapore. Naples, Genoa, New York Service.)

19081908

10,000

7,600
7,6007,600

420

420

420

LA VELOCE LINE.
(Navigazione Italiana a Vapore.)
Oceania. .
America.
Europa. .
1908/919091906
12,000
9,0009,0009,000
425 425
425
NAVIGAZIONE GENERALE ITALIANA LINE.
(Florio Rubattino).
LLOYD ITALIANO
190519061905 1906190519051909
5,018
4,9834,996 5,181
4,933 6,8479,210
444 444
444477 531
851917
381.4
393.7
393.7
381.4
411.4
420
Principessa Mafalda  : 
485
NORTH GERMAN LLOYD.
(Bremen Service.)
1896
1896 1897
18991900190019011903 190419071907190719081909
10,56811,57014,349
10,05813,24510,06714,90819,500 10,911
20,000 9,800 9.800
. 17,500
25,570
7,200
8,000
28,000 5,5009,700
5,500
35,000 43,000 9,000
45,000 6,500 6,500
14,000
20,000
546
569
649
520
5S2
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.

1896 189618991900 1908

10,71110,91510,643 10,881 19,200

7,0007,000 9,0009,000
16,500

544

546525

525
613

RED STAR LINE
1893
1900 19011902190219031908
7,668.7
11,898
11,90512,18812,185 7,913
18,694
5,300
13,15513,15511,30011,300 5,600
16,000
504
580
580
580
580
490
620
SCANDINAVIAN-AMERICAN LINE.
C. F. Tietgen 
18971901
19021903
8,500
10,00010,00010,000
5,500
8,0008,0008,000
485 515
Hellig Olav 
515515
WHITE STAR LINE.
1889189018991901190319021903190419061908190919111911
9,984
10,147 17,274
20,90421,035 13,50715,801
23,87624,541 14,89214,878
45,000 45,000
17,000 17,000
28,000 13,500
13,500 7,010
10,80013,300
40,000
582
Celtic 
582
705.6697.5
697.5601.8
615.6
726
726 565565
860
860
* Launch is set for Oct. 20, 1910.
TRANSATLANTIC PASSENGER STEAMERS FROM PORTS OTHER
THAN NEW YORK.
CUNARD LINE.
(Boston-Liverpool Service.)
Ivernia. .
Saxonia.
19001900
14,10014,300
10,400 10,400
600600
Parisian 
NumidianMongolian. . . .
Carthaginian. Siberian 
Hungarian. . . .
Hiberniau. . . .
Ontarian 
Orcadian 
ALLAN LINE.
5.395
4,8364.S384,4443,846 4,508
4,5054,309
3,546
440.8 4004003S6372388385385.2361
LEYLAND LINE.
Devonian 
11,000
11,000 9,500
11,000 9,000
571
1 571549
529
SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

220

TRANSATLANTIC PASSENGER STEAMERS FROM PORTS OTHER THAN
NEW YORK— Continued.

WHITE STAR LINE.

Rhein.Breslau 
Neckar 
Main 
Oldenburg. .
Cassel 

Steamships.

Year

Gross
Tonnage.

Indie.H.-P.

Length.

18981901

13,096
11.905

13,155

599

580

NORTH GERMAN LLOYD S. 8 CO.
(Baltimore-Bremen Service.)

189919011901
1900 i90i

10,058 7,524 9,835
10,058 5,0027,553

5,500
3,400 6,0005,5003,6003,400

52042S520520428428

NORTH GERMAN LLOYD S. S. CO.
(Galveston-Bremen Service.)

1901 1 3,200
1899 I 3,200
7,542 |
7,431 ]
430
431
ALLAN LINE.
(Montreal Services.')
1904190519001907190819071901190119001899
1875 1882
10,629
10,754
• 10,57611,43610,92010,187 8,268 6,508 .
6,2706,2294,3494,207
849917803825604800447
447316 316
520
520.4
500.6
500.3
485.5
485.7
470
436.9
430
430
400381
CANADIAN PACIFIC RAILWAY CO.
Empress of Britain 
 1 1906 I 14,500
 I ¦ 1906 | 14,500
3,168 1
3,168 1
548.8548.9
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.
19091909
14,892 15,000 9,4136,6185,071
484
550
DONALDSON LINE.
(Montreal to Glasgow.)
19041906
Building
8,6688,135
1 5,600 5,555
478
455
MONTREAL SERVICES— ^THOMSON LINE.
(Mediterranean Service. )
Tortona  I 1909 I
7,907
5,400 |
450.6
PHILADELPHIA STEAMSHIP
SERVICES — AMERICAN LINE.
11,63511,621 6,409
547
547
470
RED STAR LINE.
1898 18971898
7,058 6,9186,648
5,0005,000
5,000
502
490
490
230

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

STEAMSHIP RECORDS AND CASUALTIES.
We are republishing, by permission of the Brooklyn Daily Eagle, from their "Almanac,1
the following valuable particulars relative to steamship records and casualties.
(Copyright, 1910.) Revised for this book by Capt. A. W. Lewis.
STEAMSHIP RECORDS x

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.

Name of steamship

D. H. M.

18971897

Kaiser Wilhelm der Grosse,
N. Y to Southampton . .
Same steamer, N. Y. to Ply-

5 17 8
5 15 10

18981899

Same steamer, Southamp
ton to N. Y 
Same steamer, Cherbourg
to N. Y 

5 20 10
5 17 37

18991900

Same steamer, New Ycrk to
Deutschland, N. Y. to Ply-

5 17 56
5 7 38

1900

Deutschland, Plymouth to
N Y 

5 16 24

1901

Deutschland, eastbound

5 11 5

19011901

Deutschland, Cherbourg to
N. Y 
Kronprinz, N. Y. to Ply-

5 12 23
5 9 48

19011901
19371907

Oceanic, N. Y. to Liverpool.
Oceanic, Liverpool to N. Y..
Lusitania, Queenstown to
Sandy Hook Lightship. . .
Lusitania, N. Y. to Queens-

5 20 32
5 17 50
4 18 40
4 22 50

1907

Mauretania, N. Y. to

4 22 29

1908

Mauretania, Queenstown to
N. Y 

4 20 15

19081908

Kronprinzessin Cecilie,
Cherbourg to N. Y 
Kaiser Wilhelm II, N. Y.

5 11 9
5 - 9 55

1909
1909

Kronprinzessin Cecilie, N.
Y. to Plymouth 
Lusitania, Queenstown to
N. Y 

5 7 25
4 11 42

1909

Lusitania, N. Y. to Queens-

4 15 5°

1909

Mauretania, Queenstown to
N. Y 

4 10 51

1909
1910

Mauretania, N. Y. to
Mauretania, Daunt's Rock,
Ambrose Lightship to. N.
Y. Long course 

4 13 41
4 15 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 by 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, 1908t
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 Qalveston, 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 12i 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. Paul 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 o^t New
foundland; crew lost; Dec. 4, 1908.
Steamship Republic rammed off Nan
tucket by S.S. Florida, 8 lives lost in collision ;
vessel sank ; help received, by wireless; Jan.
24, 1909.

DIMENSIONS 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. . . ll5 201
Baths of Caracalla, (Ancient)
Rome  112 116
St. Paul's, London  112 215

HEIGHT OF OFFICE BUILDINGS. Total height
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 

from
sidewalk, ft.
224386
363348341313
312 309
280260257700 J-
612^

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
H&tel des Invalides, Paris  344
Bunker Hill Monum't.Charlestown.Mass. 221
Leaning Tower of Pisa  179
Alexander Column, St. Petersburg  175

THE WEIGHT OF BELLS.

Kremlin, Moscow 
Pekin 
St. Ivan's, Moscow 
Novgorod 
Sacred Heart, Paris 
Sens 
Vienna 
Olmutz, Bohemia 
Rouen 
Erfurt 
Westminster, "Big Ben" 
Houses of Parliament, London.
Notre Dame, Paris 
Montreal 
Cologne 
Cityllall, N. Y 

Pounds
. 432.000
. 130,000
. 127,800
. 62,000
. 55,116
. 43,000
. 40,200
. 40,000
. 40,000
, 30,800
. . 30,300
. 30,000
. 28,600
. 28,500
. 25,000
. 22,500

LENGTH OF A FEW CELEBRATED BRIDGES.
Name. Length ft. Type.
Firth of Tay, Scotland  10,779 Girder.
Forth, Scotland  8,296 Cantilever.
East River, New York  7,200 Suspension.
Brooklyn, New York  5,989 Suspension.
Manhattan, New York  9,900 Suspension.
Bhujkwell's Island, New York  7,450 Cantilever.
Washington Bridge, New York  2,300 Composite.
High Bridge, New York  1,460 Stone.
Niagara, below Falls, New York  1,040 Suspension.
Niagara  910 Cantilever.
Freiburg, Germany  880 Suspension.
Clifton, England  702 Suspension.
Buda-Pest, Hungary  666 Suspension.

Spanning.
Firth of Tay.
Firth of Forth.
East River.
East River.
East River.
East River.
Harlem River.
Harlem River.
Niagara River.
Niagara River.

Avon.
Danube.

232 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

r*".. "" ~ V ;

-¦ -' - . '¦¦

-

Copyright, 1900, by Munn & Co.
A COMPARISON OF MARINE ENGINE AND LOCOMOTIVE POWER.

I

- '

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

233

SUPPLIES OP 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, 07 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
boiiers 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 aDd 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

ife

mgm
' 41%J|

Copyright, jgoi, by Munn & Co.
SUPPLIES OF THE "DEUTSCHLAND."

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

235

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 must add 350 pounds of yeast and
COO 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.
Not -the least striking evidence of
the size of these modern monsters of
the deep is afforded by the vast quan
tities of food which must be taken
aboard for a single six-day trip across
the Atlantic. For the 1,500 passen
gers and the several hundred men con
stituting the crew, carloads of food
and whole tanks of liquids are neces
sary. To enumerate in cold type the
exact quantities of bread, meat, and
vegetables consumed in a weekly trip
would give but an inadequate idea of
the storing capacity of a modern liuer.
We have, therefore, prepared a picture
which graphically shows by compari
son with the average man the equiva
lent of the meat, poultry, and bread-
stuffs, as well as the liquors used.
Each kind of food has been concen
trated into a giant unit, compared
with which the figure of the average
man seems puny.
On the "Kronprinz Wilhelm, of the
North German Lloyd Line, which
steamship we have taken for the pur
pose of instituting our comparisons,
some 19,800 pounds of fresh meat and

14,300 pounds of salt beef and mut
ton, in all 34,100 pounds of meat, are
eaten during a single trip from New
I'ork to Bremen. This enormous quan
tity of meat has been pictured in the
form of a single joint of beef, which,
if it actually existed, would be some
what less than 10 feet high, 10 feet
long, and 5 feet wide. If placed on
one end of a scale, it would require
about 227 average men in the other end
to tip the beam.
For a single voyage the "Kronprinz
Wilhelm" uses 2,640 pounds of ham,
1,320 pounds of bacon, and 506 pounds
of sausage — in all, 4,466 pounds.
Since most of this is pork, it may
well be pictured in the form of 'a ham.
That single ham is equivalent in
weight to 374 average hams. It is
7% feet high, 3 feet in diameter and
2 feet thick.
The poultry eaten by the passen
gers of the steamer during a trip to
Bremen or New York weighs 4,840
pounds. Suppose that we show these
4,840 pounds of poultry in the form
of a turkey, dressed and ready for
the oven. The bird would be a giant
10 feet 'long, 8 feet broad, and 5 feet
high. ,
Sauerkraut, beans, peas, rice, and
fresh vegetables are consumed to the
amount of 25,320 pounds. Packed for
market, these preserved and fresh vege
tables would be contained in 290 bas
kets of the usual form, which piled up
make a formidable truncated pyramid-

236

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

237

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238

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

PORTLAND HARBOR, MAINE.

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 (Niv6se 10, Year XIV.). The months varied in
different years, thus Nivose 1 commenced December 21st in 1793, December 22nd in 1795,
December 21st in 1796, December 22nd in 1799, December 23rd in 1803, and December 22nd
in 1804 and 1805. The following are the dates for the year 1804, the last complete year of
the Calendar :-

Vendemiaire (Vintage), 23 Sept. to Oct. 22

BrumaireFrimaireNivdse
Pluvi6se Ventose

(Foggy),(Sleety) ,
(Snowy),(Rainy) ,
(Windy),

23 Oct. to Nov. 22
22 Nov. to Dec. 21
22 Dec. to Jan. 21
21 Jan. to Feb. 20
20 Feb. to Mar. 21

Germinal (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. IS

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 (Quintidii to Rewards. To Leap Year, called
Olympic, a sixth day, the 22nd or 23rd September (Sextidi), "Jour de la Revolution," was
added. This variation of dates has led to considerable confusion, but those who may wish to
trace the fourteen years will find some very elaborate tables in the English, edition of Bour-
rienne's "Life of Napoleon"; Bentley. — Whitaker's Almanack.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

239

BOSTON HARBOR AND APPROACHES.

AROUND THE WORLD IN
THIRTY-EIGHT DAYS !
When Jules Verne wrote his fasci
nating story, "Around the World in
80 Days" he probably did not realize
that within a comparatively short
period this trip could be made in much
abbreviated time. In fact Phineas
Fogg could now make the complete
circuit of the earth in 38 days. The
International Sleeping Car Company
has worked out the proposition for
the editor as follows : Leave New
York by the Twentieth Century
Limited for Chicago, then via St.
Paul to Vancouver, so as to make an
exact connection with the Canadian
Pacific express steamer across the
Pacific ; from Yokohama go to Tsuru-
ga, from there to Vladivostok. The
Trans-Siberian is then taken to Mos
cow, London is then reached, and
either the "Lusitania" or the "Mau
retania" should be caught in order to
make the trip in 38 days. The trip
will then be as follows : New York to
Vancouver, 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

---^JyteMTlijIORE

WASHINGTON ijfif aX
a»ifjo«Mw//« MM (II^^L;.- ^
?JaJ 'I^=*H1§^^
« * ffi^a,
\§L-^^|L l ^^ill&Ss^t, il i
TEfflW^. (({f\*^^Wifi
I
N?!LA'fW-*e*Tfl\Wi.K. V
f£&&^J&M?*r
iMWga-pf^
BALTIMORE AND CHESAPEAKE BAY.
Restaurant dining on the ocean is on the
increase and dinner parties are an established
feature.
APPROACH TO SEATTLE,
PHILADELPHIA'S PATH TO THE SEA.
THE FUNNEL MARKS OF TRANS
ATLANTIC LINES
Our frontispiece gives an idea of the
funnel marks, also the house flags of
the principal transatlantic lines. The
following recapitulation, however, may
prove of interest
Lines
AmericanAnchorAtlantic Transport
CunardFrenchHamburg- American
Netherlands- Amer.
Nor. Ger. Lloyd
Red Star
Scandinavian- Am'r
White Star
Funnel Marks
Black, white band, black
top.
Black Red, with black top.
Red, with black rings
and black top.
Red, with black top.
Express service, buff;
regular, black.
Cream, white band, with
green borders.
Ochre.Black, white band, black
top.
Black, red, black.
Buff, with black top.
SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

241

THE HARBOR OF SAN FRANCISCO
CABLES OWNED BY NATIONS.

Austria 
Belgium 
Denmark 
France 
Germany 
Great Britain, and Ireland 
Greece 
Holland 
Italy 
Norway 
Portugal 
Russia 
Russia in Asia 
Spain 
Sweden 
Switzerland 
Turkey 
Argentine Republic and Brazil..
Australia and New Zealand. . . .

48

224

3

77

98

306

87

11,178

88

3,167

191

2,304

46

54

36

243

41

1,073

626

970

4

115

25

314

3

171

16

1,903

16

209

3

16

23

352

41

105

46

439

Bahama Islands 
British America 
British India 
Portuguese Possessions in Africa
Japan 
Macao 
Nouvelle Calfidonie 
Netherlands Indies 
Senegal, Africa 
Siam 
Indo-Chine Francaise 
Pacific Cable Board (cables in
the Pacific between British
America and Australia) 
Philippine Islands 
United States (Alaska) 

Total.

1
2
82
127 11
15 1
33

5
33 12

213
399
1,993 26
4,364 2 1
2,855 3
13
1,479

7,837 1,313
2,348

1,655

46,066

242

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

THE SUBMARINE CABLES OF THE WORLD.*
(From report issued by the Bureau International de I'Union Telegraphique.)
The following table sets forth the entire system of submarine cables of the world, including
those along the shores and in the bays, gulfs and estuaries of rivers, butexcepting those in lakes
and the interior watercourses of continents. The list includes all cables operated by private
companies, and in addition thereto under the name of each nation is given the list of cables
operated by the government of that nation.

Companies.

Anglo-American Telegraph Co. :
Transatlantic System — Va
lentia (Ireland) to Heart's
Content (Newfoundland).
Commercial Cable Co 
Transatlantic System-
Waterville (Ireland) to
Canso (Nova Scotia).
Canso, N. S., to New York.
Canso, N. S., to Rockport
Mass.
Commercial Pacific Cable Co. . . .
San Francisco to Manila.
Manila to Shanghai.
De I'ils de Peel (Bqnins) a
Guam.
Commercial Cable Co. of Cuba
Coney Island (New York) to
Havana (Cuba).
Direct United States Cable Co .
Ballinskellig's Bay (Ireland)
to Halifax (Nova Scotia).
Halifax, N. S., to Rye Beach,
N. H.
Western Union Telegraph Co. . .
Transatlantic System — Sen-
nen Cove, near Penzance,
England, to Dover Bay,
near Canso, N. S.
Dover Bay, N. S. to New York
Gulf of Mexico System.
Compagnie Francaise des Cables
Telegraphiques 
Brest (France) to Cape Cod,
Mass.
Brest (France) to St. Pierre-
Miq.
St. Pierre to Cape Cod, Mass.
Cape Cod, Mass., to New York
African Direct Telegraph Co 
Black Sea Telegraph Co 
Western Telegraph Co 
Carcavellos, near Lisbon (Por
tugal), to Madeira, to St.
Vincent (Cape Verde Isl.),
to Pernambuco, Rio de
Janeiro, Santos, Montevi
deo, Horta (Azores), to St.
Vincent (Cape Verde Isl.).
Central and South A merican Tel
egraph Co 
Compania Telegrafico-Telefonica
del Plata 
Direct West India Cable Co 
Bermuda-Turk's Island, and
Turk's Island-Jamaica.

II

13

32

S e8-g

9,554
15,45010,004 1,285
3,0957,478 Wn
12,102

3,012 337
18,759

7,500 28
1,265

Companies.

Cuba Submarine Telegravh Co. . .
Direct Spanish Telegraph Co. . . .
Eastern and South African Tele
graph Co 
Eastern Extension and Austral
asia and China Telegraph Co . .
Eastern Telegraph Co 
Anglo -S p ani sh -Portuguese
System.
System West of Malta.
Italo-Greek System.
Austro-Greek System.
Greek System.
Turko -Greek System.
Turkish System.
Egypto -European System.
Egyptian System.
Egypto-Indian System.
Cape Town to St. Helena.
St. Helena to Ascension Isl.
Ascension Isl. to St. Vincent.
Natal-Australia System.
Europe and Azores Telegraph Co
Compagnie Allemande des Cables
Transatlantiques 
Borkum Island to Azores, to
Coney Island, N. Y.
Borkum Island to Vigo, Spain
Grande Compagnie des TilC-
graphes du Nord 
Cables in Europe and Asia.
Deutsch-Niederlandische Tele-
graphen gesellschaft 
Menado (Celebes) — Japan
(Caroline); Guam (Mari
annes); Shanghai.
Osteuropaische Telegraphenge-
sells 
Kilios (Constantinople) — Con
stantza (Roumanie).
Halifax and Bermuda Cable Co. .
Indo-European Telegraph Co. . . .
India Rubber, Gutta Percha, and
Telegraph Works Co 
Mexican Telegraph Co 
River Plate Telegraph Co 
South American Cable Co 
United States and Hayti Tele
graph and Cable Co 
West African Telegraph Co.. . .
West Coast of A merica Telegraph
Co 
West India & Panama Tele
graph Co 
Grand total 

22

403

204,338

* From the "World Almanac" for 1910, Copyright. Reprinted by permission.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

243

RAILROADS OF THE WORLD.

Miles.
United States  217,328
Great Britain  97,900
Russia  35,336
Germany  31,943
France  27,285
India  25,515
Austro-Hungary  23,432
Canada  18,397
Australia  14,925
Argentina  10,479
Italy  9,881
Mexico  9,660
Brazil  9,248
Spain  8,447
Sweden  7,242
South Africa  5,504
Siberia  4,965
Japan  4,093
Belgium  4,047
Algiers and Tunis  3,060

Miles.
Egypt  2,903
Chill  2,896
Switzerland  2,443
New Zealand  2,374
Holland  2,035
Roumania  1,982
Turkey (and Bulgaria, &c.)  1,963
Denmark  1,917
Portugal  1,402
Dutch Indies  1,392
Norway  1,313
China  772
Greece  667
Servia  361
Total mileage of the world (includ
ing other small countries)  510,470

This is "route mileage." "Track mileage" (including double lines and sidings) is considerably
more.
LONG RAILWAY TUNNELS. Mls Yda
Simplon, Switzerland-Italy  12 458
St. Gothard, Switzerland  9 564
Mont Cenis, Italy-France  7 1730
Arlberg, Austria  6 404
Hoosac, U. S. A  4 1320
Severn, Great Western  4 624
Totley, Midland  3 950
Standedge, North Western  3 62
Woodhead, Great Central  3 17
Box, near Bath, Great Western (old)  1 1320

POPULATION OF THE WORLD.
The annual death rate per 1000 population also decreases, especially among children.
England and Wales it is 12.8 (mean average previous years 16.8).

In

In London  11-9
Paris  17.3
St. Petersburg  28.6
Berlin  17.2
Vienna  20.9
Bombay  78.9
Trieste  31.2
Antwerp  13-6

In New York  18.6
76 largest towns in United King
dom  13.3
141 smaller towns in Un.ted King
dom  13.6
Remainder of country  14.5

DENSITY OF POPULATION.
Eevot proper is the most densely populated country, having 750.5 per square mile. Belgium
comes next with 588, then Holland. The United Kingdom has i 341.6, Japan 296.4, after which
come the other European Countries down to Russia with 51 and Sweden with 29. I he United
States has only 21.4, and the South American Republics all less. Australia contains only 1.38
persons per square mile. In England there is an average of just about 1 person per acre.

Lord Rayleigh has recently made some
interesting experiments to determine the colors
of the sea and sky. Other experimenters
such as Davy, Bunsen, and Spring, were all
satisfied that the color of water was blue, but
Lord Rayleigh's experiments have supplied
only limited confirmation of that view.

What appears to be the intrinsic color of the
sea he finds is often due to the color of the
sky or is affected by the color of the bottom.
With carefully distilled water he. got the same
blue color of water as the water from Capri
and Suez, while that from Seven Stones Light
ship, off the Cornish coast, gave a full green.

244

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

RAILWAY SPEED IN ENGLAND.
The Fastest Running, without stoppage, is made by the Companies as under: —

Company.

Train.

From

To

Time.

Dis
tance.

Aver age
Speed.

1. 8
10. 5
10.15 4.266.203.258.526. 3
11.40 4.53 5.262. 6
5. 0
9.502. 0
11. 5

Darlington. . . .
Paddington . .
Grantham 
Marylebone . . .
Willesden. . . .
St. Pancras. . .
Liverpool . .
Tonbridge 
Ballybrophy.. .
Kilmarnock . . .
Liverpool St.. .
Edinburgh. . . .
Blair-Atholl....

York 

H. M.
0 43
0 32
2 0
0 52
1 52
1 8
1 53
2 12
0 40
0 30
1 28
1 46
1 0
2 17
1 10
0 51

Miles. 44i32J
1181 50J
107J 65
107 J
123J 36J26|77 }
91i 51
114 57*
35J

61.7

Perth 
Bristol, via
Bath 
Leicester 
Vauxhall 
Birmingham... Nottingham. . .
Manchester.. . .
Perth 

60.9

59.1 58.2
57.6
London and North Western 
57.457.056.1
Great Southern and Western 
Glasgow and South Western 
London, Brighton & South Coast .
54.853.053.051.852.0
49.9
49.2
41.4
The Longest Runs without Stoppage are made by the Companies as under:-
Company
Train.
From
To
Time.
Dis
tance
Aver age
Speed.
10.30 11.15
11.50 2.213.152.17 1.30
11:17 4.10 9.30
2. 4
11.35 9. 5
10.52
Paddington . . .
Euston 
St. Pancras. . .
WakefieldMarylebone . . .
Liverpool St...
Newcastle 
Edinburgh . . .
Kilmarnock. . -
Clapham J'ct...
Cannon Street.
Huddersfield . .
Plymouth, via Westbury
Rhyl 
H. M.
4 7
3 57
4 5
3 9
2 57
3 0
2 38
2 18
2 6
2 11
1 46
1 52
1 38
1 42
Miles. 225}209 i
206 175}165 150}131124J108 98191 i
81} 76$66
London and North Western 
54.853.0
King's Cross.. .
Sheffield, via
Aylesbury.. . .
Perth 
N. Walsham.. .
Edinburgh ....
Bourn'mo'thC.Dover Pier. . . .
Poulton 
50.4
55.8
55.950.2
49.7
54.1
51.445.1
Glasgow and South Western 
London, Brighton & South Coast.
South Eastern & Chatham 
51.5
45.046.2 38.8
PANAMA, SUEZ, AND CAPE OF
GOOD HOPE ROUTES.
The following table gives the dis
tance from New York to ports named
by the routes specified :
From
Via
Pan
ama.
Via
Suez.
Via Cape
of Good
Hope.
New York to —
Shanghai ....
Tokyo 
Melbourne . . .
10,908 10,828 9,692
11,412 9,911
12,91412,18713,01911,435 12,737
15,06314,44615,17813,55512,206
There are 47 steamships engaged in
cable-laying and repairing.
TURBINE ENGINES.
At the end of September, 1909, there
were 75 merchant steamers and yachts
fitted with turbine engines, represent
ing a gross tonnage of about 292,000
tons, and 50 per cent, of the merchant
vessels are capable of a speed of 20
knots and upward, the largest being
as follows : Tonnage. Flag.
Mauretania  31,938  British
Lusitania  31,550  "
Caraania  19,524  "
Chiyo Maru  13,426  Japanese
Tenyo Maru .... 13,454  "
Heliopolis  10,897  British
Cairo  10,864  "
AREA, POPULATION AND COMMERCE OF THE PRINCIPAL COUNTRIES OF THE WORLD

Area.

Population
In 1907 or on
latest avail
able date.

Popula
tion per
square mile.

Foreign Commerce.

Country.
Year.
Imports of
merchandise.
Imports
from United
States.
Per cent
imports from
United States.
Exports of
merchandise.
Exports
to United
States.
Per cent
exports to
United States.
So. miles.
1,083,553 2,974,580 104,751
261,214
3a 135,606
% 125,608 11,373
568,000
3,301,000 37,199
3,745,574 18,691
43,641 44,27449.55233.767 8,170
293,050
4,300,722 465,714 44,164 15,592
115,676383,799
207,054 343,629 64,633
256,255
3,575,750 208,830
1,002,516 25,014 11,071
1.766,517 110,646 50,180
5,975,000 4,158,000 901,000
49,965,000
3a 29,496,000
3a 20,469,000 7,318,000 1,954,000
17,400.000 4,036,000
6,941,000 351,000
1,883,000 500,000460,000400,000
1,116,000
3,250,000
330,130,000 4,142,000
2,049,000 2,645,000
1,272,000
11,272,000
39,300,000 5,232,0001,830,000
15,859,000
16,990,000
62.557,000 12,289,000 2,632,0001,500,000
294,317,000 33,910,000 280,000
5.51 1.40
8.60
191.28217.51 162 . 96
643.45 3.445.27
108.49 1.85.
18.7943.15 11.30 9.28
11.85
136.62 11.09
76.76 8.89
46.40
169.64 11.00
29.37
189.71 15.23
28.31
61.89 4.75
299.56 .12.26105.22135.49166.61
306.47 5.58
1907 190719061907
Dollars.
275,856,000 252,129,000 74,026,000
507,901,000
Dollars. 37,483,00028,562,000 6,841.000
48,492,000
13.611.3 9.29.5
DoUars.
285,837,000 339,762,000 86,820,000
498,829,000
Dollars. 10,558,00011,624,000 3,116,000
13,642,000
3.7
( Commonwealth of Aus-
Australasla. . . -j traliaVa^b 
( New Zealand1, ib 
3.4
3.62.7
Austria (Including Bosnia-Herzego-
1907
190519071907
'1907-8 1907190719071906
1907 1906
19071907190719071906
1907 1907
19071907 1907
19061906190719061906
1905
'1907-8 19071906
707,449,000 8,931,000
196,694,000 24,055,000
351,880,000 7,036,0007,317,0002,332,0003,409,000
9,564,000 4,164,000
105,451,000342,399.000 12,089,000
104,461,000194,468,000 9,587,000
129,115,000
1.201,031,000 86,500,000 19,852,000
34,196,00045,212,000
2,081,705,000 19,619,000
27,915,000 3,871,000
442,847,000555,969,000 1,949,000
61,432,000 754,000
25,105,000 175,000
204,651,000 3,165,0004,244,0001,562,0001,915,000
5,197,000 1,322,000
11,360,000
29,449,000 53,169,000
51,309,00034,468,000 2,286,0002,831,000
129,910,000 1,008,000 No data.
315,000
2,618,000
313,986,000 333,000779,000
2,747,000
10,503,000
75,849,000
8.7
8.4
12.8 .7
58.245.058.0
67.0 56.254.331.710.8 8.68.2
49.117.723.8 2.2
10.8 1.2 .9
5.8
15.1 1.7
2.8
71.0 2.4
13.6
545,398,000 12,995,000
262,939,000 24,240,000
227,388,000 9,103,000
10,174,000 2,012,000 4,231,0001,961,000
6,527,000
101,264,000
210,976,000 13,791,000
104,069,000149,948,000 11,148,000
138,469,000
1,080,049,000 65,328,000 19,949,000
28,447,000 40,472,000
1,629,163,000 9,796,000
23,841,000 5,000,000
562,820,000 376,132,000 414,000
15,511,000 27,000
84,605,000 244.000
71,899,000 £5,282,000 2,311,0001,808,000
2,492,000 1,681,000
1,216,000
9,087,000
21,225,000
s 6,466,000
90,775,000 6,846,000 2,927,000
10,389,000
76,499,000 484,000
No data.
32,000
314,000
155,239,000 55,000
1,694,0001,171,000
43,858,000 45,471,000 No data.
2.8
.2
32.2
1.0
Canada 2,8. ,
31.6
58.0
22.7
89.9
58.9
85.7
18.6
9.0
Chlnaib.2 
10.1
46.8
Cuba 7,8 
87.2
Denmark 2,8 (Including Faroe Islands).. .
4.6
26.3
Egypt ib, 9 
7.5
7.1
Algeria M 
.7
Tunis 
French Indo-Cl
French colonic
Ifled lb,2.. .
.1
, not elsewhere spec-
.8
9.5
German colonle
s'," 
6
7.1
Ham 
23.4
India,Brltlshib,i° .
7.8
12.1
AREA, POPULATION AND COMMERCE OF THE PRINCIPAL COUNTRIES OF THE WORLD— Continued

Japan 2,8 (including Pescadores but ex
cluding Formosa and Sakhalin).. . .
Formosa 2,10a 
Kongo Free State 

Korea 2,10b 
Mexico 1,10c, iod 
Netherlands 2,3  '
Dutch East Indies a.a'.ioe 
Dutch possessions In America.
Norway 2,1 01 

Paraguay 
Persia 2 
Peru 
Portugal 2,3 (Including Madeira ' and
Azores) 
Portuguese colonies! W.'.W'.'.'..'.
Roumanla 2,3 
Russia 2,3.
Finland 
Santo Domingo 2.
Servia 3,3 

Slam lOh 
Spain 1,8 
Sweden 2,3. . .
Switzerland 2,;
Turkey 

United Kingdom ib,2 (Britain, Ireland,
anS I,s',et°r Man' Dut not Channel Islds)
British colonies, not elsewhere spec
ified 1,8. . .
United States ib,2 (including Hawaii and
Porto Rico) 
Philippine Islands 2,Y,io'j 
Uruguay 10k 
Venezuela  ]]

Total.

Total, exclusive of the commerce of
the United States 

146,513 13.841
919,999 84,420
767.005 12,741
739,545 50,282
124,130 97,722
628,000683,322 36,038
807,898 50,700
8,572,269 144,249 18,75518,630
212,200 191,783172,876 15,976
1,153,319

121,316
2,723,7543,627,557 115.026 72,172
363,822

48,476,62!

49,319,000 3,179,000
15,500,000 9,782,000
13,607,000 5,747,000
38,938,000 135,000
2,330,000 631,000
9,000,000 4,560,0005,423,0007,256,000
6,684,000
125,612,000 2.892,000 416.00C
2,784,000
6,687,000
19.713,000 5,378,000 3,525,000
24,029,000

44,212,000
42,876,000
'"I 85,253,000 7,913,0001,103,000
2,647,000

1,541,910,000

336.62229.68 16.85
115.87 17.74
451.06 52.65 2.68
18.77 6.46
14.33 6.67

131.83 14.65
20.05 22.18
149.44 31.51
101.20 31.10
220.64 20.83

15.74
23.5068.79 15.28 7.28

190819071906
1907 1907-8
1907 1906 1906
1907
1906
log 1906-7
1907 1906190619061906
1907 1907
1907
1 1907-8190719061907
' "11905-6

1907
1907
10c 1907-8
10c 1907-8
1906
'°c 1907-8

217,256,000 15,424,000 4,145,000
20,365,000
110,325,000
1,069,001,000 88,159,000 3,789,000
103,370,000 6,267,000
37,951,000
26,838,00065,222.000 31,139,000
81,465,000
412,355,000 73,147,000 4,949,000
13,623,000
28,139,000
163,040,000171,076,000313,912,000135,245,000

3,142,824,000 526,797,000
1,194,342,000 30,918,000
35,626,000 10,186,000

15,988,180.000

14,793,838,000

38,663,000 635,000 11,000
1,453,000
58,383,000
116,833,000 1,381,0001,320,0003,898,000 171,000 50,000
5,780,0005,057.000 No data.
No data.
24,437,000 No data.
2,657,000 36,000
422,000
24,477,00016,083,00013,538,000 sl,350,000

650,579,000 50,765,000

5,079,0003,473,0002,876,000

2,133,207,000

2,133,207,000

17.8 4.1 3
7.1
52 9
10 9
16
34.8 382 7
211 7-8

59

53.7 3
1-5
15.0 9 4
4 a
1.0

20.7

16 4
9.7
28. 2

14.42

188,366,000 13,633,00011,248,000 8,207,000
120,884,000
883,980,000 130,662,000 2,325,000
58,952,000 2,695,000
29,976,00027,971,000 33,040,000
26,803,000
94,833,000
563,860,000 51,222,000 7,628,000
15.728,00035,665.000
160,582.000135.147.000
220,024,000 84,823,000

2,073,300,000 553,009,000
1,834,786,000 32,817,00034.538.000 14,627,000

14,340,629,000

12,505,843,000

60,754,000 2,037,000 No data. 472
84,722,000 34,813,000 7,540,0001,031,0001,882,000 7,000
280,000
6,418,000 452,000
No data.
No data
2,942.000 No data.
3.319,000 1,0001,000
7,206,0003,124,000
30,795,000
*11, 546,000

151,230,000 29,328,000

10,323,000 2,064,000 5,194,000

1,155,557,000

1,155,557,000

1 Including bullion and specie.
la Territory of Papua not Included. Commerce ex
clusive of Intercolonial commerce.
lb Total Imports; exports of domestic products.
2 Merchandise only.
3 Imports for consumption and domestic exports.
3a Not Included In total.
3b Specie not Included.
3c Commerce Includes bullion and foreign coins.
' Year ending March 31.
6 From United States returns. Exports from the
United States Into and imports Into the United States
Irom the respective country, as the case may be.
8 Commerce of Canal Zone not Included.

7 Commerce Includes coin.
8 General trade.
s Includes gold and silver bullion but not coin.
10 Government stores Included in Imports but not In
exports. Area and population Including feudatory
States. ioa Includes trade with Japan.
1 0 b Net Imports (after deducting re-exports). Ex
ports of Korean goods. Exports to United States
valued at $472.
10c Year ending June 30.
i°d Imports through post-office not included. Ex
ports Include re-exports.
iOe Government Imports and exports Inrluded. Ex-

"for

ports to United States Include $890,000 worth
orders." iof Imports Include transit goods. Exports of Nor
wegian goods only.
!8g Year ending March 20.
"h Trade of Bangkok only.
10I Year ending March 13.
i°j Trade does not include government supplies
nor railway free entries. The latter amounted to
$2,778,000. 10k Soeclal trade including bullion but not coin.
10 1 Now census will probably show 90,000,000.

SCIENTIFIC AMERICAN HANDBOOK OP TRAVEL

247

POPULATION OP THE GREATEST CITIES IN THE WORLD.

City.

Country.

Census Year.

Population.

1901
1901 19001901190019001901
Est. 1900190019001900
19011901 Est.
189719001900190119011900190119001897190018971899190019011899190019011902
1897 1897190119001904
1902

4,536,5416,581,3713,437,2002,714,068 1,884,1511,698,5751,635,6471,600,000
1,507,6421,311,9091,293,6971,248,643
1,121,664 1,125,000
1,000,000 988,614

" with Subs 

U. S. A 
Tokio 
U. S. A.. . .
895,000776,843760,423732,322705,738685,276 674,952638,209575,238570,062560,892544,057543,969531,611
523,558522,182516,010512,150 509,589
509,346508,957503,857502,610
Buda Pesth 
U. S. A 
U. S. A.. . .
Italy 
N. S. W 
U. S. A 
Italy 
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.
6,652,145
4,589,1293,599,9912,714,068
2,512,253 1,884,157
3,833,999 1,850,0931,838,7351,639,811
/• 1,369,6321,132,677
20.0 8.6
18.0
19.0 12.0
37.0 29.054.0 11.0
23.0 15.5
7,490,400
4,967,7844,139,9902,967,0302,914,5172,731,8204,953,000
2,574,229 1,697,4001,339,728
8,516,256
5,315,528
4,759,S89
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)  , 

*New York (Battery) to Ambrose Channel Lightship, 25 miles.

EASTBOUND

WESTBOUND

Short

Long
Track

Short

Long
Track

Track

Track

4,952

4,962

4,945

4,954

3,323

3,432

3,296

3,389

2,227

2,231

2,221

2,230

3,563

3,692

3,536

3;629

2,744

2,869

2,717

2,823

998

3,073

3,182

3,046

3,139

3,190

3,299

3,163

3,259

2,751

2,876

2,724

2,830

29

3,278
3,387
3,251
3,344
4,021
4,031
4,013
4,023
3,168
3,178
3,160
3,170
3,511
3,621
3,485
3,578
3,145
3,246
3,110
3,205
3,033
3,158
3,015
3,124
2,929
3,038
2,902
2,995
3,257
3,366
3,230
3,326
193
4,116
4,126
4,108
4,118
3,073 935
2,978
3,182
3,046
3,139
3,087
2,95i
3,047
2,814
2,939
2,787
2,893
2,810
2,935
2,783
2,889
3,327
3,436
3,300
3,393
2,880
2,989
2,853
2,946
3,095
3,204
3,068
3,161
3,397
3,506
3,379
3,472
2,825
2,950
2,807
2,913
3,352
3,461
3,334
3,427
3,335
3,444
3,313
3,409
3,116
3,241
3,098
3,204
3,002
3,111
2,985
3,078
3,336 277
1,009
3,445
3,314
3,410
3,161
3,280
3,126
3,233
2,064
2,078
2,064
2,078
2,583
2,718
2,548
2,668
3,048
3,062
3,048
3,062
2,882
3,017
2,947
2,967
2,652
2,787
2,617
2,737
3,150
3,254
3,150
3,254
2,755
2,968
2,755
2,968
3,082
3,186
3,082
3,186
155
326
2,862
2,985
2,819
2,935
4,465
4,465
4,465
4,465 '
4,676
4.676
4,676
4,676
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 toFire Island 
Fire Island to Ambrose Lightship 
Ambrose Lightship to Sandy Hook 
Sandy Hook to New York. 

North Track Dis. from
L'pool

11
50
93 191
51 1116
43
2530 164 30 8
16

11
61
154 1731
224J 2351 25112941
28241

301813026130421

South Track
Dis. from
L'pool
11 11

5093 191
51 11 16
43
2670 164 30 8
16

61
1541731224}
235} 26112941
2934130981 3127131351
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

556 2776

2681

2901

43 2819

43

2944

16 2835

16

2960

11 2846

11

2971

51 2897

51

3022

191 29161

19}

30411

93 30091

93

3134}

50 30591

50

31841

11 30701

11

3195}

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
235} 235}
59 294}
2567 28611
8} 2870}

South Track
Dis. from
L'pool
235} 235}
59 294}
2683 2977}
8} 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 8}
2597 2605}
59 2664}
235} 2900}

The Cunard Line announces a new 21-knot
25,000-ton liner called .the "Francoma."
This will be run in the winter of 1910-1911 as
a relieving ship on the New York-Liverpool
service.

South Track
Dis. from
Boston
8} 8}
2728 2736}
59 2795}
235} 3031}

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  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.

Germany exports at least 500,000,000 post
cards.

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DISTANCES IN THE ENGLISH CHANNEL BETWEEN BISHOP ROCK AND SOUTHAMPTON DOCKS
VIA PLYMOUTH AND CHERBOURG (KNOTS OR NAUTICAL MILES)

Southampton
Calshot
7.8
Hurst
12.0
19.8
Needles
3.2
15.2
23.0
Cape Cherbourg
59.6
62.8
74.8
82.6
de la Hague
13.4
73.0
76.2
88.2
96.0
Caskets
17.8
31.2
90.8
94.0
106.0
113.8
Start Point
53.5
71 3
84.7
144.3
147.5
159.5
167.3
Plymouth
21.0
74.5
92.3
105.7
165.3
168.5
ISO. 5
188.3
Eddystone
10.2
31.2
.84.7
102.5
U5.9
175.5
178.7
190.7
198.5
Lizard
38.2
48.4
69.4
122.9
140.7
154.1
213.7
216.9
228.9
236.7
Wolff Rock
23.4
61.6
71.8
92.8
146.3
164.1
177.5
237.1
240.3
252.3
260.1
St. Agnes i 21.0
44.4
82.6
92.8
113.8
167.3
185.1
198.5
253.1
261.3
273.3
281.1
Bishop Rock
i 4.2 25.2
48.6
86.8
97.0
118.0
171 . 5
189.3
202.7
202 3
265.5
277.5
285.3
DISTANCES IN ENGLISH CHANNEL BETWEEN BISHOP ROCK AND SOUTHAMPTON DIRECT AND
BETWEEN BISHOP ROCK AND FLUSHING (FOR ANTWERP) IN KNOTS OR NAUTICAL MILES
215
194
160
Ill
87
49
4 Bishop Rock
Flushing
211
190
156
107
83
45
St. Agnes (Scillys)
Nieuwe Sluis
3.3
166
145
111
62
38
Lizard Point
Wielineen
L. V.
9.5
13
128
107
73
24
Eddystone
Wandelaar L. V.
8.5
18
21
104
83
49 Start Point
West Hinder L. V
21
29.5
39
42
55
34
Bill of Portland Ruvtincren L. V.
11.5
32.5
41
51
54
21
Needles East Goodwin
L. V.
21
33
54
62
72
75
Southampton South Goodwin L. V.
6
27
39
60
68
78
81
South Foreland
3
9
30
42
63
71
81
84
Dungeness
20.5
23
29
50
62
83
91
101
104
Royal Sov. Shoals L. V.
23
43
46
52
73
85
106
114
124
127
Beachy Head
8
31
51
54
60
81
93
114
122
132
135
Owers L. V.
36
44
67
87
90
96
117
129
150
158
168
171
St. Catherine's Pt.
24
60
68
91
111
114
120
141
153
174
182
192
105
Portland
43
67
103
111
134
154
157
1C3
184
1 6
217
225
235
238
Start Point
49
92
116
152
160
183
203
206
212
233
245
266
274
284
287
Eddystone
24
73
116
140
176
184
207
227
230
236
257
269
200
298
308
311
Lizard Point
38
62
111
154
178
214
222
245
265
268
274
295
307
328
336
346
349
St. Agnes (Scillys) i 45
83
107
156
199
223
259
267
290
310
313
319
340
352
373
381
391
394
Bishop Rock 1 4 49
87
111
160
203
227
263
271
294
314
317
323
344
356
377
385
395
398
Explanation. — To find the distance from Beachy Head to Flushing; at the angle of a horizontal line under Beachy Head and a vertical
line to the right of Flushing, will be found the distance, 135 miles.
252

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

WEIGHTS AND MEASURES.

LINEAR MEASURE.
3 barleycorns, or . . . 1
13 lines, or  i j inct (in.)
72 points, or  j v
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
5£ yards  1 rod, pole, or perch
66 feet, or  1 j Qunter's chain
4 rods  J
2l^arcS.or-::::::::}lfur,on«(fur-) 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  1
«g feet,or  I X chain (ch.)
22 yards, or  f v '
4 poles  j
10 chains  ; . . 1 furlong (fur.)
80 chains, or  I 1 mile
8 furlongs  /
LAND MEASURE (SQUARE).
144 sq. inches... . 1 square foot (sq. ft.)
9 square feet. . 1 square yard (sq. yd.)
30J SQ- yards. . . . 1 sq. pole, rod, or perch
16 sq. poles. ... 1 square chain (sq. ch.)
40 sq. poles, or 1 , rood
1,210 sq. yards  I ^
4 roods, or. . . . 1
10 sq. chs., or... I
160 sq. poles, or. } 1 acre*
4,840 sq. yds., or... I
43,560 sq. ft 
640 acres, or  I i .„ raM
3,097,600 sq. yds  } 1 sq' mile
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
iq^Z'.0":::::}1^ -«".«>
4 pecks  1 struck bushel= 2150. 42

Cu. In.
28.875 57.75
231

LIQUID MEASURE, U. S.
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

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.
1 = 8 = 128 = 1,024 =
1 = 16 = 128 =
1 = 8 =
1 =

Minims 61,440 7,680 480 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.

to
Apothe caries'
-3
O
a
a
Measure.
Hi
h
h
%
1 Gallon
= .83311 Gallon
or
fi
13
?,
22.85
1 Pint
= .83311 Pint,
or
16
5
17.86
1 Fl. Oz.
= 1.04139 Fl. Oz.
or
1
0
19.86
1 Fl. Dr.
= 1.04139 Fl. Dr.
or
1
2.48
1 Minim
= 1.04139 Minim,
or
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
iESS!:"-:::::}11""*-1- 52-5
St CSi*: •¦.¦.¦: J1 »»»<*«»- 70
1"CMor-.::\1»X£- =105
li puncheons  I butt
2 pipes or  ( , t _ „,n
3 puncheons  / 1 tUn - 21°
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

WEIGHT'S AND MEASURES— Continued

Avoirdupois Weight. — Used for weighing
all goods except those for which troy and
apothecaries' weight are employed.
Gross
or Long
Ton. Cwt. Qr. Lb. Oz. Dr.
1 = 20 = 80 = 2,240 = 35,840 = 573,440
1 = 4 = 112 = 1,792 = 28,672
1 = 28 = 448 = 7,168
1 = 16 = 256
1 = 16
Shortor Net
Ton. Cwt. Qr. Lb. Oz. Dr.
1 = 20 = 80 = 2,000 = 32,000 = 512,000
1= 4 = 100 = 1,600 = 25.600
1 = 25 = 400 = 6,400
1 = 16 = 256
1 = 16
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 1 12 and a quarter of 28 lbs.
Troy_ Weight. — Used by jewelers and at the
mints, in the exchange of the precious metals.
Lb. Oz. Dwt. Gr.
1 = 12 = 240 = 5760
1 = 20 = 480
1 = 24
700 troy grains = 1 lb. avoirdupois.
175 troy pounds =144 lb. avoirdupois.
175 troy ounces = 192 oz. avoirdupois.-
437^ troy grains = 1 oz. avoirdupois.
1 troy pound =.8228 + lb. avoirdupois.
The common standard of weight by which
the relative values of these systems are com-
Eared is the grain, which for this purpose may
e 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 0.877
Troy. ^-Apothecaries'.-^
Lb. Oz. Dr. Sc. Gr.
1 pound equals  1 0 0 0 0
1 ounce equals  0 1 0 0 0
1 dwt. equals  0 0 0 1 4
1 grain equals  0 0 0 0 1
Apothecaries'. Avoirdupois.
1 pound equals  13 2.65
1 ounce equals  1 1-55
1 drachm equals  0 2.19
1 scruple equals  0 0.73
Apothecaries'. ,-Troy.— *
Lb. Oz. Dwt. Gr.
1 pound equals  1 0 0 0
1 ounce equals  0 1 0 0
1 drachm equals  0 0 2 12
1 scruple equals  0 0 0 20

Avoirdupois. ^Troy.-^
Lb. «Oz. Dwt. Gr.
1 long ton equals  2722 2 13 8
1 cwt. equals  136 16 16
1 quarter equals  34 0 6 16
1 pound equals  1 2 11 16
1 ounce equals  0 18 5£
1 drachm equals  0 1 3H
Avoirdupois. — Troy.— >
Lb. Oz. Dwt. Gr.
1 short ton equals  2430 6 13 8
1 cwt. equals  121 6 6 16
1 quarter equals  30 4 11 16
Avoirdupois. —Apothecaries'.—
Lb. Oz. Dr. Scr. Gr.
1 pound equals  12 4 2 0
1 ounce equals  0 0 7 0 ¦ 17£
1 drachm equals  0 0 0 1 7|j
DIAMOND MEASURE.
16 parts =1 grain = 0.8 troy grain.
4 grains =1 carat = 3.2 troy grains.
TIME.
The unit of time measurement is the same
among all nations. Practically it is 1/86400 of
the mean solar day, but really it is a perfectly
arbitrary unit, as the length of the mean solar
day is not constant for any two periods of
time. There is no constant natural unit of
time.

1 minute
1 hour
1 day
1 sidereal day
1 sidereal month
1 lunar month

= 60 seconds.
= 60 minutes, 3600 sec
onds.
= 24 hours, 1440 minutes,
86,400 seconds.
= 86164.1 seconds.
= 27.321661 mean solar
days (average).
= 29.530589 mean solar
days (average).
1 anomalistic month = 27.544600 mean solar
days (average).
1 tropical month =27.321582 mean solar
days (average).
1 nodical month =27.212222 mean solar
days (average.)
Mean solar year =365 d. 5 h. 48 m. 46.045
s. with annual varia
tion of 0.00539.
The change in the length of the mean side
real day, i.e., of the time of the earth's rota
tion upon its axis, amounts to 0.01252 s. in
2400 mean solar years.
ANGULAR MEASURE
60 seconds = 1 minute
. 60, minutes = 1 degree
60 degrees = 1 sextant
90 degrees = 1 right angle or quadrant
360 degrees =- 1 circle
GEOGRAPHICAL MEASURE
6087.15 feet = 1 geographical mile
1.15287 stiatute miles = 1 geographical
'mile
60 geographical miles = 1 degree of
¦ longitude at the Equator
69.168 statute miles = 1 degree of lon
gitude at the Equator
360 degrees = circumference of earth
at the Equator

254

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

WEIGHTS AND MEASURES— -Continued

NAUTICAL MEASURE
6 feet = 1 fathom
120 fathoms = 1 cable length
6080.27 feet = 1 nautical mile
1C0J fathoms = 1 nautical mile
1.15157 statute miles = 1 nautical. mile
3 nautical miles =" 1 league
1 knot = a speed of 1 nautical mile
per hour
In the United States the nautical mile is
defined to be one sixtieth part of the length
of a degree of a great circle of a sphere whose
surface is equal in area to the area of the
surface of the earth. In France, Germany
and Austria the nautical mile has a length of
6,076.23 feet. In England the nautical mile
is 6,080 feet.
Miles at sea are understood to be nautical
miles. Therefore it is no more necessary to
say "nautical" miles when speaking of a sea
distance than to say "statute" miles when
speaking of a land distance.
Landsmen are apt to confuse knots with
nautical miles. A knot is not a measure of
distance but a measure of speed, and the only
measure of speed in the English language.
When speaking of a vessel that travels, say
20 knots, we mean that the vessel is travel
ing at a speed of 20 nautical miles per hour;
but the distance covered may be one nautical
mile or a thousand, depending upon the length
of time during which the 20-knot speed is
maintained. Only landsmen use the ex
pression "knots per hour." The "per hour"
is superfluous and incorrect.

Following is a list of the lighthouses from
Bremerhaven to Dover; figures expressed in
sea miles. There is no table in existence
which exactly corresponds with the excellent
tables which we give from Fastnet Light to
Flushing.
Hoheweg-Lighthouse  17
Rothes and -Lighthouse  26
Weser- Lightship  35
Borkum Lightship  .-  130
Terschelling Lightship  146
Dover  340

PERPETUAL CALENDAR.
To find the day of the week for any given
date. 1. Take the last two figures of the year,
add % of them (neglecting remainder). Thus:
1940 = 49+12 = 61.
2. Add for the month, if for Jan. or Oct.,
1; May, 2; Aug., 3; Feb., Mar., or Nov., 4;
June, 5; Sept. or Dec, 6; April or July, 0; if
leap year (that is, if it be divisible by 4 without
remainder) Jan., 0; Feb., 3.
3. Add day of month.
Divide the sum of these three by 7, and
remainder gives the number of the day of the
week. Thus:—What day of the week is 15th July, 190S?
1. 8 + 2 =10
2. July = 0
3. loth =15

25 = 7X3+-*.
4th day of the week = Wednesday.
What day of the week was December 25th,
1905?
1. 5+1 =6
2. Dec. = 6
3. 25th =25 37 = 7X5+.?.
2nd day of the week = Monday.
The above only applies to 20th Century.
For 19th Century, add 2, for 21st Century,
add 6, 18th Century, 4, but before 1752 the
"old style" was used.
DISTANCES IN DETAIL OF AMERICAN
LIGHTS. Knots.
Naw York to Sandy Hook  18
Sandy Hook to Ambrose Lightship  8
Ambrose Lightship to Fire Island  30
Fire Island to Shinnecock  35
Shinnecock to Nantuoksfc Lightship  122

TABLE FOR CONVERTING NAUTICAL MILES TO STATUTE MILES.

Nauti-

rsauti-

Nauti-

Nauti

tical
Statute
cal
Statute
tical
Statute
cal
Statute
Miles
Miles
Miles
Miles
Miles
Miles
M-les
Miles
1
1.152
14
16.122
27
31.092
40
46.063
2
2.303
15
17.274
28
32.244
41
47.214
3
3.455
16
18.425
29
, 33.396
42
48.366
4
4.606
17
19.577
30
34.547
43
49.518
5
5.758 ,
18
20.728
31
35.699
44
50.670
6
6.909
19
21.880
32
36.850
45
51.821
7
8.061
20
23.031
33
38.002
46
52.972
8
9.213
21
24.183
34
39.153
47
54.124
9
10.364
22
25.335
35
40.305
48
55.275
10
11.516
23
26.486
36
41.457
49
56.427
11
12.667
24
27.038
37
42.608
50
57.578
12
13.819
25
28.789
38
43.760
13
11.070
26
29.941
39
44.911
SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

255

DECIMAL SYSTEM— WEIGHTS AND MEASURES.

A meter is or e ten-millionth of the distance
from the equavor to the North Pole.

The metric system, formed on the meter as
the unit of length, has four other leading units,
all connected with and dependent upon this.
The are, the unit of surface, is the square of
ten meters. The liter, the unit of capacity,
is the cube of a tenth part of the meter. The
atere, the unit of solidity, has the capacity of
a cubic meter. The gram, the unit of
weight, is_the weight of that quantity of dis
tilled water at its maximum density which
fills the cube of a hundredth part of the meter.
Each unit has its decimal multiple and sub-
multiple, that is, weights and measures ten
times larger or ten times smaller than the
principal unit. The prefixes denoting the
multiples are derived from the Greek, and
are deca, ten; hecto, hundred; kilo, thousand ;
and myria, ten thousand. Those denoting
sub-multiples are taken from the Latin, and
are deci, ten; centi, hundred; milli, thousand.

Relative Value.

Length.

Surface.

Capacity.

Solidity.

Weight.

10,000 

Myriameter Kilometer
HectometerDecameterMeterDecimeterCentimeterMillimeter

1,000 
KiloliterHectoliterDecaliter Liter
DeciliterCentiliterMilliliter
100
Hectare
10 
DekastereSt ere
Decistere
Unit 
Are Deciare
Centiare
0.1 
0 01
0.001 
Milligram
APPROXIMATE EQUIVALENTS OF THE FRENCH (METRIC) AND
ENGLISH MEASURES.
1 yard  ii meter.
11 meters  12 yards.
To convert meters into yards  Add Ath.
, 1 , j q o ft J 3 ft. 3f inches With less).
1 meter = l.l yd.; S.S It  -j 40 inclles (,6 per cent iess).
1 meter, by the Standards Commission  . =39.38203 inches.
1 meter, by the Act of 1878  =39.37079 inches.
I f00t  3 decimeters (more exactly 3.048).
1 inch  25 millimeters (more exactly 25.4).
1 mile '.'.  '.  1.6 or lg kilometers (more exactly 1.60931)
1 kilometer.'.". '  f of a mile. „„,,„,,
1 chain (22 yards)  20 meters (more exactly 20.1165).
5 furlongs (1,100 yards)  1 kilometer (more exactly 1.0058).
1 square yard  ¦  $ square meter (more exactly .8301).
I 10$ square feet.
1 square meter  -j jj square yards.
1 square inch  6$ square centimeters (more exactly 6.45).
1 square mile (640 acres)  260 hectares (0.4 per cent less).
1 acre (4840 square yards)  4000 square meters (1.2 per cent more).
1 cubic yard  $ cubic meter (2 per cent more).
1 cubic meter  li cubic yards (H per cent less).
1 cubic meter  35j- cubic feet (.05 per cent less).
1 cubic meter of water  1 long ton nearly.
1 kilogram  2.2 pounds fully.
1,000 kilograms. :  ! , ton nearly.
1 metric ton. ¦•¦¦.•••  I ., ..
1 long hundredweight  51 kilograms nearly.
1 United States hundredweight  45} kilograms nearly .
METRIC MEASURES.

Measures.

Metric to Customary.

Customary to Metric.

Lengths

Areas.

Volumes

Capacity  Liquid 
Dry 
Masses  Avoirdupois. Troy 
Apothecaries

1 Millimeter
1 Centimeter
1 Meter
1 "
1 "
1 Kilometer
1 Square Millimeter
1 ' ' Centimeter
1 ' ' Meter
1
1 ' ' Kilometer
1 Hectare
1 Cubic Millimeter
1 ' ' Centimeter
1 ' ' Meter
1 "
1 Liter
1 "
1 Liter
1 "
1 Decaliter
1 Hectoliter
1 Gram
1 "
1 Kilogram
1 Gram
1 Kilogram
1 Gram
1 "

0.03937 inch
0.393739 37 "
3.28083 feet
1.093611 yards
0.62137 mile
0.00155 square inch
0.1550 10.764 " feet
1.1960 " yards
0.3861 " mile
2 . 471 acres
0.000061 cubic inch
0.061035.314 " feet
1 . 3079 ' ' yard

1 . 05668
0.26417
0.9081 0.11351 1.1351
2.83774

quarts
gallon quart peck
bushels

15.4324 grains
0.03527 ounce
2.20462 pounds
0.03215 ounce
2.67923 pounds

nch

0.27050.8115

dram
scruple

1 In
1 "
1 "
1 Foot
1 Yard
1 Mile
1 Square Inch
11 ' ' Foot
1 " Yard
1 " Mile
1 Acre
1 Cubic Inch
1 "
1 ' ' Foot
1 " Yard
1 Quart
I Gallon
1 Quart
1 Peck
1 "
1 Bushel
1 Grain
1 Ounce
1 Pound
1 Ounce.
1 Pound
1 Dram
1 Scruple

25.4001

millimeters

2.54001

centimeters

0.0254

meter

0.304801

"

0.914402

1.60935

kilometers

645.16

square millimeters

6.452

centimeters

0.0929

meter

0.8361

" "

2 . 5900

kilometers

0.4047

hectares

16,387.2 cubic millimeters

16.«872

centimeters

0.02832

' meter

0.7645

0.94636

liter

3 . 78543

"

1.1012

liters

8.80982

"

0.8810

decaliter

0.35239

hectoliter

0.06480

gram

28.3495

"

0.45359

kilogram

31 . 1034!

grams

0.37324

kilogram

3.6967

grams

1.2322

' '

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

257

KILOMETRES AND MILES

Kil.

Miles.

Kil.

Miles.

Kil.

Miles.

Kil.

Miles.

1 = about f

29 = about 18

57 =

about 36.1

85 =

about 53.3

2

li

30

181

58

" 36.7

86

54

3

If

31

19.7

59

" 37.3

87

54|

4

2i

32

20

60

" 38

88

55.2

5

3.1

33

20-J

61

" 38.9

89

55

6

3f

34

21.2

62

" 39.2

90

56J

7

4.7

35

' 211

63

" 391

91

561

8

5

36

' 22*

64

" 40.4

92

57.4

9

5J

37

' 23 1

65

" 41

93

58

10

6.2

38

' 23.7

66

" 41.9

94

58 1-5

11

61

39

' 24.3

67

" 42.2

95

591

12

n

40

' 24.8

68

" 421

96

59 5-6

13

8.1

41

25 1-3

69

" 43

97

60i

14

8.7

42

26J

70

" 43.9

98

61.1

15

9.3

43

' 27.1

71

" 44.2

99

61.8

16

' 10

44

' 27*

72

" 441

100

62.1

17

10.9

45

' 28.7

73

" 45|

200

124.3

18

11.2

46

' 29

74

" 46

300

186

19

' 11|

47

' 29|

75

46.6

400

" 248i

20

12.4

48

' 30.2

76

" 471

500

" 310.7

21

' 13

49

' 301

77

" 47 5-6

600

" 372.8

22

13.6

50

' 31?

78

" 48i

700

" 435

23

' 1*1

51

' 32.7

79

" 49.1

800

" 497.1

24

14 5-6

52

' 33

80

" 49.6

900

" 559.1

25

' 15i

53

' 33|

81

" 50i

1000

" 621.8

26

' 16.1

54

' 34.2

82

" 51£

27

16*

55

' 341

83

" 52.1

28
' 17.7
56
' 35*
84
" 52.7
TIME.
Length of seconds pendulum.
LondonParisNew York
Equator N. & S. Poles
%i seconds pendulum (London) 2'4462 in.
1 hour = 3,600 seconds.
24 hours = 1,440 minutes = 86,400 seconds.
Sidereal day = 23 h. 56 m. 4s. "090 of mean solar time.
Mean Solar day = 24 h. 3 m. 56 s. "556 of Sidereal time.
Tropical year 
Sidereal year 
Anomalistic year 
Means Synodic month 
Sidereal month 
Tropical month (equinox to equinox) 
Anomalistic month  ¦ 
Draconitic month 
39'1393 in.
39'1293 in.
39-1012 in.
39"0466 in.
39*2463 in.
994-1232 mill.
993'817 mill.
993-168 mill.
991"03 mill.
996'10 mill,
365
5
48
45-51
365
6
9
8-97
365
6
13
4809
29
12
44
2864
27
7
43
11-545
27
7
43
4'68
27
13
18
37-44
27
5
5
3581
Underpaid letters, or insufficient
prepaid matter of other kinds, includ
ed in the International Postal Union,
are chargeable at- double the amount
of the original postage.
Guide books and other printed mat
ter can be sent back at moderate ex
pense by means of parcels post. It
should be remembered that souvenir
postcards which are made of wood,
leather, etc., are not mailable except
at merchandise rates.
During the fiscal year which ended
June 30, 1909, there were 494,811
trans-Atlantic departures, of whom
179,461 were cabin passengers and
315,350 were passengers other than
cabin. In 1870 the number of depart
ing passengers was 78,040, of which
number 33,560 were cabin passengers.
These figures are interesting as show
ing the enormous growth of trans-
Atlantic business.
258

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

GUN SALUTES.
President  21
President of Foreign Republic. . 21
Member of Royal Family  21
Ex-President  21
Vice-President  19
Ambassador of United States (in
waters of country to which he
is accredited )  19
Secretary of the Navy  17
Assistant Secretary of the Navy. 15
Cabinet Officer  17
Chief Justice  17
Governor-General of U. S. Islands 17
Governor of State, Territory, or
U. S. Islands  17
President pro tempore of Senate. 17
Speaker of House of Representa
tives  17
Committee of Congress  17
Envoy Extraordinary  13
Minister Resident, or Diplomatic
Representative  13
Charge d'Affaires  11
Consul-General  9
Consul  7
Vice-Consul  5
Admiral of the Navy  17
General  17
Vice-Admiral  15
Lieutenant-General  15
Rear-Admiral  .....:.. 13
Major-General, United States
Army  13
Commodore  11.
INFORMATION IN REGARD TO
RELATIVE GRADES IN THE
LINE OF THE NAVY CORRE
SPONDING WITH THOSE OF
THE ARMY.
(1) Extract from Regulations for
Army and Navy, 1909 :
25. ( 1 ) The relative rank between
officers of the Navy, whether on the
active retired list, and officers of the
Army and of the Marine Corps, shall
be as follows, lineal rank only being
considered :
(a) Admiral shall rank with Gen
eral.
(b) Rear-Admiral with Major-
General.
(c) Commodore with Brigadier-
General.
(d) Captain with Colonel.
(e) Commander with Lieutenant-
Colonel.
(f) Lieutenant - Commander with
Major.
(g) Lieutenant with Captain.
(h) Lieutenant (junior grade) with
First Lieutenant.
(i) Ensign with Second Lieuten
ant (sec. 1466, R. S.),

CONTINENTAL PUBLIC
HOLIDAYS.
There are no "Bank Holidays" in the
countries named below, but the dates
given are usually observed as public hol
idays, and business is more or less sus
pended, and museums and galleries
closed. Belgium. — New Tear's Day, Jan. 1 ;
Easter Monday, April 12 ; Ascension
Day, May 20 ; Whit Monday, May 31 ;
National Fete, July 21 ; Assumption,
Aug. 15 ; All Saints' Day, Nov. 1 ;
Christmas Day, Dec. 25.
France. — New Tear's Day, Jan. 1 ;
Easter Monday, April 12 ; Ascension
Day. May 20 ; Whit Monday, May 31 ;
National Fete, July 14 ; Assumption,
Aug. 15 ; All Saints' Day, Nov. 1 ;
Christmas Day, Dec. 25.
Germany. — New Tear's Day, Jan. 1 ;
also Jan. 6 at Dresden ; Leipsic Whole
sale Fair, March 4; March 18 (at Dres
den) ; Good Friday, April 0 ; Easter
Monday, April 12 ; Leipsic Easter Fair,
April 7 ; Ascension Day, May 20 ; Whit
Monday, May 31 ; Leipsic Mich. Fair,
Aug. 25 ; Day of Prayer, Nov. 18 ;
Christmas Day, Dec. 25 ; Boxing Day,
Dec. 26.
Italy. — New Tear's Day, Epiphany,
Ascension Day, Corpus Domini, June
10 ; SS. Peter and Paul, June 29 ; As
sumption, Aug. 15 ; Birth of Virgin,
Sept. 8 ; Occupation of Borne, Sept. 20 ;
All Saints' Day, Nov. 1 ; S. Ambroglio,
Dec. 7 ; Conception, Dec. 8 ; Christmas
Day, Dec. 25 ; Boxing Day, Dec. 26.
Spain. — New Tear's Day, Ash Wednes
day, Maundy Thursday, Good Fri
day, Resurrection and Ascension Days,
Whit Monday, Corpus Christi ; also Jan.
6, Feb. 2, March 19, 25, June 24, 29,
July 25, Aug. 15, Sept. 8, 24, Nov. 1,
Dec. 8, 25, 26.
Switzerland. — New Tear's Day, Jan.
1 ; Good Friday, April 9 ; Easter Mon
day, April 12; Ascension Day (Zu
rich Canton), May 20; Whit Monday,
May 31 ; National Fete, Sept. 19 ;
Christmas Day. Dec. 23, and Dec. 26
(Zurich Canton). POSTCARDS.
Postcards can be obtained all over
Europe. They save fatigue of letter-
writing and usually satisfy the recipi
ent. Some are highly artistic, while
some are very bad. The ones in mono
chrome are recommended. A collec
tion of them is always gratifying on
return to home. A collection of 1,000
cards could easily be made on a fairly
short trip. Postcard albums can be
bought at home and should not be
bought abroad.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

259

THE FIRST ATLANTIC CABLE.
August 5th of 1908 was the fiftieth anni
versary of the Atlantic Cable, that being the
day of the month in 1858 on which — contrary
to authoritative opinion — the engineer of one
of the greatest achievements of the nineteenth
century completed the laying of the submarine
line between Ireland and Newfoundland, the
length being over two thousand miles, and
the depth, nearly three miles for the greater
part of the distance. The projectors were Mr.
John Watkins Br'ght, Mr. (afterwards Sir
Qharles) Bright and Mr. Cyrus West Field.
Mr. Bright was also the engineer-in-chief
of the undertaking, and he received the honor
of knighthood in recognition of his services
to the country in connection therewith, at
the unprecedented age of 26.
Electrical theories were, however, mistaken
at that time, and the electricians applied far
too much power for the transmission of signals,
the result being that the insulation suffered
by degrees, until after three months' useful
work the cable gradually succumbed.
After a number of cables had been laid by
Sir Charles Bright, Mr. H. C. Forde, Sir Wil
liam Siemens and others to India, Gibraltar,
Alexandria, &c, another Atlantic Cable ex
pedition started in 1865. This was the first
line that was laid by the manufacturers of the
cable, these contractors being the Telegraph
Construction and Maintenance Company, with
Mr. (afterward Sir Samuel) Canning for their
chief engineer, whilst Sir Charles Bright and
Mr. Latimer Clark acted as consulting en
gineers to the proprietors.* Notwithstand
ing the extra knowledge and experience gained
in regard to the subject generally, this ex
pedition met with as many mishaps as the
first expedition of 1857; but in 1866 — as
in 1858 — the same arrangements ultimately
achieved success, since which the construction,
laying, and working of submarine telegraphs
has passed from the pioneer stage to that of
ordinary routine.
The engineering methods were similar to
those adopted eight years previously; but the
line proved a lasting success, owing to the
advances made in electrical science and in the
practical working of cables. On the electrical
side, in addition of the late Lord Kelvin, the
narnes of Varley and Willoughby Smith must
always be honorably associated with the
subject, and the late Sir John Pender did more
than any man for the commercial develop
ment of submarine telegraphy.

* "Submarine Telegraphs: Their History,
Construction and Working," by Charles Bright.
f. r. s. e., m. i. e. e. (London: Crosby Lock-
wood & Son.)

PHOTOGRAPHS.
Photographs are good and cheap
abroad, especially in Italy. The vis
itor should buy as many as funds
permit. Carbon photographs being
unalterable, are recommended. Pho
tographs can often be bought in gal
leries which cannot be purchased else
where.

DEPTHS

OF PORTS OF THE
WORLD.

Channel

Quay

Port.

(mean high

(mean high

water).

water).

Feet.

Feet.

Amsterdam (canal)

Holland 
30
30
Antwerp, Belgium 
Baltimore, Md 
37
37
31
31
36 29
36
Boulogne, France 
34
Bremen, Germany 
18
18
Bremerhaven, Germany. .
34
34
Brindisi, Italy 
32
32
Cherbourg, France 
42
50
Copenhagen, Denmark. . .
26
26
34
34
30 60
28
33
Glasgow, Scotland 
30
38
Greenock, Scotland 
36
39
Halifax, Nova Scotia 
83
45
32
35
42
30
Kaiser William Canal,
29
Key West, Fla 
30
30
Konigsberg Canal, Ger... .
21
22
26
22
26
Liverpool, England 
55
33
London, England 
42
43
Manchester Ship Canal . . .
28
28
Marseille, France 
55
39
30
35
33
30
New Orleans, La 
30
40
New York, N. Y 
42
50
Norfolk, Va 
30
30
31
38
2938
32
Portland^ Me 
38
Rotterdam, Holland ....
29
29
St. Johns, Newfoundland
48
54
39
39
Seattle, Wash 
(*)
30 to 50
Southampton, England.. .
Stettin, Germany 
41
43
23
23
Stockholm, Sweden 
25
22
Suez Canal, Egypt 
28
Toulon, France 
t26
t23
Trieste, Austria 
30
28
*Deep water.
MAIL USED PRINTED MATTER
HOME.
As soon as you have finished with
printed matter, send it home by mail
to avoid weight. Guide books weigh
heavy and can be mailed at reasonable
cost. If a number have accumulated,
use the "parcels post." If the guide
books in the English language have
been purchased in the United States,
put in a slip, "Bought in the United
States of America of  ."
This may save the exaction of duty.
260

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

POSTAL RATES IN GREAT BRITAIN.

LETTERS.
(Maximum size, 2 ft. x 1 ft. x 1 ft.)
Inland and Channel Islands: id. Per 2
Ounces. But not less than Id.
Colonial (and Egypt and China Ports);
Id. per oz.
United States — Id. per ounce.
Foreign — 2Jd. for 1 oz. lid, each subse
quent oz.
Reply Coupons (for answer to letter sent
abroad): 3d.
postcards.
(Size from 51 x 3J to 4 x 2J in.)
Inland. — id.
Colonial and Foreign. — Id.
book packets.
i. e., Printed or written matter not in the
nature of a letter.
(Maximum size, 2 ft. x 1 ft. x 1 ft.)
Inland and Colonial; id. Per 2 Ounces.
Abroad: "Printed Papers,'' same, but
with other limits of size and weight "Sam
ples," same, but not less than Id. "Com
mercial Papers" (including MSS, &c.)r same,
but not less than 2£d-
NEWSPAPERS.
Inland only: id. for Each Paper regis
tered as a newspaper, of any weight up to
5 lbs. PARCELS. d.

Inland. —
Not over .

lbs. 1
2:;5
7 x
9
10
11

(Maximum size 3
ft. 6 in. in length, or
6ft. in length and girth
combined. Maximum
weight, 11 lbs.)
Parcel must be han
ded into office.
conditions. Usually

Foreign. — Various
Is. to 2s. for 3 lbs.
Colonial. — Australia Is., Cape and Natal
9d., Canada 8d., for 1 lb.; India, New Zea
land, West Africa, West Indies, Egypt, Is.
for 3 lbs., 2s. for 7 lbs., 3s. for 11 lbs.
registration.
2d. Per Letter, Package or Parcel, in
addition to postage (Inland and Abroad).
Foreign Parcels may be insured, not
registered. stamps.
Id., Id., l'.d., 2d., 21d., 3d., 4d., 5d., 6d.,
9dr, 10d., Is., 2s. 6d., 5s., 10s., £1.
Stamped Envelopes. — \d. (2 sizes), single
Id.
" " Id. (3 sizes), single
lid.
Post Cards. — Single cards, 3d.; 11, 6d.;
100, 4s. 6?d; reply, ljd. each; foreign, Id.;
foreign reply. 2d.
Letter Cards. — 1 for ljd.f 8 for 9d,K
96 for 9s.
Wrappers. — 1 for H-', 7 for 4d.; 5s. 8£d.
for 120.

POSTAL ORDERS.
-/6, 1/6, &c, by 6d. to 2/6  id.
3/-, " " to 15/-  Id.
15/6 " " to 21/-  ljd.
Stamps to the amount of 5d. may be affixed
to Orders. money orders.
Not exceeding £1, 2d.; £3, 3d.; £10, 4d.;
up to £40, lOd.
FOREIGN & colonial money orders.
Up to £1, 3d.; greater sums 3d. per £2 in
addition. TELEGRAPH MONEY ORDERS.
Inland — Charge as Money Order + 2d. +
cost of telegram.
Foreign. — Ditto, but fee 6d.
TELEGRAMS.
Inland. — id. a Word.
(including address) but not less than 6d.
Figures and cypher letters, five count as
one word.
Delivered free within three miles of office.
Foreign. — Not less than lOd. a word.
Belgium, France, Germany, Holland. 2d.
Austro-Hungary, Denmark, Italy,
Norway Portugal, Spain, Gibral
tar, Switzerland  3d.
Roumania, Servia, Sweden  3)d.
Russia (in Europe), Malta  4^d.
United States (Eastern), Canada
(Eastern), Egypt, Siberia  Is. Od.
India  Is. lOd. & 2s.
Australia and New Zealand . . 2s. 9d. & 3s. Od
Jamaica  3s Od
S. Africa— Cape, O. R. C, Natal,
Transvaal  2s. 6d.
Rhodesia  2s. 8d. & 2s. lid.
China and Hong Kong. ... 4s. 2d. & 4s. 5d.
Other places special charges.
EXPRESS DELIVERY SERVICES.
Letters and Parcels must be marked in
the left hand corner "Express," and handed
in at a Post Office, but not put in letter box.
Hours. — 8 a.m. to 8 p.m., but earlier and later
in some offices. n
Fees. — For every mile or part of a mile.
3d. (including railway, omnibus, tram, &c,
but cab or special conveyance extra). Sev
eral packets may be sent to different addresses,
but Id. extra is charged for each article above
one. 3d. extra on packets over 1 lb.
Reply. — Charge — same rates. The Mes
senger can wait 10 minutes free of charge;
after that, 2d. is charged every quarter of an
hour he is detained.
Express Delivery ¦ after Transmission
by Post. — Letters, post-paid and with ex-
Eress fees (as above) , marked ' 'Express
'elivery," with a broad perpendicular line
front and back, sent by ordinary post, will,
immediately on arrival at the Post Office.be
delivered by special messenger.
Railway Letters . — A t most Railway
Stations, letters not above 4 oz. may be con
veyed by next train to any station on same
line, to be called for, or to be posted there.
Fee: 2d., in addition to ordinary postage.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

2G1

POSTAL RATES IN GREAT BRITAIN— Continued.

late fee letters.
Letters received at Post Office till within
5 minutes of dispatch of mail if stamped with
extra id.
At most of the London Railway Termini
letters can be posted up to a few minutes be
fore the departure of the last mail train, usu
ally 9 to 10 p.m.
APPROXIMATE TIME BY POST.

Aden 
Algiers 
Berlin 
Bloemfontein.Bombay 
Brindisi 
Brussels 
Cairo 
Calcutta 
Cape Town . . .
Colombo 
ConstantinopleGeneva 
Gibraltar 
Hamburg 
Hong Kong . . .
Jamaica 
Johannesb u rg .
Madras 
Madrid 
Malta 
Marseilles 
Melbourne 
Mombasa 
Moscow 
New York.
Nice 
Ottawa 
Paris  4 .... .
Pretoria 
Rangoon 
Rome 
St. Petersburg.
San Francisco.
Sierra Leone. . .
Singapore 
Suez 
Sydney 
Vancouver 
Vienna 
Washington . . .
Wellington 

Days

Hrs.

10



2

5

—

23

J9

—

14

14

2

13

—

71

6



17



17

 -

16



3

2

—

23

3

15

—

20 i

29

—

13

—

19

12

17

—

1

22

3

18

23

—

31

—

20

—

2

19

8

—

1

5

9

6

—

8

19

12

21

—

1

23

2

7

12

—

12

—

22

—

5

12

32

—

13

—

1

9

Second class cars are entirely satisfactory
all over Europe, with the exception of Italy
and Spain, where first class should always be
used. The third class is excellent in Germany.
The second class accommodation is also good
on the lake boats of the Continent, and the
difference in class is often only a difference
in the part of the boat on the same deck.
On the Rhine boats first class accommodations
should be taken, also on the pleasure boats
in Holland, which are apt to be quite crowded.
If you have second class tickets and wish to
have first class accommodations on steamers
you can obtain the same by paying a small
supplementary sum.

REPLY COUPONS.
Reply coupons of the value of five
cents, and costing six cents, may be
purchased at all post offices in the
United States, and they are very con
venient where it is desired to write
to any one in Europe and it is wished
to send stamps to cover the cost of
postage. A coupon is redeemed for
five cents at any post office in most of
tne countries of the world. To be ac
ceptable for redemption, each reply
coupon should be whole and should
bear the stamp of the issuing post
office. PACIFIC SAILINGS
For a full list of the sailings and
rates to Pacific and trans-Pacific ports,
also coastwise, Southern and West
Indian ports, the reader is referred to
the sailing schedules issued by the
large tourist agencies, International
Sleeping Car CO"., or Thos. Cook &
Son, all in New York City, the ad
dresses being given elsewhere. It is
impossible in a book of this nature to
give information as to the rates, which
are apt to be rather complicated in the
way of special time limitations, such
as special rates for four-months' round
trip, twelve-months' round trip, etc.

The non-magnetic ship "Carnegie"
has just completed an eight-months'
cruise of the Atlantic Ocean, making
observations of terrestrial magnetism.
This vessel has no iron or steel in its
construction. It is thought that the
researches made by the expeditions of
this vessel will be of great service to
navigation. TUNNELS OF THE WORLD. Miles. Under.
New York Subway (1904)* 23 City.
London Metropolitan  13 City.
Simplon, Switzerland  12 Mountain.
St. Gothard  9 Mountain.
Paris Underground (incom
plete)  8£ City.
Mount Cenis, Switzerland ... 71 Mountain.
B. & O. Tunnel, Baltimore . . 7 City.
Arlberg, Austria  6 Mountain.
"Tube" London  6 City.
Hoosac Tunnel, Mass  -. 4% Mountain.
Berlin, Underground  4£ City.
Liverpool-Birkenhead  4£ City and
Mersey River.
Boston, Mass., Subway  21 City.
* Other subways, tunnels, and spurs are in
progress.

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-
f ether with such Scottish and Irish Peers as
ave 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'T (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 m 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 WaJes.
Grandsons of the Sovereign.
Sovereign's Brothers.
Sovereign's Uncles.
Sovereign's Nephews.
Ambassadors.
Archbishop of Canterbury.
Lord High Chancellor.
Archbishop of York.
Prime Minister.
Lord Chancellor of Ireland.
Lord President of the Council.
Lord Privy Seal.
Five following State Officers if Dukes'
Q) Lord Great Chamberlain (on duty)
(2) Earl Marshal.
(3) Lord Stewart.
Lord Chamberlain.
The Master of the Horse.
according to their Patents of

(4
Dukes,
Creation :
1. Of England

2. Of Scotland; 3. Of

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

263

SOME INTERESTING THINGS ABOUT ENGLAND AND THE ENGLISH— Continu ed.

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 a3 Dukes.
Earl's eldest Sons.
Marquesses' younger Sons.
Bishops of London, Durham and Winches
ter. All other English Bishops, according to
their seniority of Consecration.
Five above State Officers if Barons.
Secretaries of State, if of the degree of a
Baron. Barons in same order as Dukes.
Speaker of the House of Commons.
Treasurer of H.M.'s Household.
Comptroller of H.M's Household.
Vice-Chamberlain of Household.
Secretaries of State under the degree
of Baron.
Viscount's eldest Sons.
Earl's younger Sons.
Barons' eldest Sons.
Knights of the Garter if Commoners.
Privy Councillors if of no higher rank.
Chancellor of the Exchequer.
Chancellor of the Duchy of Lancaster.
Lord Chief Justice of England.
Master of the Rolls.
The Lords Justices of Appeal and President
of the Probate Court.
Judges of the High Court.
Viscounts' younger Sons.
Barons' younger Sons.
Sons of Life Peers.
Baronets of either Kingdom, according
to date of Patents.
Knights Grand Cross of the Bath.
Knights Grand Commanders of the Star
of India.
Knights Grand Cross of St. Michael and St.
George. Knights Grand Commanders of the Indian
Empire. Knights'Grand Cross of the Royal Victorian
Order. Knights Commanders of the above Orders.
Knights Bachelors.
Commanders of the Royal Victorian Order.
Judges of County Courts and Judges of the
City of London Court.
Serjeants at Law.
Masters in Lunacy.
Companions of the Bath, Star of India.
St. Michael and St. George, Indian Empire.
Members 4th Class of the Royal Victorian
Order. Companions of the Distinguished Service
Order. Companions of the Imperial Service Order.
Eldest Sons of younger Sons of Peers.
Baronets' eldest Sons.
Eldest Sons of Knights in order of their
Fathers.

Members 5th Class of the Royal Victorian
Order. Younger Sons of the younger Sons of Peers.
Younger Sons of Knights in the same order
as their Fathers.
Naval, Military, and other Esquires by
Office. Women take the same rank as their hus
bands or as their eldest brothers; but the
daughter of a Peer marrying a Commoner
retains her title as Lady or Honorable.
Daughters of Peers rank next immediately
after the wives of their elder brothers, and
before their younger brothers' wives.
Daughters of Peers marrying Peers of lower
degree take the same order of precedency as
that of their husbands; thus the daughter of
a Duke marrying a Baron degrades to the rank
of Baroness only, while her sisters married
to commoners retain their rank and take
precedence of the Baroness. Merely official
rank on the husband's part does not give any
similar precedence to the wife.
THE ORDERS OF KNIGHTHOOD
Knights of the Most Noble Order of the
Garter (K.G.)
Knights of the Most Ancient and Most
Noble Order of the Thistle (K.T.)
Knights of the Most Illustrious Order of
St. Patrick (K.P.)
Knights of the Bath.
Knights Bachelors.
Commanders of the Royal Victorian Order
(C.V.O.) Distinguished Service Order (D.S.O.)
Imperial Service Order (I.S.O.)
Victoria Cross (V.C.)
Order of Merit (O.M.)
The following information is of interest.
The Lord Commissioners of the Admiralty
consist of the First Lord; The First Sea Lord,
Second Sea Lord, Third Sea Lord; Fourth
Sea Lord; Civil Sea Lord and Secretaries, etc.
The College of Arms or Heralds' College is
a curious institution. It consists of the Earl
Marshal; three Kings of Arms; Garter,
Clarenceux and Norroy. There are six
Heralds: Chester, Lancaster, Somerset, Rich
mond, Windsor and York. There are four
Poursuivants, Rouge Dragon, Portcullis,
Rouge Croix and Bluemantle.
The "Great Law Officers of the Crown'*
receive large salaries: The Lord Chancellor
draws £10,000, the Attorney General £7,000
and about £6,000 in fees ($63,180); Solicitor-
General £6,000 and fees about £3,700 ($47,-
000). The Lords of Appeal in Ordinary re
ceive £6,000 each, as does the Master of the
Rolls of the Supreme Court of Judicature.
The Justices of the Chancery Division of the
High Court of Justice receive £5,000 each.
On the King's Bench Division the Lord Chief
Justice of England receives the sum of £18,-
000. Other officials are paid in proportion.
We hear much of the low cost of labor in
Great Britain, but the judiciary is certainly
well paid.
The Admiral of the Fleet receives £2,190,
Admiral £1,825, Rear Admiral £1,095. Vice-
Admiral £1,460; Captain of the Fleet £1,095.
Other Captains £602, £502, £411; Lieuten-

264

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

SOME INTERESTING THINGS ABOUT ENGLAND AND THE ENGLISH— Continued.

ant £182 to £292; Midshipmen £32, Naval
Cadet £10; Seamen £23 to £36.
In the army the pay is small: thus a Colonel
or Lieutenant-Colonel of Foot Guards re
ceives only 18 shillings daily, while a private
only draws l/l,or about 27 cents; subsistence
is of course additional.
The Archbishop of Canterbury is the"Arch-
bishop and Primate of all England" and re
ceives £15,000, while the Archbishop of York
is the "Archbishop and Primate of England"
and draws only £10,000. The Bishops re
ceive all the way from £10,000 for the Bishop
of London to £1,500 (Sodor and Man). The
Bishops of the Episcopal Church in Scotland
fare much worse, the stipend of the incumbent
of the See of Brechin receiving £983, which
grades down to the Bishop of Argyll with only
£578. The Archbishop of the Church of
Ireland (Disestablished) receives an income
of £2,500, while no Bishop receives less than
£1,200. The number of Students at Oxford and
Cambridge is not large according to the stand
ards of our Universities. Thus Oxford has
about 3,826 undergraduates, while Cambridge
has about 3,699. The University of London
had at the same time 3,987 "internal" stu
dents. ANNUITIES TO THE ROYAL FAMILY.
The Land Revenues of the Crown have been
collected on the public account since 1760,
when King George III. surrendered them in
return for a fixed annuity. These revenues
produce about £550,000 annually, and the
following list shows the annuities payable: —
Their Majesties' Privy Purse £110,000 £
Salaries of Household  125,800
Expenses of Household. . . 193,000
Royal Bounty and Works 33,200
Unappropriated  8,000 470,000
Prince of Wales  20,000
Princess of Wales  10,000
Princess Christian of Schleswig-Hol-
stein  6.000
Princess Louise (Duchess of Argyll). . . 6,000
Duke of Connaught  25,000
Duchess of Edinburgh  6,000
Duchess of Albany  6,000
Princess Beatrice (Henry of Batten-
berg)  6,000
Duchess of Mecklenburg-Strelitz  3,000
Trustees for His Majesty's Daughters.. 18,000

DEATH ABROAD.
In case of a death abroad, the near
est United States Consul should 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 Athm-
tic ports and Australia and New Zealand has
been announced.

SHORT DAY TRIPS FROM LONDON.
Brighton. London, Brighton & South
Coast Railway. The "Atlantic City" of
England. (50 M 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 & Soutn
Coast Railway. A typical old English town
in beautiful rural surroundings. Famous
because of Dickens' associations, and the
"Markis o' Granby" of Weller notoriety.
Great Yarmouth, Liverpool St. Frequent
excursions during summer at special cheap
fares. Popular pleasure resort on East
Coast. Ipswich within easy distance.
Hatfield. Great Northern Railway (17 zi
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 }-2 miles). Fares 3s. (round trip). Beau
tiful views of upper river scenery, especially
the reach below wooded Cliveden, the resi
dence of Mr. W. W. Astor. Boulter's Lock, a
scene of gaiety and dress on Sunday after
noons during summer. Ascot Sunday a
gathering of fashion.
Waltham Abbey. Great Eastern Railway
or Midland (12?4 miles); fare third class Is.
9d. (round trip). Ancient Abbey founded
by Saxons where King Harold prayed night
before setting oilt 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.

Egbert 
Ethelwulf 
J TSthelbald 
X 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  s
William I 
William II 
Henry I 
Stephen  \ I
Henry II  j
Richard I 
John 
Henry III 
Edward I. . 
Edward II 
Edward III 
Richard II  j
Henry IV  {
Henry V 
Henry VI 

Edward IV.

Edward V . . .
Richard III.

Henry VII.

DYNASTY.

thel

^f)

Access. Died. Age. Rgnd

Henrt VIII.
Edward VI . .
Mart I 
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
Confessor 
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 WiUiam I 
The House ofPlantagenet
Son of Geoffrey Plantagenet, by_
Matilda, only daughter
Henry I 
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 1
son of Edward III  /
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 Vlll.byJane Seymour
Daughter of Henry VIII. by '
Katherine of Arragon 
Daughter of Henry VIII. by
Anne Boleyn 

S27839
8581 858/866871 901925 940946955958975979
1016 10171035104010421066

10661087
1100 1135

1154118911991216 1272130713271377

1399 1413 1422

14831483

1485 1509
1547 15531558

839858860 866871 901925940946 955958975979
101610161035 1040
104210661066

108711001135 1154

1189 119912161272 130713271377

Dep. 1399

1413 1422
Dep. 1461

14831485

1509 15471553
15581603

02

260

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 BRITAIN.

Name.

DYNASTY.

Access.

Died.

Age

Rgnd.

r
James I. (VI. of Scot.) -j
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 1
1660)  J

160316251649

1625
Beh. 1649
1685

59
48 55

2224
36

Commonwealth declared Mag 19, 1649. ,
Oliver Cromwell, Lord Protector, 1653-8. Richard Cromwell, Lord Protector, 1658-9.

jAMEsII.(VII.of Scot.)
William III 
and
Mart II 
Anne 

George I.

George II. .
George III.

Second son of Charles I. (died 16 ]
Sept., 1701) Interregnum, Dec. }
11, 1688— Feb. 13, 1689)  J
Son of William Prince of Orange, j
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 
Only son of George I 
Grandson of George II 

1689
1702

1714

1727 1760

Dep. 1688
Dec. 1701
/1702 \1694 1714

1727

17601820

Ii7

13 (j

13

3359

KINGS AND QUEENS OF THE UNITED KINGDOM

Name.
DYNASTY.
Access.
Died.
Age.
Rgnd.
George III  j
George IV 
The House of Hanover — continued.
(Regency commenced 5th Febru- i
ary, 1811)  J
1801182018301837
1901
18201830 1837
1901
WHOM GOI
8168
72 81
)PRE
59 10
Victoria  1
Daughter of Edward, 4th son of 1
63
The House of Saxe-Coburg.
SERVE
SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

207

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
let an and Iago  948
Howel ap Iefan, the Bad  972
Cadwallon, his brother  984
Meredith ap Owen ap Howel Dda  985
Idwal ap Meyric ap Idwal Voel  992
Llewellyn ap Sitsyllt  1015
Iago ap Idwal ap Meyric  1023
Griffith ap Llewellyn ap Sitsyllt  1034
Bleddyn  1063
Trahaern ap Caradoc  1073
Griffith ap Cynan  1079
Owain Gwynedd  1136
David ap Owain Gwynedd  1169
Llewellyn the Great  1194
David ap Llewellyn  1240
Llewellyn ap Griffith, last Prince, 1246;
slain  1282

English Princes, A.D. 1284 to 1901.
Edward of Carnarvon (King Edward
II), born 1284; created Prince of
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.),s.of Henry VII. 1503
Henry F. Stuart, son of Jamesl.(d. 1612) 1610
Charles Stuart (Charles I.), s. of James I. 1616
Charles (Charles II.), son of Charles I... 1630
George Augustus(Geo.II.),s.of George I. 1714
Frederick Lewis, s. of George II.(d.l751) 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
Graver 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
WiUiam 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 €apets.
Hugh Capet, "The Great"  987
Louis 1X7 "St. Louis"  1226
Philip, "The Hardy"  1270
Philip, "The Fair"  1285
Louis X  1314
John I  ,  1316
Philip, "The Long"  1316
Charles IV., "The Handsome"  1322
The House of Valois.
Philip VI., de Valois, "TheFortunate".. 1328
John II., "The Good"  1350
Charles V., "The Wise"  1364
Charles VI., "The Beloved"  1380
Charles VII., "The Victorious"  1422
Louis XI  1461
Charles VIII  1483
Louis XII  1498

Francis I 
Henry II 
Francis II 
Charles IX 
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 

151515471559
15601574

158916101643
1715 1774
1793
1792 1795

1799

18041832

18141824

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; <1. 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. 1852
(Deposed 4 Sept., 1870; died 9 Jan., 1873).

Third Republic.
Committee of Public Defence. .. . 4 Sept. 1870
M. Thiers elected President  31 Aug. 1871
Marshal MacMahon elected Pres.24 May 1873
Jules Grevy (first) elected Pres.. .30 Jan. 1879
Marie F. S. Carnot, elected Pres.. 3 Deo. 1887
JeanCasimirPerierelectedPres..27 June 1894
Francois Felix Faure elec. Pres. . 17 Jan. 1895
EmileLoubet elected President.. 18 Feb. 1899
Armand Fallieres elected Pres. ..18 Jan. 1909

GERMANY— AUSTRIA-HUNGARY
FerdinandIII.,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 IL, Son of preceding  1765
Leopold IL, Brother of preceding  1790
Francis II. f 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. . 1 134
John-Sigismund,EIector,Duke of Prussia 1616
George- William.Elector.Duke of Prussia 1619
Frederick-William,"The Great Elector". 1640
Frederick,1688; Crowned King ofPmssia 1701
Frederick- William 1  1713
Frederick IL, "TheGreat"  1740
Frederick-William II  1786
Frederick-William III  1797
Frederick-William IV  1840
William L.First German Emperor (1871) 1860
Frederick, Second German Emperor  1888
William IL, Third German Emperor  1888

EMPERORS
1689 Peter I  died28 Jan. 1725
1725 Cath.L.MistressofPeter.d. 17 May 1727
1727 Peter II., died 1730 ; 1730, Aim,
died 29 Oct. 1740
1740 Ivan VI. .imprisoned 1741,assass. 1764
1741 Elizabeth  died 5 Jan. 1762
1762 Peter III. . . assassinated. 14 July 1762

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 IL, assassinated 13 Mar. 1881
1881 Alexander III  died 1 Nov. 1894
1894 Nicholas II., began to reign.

POPES OF ROME.

Adrian IV. (Nicholas Brakespeare, the
only Englishman elected Pope; born at
St. Albans; died Sept., 1159)  1154
Innocent XIII... .Conti  1721
Benedict XIII... .Orsini  1724
Clement XII. ... . Corsini  1730
Benedict XIV  Lambertini  1740
Clement XIII  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  1831
Pius LX  Mastai-Ferretti  1846
Leo XIII  Pecci  1878
Pius X  Sarto(born2Junel835) 1903

From Whitaker's Almanack, 1910. — For more detailed information, see the Almanack de Gotha.

RADIO-ACTIVE SPRINGS IN ENGLAND.
The discovery that the water in the old
Trenwith mine at St. Ives is more highly
radio-active than water anywhere else in
England is reported by Consul Joseph G.
Stephens. He says that it will be of great
medicinal value for gout, rheumatism,
eczema, and nervous disorders, for which
patients are already visiting the springs.
St. Ives also has an artist colony, among
whom are many Americans.

Under the new American Tariff Act, works
of art over twenty years of age, and antiques
over a hundred years old, can be imported
free of duty. This has resulted in a vastly
increased volume of shipments of value ten
times greater than any similar period of the
preceding year, before the new tariff went
into effect.

THE SEVEN WONDERS OF THE WORLD
The Seven Wonders of the World, so-called,
or rather the Seven Wonders of the Ancient
World, were as follows: The Pharos of
Alexandria; The Colossus of Rhodes; The
Great Temple of Diana at Ephesus; The
Hanging Gardens of Babylon; The Pyramids;
The Tomb of Mausolus; and the Great Statue
of Jupiter at Olympia. All of the Seven
Wonders were situated on the shores of the
eastern part of the Mediterranean. If th
Greek writers had been better acquainted
with the north of Europe or the south of
Asia, they would probably have made a
different selection.
A line of steamers from Canada to Austria
has been projected.

THE ARRIVAL

BRITISH POKTS

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

i
£3,

'. 7

•
i ¦
Ml
£
¦ -¦-—¦"_.._-¦¦
- - -
::i-U'-'
Railway officials meet the steamers on
arrival at Queenstown, and afford passengers
every assistance and information. Those en
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 " Lame and Stranraer
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-
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 high, 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-y

OLD HEADTOF KINSALE 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-
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

Fishguard to

English
Currency

American Currency

1st Ci.

3d CI.

1st CI.

3d CI.

London (Paddington)
Bath 
Birmingham. . .
Bristol 
Cardiff.' 
Oxford 
Stratford 
Paris (via
Dover) 
Paris (via
Folkestone)..

s. d.
34 0
27 6
29 0
25 9
18 9
35 0
30 0
99 8
93 0

s. d.
19 0
14 4
1411
13 4
910
18 0
15 6J
59 8
54 8

S c.
8 50
6 90
7 25
6 45
4 70
8 75
7 50
25 0
23 25

S c.
4 75
3 60
3 75
3 35
2 50
4 50
3 90
15 0
13 70

A Comfortable Sidewheel Tender at Queens
town.
Single tickets and qutward halves of
return tickets between Fishguard and
London are available for three months
if purchased in America, or if issued
in exchange for vouchers obtained in
America. In other circumstances they
are available for ten days. Passengers
are permitted to break the journey at
any station on the route, provided the
journey be completed within the periods
named above. Return tickets are avail
able for six months. ¦
The time taken to trans-ship mail and
passengers 'at Fishguard is remarkably

272

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

short, as may be seen by the annexed
figures which are for the disembarking
of passengers and mail at Fishguard on
Aug. 30, 1909, from the "Mauretania" :
Time Table of Transfer Operations. P. M.
Sighted off Strumble Head  12 48
"Mauretania" dropped anchor . . 1.17
Mail Tender alongside  1.25
Mail Tender left  1.42
Passenger Tender alongside  1.33
Passenger Tender left  1.57
"Mauretania" departed  2.0

Time Table of Special Train P. M.
Mail Train — Fishguard Ocean
Quay dep  2.7
Paddington  6.40
1st Passenger Train —
Fishguard Har
bor Station dep. . 2.52
Paddington arr. . 7.28
2nd Passenger Train —
Fishguard Har
bor Station dep. 3.5
Paddington  7.56

HOLYHEAD.
Holyhead, situated on the West Coast of
the Isle of Anglesea, off the North Wales
Coast, is the port of call, weather and other
conditions permitting, of the White Star
(Liverpool Service) Steamers, eastbound,
during the season April 1st to October 31.
Disembarkation is effected in a modern and
comfortable manner, and, on landing,
passengers will find in readiness a Special
Corridor Train for London, accomphshing
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 Une 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 oeing effected direct from the ocean
steamer to the train in waiting. The route
between Liverpool and London via the Lon
don & North Western Ry. is very interesting
and comprehensive. The fast American
Specials travel via Crewe, Stafford, and Rug
by, the direct, original, and shortest route
between Liverpool and London. The^ ex
tensive area covered by the London & North
Western Ry. will, however, permit passengers
to travel, at the ordinary rates between Liver-

Washington's ancestral home) ; Bletchley (con
venient junction for the Universities Oxford
and Cambridge).
The route from Liverpool to the North is
likewise convenient for those who wish to
visit the English Lakes or Scotland. The
London & North Western issue an exception
ally interesting assortment of literature which
can be obtained on application to the Amer
ican Office of the Company. No. 287 Fifth
Avenue, New York City, "Hold" Baggage
can be checked direct from hotel or residence
in New York to London, delivered, via Liver
pool, Cunard and White Star Line Steamers,
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 "iork. Trains
start from Birkenhead, connected by
ferry with Liverpool. London is also
reached by the Midland Railway, the ter
minus of which is at St. Pancras Station
in Euston Road ; by the Great Northern
Railway, the terminus of which in Lon
don is at King's Cross, and by the new
Great Central Railway, the terminus of
which is at the Marylebone Station.
Space forbids a comparison of the mer
its of the accommodations, etc., on the
different roads. Folders and booklets
will be found in abundance in the sta
tion at Liverpool and on the steamers.

EDDYSTONE LIGHTHOUSE.
There are several routes between the
port of Liverpool and London, and trav
elers have the choice of the following,
and are permitted to break the journey
at any station en route, provided the
journey be completed within the speci
fied time.
1. The "Royal" Shakespeare route — ¦
skirting the border of Wales and pass:
Ing through Chester, Shrewsbury, Bir
mingham, Warwick, Leamington, Strat
ford-on-Avon, Oxford, Reading, Slough
and Windsor.
2. The Severn Valley and Worcester
route — passing through Chester. Shrews
bury, Bridgnorth, Worcester. Stratford-
on-Avon, Oxford, Slough and Windsor.

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-

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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, bo
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.

9M4rC/v
v, •=»¦ Y 
I HAVBUR {aaCMEN

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 or third class passengers, or on
payment of the fares for these numbers.
New York Office, 355 Broadway, New York.
CHANNEL ROUTE.
The Scllly Islands, lying off Land's
End, come first into view, and from
Bishop's Rock Light notice of the ship's
arrival has been sent by wire, then as
the ship is steered on her course, the
Cornish Coast is seen, and the Lizard
Lighthouse also reports 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 Ufracombe,
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. Jha«"Rov.iu" Route, via Exeter,
BrisratTsath, Swindon and Reading.
4. The Westbury and Salisbury Route.
Or, if it is desired to reach the Con
tinent direct without making any stay
in England, a through route to the Con
tinent is provided via Reading and
Folkestone or Dover.
The Great Western is the Royal and
Mail Route to London, and upon sev
eral occasions has conveyed the mails
from Plymouth to London in less than
four hours.
Passengers landing at Plymouth prac
tically save the whole of the time oc
cupied by the voyage up the English
Channel and the River Thames.
By arrangement with the shipping
companies well appointed and commo-

278

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

dious steam tenders meet vessels on ar
rival at Plymouth, and passengers are
taken by,, these tenders direct to the
landing stage, which is near the center
of the town.
A Great Western Railway official
travels with all tenders between the ship
and landing stage and will be pleased to
supply passengers with particulars rela
ting to train service, booking of seats,
etc. The railway staff relieve passengers of
all trouble in connection with their bag
gage. Dock porters land it, unpack for
Customs examination, repack, and af
terward register and label it to desti
nation free of charge.
Baggage can ' be warehoused at Ply
mouth ' at a small charge, if desired, or
it will be sent by passenger train to the
destination station free (if within
weight allowed) and warehoused there.
The railway company will also, if re
quired, arrange for its delivery at desti
nation at a moderate charge.
Heavy luggage can be left in charge
of the dock officials, to be forwarded by
goods train, at goods train rates, and a
charge of lOd. per package dock dues.
Waiting and retiring rooms are pro
vided at the docks immediately con
tiguous to, and communicating with, the
Customs baggage warehouse.
A buffet is provided in the waiting
room, where, in addition to light re
freshments, luncheon or tea baskets can
be procured or ordered for supply at
stations en route.
A post office clerk is in attendance
in the waiting room for the purpose of
receiving and despatching telegrams.
Special express trains will be run
from the docks at Plymouth as soon as
the passengers are landed from the
ocean steamers.
The special trains from Plymouth to
London perform the journey in a little
over four hours. Restaurant cars are
run on the trains, and sleeping cars on
' the night trains.
If the number of passengers landing
on any occasion does not warrant the
running of a special train throughout,
the regular schedule of express trains
will be available, through carriage ac
commodation to London being provided.
For the convenience of passengers
small tables are provided on applica
tion, at a charge of 6d. each, in the
compartments of the special trains.
Cabs will in all cases be In attendance
at the baggage warehouse for passen
gers who are desirous of proceeding to
any part of Plymouth or to any of the
several hotels In Plymouth before con
tinuing their journey.
If accommodation is required at the
Royal Hotel, Paddington station, Lon
don, the company's officials will tele
graph, free of charge, for same to be
reserved, upon notification being given.
Private omnibuses can be ordered in the
same way.
The following reduced special fares
are in operation for ocean passengers
landing at Plymouth :

PLYMOUTH TABLE
The _ following reduced special fares are in
operation for ocean passengers landing at
Plymouth. :

English

f American

Coinage

Coinage.

Plymouth to

1st CI.

3d CI.

1st CI.

[3d CI.

x. d.

s. d.

$ c.

S c.

Exeter 

7 0

3 6

1 75

0 88

11 2
5 7
2 80
1 40
Bristol 
17 0
8 6
4 25
2 13
Bath 
18 8
9 4
4 70
2 33
24 0
12 0 '
6 0
3 0
28 0
13 6
7 0
3 38
Reading 
30 0
13 6
7 50
3 38
21 0
10 6
5 25
2 63
Paddington
(London) :
Routes Nos.
,
lor3 
30 0
15 0
7 50
3 75
Route No. 4. . . .
35 9
18 3
8 95
4 55
Cathedral Rte. :
ViaExeter,
Bristol, Here
ford, Gt. Mal-
verin, Wor
cester, Strat- ¦
45 0
24 0
11 25
6 0
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, 2/6 (63 cents) per passenger is
charged to cover the dock dues and all
services rendered in connection with the
conveyance of passengers' baggage to the
baggage warehouse, its examination
there, and its conveyance to the Great
Western Railway vans or to the Mill-
bay station. This commuted dock charge
of 2 /6 only applies to passengers who
are about to travel by the Great West
ern Railway to a station not less than
50 miles distant, and to the baggage
which accompanies passengers in the
train. Passengers not proceeding by the
G. W. R. beyond a distance of 50 miles
will be charged 6d. for each passenger
and lOd. for each package of luggage
for dock dues and landing charges.
PASSENGERS RETURNING FROM
ENGLAND VIA PLYMOUTH.
The superintendent of the line. Pad
dington station, London, will furnish al!
particulars to passengers who wish to
avail themselves of the advantages af
forded by either of the Great Western
routes on the return journey.
On receipt of notification, the Great
Western Company will collect passen
gers' luggage in London within a cer
tain radius and see that it Is placed on
SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

279

the outgoing vessel, at a charge of 1 /-
per package, up to the weight allowed
according to the class of ticket held.
Luggage brought to Paddington station
by passengers will be conveyed and
placed on outgoing vessel at a charge
of 6d. per package, up to the weignt
allowed according to the class of ticket
held. The London and Southwestern Rail
way issue booklets giving full informa
tion. They will be found on the steam
er, or will be mailed from the New York
office, 5th Avenue and 30th Street, New
York City. The literature of the Great
Western Railway (most attractive) is

also to the Channel Islands. Southamp
ton is also the point where passengers
take steamers for the Havre service.
"American Line" and a number of the
"White Star Line" steamers make
Southampton their eastern terminal
port. The North German Lloyd and
Hamburg-American Lines use it as a
port of call. The landing and Customs
arrangements are of the first order. Li
ners enter the docks at any time of the
day, regardless of the state of the tide.
Customs examination, which takes
place directly after landing, is conduct
ed in enclosed sheds on the wharf,
where the London train is drawn up.

THE "NEEDLES"— ISLE OF WIGHT.

mailed from the New York office, 355
Broadway, New York.
SOUTHAMPTON.
Southampton is 78 miles from Lon
don. The docks are situated within a
perfectly shielded harbor ; the docks are
as accessible by night as by day and
have the advantage of double tides,
with practically four hours of high wa
ter with every tide, thus affording ex
cellent accommodations for the largest
steamers. There are many interesting
trips which can be made from South
ampton, notably from the Isle of Wight,

Passengers will claim their baggage
and open for inspection the piece or
pieces which the officer may select, and
can then take their seats in the train.
The procedure occupies but a short space
of. time, and passengers reach London
(Waterloo station) within three hours
from the time of the steamer's arrival.
Passengers for France leave South
ampton by the steamers of the London
& Southwestern Railway, starting from
Southampton at midnight for Havre and
connecting with train which generally
enables passengers to reach Paris (Gare
St. Lazare) at 11 :30 the following
morning. A very economical route.

280

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

LONDON.
Steamers of the Atlantic Transport
Line usually land their passengers on
the quay, at Tilbury, where Customs
examination takes place, and whence
passengers are conveyed by special train
to St. Pancras Station. Baggage is
transported free of charge to St. Pan
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.

PLAN. OF, SOUTHAMPTON DOCKS.

SOUTHAMPTON.

Pillows and Blankets to hire.

PART II

CONTINENTAL PORTS

CHERBOURG.
This important port is a great French
naval base, and the steamer passes the
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 bv
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

LIGHTHOUSE, CHERBOURG.

find the most expeditious routes con
veniently accessible by magnificent
trains de luxe via Marseilles and Brin-
disi. Under no circumstances ever stop
at a hotel in Cherbourg. The train ser
vice to Paris is abominable, and one
steamship company threatened to aban
don it as a port of call, if conditions

™£/i&i ism

CHANNEL

HARBOR OF CHERBOURG.
were not improved. It is a shame that
such an ideal port should be so badly
served. HAVRE.
Distance from Paris, 142 miles.
Havre is the port of landing for
steamers of the Compagnie Generale
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, thj
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-sur-Mer between the hours of 11
P. M. and 6 A. M.
The steamer anchors iu 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-

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 a£ 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 strongfy 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.

OGNE.

BOULOGNE-SUR-MER.
Passengers must claim their baggage
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 statlons;
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
Weser, and are conveyed by special train
to Bremen, a distance of 31 English
miles, the journey occupying about iya
hours. The Customs examination of baggage
usually takes place in the passengers'
waiting hail 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

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
2% 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

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CUXHAVEN (HAMBURG) AND BREMERHAFEN.
Showing Railway Connections.

additional 300 meters for three or four
people. Motor Cabs. — 80 pfg. first 600 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 hour
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 1% miles, 1/-; 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
(Ponte Federico Guglielmo), where pas
sengers disembark. Baggage is expe
ditiously removed from the ship to the
Customs examination shed on the pier,

GENOA

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.

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.

NAPLES,

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.

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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 e^s to
the traveller.
List of stations at which baggage is generally
examined: —

Aix-la-Chap. (Ger.)
Ala (Aust.)
Alexandrov (Russ.)
Alt-Munsterol (Ger.)
Asch (Aust.)
Avricourt (Alsace)
Bale (Switz.)
Belgrade (Serv.)
Blandain (Belg.)
Bentheim (Ger.)
Bodenbach (Bohem.)
Brigue (Sw.)
Brody (Aust.)
Burdujeni (Roum.)
Cerbere (Fr.)
Cervignano (It.)
Charleroi (Bel.)
Chiasso (Switz.)
Constance (Baden)
Cormons (Aust.)
Cranenburg (Ger.)
-Dalheim (Ger.)
Delle (Switz.)
Domo d'Ossola (It.)
Eger (Aust.)
Elten (Ger.)
Emmerich (Ger.)
Esschen (Belg.)
Eydtkubnen (Ger.)
Flushing (Holl.)
Furth, I. W. (Bav.)
Friedrichsh'fen (Wt.)
F'd'rickshald (Nor.)
Feignies (Fr.)
Geneva (Switz.)
Goch (Ger.)
Granitza (Russ.)
Hendaye (Fr.)
Herbesthal (Ger.)
Iran (Spa.)
Iselle (It.)
Itzkany (Aust.)
Jeumont (Fr.)
Kaldenkirchen (Ger.)
Kiel (Ger.)
Kleinbettingen (Lux.)
Kufstein (Aust.)

Lausanne (Switz.)
Lindau (Bav.)
Malmo (Swed.)
Modane (Fr.)
Mon (Swed.)
Mons (Belg.)
Moustron (Bel.)
Noveant (Ger.)
Nymegen (Holl.)
Oderberg (Aust.)
Oldenzaal (Holl.)
Orsova (Hung.)
Oswiecim (Aus.)
PagnysurMUe. (Fr.)
Paris (Fr.)
Passau (Bav.)
Peri (It.)
Petit Croix (Fr.)
Podwoloezyska (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.)
Udine (It.)
TJIflingen (Lux.)
Valenciennes (Fr.)
Vallorbes (Switz.)
Venlo (Hoi.)
Verviers (Belgium)
Verciorova (Rou.)
Vintimille (It.)
Voitersreutn (Aust.)
Volochisk (Russ.)
"Wirballen (Russ.)
Zevenaar (Holl.)
Zimony (Hung.)

A few words upon the system of examining
through registered luggage may not be out of
place here. Luggage registered through from
London to Pans is examined on arrival at
Paris; if not registered through it is examined

at the landing port. Luggage may be reg
istered through from London or from Pans
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 (IKoz.) 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 Blcyberg) 
Any Russian Station 
Bale (Via Luxemburg) 
Strassburg do 

Via

Calais .
Calais .
OstendCalais . .
Ostend .
Calais. .
Calais. .
Ostend .
( Calais ~|
1 Ostend j
( Calais |
< or (r
( Ostend J
J Calais 1
\ Ostend j
' Calais |
or >
Ostend J
Calais ]_
Ostend j
Calais 1
Ostend j

Will be
examined at

Paris.Blandain, Ostend.
Aixrla-Chapelle. Ditto.Calais.Herbesthal. Ditto.
Herbesthal. Herbesthal and
Bodenbach or
Passau orSalzburg
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  ¦ • •• -"^e
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, u
plain  ££ „
China, gilded or ornamented  60
Clothing, wholly or part wool. . . j ^q per Si
Clothing, Linen.  50 "
Cutlery and Plated Ware  40 per ct.
Diamonds and Precious Stones, set.. . 60 per ct.
unset, 10 per ct.
Furs, manufactured  50perct.
Gloves, Kid. . . j *»-75 t° *5'80 per5d0°p-erct>

Gold and Silver Ware  45 per ct.
Paintings New  15 per ct.
Paintings by American artUts  Free
Photographs  25 pel ct.
Shawls, Camel's Hair or Wool.. . j 44<=- _per "?•
\ 60perct.
Silk, Dress, Piece and Laces  60 " i
Statuary, Marble  15 "
Stereoscopic Views  25 per ct.
Umbrellas, Silk or Alpaca  40 "
Velvet, Silk  / $1.50 per lb
\ 15perct.
Watches  25 '.',
Every person is entitled to one watch of
foreign manufacture. Specified duties in ad
dition are levied on certain glasses of goods.

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. (6) 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 their baggage,
which have been obtained abroad by pur
chase or otherwise, with the foreign cost
or value of same. They shall state, as
well, all wearing apparel, jewelry, or
other articles taken out of the United
States, which have been remodeled or
improved while abroad so as to Increase
their value, the said statement to in
clude the cost of such improvement. If
the articles so declared are for others, or
to be used in business or for sale, these
facts should be stated in the declaration.

Residents of the United States are al
lowed one hundred dollars' worth of ar
ticles at their present foreign value, free
of duty, provided they are not for sale
or to be used in business, and are prop
erly declared. In the case of minors,
the exemption of one hundred dollars'
worth of articles obtained abroad is re
stricted to such articles as are for the
bona fide use of such minor.
Use does not exempt from duty wear
ing apparel or other articles obtained
abroad, but due allowance will be made
by appraising officers for wear or depre
ciation. Residents of the United States may
bring with them, free of duty, ail 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 ther 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 representatives will be found
on the pier. Passengers desiring to
have their baggage forwarded in bond
should indicate such intention and state
the value thereof in their declarations,
before any examination of the baggage
has been made.
Government officers are forbidden by
law to accept anything but currency in
payment of duties, but, if requested, will
retain baggage on the piers for twenty-
four hours to enable the owner to se
cure the currency.
Passengers are advised that to offer
or give gratuities or bribes to customs
officers is a violation of law, and cus
toms officers who accept gratuities or
bribes will be dismissed from the ser
vice, and all parties guilty of such of
fense are liable to criminal prosecution.
Any discourtesy or incivility on the
part of customs officers should be re
ported to the collector at the Custom
house, the deputy collector or the depu
ty surveyor at the pier, or to the Secre
tary of the Treasury.
An act of Congress of 1897 expressly
forbids the importation into the United
States of garments made In whole or in
part of the skins of seals taken in the
waters of the North Pacific ocean, and
unless the owner is able to establish
by competent evidence and to the satis
faction of the collector that the gar
ments are not prohibited they can not
be entered.
In order to secure prompt identifica
tion and thereby facilitate the passage
through the Customs upon return of val
uable personal and household effects.
taken abroad by persons leaving the
United States, the articles may be reg
istered with the collector at the port of

departure or the port at which the jour
ney commences. Under Sections 2802
and 3802 of the Revised Statutes of the
United States, articles obtained abroad
not declared are subject to seizure, and
the passenger liable to criminal prosecu
tion. The following is a portion of the text
of a later circular, dated February 4,
1910: Paragraph 709, appearing in the free
list of the present tariff act, govern
ing passengers' baggage, is as follows :
709. Wearing apparel, articles of per
sonal adornment, toilet articles, and
similar personal effects of persons ar
riving in the United States ; but this
exemption shall only include such ar
ticles as actually accompany and are
in the use of, and as are necessary and
appropriate for the wear and use of
such persons, for the immediate pur
poses of the journey and present com
fort and convenience, and shall not be
held to apply to merchandise or ar
ticles intended for other persons or
for sale : Provided, That in case of
residents of the United States return
ing from abroad, all wearing apparel
and other personal effects taken by them
out of the United States to foreign
countries shall be admitted free of duty,
without regard to their value, upon
their identity being established, under
appropriate rules and regulations to be
prescribed by the Secretary of the Treas
ury, put no more than one hundred
dollar's in value of articles purchased
abroad by such residents of the United
States shall be admitted free of duty
upon their return.

It will interest the thousands of Americans
who make their headquarters in the neighbor
hood of the Place de l'Opera to learn that the
rumor that the Grand Hotel was to be no
more is without foundation. The block it
occupies is held to be one of the finest in the
entire city, and fabulous offers have been
made for it with a view of turning the build
ing into an immense shop, but the proprietors
have announced that they have no intention
of parting with the famous hostelry.

Thousands of Americans who go to Europe
in the summer make a visit to some cure
resort. Carlsbad has its thousands of Amer
ican votaries, and hundreds of others go to
Marienbad, just eighteen miles away, where
the King of England takes the waters every
year, and still others go to Nauheim, Germany,
especially if they have some cardiac trouble.
Bad Kissingeni, which has been famous as a
cure place since the sixteenth century, is
drawing more and more Americans each year.

The "Rothesand" Lighthouse is situated on
the boundary line between the Weser and
the North Sea. It was erected in 1883-
1885 at a cost of over £40 000 (excluding the
lighting apparatus). The work of sinking
and building is a masterpiece of engineering
craft.

290

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Oat. No. 936
FORM FOR RESIDENTS OF THE UNITED STATES.

BAGGAGE DECLARATION AND ENTRY.

MI— I
>
o

Port o/ 
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" JDntry correct" or" Excess as noted.")
Duties paid me as above.
Inspector.
Value as noted:
Appraiser's Examiner.
Collsctor's Clerk.
SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

291

NDY HOOK ^ -A'1 AMBROSE CHANNEL
M6HT ^bv ' LIGHTI/ESSCL
v *
rsCOTLA, USrir/£3S£l

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
that it is his duty to make a search
ing examination if he deems it neces
sary. As a matter of fact, if the
amount of purchases do not exceed the
amount permitted by law, and there
have been no misstatements made in
the declaration, the business is much
expedited, and many travelers make
voyage after voyage without experi
encing the least discomfiture. Occa
sionally, however, the inspector's sus
picions will be aroused and he will
make a very searching examination,

THE ARRIVAL OF THE PILOT AT NEW
YORK. — Coming over the rail.
which may even extend to the person.
It is most trying to have all one's
clothing, especially soiled linen,
emptied out on the dock, but the reve
nue must be protected. Discipline
among the baggage inspectors has
recently been raised to a high degree.
It is against the law to offer inspectors
money for the performance of their
duty, or rather the non-performance
of it, and the passenger will save him
self trouble by omitting to give the
inspector anything. If the inspector
is caught he is summarily discharged
for the good of the service. There was
a time, some twenty or twenty-five
years ago. when this evil was very
pronounced, 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 AT1ER1CA1

LACKAWANNA

RR

HOBOKEN

JERSEY CITY

PENNSYLVANIA R.R.
LEHIGH VAIXEY
n.R.

HUDSON TUBE ROUTE

HIGHEST DAY'S RUN OF VESSELS 20 KNOTS AND BETTER
Speed Eastward Westward
"Mauretania"  26 knots 610 sea miles 673 sea miles
"Lusitania"  26 " 596 " " 666
"Deutschland"  20M " 557 " " 601
" Kronprinzessen Cecilie"  20}4 " 560 " " 600
" Kaiser Wilhelm II."  23}* " 564 " " 596
"Kronprinz Wilhelm"  20H " 552 " " 582
HIGHEST SPEED
" Mauretania"  East 25.89 West 56.00
"Lusitania"  " 25.17 " 25.88
"Deutschland"  " 20.51 " 20.15
"Kronprinzessen Cecilie"  " 20.40 " 20.25
"Kaiser Wilhelm II."  " 20.71 " 20.12
"Kronprinz Wilhelm"  " 20.33 " 20.09
Figures verified and corrected by Capt. A. W. Lewis, Chief of the Ship News Service of the
Associated Press.

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 oyer
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+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 possible 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
trours. 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

1 1 1".?-
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iff

£LS

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h-tO WlOtO h-'l-'l-'W h-l-'l-' I-" r-l-> CO l-i >-" W IS3 r-< I — ' t — » I — ' P — » PMHPH £
^l0t0©OMW©^WOI»0)OMC0siMM0>i»^OC0Ci^ffiffli^0iOHbJt0l0W©OOOM0iM0iiMOCi(DS

Time

First
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Second Class

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Third Class

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Time

First
Class

to o CO W o -4 00 Cn W (O Cn Cn o to O if* i— t-> <l ¦*¦! i-- O --1 -^ Cn to CO -o to i-i CO -l -J os co co co to O Co -3 Cn O Cn -J CO o bo ifr. rf^. o Oi w -j tn o i— Ot t^ Cn (-> Go
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Third

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

297

APPROXIMATE RATES AND TIME (Continued)

From Hamburg

From Paris

To

0)

4^> (O

"S»

OJ

"3»

a
o «
C to
a
23
.S3
e*
ho
So
CO
£3
(r<
So
So
CO
hrs.
»
$
$ 1
hrs.
$
*
s
17
7.65
18.40
4.90
12.60
3.40
20 18
21.95 17.80
14.30
11.95
9.40
London via H. V. Hoi. . . .
London v. Vlissingen 
20
18.40
12.60
London via Calais 
24
25.20
17.20
8
14.60
10.30
24 1
3349 6
19.70 1.80
27.1554.10 5.40
12.55 1.35
17.70
37.00 3.60
8.35 1.00
2.50
1519 8
2620*
14.35
21.25 11.80
34.25 19.85
9.80
13.45 8.00
24.00 13.30
8.70
13
12.60
7.75
5.55
IV*
15.10
9.90
14
12.50
7.80
5.20
33
23.45
15.05
28
35.00
23.00
12
19.70
13.30
tt*.
11.45
7.20
4.70
14
14.50
9.60
6.20
20 16
23 15
25.80 14.75
24.00 17.45
16.80 9.30
15.9510.60
11.10 6.20 7.10
25 9i
1719
25.50 9.05
21.75 20.55
17.35 6.15
14.8513.60
9.00
Nauheim 
10
10.45
6.60
4.50
15£
16.10
10.50
47
41.20
27.25
36
40.65
28.10
31 13
38.95 13.35
25.45 8.20
16.95 5.55
1619
24.85 19.20
16.8012.55
8.15
14
15.80
10.45
11
9.45
6.60
17
19.70
13.20
8.65
9
10
42 12
10.5015.00
40.85 10.50
6.659.80
26.95 7.45
4.506.104.95
22 2731 9
27.9530.8534.75 10.10
17.75
20.1023.95 7.10
11.65
m
20.10
12.20
7.95
27
23.65
15.20
17
18.60
11.65
8.25
11
14.10
9.30
7.15
6i
24
7.65
17.10
4.90
11.80
3.75
21
30
25.2036.95
16.15
24.80
10.60
37 21
38.30 15,30
26.15 9.70
6.30
53 9
54.90 11.35
36.85 7.55
12
14.85
9.30
6.25
14
15.50
10.15
Trier 
11
14.70
9.35
6.90
11
11.20
7.55
29
34.55
23.75
14.55
34
34.70
23.70
27
30.65
20.10
16
18.60
12.65
(direct)
Venice via Munich 
29
30.55
20.10
25
28.75
19.75
[ v. Basel
27
27.55
18.00
23
25.70
17.60
17
20.95
13.50
7.80
31
31.60
20.10
v. Munich
15
21.35
14.45
9.40
29
38.00
25.20
16.45
10
8.60
5.45
3.65
20
21.45
13.80
10
11.55
7.30
4.75
13
16.15
10.55
v. Frankft.
Wildbad 
13
14.60
9.20
13
15.90
9.65
21
19.50
12.35
8.25
15
14.05
9.35
Second class rail travel is usually good, but third class is very fair in Germany, Belgium,
etc. Always take first class in Italy and Spain.
CIRCULAR TICKETS
It is possible to get a circular tour
ticket which will take the traveler
from London to Belgium, Holland,
Switzerland, France and Italy, and
the number of combinations which can
be made is almost endless, as will
be seen by the circular tour itineraries
which are published elsewhere. Even
if a portion of the tour has to be
abandoned, the saving will be very ma
terial. Consult a tourist agency or
any of the big concerns who make a
specialty of selling railway tickets,
like the American Express Company,
the International Sleeping Car Co.,
steamship companies, etc.
298

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

TIME BY EXPRESS TRAIN FROM BREMEN TO THE FOLLOWING
PRINCIPAL POINTS

City.

Aix-la-Chapelle (Aachen) .
Amsterdam 
Augsburg 
Baden-Baden 
Barmen 
Bale 
Bayreuth 
Berchtesgaden 
Berlin  •• 
Berlin 
Berlin 
Berne 
Bonn  _ 
Braunschweig 
Breslau 
Budapest 
Carlsbad 
Carlsruhe 

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 th urn . . .
Kiel-Kopenhagen 
Salzburgen 
Uelzen 

Hannover-Hildesheim 
Hannover-Frankfurt 
Hannover 
Hannover-Friedberg 
Wuerzburg-Munich 
Cologne-Bale 
Halle 
Hannover-Bebra-Eisenach 
Berlin 
Cologne-Bale 
Hannover-Hildesheim 
Cologne-Bale 
Hamburg 
Cologne-Bale 
Uelzen 
Hannover-Frankfurt 
Hannover-Frankfurt 
Leipzig-Eger 
Leipzig-Munich 
Berlin — St. Petersburg, 'Nord Express.

Hrs.

7 5
16
10 4
1414
22 6
5
5
17 6
3
12
27 12 9 5
9
34 75
13 5
17 4
10 5
14 7497
15
292022 65 11
5
11 3 8
21 16 99
18
19 7
16 3
20 5
1011
17
2854

* 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.

13

28

7

0(1

12

18

0

54

1

39

15

5

IS

58

20

37

13

25

39

50

10

40

22

46

11

28

10

28

13

15

45

5

21

27

22

12

H

19

S

28

9

24

16

44

Munich 
Nauheim 
Nuremberg. . . .
Oldenburg... .
Osnabrueck 
Prague 
Regensburg. . .
Salzburg,. 
Schwalbach 
St. Petersburg.
Stettin 
Stockholm 
Strassburg 
Stuttgart 
Teplitz 
Trieste 
Vienna 
Warsaw 
Weimar 
Wiesbaden 
Wuerzburg. . . .
Zurich 

Wuerzburg .
Hannover. .
Wuerzburg .

Leipzig-Bodenbach 
Leipzig-Eger 
Wuerzburg-Munich  •. 
Frankfurt- Wiesbaden 
Berlin-St. Petersburg, Nord Express Thursdays
and Sundays from Berlin 
Berlin 
Kiel-Kopenhagen-Malmo 
Cologne 
Frankfurt-Heidelberg 
Leipzig-Bodenbach 
Vienna, with 12 hours' stop 
Leipzig-Telschen 
Berlin-Alexandrowo 
Hannover-Nordhausen 
Frankfurt 
Hannover-Elm 
Cologne-Bale 

RAIL CONNECTIONS FROM GENOA.

To Bellagio. . .
' Bologna. . .
" Cannes. . . .
' Como 
" Florence..
' ' Leghorn . . .
London.. . .
Lucerne. . .
" Marseilles.
' Men tone . . ,
" Milan 

.in 6 hours.

0
4
2N 11
13 5J3

To Monte Carlo
' Naples 
' Nice 
" Paris 
" Pis* 
' Rome 
" Trieste 
" Turin 
" Venice 
" Verona 
" Zurich 

6 hours.
18 61
27 4
10115 31 94
7
12

CHILDREN'S TICKETS
General local regulations of princi
pal countries : Austria, under 2 years,
free; 2 to 10 years (under), half
price. Belgium, under 3 years, free :
3 to 8 years (under), half price.
Prance, 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 suflicient.
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 $6.15, 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- I

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 Gar 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 fare is the
same as in the United States, second
class is about the same, while the third
class is less. Those who are thinking
of making an extensive trip in France
should purchase a kilometer book,
which effects a very great saving. In
fact, with one of these books it is
possible to travel for a cent a mile
first class. These books are sold for
stipulated distances, and the time
limit varies. The fare, of course, be
ing less for the longer trips. The fol
lowing are some figures taken from
the P. L. M. time-table: Up to 200
kilometers, 27 francs, first class ; 19
francs, second class ; 13 francs, third
class. Between 600 and 650 kilo
meters, the fares are 55 francs, 40
francs, and 26 francs, respectively.
While the fares for 1,000-1,100 kilo
meters are 89 francs, 54 francs, and 43
francs, respectively. If a trip of 1,800
kilometers was projected, the expense
would be 135 francs, first class ; 95
francs, second class ; 66 francs, third
class. In other words, there is a sav
ing on the first class of 27 francs over
the rate which is charged for 300 kilo
meters. For longer distances the sav
ing is even greater. Thus, 3,000 kilo
meters may be traveled for 193 francs,
first class, as against 27 francs for
one-tenth the distance. These tickets
are issued all times of the year. There
are special rules governing the French
circular tours and kilometer tickets,
which may be learned by application
to the tourist companies mentioned
elsewhere. There are also sectional
tickets, which are sold for a fixed sum.
Any one may travel on these tickets
in any part of the district which has
been selected during the duration of
the ticket. These tickets are issued
for 15 or 30 days. There are seven
such divisions of railways in France.
There is also a curious system in vogue
in Paris called the "permit system."
You purchase a permit for 95 francs,
or $19. 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 tegular prices. Tick
ets purchased under the permit are not
transferable. The permit is undoubt
edly a good thing for those who in
tend to spend a considerable time in
France, but it is questionable if this

plan is of much use to the ordinary
tourist. Wherever possible the accommoda
tions of the International Sleeping Car
Co. should be secured. The different
companies also have special compart
ments for an extra fare. For ex
ample, the Paris, Lyons & Mediter
ranean Co., or the P. L. M. as it is
usually called in France, runs special
compartments of three seats, which
can be changed into couches at night.
The supplemental fare for a seat in a
train of this kind would be 33 francs
10 centimes for the "Rapide" train
from Paris to Nice and 22 francs 10
centimes for the express train. Sixty-
six pounds of baggage may be carried
free on French roads. Children under
three years pay nothing; half fare is
charged for children from three to
seven years of age. The custom-house
officers look especially for tobacco, as
that which is purchased in France is
abominable. They also look for wear
ing apparel, jewelry, silks, matches,
medicine, playing cards, firearms, etc.
The rules and regulations relating to
bicycles and automobiles are referred
to elsewhere. The northern and cen
tral portions of France are most agree
able between the months of April and
November, while the Riviera is seen
at its best in the spring and autumn.
RESTAURANT CARS
These cars are attached to all trains
de luxe of the International Sleeping
Car Co. and to almost every express
train of importance on the Continent
running during the daytime. Some of
the more important trains also have
saloon cars, smoking and non-smoking.
The charges are prominently displayed
on the bills of fare and vary somewhat
according to the country through
which the train is passing. Meals on
the whole are very good, but are not
always satisfying enough to Ameri
cans, who are used to having the heavv
American breakfast. The following
may be considered as average charges :

Light breakfast (tea, coffee
or chocolate, with bread
and butter)  lOd. to 1 /8
Lunch  2/6 to 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

Time.
Hrs. Min.

Amiens 
Basle 
Berlin 
Biarritz 
Bordeaux 
Boulogne 
Brussels 
Cannes 
Chartres 
Cherbourg 
ConstantinopleDieppe 
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 
§uai d'Orsay 
are 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 suiruner) . .
St. Lazare 
de Lyon 
" St. Lazare 
de l'Est 

19
10 734
14 1
7
63 3
35 7
26 12 1615
15 1
2
30 2
46 823
3
16
22

3030

303030

15

?030

30

3030
30 30

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

303

Pullman" accommodations in this
country. This is a service of the In
ternational Sleeping Oar & 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 the
fare if there is an age limit. The
same company has a number of termi
nal hotels and also operates dining-cars
on all the important railways in
Europe. The International Sleeping
Car Co. has agencies all over the
world for the sale of tickets "and the
dissemination of information. A very
attractive time-table is issued monthly,
giving full particulars as to fares for
single and return rail and steamer
tickets from London, tariffs of supple
mentary' fares and complete time
tables of the train-de-luxe service, in
cluding such famous trains as the
Calais Express, the Engadine Express,
the Simplon Express, the Paris-Barce
lona Express, the Egyptian Express,

the Nord-Sud Express, the Berlin-
Naples-Palermo Express, the Paris-
Rome-Palermo-Taormina Express, the
St. Petersburg - Warsaw - Vienna - Ri
viera Express, the Riviera Express,
the Ostend-Vienna-Constantinople Ex
press, the Peninsula Express, the Ori
ent Express and the Trans-Siberian
Express. This pamphlet, which con
tains about 100 pages, will be sent
free of charge on application to the
general agency for America, 281 Fifth
Avenue, corner of 30th Street, New
York, N. Y. TIME-TABLES
Nearly every railroad company in
Europe issues a more or less complete
folder or book of time-tables. In Eng
land each railroad issues a large and
bulky quarto, giving complete time
tables and rates of fare. They are
very cumbersome to carry, however,
and should be abandoned when the
travel by each road is concluded.
There are many local guides giving
time-tables of the immediate sections
which are most useful and are very
inexpensive, very rarely costing more
than a penny. For the Continent,
Cook's Continental Time-tables, Tour
ist's Hand Book and Steamship Tables
are recommended. This publication is
(January, 1910) in its thirty-eighth
year and its yellow cover is fast get
ting to be as familiar as that of
Bradshaw. It is issued monthly and
sells for a shilling in England, or at a
slightly increased price elsewhere. It
is a simple guide to all the principal
lines of lake . and river steamers and
diligences in Europe, with detailed in
formation as to steamer services to all
parts of the world. There are ten
sectional maps. The general informa
tion memorandum arranged alphabeti
cally has been used in a number of
cases in the present volume, for which
the writer acknowledges his indebted
ness, especially as to children's tickets,
dogs, golf courses, bicycles, etc. The
volume is bound in paper and is about
the size of the present book. Brad-
shaw's Continental Railroad Guide and
General Hand Book is an unwieldy
volume, conveying information in per
haps a little more detail. The edition
for November, 1909, contained 712
pages of text and 433 pages of adver
tisements, from which it will readily
be seen that the book is a bulky one
and cannot be carried in the pocket.
There is an official guide to Belgium
which costs about three pence. In

304

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Italy we have the Indicatore VMciale,
which is valuable where the beaten
track is to be left. The Cook Guide
Book is very full of information re
garding the Swiss roads, but there is
also a special guide book.
FRENCH TIME-TABLES.
There are a number of excellent
French time-tables. The "Paris et
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 :
Arr. — Arrival.
Dep. — Departure.
E. — Express.
L. — Train de luxe.
M. — Morning.
R. — Rapide (fast train).
S. — Evening.
The standard time-table for France
is the "Livret Chaix" which is a
stubby little volume which is sold for
two francs. It is not necessary, how

ever, to buy the complete work, as
each company has a "Livret Chaix"
for its own system. There are six of
these little guides in all, and they are
sold for ten cents each. They are
small enough to slip in the pocket.
We reproduce the time-tables giving
the trains between Paris and Cher
bourg. Thus we find that the distance
is 371 kilometers, and that a first-class
1 icket costs 41 francs 55 centimes.
We find that a train having first and
second-class accommodations leaves

after June 15th, at 7 :55 in the morn
ing. W.R. indicates that there is a
restaurant car attached. Various
stops are noted ; Cherbourg is reached
at 2:33 in the afternoon. The fol
lowing is a translation of the abbre
viations used in these books :
M. — Morning.
S. — Evening.
Arr. — Arrival.
Dep. — Departure. ,
Sem. — Week.
D.F. — Sundays and fete 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-CHA1TX
Explanation of Signs.
Note. — The numbers placed opposite the
names of stations at the points of branching
off refer to the pages to consult for the con
necting lines. The thick black lines placed on the
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 ortickets
bought at the window during the day or
evening hours when they are open, are taken
on. The restrictions indicated by the signs 1, 2
or period in circle do not apply to passengers
making connections from one line to another.
The sign No. 3 indicates that compartments
are reserved for ladies only in the train in
question. Consult the special announcement
for information regarding reserved com
partments. The signs W. R. or W. R. B. signify that
the train has ordinarily a dining car or a
buffet car.
The sign V. CC. indicates that the train
usually contains a car de luxe (sleeper).
The sign "O" indicates that the train
is accessible to employees and work people.
male or female, carrying a weekly ticket or
to work people having a return ticket. There
are special bulletins containing information
regarding the conditions of admission to
these trains.
Sign No. 4 indicates the branch stations,
(B) Buffet.

<

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

305

118

I — ETAT (Normandie)

Servict complet as Paris a Mantes-Gassicourt par Argmteuil et par Poissy,
 voir pages 10 et 72.

PARIS A

GARES

Chartres, Rouen* 108.

P«rl» (Saint-
Lazare) (flp)....«p.
•Mantes- ' I
Gassicourt(Bp)|aip.
Henerville. .........
Breval... ;..,..,....
Sttles-tiuaiiiviUe. . .
• Bueil

Laigts.
.110 151 * BO If
10 90 7 16
" 2&I 7 35
Oisst'l

a »|io
16 15 10
16 70 H

Boteet (Eure) 
• St-Aubin-du-Vieil- Evreux (108, Il8)i.
11 tEvrenx (Bp).. . I m.
1 (108, 112,1ft) '¦¦

118 La Bonneville. .

ld*p.

Conches (Up)
«<. |a«p.
Roni'ilIy-ta-Puthenaye
144)1 Beaumont-le-Roger,
149||»Serqiiigny (J9p).
....,..., Houen, til*.
17 80|12 i>| 7 85|159||4»Bernay...;....
Ste-Sau^mwi 130 : QorriteiUes, 1SS.
19 40113 101 8 55I173JI St-Mards-de-Fresne
21 40|H 451 * 40J19l||«Ll»leux (Bp)...
Trouville et Honfleur, 422; la Tri-
niti-de-Reville, 127.
28 (0115 80110 30|209||»Me»nil-Maugcr..
21 20 16,35 10 65 2161»Hezidon (Bp)...

Up.

i2?

.Trouville, 42i; Le Mans, 133.

17 »
17 55

26 75

11 101225U Hoult-Argeoces. ,
11 «f "

18 OS

Up.

232 FrenouTiUe-Cagny.

27 80 1« 75

28 35

30 15
31 25
31 10
3S15

19 15
19 60
26 35
21 10
21 40
22 40

. — ll.*6)a39H«K>««» (Bv) .:
(B6, 132, iM, 150, 152, 153, 180)
Carptquet....  ,'
BretteviUe-Norrey:
Andrieu..., 
• Bayen» (Ifl)...
Crouay (q) 
»LeMolay-Littry(l52)
2S^»Li-Boa(bp)....

12 20
12 45
12 75

278

IS 25
13 75
13 95
14 60
lAmballe, 136,
33 80)22 85|lt 90|302||4N£uiuy
15 45133
16 05
_ 16 35
25 35^16 50
"M

$1*138 50
37 20
37 60
38 40
39 55
40 30
40 90
1155

25 95
26 70
27 20
27 60

28 05118

326

•Carentyn (127)
lCh?f-do-Pont (157)..
FresviUe  -..
•Montebourg<l49)...

• Valogncs (149).
• Sotlcvast(l28)..
Couville 
Martinvast ......
Cherbourg ....

Coutatvces, 1SS.

981

429
L"2!3!

6 3
5 39
550
6 7
6 22
S°49 309
IB
6 83
8 41
8 51
9229 30
9 45

11 57
midi
m£l9

B33 ¦ -
2 22
305O 3 4
302830383©463®59

4224844 48
4 59
5 4
5 16
5 28
5 36
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II
6 21
6447207 53
8 4
8 21
8 34
8 '
8

10 S
10 19
(0 28
10 38
10 87
11 11
11 18
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6 E
5 20
5 31
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544
5 53
6_6
6 19
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6487 2
7 15
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7 46
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313
EXPRESS
i"2Ji -0-
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131

9 81
9 55
10 4
1018
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II 28
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815
EXPRESSB"2H(")¦ W.R. 7 65
8 41
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10931
10935

9 34

9*19 52

10 12
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lo"58

409 819
r2T3!

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522
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W.R. Wagon-rertaura nt entre- Paris el Cher
bourg et vwe versa aux trains 315 et 838. —
Entre Paris et Caen et vice versa aux trains 855
et 354, Jusqu'an 31 mei 1910 et, entre Paris et
Lisieux et vice versa, a parllr du !«¦ juin 1910.
W.R.B. "Wagon-Restauranl-Buflet (page VIII).
V.C.C voitures de i» daue a couloir et a
couchettes atec water-closet et toilette entre
Paris et Cherbourg.
Voir f explication dell signes page III.

(a) Le Wain 313 ne prend : 1° a Paris et a
Evreux-Embr. qtle les voyagfeurs po.ur Trou-
Yille-Deauville, Villers-sur-Mer, houlgate et
Dives-Cabourg ; 2° a Lisieux, que les voyageurs
sans bagages pour Yiuers-sur-Mer, Houlgate
et, Dives-Cabourg.. II prend toutefois a Lisieux
les voyageurs sans bagages pour Trouville-
Deauville, mais seulemenl dans la limite des
places dlsponibles.
<bi Le train 315 se prend de voyageurs de
2« classe que ' pour les au-dela de Mantes-

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SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

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SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

311

(Bp) Buffet with basket-supply
(b) Refreshment room,
(bp) do do with basket-supply.
CP.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

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.

so as in our own country. Preserved
meats must not be brought into Ger
many. Children under four years
travel free ; children from four to ten
years pay half fare. Porters will be
found at all railroad stations who will
carry baggage to cabs or put it in the
coat rooms, called "gepack." The time

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.

Through-corridor trains, or trains
de luxe, which are marked "D" in
railway guides, have carriages with
compartments for two or four pas
sengers in them. The carriages are
connected by covered passages or ves
tibules, as we term them in this coun
try, and are very comfortably fur
nished. At night they are converted
into sleeping-cars, and a dining-car is
attached to all trains. An additional

Leipz.'StoUerilz

LEIPZIG
J*^S$$^gPa,2,Conn.!.»ilZ

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 care 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 bis 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
aggage 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
Eassenger is required for the examination of
is 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 steamer. 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
counons 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 alsobe broken at Buda-Pestri.
GERMAN TIME-TABLES
"HendscheVs Telegraph" comes in
two editions, of which the larger is
naturally the best. This is called the
"Grosse Ausgabe" ; it is published at
Frankfort-on-the Main, and costs 2
marks, 50 pf. It is a rather portly
volume, weighing about 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
column. If two "trains have the same num
ber, they are distinguished by the addition
of "a" or "b" to the number, these letters
having here no connection with letters used
in reference. The classes of the German and
Austrian railways and partially of outside
lines, are indicated either by figures below
the train numbers, or by references. The
class given is only for one line, not applying
to connecting lines.
The hours from 6 P. M. to 5.59 A. M. are
indicated by underlining the minute figures.
For Germany, the express trains which
require no extra tariff are indicated by full-
faced type for the hour figures. Such express
trains as require extra tariff have-the hours in
full-faced type, also a dotted line at the left

314

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Mecklenburg
, Brandenburg
61.
6la. 62. 62a
v. <. m,h ,im 6 1 Altona ¦ Hambnrg -Wittenberge ¦ Berlin
•*>
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Specimen page of " Headschel'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'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-
Sean time; for Belgium, Great Britain, the
retherlands 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 bv
W. E. Z.
Eastern European time is indicated bv 0.
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
TT/RTHER
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.

ml

i. W. in winter.
R. W. Dining car.
km. Kilometre.
Wst. "versts"
Kl. Class.
B., Bhf. Railroad station.
H. B. Central station.
Figure of locomotive, indicates railway.
Boat indicates steamer.
Bugle indicates post-wagon.
"Beiclis-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 Une 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 I carry only 1st and
2nd class passengers.
Trains to the right of | carry only 1-3, or
2nd and 3rd class passengers.
Trains to the right of : carry only 1-4,
2-4 or 3rd and 4th class passengers.
Trains to the right of § do not run daily.
Fast trains on German lines on which no
excess fare is charged are distinguished by
thick type, those on which an excess fare has
to be paid, by thick type and a thick dotted

316

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

line • on the left side of the train column.
Fast trains on foreign lines are shown by
heavy type.
Corridor trains and trains de luxe are dis
tinguished by the letters D and L respectively,
opposite the number of the train. Electric
( "Triebwagen") (carrying no baggage) have
the letter T before the train number. The
mark of a period in a circle is placed before
those stations between which, in addition to
the regular train service, a special service,
printed in another part of the time table un
der the same sign, is provided. Through pas
senger cars, sleeping cars, and dining cars
between places on different railway lines are
shown in the time table. The buffet is closed
on dining cars on the Prussian lines between
11 at night and 6 in the morning.
Trains with mail cars attached are distin
guished by the mark || between the hour
and minute figures of the points of departure
and the termini, and by the mark j| 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, cor 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 I 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 lines are indicated in the time
tables by a hatched line before the times or
close to the distance figures.
When a station within the Imperial Postal
territory is at a distance of at least 2 kilo
meters from the boundary of the place to
which it belongs, the mark ° will be found
before the name of the place in question,
and the distance will be given in the alpha
betical index. The distances specified in the
route combinations on country roads are
reckoned from the station when the latter
is the point of departure, otherwise from and
to the centres of the respective places.
No. 7 indicates narrow gauge or electric
railway. No. 9 indicates dining car or at least an
opportunity for a meal.
No. 10 indicates sleeping cars.
No. 2. The first character shows train
carries first class only. The second character
shows train carries 1st and 2nd class. The
third character, a thin straight line, shows
that train carries 1st to 3rd class or 2nd and
3rd class. The vertical dotted line shows
that the train carries 1st to 4th class, 2nd to
4th or 3rd and 4th class. The wavy line
shows that trains do not run daily. On
German Railways the express trains on

which no excess fare is charged are indicated
by black or boldface type and express trains
on which extra fare is charged are indicated
by black, boldface type with a broken vertical
line on the left of the train column. On
foreign — non-German — railways the express
trains are indicated by black face type.
L | Train de luxe. See 1 1.
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."

«:

L

•?0

?t

«D

,1
3i

60

n\K

All I
* ii ¦

ja)C)x

10

?

14

16 j^.

SPEED

Some of the foreign trains are very
fast. The Sud Express from Paris to
Bayonne makes a run of 486 V4 miles
in eight hours 59 minutes, making six
stops, or at the inclusive speed of
54.13 miles. The East Coast Express
from London to Edinburgh, on the
Great Northern and Northeastern
Railways, covers a distance of 393%
miles in 7 hours and 45 minutes, with
three stops, the inclusive speed being
50.77 miles. The West Coast Express
of the London and 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

10,> (voL. i ud i909> 109 Berlin— Magdebure— Holzmlnden (-Aachen)
*jt Herlin-Werder: J£ieenb.-Hir. Berlin, Werdtt-Seesen : £isenb.-Dir. Magdeburg, Seesen-Holzminden: JRsmb.-Dir. Catsel

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Durchl.- ZQge: Berlln-AMbra I 14, DM. 400; Borllfl-HsniiiHorZaM; Bcrlln-Biiel D 44, D 480;' Berlin -Tnale ZWi, J8,3«4,3M; B«lln-Coln Dm. D»,
DS; Goilir-iKbuiZ414; Bnnostbw.-ilieoli. 13^1 ; Brnmrehi.-Ollbertio Z JM ; BrrUn-GwstMB, 11H; Berlin-Bremen IU) Durchl. Wag. 1-3 Kl.!
BeriJn-Fhnil. (I.) 2 31 ; Btrlin-Hilberitiil-Bad flinbnn Z 14 ; Berlln-Blr Gum-Bu Uinbnri 1 34 (our bts is/Si ;' BtrlLi-Ibitg IU; DresJc n-BiitotkHD-Csio D 1! ;
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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
Purness Railway  1st — 3d
Great Central  1st — 3d
Great Eastern  1st 2d 3d
Great Northern  ,  1st 2d 3d
Great Western  1st 2d 3d
Lancashire and Yorkshire.. 1st 2d 3d
Picadilly and Brompton (London
Tube), one class only; zone fares.
Irish Railways. Classes.
Belfast and County Down. 1st 2d 3d
Cork-Bandon H. South
Coast  1st 2d 3d
Dublin and Southeastern. . . 1st 2d 3d
Great Northern  1st 2d 3d
Great Southern and West
ern  1st 2d 3d
Midland Great Western .... 1st 2d 3d
The third-class fare is based on the
average of one penny per mile, the
second is slightly higher and the first
class is about double the third class.
Return tickets are issued which are
twice the fare and are available for
varying periods according to distance.
Throughout the year the railways is
sue week-end tickets availaLle 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.

:1
! Jl
STji

-. A

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.

11 7

11. 15
Bath 
2 0
2 0
2 11
3 53
1 20
1 20
2 12
1 3
1 40
Dublin 
9 10
1 25
1 33
8 0
7 45
8 0
1 53
3 39
3 45
3 30
5 12
2 23
1 15
4 50
Sheffield 
3 20
1 44
York 
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

>' ClAM JIN1HQ CAT*

DIAGRAM "AMERICAN SPECIAL'
Liverpool and London.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

321

are bulky affairs of 150 to 200 pages,
but are very satisfactory as regards
time-tables, rates and special informa
tion. They can usually be obtained
gratis at most stations or at an ex
pense of one penny, English money.
They can be discarded when the line is
left. Several of the English lines have

BERTH ON ENGLISH RAILWAY.
offices in New York City, where the
large time-tables will be furnished to
intending tourists. This is notably the
case with the Great Western Railway,
Great Central Railway, Great Eastern
Railway- and the London and North
western. In England luncheon and tea bas
kets are supplied at most of the prin

cipal stations and may be ordered by
telegraph without extra charge on ap
plication to the guard. The luncheon
baskets are either hot or cold and in
clude a mutton chop or rump steak,
with a boiled or baked potato, vege
tables or salad, bread, butter and
cheese. The cold basket consists of a
portion of veal or ham and salad,
bread, butter and cheese, and the price
is usually 2s. 6d. A small bottle of

ENGLISH LUNCHEON BASKET.
claret is 1 shilling extra. Tea baskets
contain a pot of tea, bread, butter and
take and sell for 1 shilling for one
person, Is. 6d. for a portion sufficient
for two. Breakfast, luncheon, tea and
dining cars are run on most of the
English roads on the best trains. The
breakfast is usually 2s. 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

ffia&&\

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 Havre
via Dover — Ostend
" Dover — Ostend

BrusselsCologne
Brussels Cologne
Brussels Cologne
Amsterdam Cologne
BerlinBerlin

Dover — Calais
Dover — Calais
Folkestone— B'lcgne
Folkestone — B 'logne
Queenboro— ^-Flushing
Queenboro— F lush ing
Queenboro — Flushing
Harwich — Hook ct
Holland
Harwich
Harwich

Hamburg
Esbjerg Ostend
Bordeaux Cherbourg via Southampton

St. Malo ' Southampton
Rotterdam ' ' Tilbury
H ull — AmsterdamAntwerp HamburgRotterdam
CopenhagenStavengerBergen
Trondhjem Gothenburg
ChristiansandChristiania
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

$

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

it

0.73

14 3.41

a

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

1(1

2.44

in

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

rtoutes

Fares and Distances.

Depart from
London
Route
Fares
Miles.
Sea
Passage
Time
Occu pied in
Jour
Arrive at
Paris
Service
1st Class
2nd Class
ney
Charing Cross
Cannon St.,
Victoria or
Holborn.
S. E. & C.
Railway.
Dover and
Calais.
£ 2
s.
16
d. 8
£ 1
s.
19
d. 8
286
Hours.
Hours.
Gare du
Nord.
3 Depar tures
Daily.
S. E. & C.
Railway.
Folkestone and
Boulogne.
2
10
0
1
14
8
258
2
Hours.
7i
Hours.
••
2 DeparturesDaily.
London
Bridge Mid
Victoria.
L.B.&S.C. Railway.
New Haven
and
Dieppe.
1
18
_ 7
1
8
0
245
4
Hours.
9
Hours.
Gare St.
Lazare.
2 DeparturesDaily.
Waterloo.
L. & S. W.
Railway.
Southamp ton and
Havre.
1
13
10
1
4
10
351
6
Hours.
14
Hours.
"
Nightly (except
Sunday).
324

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

RAILROADS IN HOLLAND
In Holland kilometer tickets are is
sued at 15 florins first class, ll^
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 coupSs still prevail on many of the trains,
especially on the less frequented roads, but
corridor cars are slowly but surely displacing
them all over Italy. Third class should not
be taken under any circumstances. The
price of railroad tickets is stamped on each.
A return ticket is known as a ritorna. Always
remember that the Government stamp has
to be included so that the proper change
should always be ready, including the Govern
ment tax. Circular tour tickets are especially
recommended for Italy, and the subject is
taken up under "Tours," which see. The
International Sleeping Car Company, 281
Fifth Avenue, New York City, have recently
been appointed agents for this country for
the Italian railways, and they will be glad to
send descriptive literature upon application.
Some of the following terms may prove of
value to the traveler; A ticket is called
"biglietto"\ the entrance is called " ingresso" \
the exit, "uecito" ; "partenza" means that

the train is about to start, corresponding to
our "all aboard." Compartments where
smoking is not allowed are labeled "vietato
di fumare" but it rarely makes very much
difference, and the ladies should take the
compartments marked " donne sole." The
Custom House is called the "dogana."

A DUTCH GROUP.

For a number of years steamships have
been in the habit of making landings late at
night at New York, but this entailed serious
inconvenience to the Custom House and the
over-worked inspectors. A conference was
held on March 18, 1910; the result of the
conference was that night berthing of passen
ger steamships was considered essential and
inevitable. New York with the opening of
the well-lighted Ambrose Channel has be
come an "all night port," and there is no
reason why steamers should not berth at any
time of the day or night, which means the
saving of ten or more hours for both passen
gers and cargo. The added time is often
also valuable for the making of repairs. It
was also shown that the rivers were in better
navigable condition at night owing to the
fact that there were fewer craft around. It
is probable that the number of baggage
inspectors will be increased by about one-
third to prevent them from being over
worked. When ships arrive very late at
night passengers can remain on board if they
so desire.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

325

RAILROADS IN NORWAY AND
SWEDEN
Norway and Sweden are usually
reached by boat from Hull, Newcastle
and Leith. It is possible to reach
these countries by rail by Harwich
and the Hook of Holland, by the
Queenboro-Flushing route, or by
the Dover-Calais route. The trav
elers who approach Europe by way of
Bremen and Hamburg will find them
selves only a short distance from the
frontier. The hotels in Norway,
Sweden and Denmark make the visitor
comfortable. Four meals a' day are
nearly always provided. It should be
noted that the valleys are very hot in
summer, while the high ground is very
cold ; therefore, travelers should be

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 July 12th ; from Tromso, from
May 18th to July 25th ; from Ham-

merfest, from May 13th to July 29th,
and from the North Cape, from May
11th to August 1st. 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 vis6 of
the Russian Consul. The trip from
London to Japan occupies about fif
teen days, and the railway fares from
London to the Far East vary from
33 to 39 pounds, depending on the
route. Thus we find that the traveler
going by way of Calais, Brussels, Ber
lin, Warsaw, Moscow and Harbin,
pays £34 13s. 6d., first class ; while
the fare to Nagasaki is £44 15s. Id.,
first class. By way of St. Petersburg
there is a slight increase. The sleep
ing car fares from Moscow to Khar-
dine is only six to ten pounds. Special
leaflets for the trans-Siberian Railway
can be obtained from the Interna
tional Sleeping Car Co.
RAILROADS IN SPAIN
The main lines in Spain are fairly
good, but a traveler should in all
cases take the first class. Baggage is
free up to 66 pounds, and the Customs
examination is lenient. Visitors
should use either circular tour tickets
or kilometer tickets, full particulars

of which will be found elsewhere.
These tickets should be obtained in
advance from tourist agents either in
this country or in Europe, as this will
save a great deal of trouble. Most of
these tickets have the advantage
that they can begin anywhere and fin
ish anywhere, and going over the
same route if desired. We are now
referring to the kilometer tickets and
not to the circular tour tickets, which
follow a fixed itinerary. The spring
and autumn are the best seasons for
Madrid and Central Spain ; the
autumn, winter and spring are the
best for Seville, Granada, etc., and

the late spring is the best season for
the Spanish Pyrenees. The best sea
son for visiting Portugal is any time
from June to October. The hotel ac
commodation in Spain and Portugal
leaves very much to be desired. For
long journeys the cars of the Inter
national Sleeping Car Co. are recom
mended.

SWISS TICKETS
The Swiss Federal Railways have
an admirable system of mileage and
season tickets. The following is a
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.
Ordinary Tariff of the Swiss Fed
eral Railways. Single
I II III
Cts. Cts. Cts.
Per kilom  10.4 7.3 5.2
Return
I II III
Cts. Cts. Cts.
Per kilom  15.6 10.0 6.5
Luggage, per 100 kilos  5 Cts.
Validity of Tickets.
For distances of under 200 kilometers,
Single Tickets are available for the day
of issue only ; over 200 kilometers
tickets are available until midnight of
the next day.
Return Tickets are available 10 days.
including the days of issue and expiry.
The validity expires at midnight on the
10th day. Transference of Tickets.
In Switzerland railway tickets are not
transferable.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

327

Break of Journey.
On the Swiss railways passengers
may without formalities of any kind
break the journey at all intermediate
stations. Any exception to this rule is
mentioned on the ticket.
Children's Tickets.
Children under four years of age
traveling with their parents are carried
free, provided they do not occupy a sep
arate seat in the compartment. From
four to twelve years of age, children
travel at half fares.
No reduction is made for children on
the price of Swiss Season Tickets.
Swiss Combined Tickets are issued
half-price to children aged 4 to 12.
Rundreise (International) Tickets are
issued half-price to children aged 4 to
Swiss Season Tickets.
Season Tickets available during 15,
30 or 45 days for an unlimited number
of journeys over all the lines and lakes
shown on the special railway maps sent on
request are issued.
Conditions of Issue.
1. Season Tickets are issued at the
following prices, which include a deposit
of Frs. 5 (see rule 10).
First Class
Tickets available for
15 days, $18.24=Frs. 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
1'5 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 urimounted 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-
' risite size, the height ol 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. Bach 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
shown in the official time-tables.
6. On all steamboats, second and
third class tickets are available flrst and
second class respectively.
7. The holders of flrst 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 flrst class fares.

A ROCKY CLIMB.

8. Season Ticket holders are requested
to retain their tickets in their posses
sion and produce them whenever re
quired to do so, otherwise the ordinary
full fare will be charged, and will under
no circumstances be refunded.
9. Season Tickets are not transferable.
The ticket will, with the deposit, be
confiscated if any alterations are made
on it by the holder, or if it is trans
ferred to any other person, who will, in
such case, be called upon to pay the or
dinary full fare and be liable to prose
cution. 10. The deposit (see rule 12) will be
refunded upon the ticket with photo
graph attached being surrendered, in
Switzerland, before noon on the day af
ter expiration, at any of the booking of-

328

SCIENTIFIC AMERICAN HANDBOOK. OF TRAVEL

flees of the railways or steamboat com
panies concerned. The ticket can also
be sent by post to any of the said book
ing offices, but must be posted within
the stipulated time.
The deposit is forfeited if the ticket
is not surrendered, or if it is surrend
ered too late, unless a further ticket be
taken dated in continuation of the flrst.
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-Golddu to Rigi-Kulm,
Rigi-Staffel, Wolfertschen-First and
Rigi-KlSsterli 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-Morschaeh 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-GIion-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, Delle and Pon-
tarlier stations ; at the Agency of the
Siciss Federal Railways in Paris, 20 Rue
Lafayette. 2. Combined Tickets are issued : (a)
for circular journeys; (&) for return
journeys over the same lines; (c) for
partly circular and partly return jour
neys. The journey must be ended at the
station at which it was commenced, ex
cept in certain cases mentioned in the
tariff. 3. Orders for tickets must be given in
writing, at least 4 hours in advance at
the principal stations and two clear
days in advance at other stations.
4. The tariff and necessary order-
forms can be obtained free of charge at
any station, also at the London and
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 Baden.
State Railway booking-office (Badischer
Bahnhof) at Bale and Bocquin & Co.'s
Travel Bureau at Geneva ; they can also
be ordered in advance at any of the
other principal S. F. R. stations.
2. Rundreise Tickets are issued in
London and all the other chief cities of
Europe. 3. The tickets are issued : (a) for cir
cular journeys ; (b) for return journeys
over the same lines ; (c) for partly cir
cular and partly return journeys. ,
4. A ticket can be composed of rail
and steamboat coupons of different

5. Rundreise Tickets are not issued
for journeys of less than 600 kilometers.
6. The validity qf 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
stations. The necessary order-forms are
supplied free of charge by the stations
and the Rundreise tariff is issued at
cost price.
When ordering tickets at Swiss sta
tions a deposit of 2 francs per ticket
must be paid. The deposit is refunded
when the tickets are called for ; in the
event of the tickets not being called for
the deposit is confiscated.

Hand Luggage.
The weight of hand luggage allowed
is 10 kilos ( .22 lbs.) per passenger.
Only small packages are allowed, such
as can conveniently be placed in the lug
gage racks. Articles whose presence is
either dangerous or objectionable to
other passengers, cannot be taken into
the compartment. Registration of Luggage.
As a rule only personal effects, in
trunks, gladstone bags, etc., can be reg
istered. The following objects can also
be registered, provided they belong to
passengers traveling by the same train :

SUMMIT OF THE JUNGFRAU.

Dogs Accompanying Their Masters.
Passengers must themselves place
their dogs in the luggage-van at the
station of departure, convey them from
one van to another when changing
trains, and claim them immediately on
arrival. Only small pet dogs which are car
ried by their owners are allowed in the
compartments, provided the other pas
sengers do not object. The guard can
have any dog removed from the com
partment. Tickets must in all cases be taken.
The rate for dogs is 3 centimes per kilo
meter.

perambulators, invalid chairs, bicycles
and motor cycles for one person (with
benzine or petrol tanks properly emptied
or electric accumulators removed), skis,
ordinary luges and toboggans (bob
sleighs excepted) ; also commercial trav
elers' sample trunks. The weight of
any package must not exceed 100 kilos.
Exceptionally, articles which do not
come under this heading are conveyed
as registered luggage, provided they are
not too bulky for conveyance per pas
senger train and the weiglit of same
does not exceed 100 kilos.
On the Swiss railways and steamboats
no luggage is allowed free beyond the
prescribed amount of hand luggage.

330

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Customs Examinations.
(a) At frontier stations.
Passengers must be present at the
Customs examination of their luggage,
which takes place at the following fron
tier stations :
Entering Switzerland: — Bale, S. F. R.
(traveling via Mulhausen), Bale, B. B.
(traveling via Carlsruhe), Bouveret,
Buchs (Austrian frontier), Campocolog-
no, Chatelard, Chiasso, Constance, Cras-
sier, Domodossola, Geneva - Cornavin
(traveling via Lyons and 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), Biilaeh, Chatelard, La
Chaux-de-Fonds, Chiasso; Chur, Con
stance, Dachsen, Delemont, 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, ViSge, 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, Murl, Oensingen, Rothkreuz, St.
Ursanne, Sarnen, Scherzligen, Old Solo
thurn, Vevey, Wald, Wangen o /Aar,
Wohlen-Villmergen and Zurich-Enge.

Public Holidays.
In Switzerland, in addition to Sun
days, the public holidays are New Year's
Day, Good Friday, Ascension Day and
Christmas. Diligences.
Conveyance of Passengers and Luggage.
Maximum rates per kilometer. — On
mountain routes and other extra-difficult
routes: 30 cts. per seat outside (coupe
or banquette), 25 cts. inside. On all
other routes the fares are 20 cts. out
side and 15 cts. inside. The extra rate
for mountain routes is charged from
15th June to 15th September only. —
Children aged 2 to 7 pay half fares ;
full fares when all the seats are taken
and an extra carriage has to be pro
vided for one child only.
Return tickets are issued, available
for 3 days (72 hours, counting from the
time of departure to the time of start
ing for the homeward journey) ; reduc
tion of 10% on ordinary single fares.
Subscription, tickets for 10 journeys,
available during three months, are is
sued at the following price : 10 times
the ordinary fare, less 20% (half fares
for children under seven).
Luggage. — Small hand luggage is al
lowed free inside the diligence, provided
its presence does not cause inconveni
ence to other passengers. Bulky lug
gage, such as trunks, boxes, gladstone
bags, etc., is weighed and charged for.
On journeys for which the fare does
not exceed 15 cts.' per kilometer, adults
are entitled to a free allowance of 15
kilos; children to 7V2 kilos.
On other journeys, the fares for
which, from 15th June to 15th Sep
tember, exceed 15 cts. per kilometer,
adults are entitled to a free allowance
of 10 kilos, children to 5 kilos. The
full weight is charged for when in ex
cess of the free allowance.
Extra-Post. — Extra-Post may be or
dered at any time, in advance, at the
post-offices on the principal mountain
routes. Special fares are charged.
Dogs. — No dogs (or any other ani
mals) are allowed inside the diligence.

The publications of the United States
Hydrographic Office consist of three classes:
first, navigators' charts, containing some
1,700 individual titles relating to all oceans
and coasts, two books on sailing, directions,
manuals, and instructions, 38 titles in all;
three periodical publications, such as weekly
notices to manners, 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, £3/11/1 ($17.42)
3rd Class, £2/4/8 ($10.95).
B 10. Via Southern Cathedrals, Cornish
and Devon Coast, Wales and Chester. Lon
don, Winchester, Salisbury, Exeter, Torquay,
Plymouth, St. Austell, Truro, Falmouth,
Penzance, Newquay, coach St. Columb and
Wadebridge, rail Camelford, coach Tintagel,
Boscastle, Bude, Clovelly, Bideford, rail
Ilfracombe, coach Lvnton and Minehead, rail
Taunton, Wells, Bath, Bristol, Hereford,
Shrewsbury, Barmouth, Portmadoc, Carnar
von, Llanberis, coach to Beddgelert (for Aber
Glaslyn), Bettws-y-Coed, rail Chester and
Liverpool. 1st Class, £8/19/7 ($44.00); 2nd
Class, £6/10/6 ($31.97); 3rd Class, £5/13/1
($27.71). B 11. Via North Devon, Chester, Scotland
and English Lakes. London, Exeter, Bide
ford (for Clovelly), Ilfracombe, coach to
Lynton and Minehead, rail Bristol, Shrews
bury, Chester, Edinburgh, Sterling, Trossachs,
Lochs Katrine and Lomond, Glasgow, Pen
rith, and same as B 8. 1st Class, £9/12/6
($47.16); 3rd Class, £5/14/10 ($28.13).
B 12. Via North Devon, Wye Valley and
Wales. London, Exeter, Bideford, Ilfra
combe, coach Lynton and Minehead,
rail Bristol, Chepstow, Tintern, Monmouth,
Ross, Hereford, Shrewsbury, Barmouth,
Portmadoc, Carnarvon, Llanberis, coach to
Beddgelert (for Aber Glaslyn) and Bettws-
y-Coed, rail to Llandudno, Chester, and Liver
pool. 1st Class, £6/2/7 ($30.03); 2nd Class,
£4/4/8 ($20.74); 3rd Class, £3/13/2 ($17.93).
B 13. Via North Devon, Shakespeare
Country and Chester. Same as B 12 to
Bristol, thence Oxford, Leamington, Warwick,
Stratford-on-Avon, Chester and Liverpool.
1st Class, £4/17/6 ($23.89); 2nd Class,

Continued on page 335.

331

332

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

WORCESTER CAIVEMtM.

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SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

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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, Rosslare,
Waterford, Killarney, coach via Glengariff
to Bantry, rail to Cork and Queenstown
1st Class, £9/19/2 ($48.80); 3rd Class, £6/2/2
($29.93). B 17. Via Shakespeare Country and North
Wales. London, Rugby, Leamington, War
wick, Kenilworth, Coventry, Lichfield, Chester,
Rhyl, Bangor, Holyhead, Dublin (Westland
Row), Killarney, coach via Glengariff to
Bantry, rail to Cork and Queenstown. 1st

CANTERBURY CATHEDRAL.

London, Windsor, Oxford, Leamington,
Warwick, Stratford-on-Avon, Lincoln, York,
Durham, Berwick or Melrose, Edinburgh,
Stirling, Trossachs, Lochs Katrine and
Lomond, Glasgow, Penrith, Keswick, coach
via Grasmere to Ambleside, steamer to Lake
side, rail Furness Abbey, Chester and Liver
pool. 1st Class, £7/6/5 ($35.87) ; 3rd Class,
£4/5/6 ($20.95).
LONDON TO QUEENSTOWN.
B 16. Via Southern Cathedrals, Cornish
and Devon Coast and Irish Lakes. Same as

Class, £4/18/5 ($24.11); 2nd Class, a£3/19/2
($19.40); 3rd Class, b£3/1/10 ($15.15).
A 1st Class Bantry to Cork and Holyhead
to Kingstown.
b 1st Class Holyhead to Kingstown.
B 18. Via Shakespeare Country, English
Lakes, Scotland, Belfast and Killarney.
Same as B 17 to Chester, thence rail Winder
mere, coach via Ambleside and Grasmere to
Keswick, rail Edinburgh, Stirling and Callan
der, coach and boat via Trossachs, Lochs
Katrine and Lomond to Balloon, 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 ($11.43).
B 20. Via North Devon, Western Cathe
drals and South of Ireland. London, Salis
bury, Exeter, Bideford, (for Clovelly), Ilfra
combe, coach via Lynton to Minehead, rail
Wells, Bath, Bristol, thence same as B 19,
1st Class, £7/3/0 ($35.04) ; 3rd Class, a£4/3/1
($20.36). B 21. Via Cathedrals, Scotland and North
of Ireland. London, Cambridge, Ely, Peter
boro', Lincoln, York, Durham, Melrose or
Berwick Edinburgh, thence same as B 18,
1st Class, £8/7/1 ($40.94) : 2nd Class, c£6/3/l
($30.16); 3rd Class, b£4/16/11 ($23.75).

as B 23. 1st Class, £4/0/10 ($19.80); 3rd
Class, £2/10/6 ($12.37).
B 25. London, Cambridge, Ely, Peter
boro'. Lincoln, York, Durham, Berwick or
Melrose, Edinburgh, thence same as B 23,
1st Class, £4/5/4 ($20.91); 3rd Class, £2/12/5
($12.84). B 26. Via Cathedrals and Edinburgh,
London, Cambridge, Ely, Lincoln, York,
Durham, Melrose or Berwick, Edinburgh,
Glasgow. 1st Class, £2/18/0 ($14.21); 3rd
Class, £1/13/0 ($8.09).
COMBINED TOURS.
LONDON— BACK TO LONDON.
B 27. Via Windsor, River Thames and
University Cities. London, Windsor, steam
er to Henley, rail Oxford, Cambridge, London,
1st Class, £1/15/1 ($8.60); 3rd Class, £0/19/7
($4.80). B 28. Via Shakespeare Country, Dublin,
South of Ireland. London, Leamington,
Warwick, Kenilworth, Coventry, Lichfield,

SHAKESPEARE MEMORIAL THEATRE

ANN HATHAWAY'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,
Grasmere to Keswick, rail Edinburgh and
Glasgow. 1st Class, £3/7/7 ($16.56); 3rd
Class, £1/19/7 ($9.70).
B 23. Via Shakespeare Country and
Trossachs. London, Rugby, Leamington,
Warwick, Kenilworth, Coventry, Lichfield,
Stafford, Chester, Carlisle, Edinburgh, Stirling,
Trossachs, Lochs Katrine and Lomond,
Glasgow. 1st Class, £4/7/6 ($21.44); 3rd
Class, £2/11/7 ($12.64).
B 24. Via Cathedrals and Trossachs.
London, Peterboro', Lincoln, York, Durham,
Berwick or Melrose, Edinburgh, thence same

a 1st boat Fishguard to Rosslare, 5s. 6d.
extra. b 1st boat Ardrossan to Belfast, 5s. 6d.
extra. c 3rd in England and Scotland, 1st Steam
er, 2nd Ireland.

Chester, Rhyl, Bangor, Holyhead, Kings
town, Dublin, Killarney, coach via Glen
gariff to Bantry, rail Cork, Dublin, steamer
to Holyhead, rail to London. 1st Class,
£6/13/0 ($32.59); 2nd Class, a£5/7/3
($26.28); 3rd Class, a£3/15/6 ($18.50).
a 1st class boat Holyhead to Kingstown.
B 29. Via English Lakes, Belfast and
North of Ireland, North Wales. London,
Keswick, coach via Grasmere to Ambleside,
steamer to Lake side, rail Furness Abbey and
Barrow, steamer Belfast, rail Larne, car to
Giant's Causeway, rail Portrush, Belfast,
Dublin (Kingstown), Holyhead, Carnarvon,
Llanberis, coach to Beddgelert and Bettws-
y-Coed, rail Llandudno, Chester and London,
1st Class, £8/14/8 ($42.79); 2nd Class,
a£6/12/0 ($32.34); 3rd Class, a£5/17/1
($28.69). a 3rd Class on Furness Railway and 1st
Class on Steamers.
B 30. Via English Lakes, Scotland,
Cathedrals. London, Windermere, coach
via Ambleside and Grasmere to Keswick,
coach Honister Pass, Buttermere, Newlands

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

337

Vale, Keswick, rail Glasgow, Balloch, steamer
and coach Lochs Lomond and Katrine,
Trossachs, Callander, rail to Stirling, Edin
burgh, Melrose or Berwick, Durham, York,
Peterboro', London. 1st Class, £7/12/3
(S37.30); 3rd Class, £4/15/3 ($23.34).
B 31. Via Cathedrals and Scotland. Lon
don, Peterboro', York, Durham, Edinburgh,
Glasgow, steamer via Kyles of Bute and
Crinan Canal to Oban, steamer _ to Fort
William and Inverness, via Caledonian Canal,
rail to Aberdeen and Ballater, coach to Brae-
mar (via Balmoral) and Blairgowrie, rail
Edinburgh, London (King's Cross). 1st
Class, £9/9/0 ($46.31); 3rd Class £4/19/11
($24.48). B 32. Via CathedralB, Scotland, Ireland,
North Wales and Shakespeare Country
London, Cambridge, Ely, Peterboro', Lincoln,
York, Durham, Melrose or Berwick, Edin
burgh, Stirling, Trossachs, Lochs Katrine and
Lomond, Glasgow, Belfast, Dublin, Killarney,
coach via Glengariff to Bantry, rail Cork,
Dublin, (Kingstown), _ steamer Holyhead,
rail Carnarvon, Llanberis, coach to Beddgelert
and Bettws-y-Coed, rail Chester, Shrews
bury, Stratford-on-Avon, Warwick, Leam
ington, Oxford, Windsor, London. 1st Class,
£12/5/11 ($60.25); 2nd Class, b£9/0/11
($44.33); 3rd Class, c£7/10/2 ($36.79).

SketehMqp . iBy Rail/mm

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AN INTERESTING TOUR
B Mixed Class: 3rd in England and Scot
land, 1st Steamer, 2nd Ireland.
c 1st Class on Steamers.
B 33. Via English Lakes, Scotland, Ire
land, North Wales and Shakespeare Country.
London, Windermere, coach via Amble
side to Keswick, coach Honister Pass, But-
termere, Newlands Vale, Keswick, rail Edin
burgh, thence same as B 32. 1st Class,
£12/14/6 ($62.35); 2nd Class, a£9/10/11
($46.78); 3rd Class, b£8/0/2 ($39.24).
a Mixed Class; 3rd in England and Scot
land, 1st Steamer, 2nd Ireland.
b 1st Class on Steamers.
B 34. Via Shakespeare Country, Wales and
Devon. London, Leamington, Chester,
Bettws-y-Coed, coach via B.eddgelert to Llan
beris, rail Carnarvon and Barmouth, Shrews
bury, Bristol, Minehead, coach to Lynton and
Ilfracombe, rail Bideford, Exeter, Salisbury,
Winchester, . London. 1st Class, £7/11/5
($37.10); 2nd Class, £5/1/10 ($24.95); 3rd
Class, £4/8/2 ($21.60).
B 35. Via Western Cathedrals and Devon.
London, Windsor, Bath, Wells, Minehead,
coach to Lynton and Ilfracombe, rail Bide
ford (for Clovelly), Exeter, Torquay, Dart
mouth, Salisbury, Winchester, London,
1st Class, £5/0/8 ($24.66); 2nd Class, £3/7/4
($16.50); 3rd Class, £2/15/11 ($13.70).

B 36. Via Shakespeare Country and Cathe
drals. London, Windsor, Oxford, Stratford-
on-Avon, Warwick, Leamington, Rugby,
Peterboro', Ely, Cambridge, London. 1st
Class, £2/4/7 ($10.92); 3rd Class £1/3/6
($5.76). B 37. V ia English Lakes. London,
Windermere, coach via Ambleside and Gras
mere to Keswick, rail to London. 1st Class,
£4/6/0 ($21.03); 2nd Class £2/12/0 ($12.74);
3rd Class, £2/7/0 ($11.52).
B 38. Via Cathedral Cities, South Coast
Resorts, Isle of Wight and Shakespeare
Country. London, Canterbury, Hastings,
Brighton, Portsmouth, Ventnor, thence from
Southampton, Salisbury, Wells, Bath, Didcot,
Oxford, Leamington, Warwick, coach to
Kenilworth, Stratford-on-Avon, and return
to Warwick, Peterboro', Ely, Cambridge,
London. 1st Class, £5/7/2 ($26.26); 2nd
Class, a£3/10/5 ($17.25); 3rd Class, £3/1/2
($14.98). a 3rd Class Cambridge to London.
B 39. Via South Coast Resorts and Ca
thedral Cities. London, Canterbury, Has
tings, Brighton, Portsmouth (for Isle of
Wight). Winchester, Salisbury, Oxford.
Windsor, London. 1st Class, £3/3/10 ($15.-
64); 2nd Class, £2/0/11 ($10.03); 3rd Class,
£1/12/4 ($7.02-)
Extension to Tours Embracing Scotland.
Including Oban, Crinan Canal, and Kyles of
Bute. Extra. 1st Class, £0/1/81 ($4.43);
3rd Class, £0/10/6 ($2.57).,
Including Oban, Caledonian Canal, Inver
ness and Perth. Extra. 1st Class, £2/4/7
($10.92); 3rd Class, £1/4/6 ($6.00).
(Applicable to Tours, Nos. G 11, 14, 15, 18,
21, 23, 24, 25, 30, 32, 33).
SHORT DAY TRIPS FROM LONDON
Richmond. London and South Western
Railway (9 % miles); North London Railway,
also Underground. Fare round trip Is. 3d.
The Terrace Gardens, from which is gained
one of the prettiest views of rural and river
scenery in the world; Richmond Park with
deer; Richmond Hill and White Lodge, resi
dence before her marriage of the Princess of
Wales, figures in Scott's Heart of Midlothian;
Kingston and Hampton Court Palace near
by; at Kingston in the Market Place enclosed
in railings is the Coronation stone wheren
Saxon kings were crowned.
Windsor Castle. Great Western (21 ^
miles), or London & South Western Railway
(25 H miles); fare third class 3s. Od. round
trip. Residence of English sovereign. State
Apartments t open Tuesdays, Wednesdays,
Thursdays, and Saturdays 11 a. m. to 5 p. m.
April to September inclusive, when the Court
is not in residence, and to ascertain which,
consult newspapers. Admission Tuesdays,
Thursdays and Saturdays Is., children 6d.,
proceeds devoted to charities; Wednesdays
and Bank Holidays free. Albert Memorial
chapel and Round Tower open same days and
times; Curfew Tower can be seen any day
on application to the Keeper; St. George's
Chapel open every day except Friday from
12.30 to 4 p. m.; North Terrace open every
day free; East Terrace Sundays only when
Court is away, from 2 to 4 p. m. ; Royal Stables
and Riding School may be viewed daily from
1 to 2.30 p. m., and between 1 and 3 p. m.
when court is absent. Visitors must sign

338

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

book and are accompanied round by a groom;
Round Tower should be ascended to view the
panotama of the Thames valley; Priceless
artistic treasures in State Apartments ;
Waterloo Chamber used for banquets and
theatrical performances, hung exclusively
with portraits of persons associated with
Napoleon's military downfall. Home Park
adjoins Castle Windsor; Great Park of 18,000
acres and Long Walk; - At Southern End of
Great Park is Virginia Water with ruins
brought from Tripoli and re-erected on edge
of Lake. Eton College immediately oppo
site Windsor on opposite side of river, Britain's
greatest School.
TOURS FROM GLASGOW TO WESTERN
HIGHLANDS.
1. Occupying one day. — By R. M. S.
"Columba." From Glasgow, via Kyles of
Bute to Tarbert or Ardrishaig and back.

thwaite Lake, 3s. 6d. ($0.86'); Buttermere
and Crummoch Lakes, 6s. ($1.47).
THE ENGLISH LAKES.
The English Lake District (Wordsworth's
Country) may be roughly described as
bounded by the Irish Sea and Morecambe
Bay on the west and south, the London and
North Western Railway from Lancaster to
Carlisle on the east, and a line drawn from
Penrith to Workington on the north. From
Snap summit on the eastern side to St. Bees
Head on the western boundary lies a contin
uous zigzagging ridge of watershed on which
the summits soar to over 3,000 feet; the
mountainous passes to be found in the ridges
referred to being nowhere lower than about
1,000 feet. From the main ridge there are
transverse ridges striking north and south and
these with their intervening valleys and lakes
make up a configuration of surface famed for

LICHFIELD CATHEDRAL
Fares: Cabin, 6s. ($1.47); Fore-cabin, 3s.
6d. ($0.86); or, including breakfast, dinner
and tea: Cabin, 10s. 6d. ($2.58); Fore-cabin,
7s. ($1.72).
2. Occupying two days. Glasgow to Oban
via Kyles of Bute and Lochawe, returning
via Crinan Canal, &c. Fares: Cabin and 1st
Class, 22s. 6d. ($5.52); Cabin and 3rd Class,
21s. ($5.15); Steerage and 3rd Class, 17s. 6d.
($4.29). 3. Occupying three days. Same as No.
2 above, but including one day excursion
from Oban to Staffa (Fingal's Cave), Iona
(Cathedral, &c). Fares : same as No. 2,
with 15s. ($3.68) additional for Staffa and
Iona excursion.
4. Occupying five days. Glasgow, via
Kyles of Bute, Crinan Canal, Oban, Mull and
Skye to Gairloch, coach via Loch Maree to
Achnasheen and rail to Inverness, and steamer
by Caledonian Canal, Ballachulish, and Oban
to Glasgow.. Fares: Cabin and 1st Class,
70s. 9d. ($17.34); Cabin and 3rd Class, 68s.
3d. ($16.73); Steerage and 3rd Class, 49s.
9d. ($12.19).
Extension to Tours Embracing English
Lakes. Coaching Tours from Keswich:
Derwentwater Lake, 2s. 6d. ($0.61); Bassen-

KENILWORTH CASTLE
its infinite wealth of form and detail; herein
is cradled the English "Lucerne."
The highest summits in the district are
Scafell Pike (3,210 feet), Scafell (3,166 feet),
Helvellyn (3,118 feet) and Skiddaw (3,450
feet). The Lakes or Meres number sixteen; the
largest of them being Windermere, Thirlmere,
Ullswater, Coniston, and Derwentwater.
Besides the principal lakes there are innumer
able mountain tarns. A feature of the
district is the great number of mountain
passes all easily accessible to the pedestrian.
Cragsmen who must see the top will also find
many peaks to interest them; but before
attempting to scale the sides of the mountains
here they will do well to consult a little book
"^c.k+, Climbing in the English Lake
District by O. Glynne Jones, or some other
reliable treatise on the subject. Professor
Wilson writes of one of the lakes (Wastwater) :
"There is a lake hid far among the hills
That raves around the throne of solitude"
Not fed by gentle streams or playful rills'
But headlong cataract or rushing flood " '
Although the English Lake District is famed
as being one of the earth's beauty spots ,+ \,o<,
e great an-

also another notable feature — th

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

339

tiquity of its abbeys, ecclesiastical ruins and
churches. Furness Abbet (Furness Abbey Station),
which dates from the twelfth century, is a
monastic ruin of great interest, still possess
ing architectural styles from the transitional
Norman to the Perpendicular of the sixteenth
century protraying each successive period.
The line of Norman arches on the east side of
the cloister is said to be the finest specimen
of the kind in the kingdom, while the next
period, Early English, has few examples as

cians and the abbey became great and power
ful, exercising regal sway over the surrounding
country, but subsequently it underwent the
usual fate of such houses at the Dissolution.
Nature, however, ever kind, has smoothed
over all the old wounds of demolition, and,
contemplated alone from an artistic stand
point, this ancient ruin, tinted with age, in its
green wooded setting, now forms a striking and
impressive bit of scenic composition.
The antiquarian may find much of interest
at all the towns and villages of the district.

CONISTON— ENGLISH LAKE DISTRICT

beautiful as the centre in the Chapter House.
In the Abbot's Chapel are two effigies of
Norman Knights (12th century), saicT to be
the only ones in England. Regarded his
torically, it may be briefly stated that Furness
Abbey was founded originally by a number of
monks from Savigny, in 1124. Their first
location was Tulket, near Preston. In 1127,
Stephen, Count of Bologne and Mortain, and
later King of England, bestowed upon these
monks a large part of his possessions in Fur
ness for the purpose of founding an abbey.
The monks moved from Tulket to the Furness
site and built Furness Abbey. Eventually
their order was incorporated with the Cister-

At Grasmere a church was founded before
the Conquest, and the town now possesses a
fine old church dedicated to St. Oswald, King
of Northumbria (634-642); the lower part of
this church-tower being very ancient; the
west gable has a thirteenth century window.
The ancient custom of rush-bearing still sur
vives in Grasmere on the eve of St. Oswald's
Day. At Kendal, the capital town of West
moreland, is a ruined castle which was a strong
hold from time immemorial; in the sixteenth ¦
century it belonged to the Parrs as Lords of
Kendal and it is famous as the birthplace of
Catherine Parr, the last consort of Henry
VIII. Five miles from Kendal is Levens

340

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Hall, containing a tower dating from the
tweltth century. The gardens around this
famous mansion are topiaric in arrangement
and were laid out in the time of King James
II; they are still maintained as the best
specimen of the style in England. The walks
and arbors are shaded by yews, hollies, and
other evergreens, cut into a variety of gro
tesque shapes and forms. These interesting
gardens are occasionally open to the public
on certain days at the convenience of the

Hawkshead. — A quaint and very irregu
larly outlined town, contains Grammar School
at which Wordsworth was educated; the
school was founded in 1585 by Archb. Sandys.
Coniston. — Situated at foot of Old Man
Mountain. John Ruskin (1819-1900) buried
here. Near at hand is Tent House, where
Tennyson once lived.
Ambleside. — One of the most beautiful
points in the district. Coach communication
with Waterhead, Grasmere, Windermere,

MAP OF THE LAKE DISTRICT

owner. In this district is a famous glen —
the locality of Mrs. Humphry Ward's
'Helbeck of Bannisdale." Many volumes
have been written on its folklore and charms,
but space only permits us here to mention a
few of the interesting points regarding this
region. We give below a short compendium
of places, all intensely attractive to the visitor
Windermere.' — 300 feet above the lake.
Adjoining Windermere is Bowness, starting
point for steamers plying on Lake Winder
mere at frequent intervals during the day and
calling at numerous points. Entire tour of
the lake (2 hrs. 3/-; 75c). Boats and
launches may be hired.

Coniston, Keswick, Patterdide, etc. Stock
fill •7°nC?/S.?et1' by-; ihls 1S a romantic water-
lall, 10 ft. high, with very picturesque sur
roundings. Excellent views of laSe and
mountain scenery. Ambleside is on the
Windermere-Keswick coach route
Grasmere.— On Keswick- Windermere
coach route. St Oswald's Church Dovl
Cottage, home of Wordsworth; also the ™
of the poet located here. e grave
Keswick. — (For Derwentwater Lnko T>„*
termore, etc.) Located here i GretaHalf
home, of Southey. Shelley also lived at
Keswick for a time. Lead Pencil f„ V ¦
(to which visitors are admitted):' 'ft!™

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

341

(containing model of Lake District). Many
interesting side trips can be planned to start
from here, — Buttermere Lake, Cockermouth
(birthplace of Wordsworth, Thirlmere,
Druid Circle, Vale of St. John, etc.
Penrith. — (Northern gateway to Lake
District, junction for Keswick.) Old Castle;
at Salkeld (3 miles) is a Druid Circle known as
"Long Meg and her daughters."
Oxenhohne (junction for Kendal and Win
dermere passengers).
Carnforth Qunction for Furness Railway
passengers to Lake District)
ROUTES THROUGH LAKE DISTRICT.
1. Lv. L. & N. W. main line at Oxenhohne,
proceed Windermere, coach to Keswick via
Ambleside and Grasmere, thence rail to
Penrith. Or vice versa. Cost —

is in the Direct territory of the London &
North Western Railway. This company
sends attractive literature from their New
York Office, 287 Fifth Avenue, New York.
SIDE TRIPS THROUGH
HOLLAND
The Queenboro-Flushing route is
a very convenient route for reach
ing Holland, or, in fact, any part of
the Continent. The ride from Lon
don to Queenboro is CO miles. The
trip through the mouth of the Thames
is most interesting. The time of cross
ing from Queensboro to Flushing, port
to port, takes from 6 to 7 hours, but
not over 2% hours at most is occu-

THE AMSTEL AT AMSTERDAM

1st Class S2.98 (12/2)
2nd Class 2.25 ( 9/2)
3rd Class 2.18 ( 8/11)
2. Oxenhohne, rail to Windermere; coach
Ambleside, coach Patterdale, steamer Pooley
Bridge, coach Penrith. Or vice versa.
Cost— 1st Class S2.50 (10/2)
2nd Class 2.28 ( 9/3)
3. Lv. L. & N. W. Ry at Carnforth, rail
to Furness Abbey, rail to Lake Side (Winder
mere), steamer to Ambleside, coach to Kes
wick via Grasmere, rail to Penrith. Or
vice versa. Cost —
1st Class $4.15 (16/11)
3rd Class 2.69 (10/5 )
The foregoing rates include 1st class on all
steamers and coaches. The Lake District

pied by crossing the open Channel.
The greater part of the passage is in
calm water under the shelter of land.
The Flushing route permits of a stop
at Middelbourg, famous for its histori
cal buildings and the quaint and char
acteristic dresses of the peasantry.
Rotterdam is, after Amsterdam, the
largest city in the Netherlands, and
is a place of great commercial impor
tance, as the canals accommodate large
vessels. Rotterdam is also reached by
the steamers of the Holland-America
Line, which disembark their passen
gers at the Hook of Holland, the trip

342

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

to Rotterdam itself being made by
rail. From Rotterdam a train should
be taken to Delft. The Hague is then
reached, and an excursion should be
made to Scheveningen. After the re
turn to The Hague, the journey
should be made to Leiden, which,
while not on the line of the Nether
lands State Railways, is readily ac
cessible. From Leiden a trip should
be made to Haarlem, from which city
Amsterdam is readily reached. Am
sterdam is the center for a number of
interesting excursions, such as Zaan-
dam and the Island of Marken. Other
excursions may be made to Alkmaar.
A week can be very pleasantly spent
in Holland, but those who cannot
spend so much time will find that the
excursion can be made in three days,
as per the annexed schedules, which
have been prepared by the Netherlands

TOWN HALL
Veere, near Middelbourg
State Railways. They give three and
five-day excursions, but these trips
may be extended to a week or ten
days if desired. It should be noted
that this schedule does not call for a
stop at Leiden or Haarlem, both of
which are particularly recommended ;

but tickets are issued covering this
route at about the same fares.
SIDE TRIPS THROUGH HOLLAND.
FROM LONDON.
(Victoria, Holboen ok St. Paul Sta
tions.)
Twice daily, also Sundays.
3 Days.
Leave London ; leave Queenboro Pier ;
arrive Flushing ; leave Flusuing ; arrive
Middelbourg Stop half day.
Hotels. — Hotel Abdy, Grand Hotel,
Hotel Nieuwe Doelen. Rates, '.$2.25-
$3.25. Leave Middelbourg ; arrive Dordrecht.
Stop four hours.
Leave Dordrecht ; arrive The Hague.
Stop one day.

tlAKWICH

-ONDON
LIVeRr-OOLSrsmillll

ANTMRP

THE ANTWERP ROUTE
Hotels. — Hotel d'Angleterre, Hotel de
l'Europe, Hotel Central, Hotel Zalm,
Hotel de Bellevue. Rates, $2.00-$4.00.
Leave The Hague (via Gouda) ; ar
rive Amsterdam. Stop one day.
Hotels. — Amstel Hotel, Victoria Ho
tel, Bible Hotel, American Hotel, Hotel
Krasnapolsky. Rates, $2.00-$4.00.
^ Leave Amsterdam ; arrive Flushing ;
arrive London.

COST
from London
through Holland
to

1st
Class

London.'.  S15.12

Brussels.
Paris 
Cologne. . .
Hamburg. .
Berlin 

13.5218.89
14.21 18.25
21.15

TICKET
2d Class
Rail and 2d
1st Class Class
Steamer $13.41 11.1114.9511.61 14.4216.32

$10.23 9.15
12.99 9.65
12.4614.36

FROM LONDON.
(Victoria, Holborn or St. Paul Sta
tions.)
Twice Daily, also Sundays.
5 Days.
Leave London ; leave Queenboro Pier ;
arrive Flushing ; arrive Middelbourg,
Stop halt day.
Hotels. — Hotel Abdy, Grand Hotel,
Hotel Nieuwe Doelen. Rates, $2.25-
$3.25.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

343

Leave Middelbourg; arrive Dordrecht.
Stop three hours.
Leave Dordrecht ; arrive Rotterdam
(Beurs Station). Stop night.
Hotels. — Hotel Coomans, Hotel Ley-
graaff. Average rate, $1.00 room and
breakfast. Leave Rotterdam (D. P. Station) ; ar
rive Delft. Stop five hours.
Leave Delft ; arrive The Hague. Stop
one day.
Hotels. — Hotel d'Angleterre, Hotel de
l'Europe, Hotel Central, Hotel Zalm,
Hotel de Bellevue. Rates, $2.00-$4.00.

London tolhr-is
iricc.Sb2tct?id:&Setviu7ti-.
Great£a3ternRv. Cff's.
J 'urbine Steamers. HAARLEMf
'arwick-Boo7rqfJfo2lana
route ffASUEi
HARWICH^. T31i 10/ MILES ' ^J5 'DELFT

LONDON
LIVERPOOL ST.STATIOII

<of»

'ANTWERP
iRUSSiLS

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

TICKET

from London

2d Class

through Holland
1st
Rail and
2d
to
Class
1st Class
Steamer
Class
London 
$15.70
$13.93
$10.75
14.09
11.64
9.68
19.47
15.48
13.52
Cologne 
14.79
12.14
10.18
18.82
• 14.95
12.99
21.73
16.84
14.88
FIFTY INDEPENDENT TOURS
THROUGH EUROPE.
The following list of fifty inde
pendent tours through Europe was
gotten up by one of the large Ger
man (the Hamburg- American ) steam
ship companies, and a start is made
from their arrival ports. This list is
very good, but it should be noted that
the rates are subject to change with
out notice, as are all rates. Consult
the tourist agencies, steamship com
panies or the American Express Com
pany before ordering tickets for tours.
They can often supply circular tour
tickets at a great saving.
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. Tous 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 —
344

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Glandorf — Amstetten — Vienna — Dres
den — Berlin — Hamburg.
Fare : 1st class, $68.85 ; 2d class,
$47.65. Ticket good for 90 days.
NOTE: — Tour can be made in either
direction. Tour No. 4.
Cherbourg — Paris — Geneve — Lau
sanne — Montreux — Martigny — Brigue
— Domodossola — Stresa — Italian Lakes
— Laveno — Luino — Lugano — Menaggio
— Como — Milan — Verona — Venice —
Florence — Rome — Naples.
Fare : 1st class, $50.65 ; 2d class rail,
1st class steamer, $37.40.
Ticket good for 90 days.
NOTE: — Tour can be made in either
direction. Tour No. 5.
Cherbourg — Paris — Lyons — Mar
seilles — Cannes — Nice — Monte Carlo —
San Remo — Genoa — Pisa — Rome — Na
ples — Rome — Florence — Venice — Mes
tre — Portogruaro — Cervignano — Mon-
falcone — Nabresina — Triest — Vienna —
Linz — Salzburg — Munich — Stuttgart —
Strassburg — Paris — Calais — Dover —
London. Fare: 1st class, $118.70; 2d class
rail, 1st class steamer, $84.40.
Ticket good for 120 days.
NOTE: — Tour can be made in either
direction. Tour No. 6.
Cherbourg — Paris — Strassburg —
Stuttgart — Nuremberg — Eger — Karls
bad — Teplitz — Bodenbach — Dresden —
Berlin — Frankfort o /M. — Mayence or
Wiesbaden — Riidesheim, rail or steamer
to Cologne — Amsterdam — The Hague —
Rotterdam — Antwerp — Brussels — Os-
tende — Dover — London.
Fare : 1st class, $68.75 ; 2d class rail,
1st class steamer, $47.00.
Ticket good for 90 days.
NOTE: — Tour can be made in either
direction. ' Toue No. 7.
Cherbourg — Paris — Strassburg —
Stuttgart — Ulm — Munich — Salzburg —
Linz — Vienna — Tetschen — Dresden —
Berlin — Frankfort o /M. — Mayence or
Wiesbaden — Rudesheim, rail or steamer
to Cologne — Amsterdam — The Hague —
Rotterdam — Antwerp — Brussels — Os-
tende — Dover — London.
Fare : 1st class, $82.10 ; 2d class rail,
1st class steamer, $56.10.
Ticket good for 90 days.
NOTE: — Tour can be made in either
direction. Touu No. 8.
Cherbourg — Paris — Metz — Saar-
briicken — Frankfort o/M. — Berlin —
Dresden — Hof — Munich — Innsbruck —
Bozen — Trient — Verona — Venice — Mi

lan — Genoa — San Remo — Ventimiglia —
Monte Carlo — Nice — Cannes — Marseilles
— Lyons — Paris — Calais — London.
Fare : 1st class, $100.20 ; 2d class,
$70.85. Ticket good for 90 days.
NOTE: — Tour can be made in either
direction. Tour No. 9.
Cherbourg — Paris — Lyons — Mar
seilles — Cannes — Nice — Monte Carlo —
San Remo — Genoa — Pisa — Rome — Na
ples — Rome — Florence — Venice — Ve
rona — Milan — Genoa.
Fare : 1st class, $69.75 ; 2d class,
$49.80. Ticket good for 90 days.
NOTE: — Tour can be made in either
direction. Tour No. 10.
Cherbourg — Paris — Lyons — Mar
seilles — Cannes — Nice — Genoa — with
North German Lloyd steamer to Na
ples — Rome — Florence — Venice — ¦
Verona — Milan — Genoa.
Fare : 1st class, $70.90 ; 2d class
rail, 1st class steamer, $55.50.
Ticket good for 90 days.
NOTE: — Tour can be made in either
direction. Tour No. 11.
Cherbourg — Paris — Lyons — Mar
seilles — Cannes — Nice — Monte Carlo — ¦
San Remo — Genoa — Milan — Verona —
Bozen — Brenner — Innsbruck — Munich
— Nuremberg or direct Leipsic — Berlin
— Hamburg. Fare : 1st class, $65.60 ; 2d class,
$46.00. Ticket good for 90 days.
NOTE: — Tour can be made in either
direction. Tour No. 12.
Cherbourg — Paris — Lyons — Mar
seilles — Cannes — Nice — Monte Carlo —
Mentone — and back to Nice — Cannes —
Marseilles — Lyons — Belfort — Strass
burg — Frankfurt o /M. — Berlin — Ham
burg. Fare : 1st class, $66.90 ; 2d class,
$46.70. Ticket good for 90 days.
NOTE: — Tour can be made in either
direction. Touk No. 13.
Cherbourg — Paris — Bordeaux —
Biarritz — Irun — (separate a trip
through Spain) — thence commencing
Portbou — Cette — Marseilles — Cannes
— Nice — Vintimille — San Remo — Genoa
— Milan — Verona — Venice — Verona —
Desenzano — ( Lake Garda ) — Riva — Mori
— Trient — Bozen — Innsbruck — Munich
— Nuremberg or direct Leipsic — Berlin
— Frankfort o /M. — Mayence or Wiesba
den — Rudesheim — rail or steamer to Co
logne — Amsterdam — The Hague — Rot-

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

345

terdam — Antwerp — Brussels — Ostende
— Dover — London.
Fare : 1st class, $101.50 ; 2d class
rail, 1st class steamer, $72.00.
Ticket good for 120 days.
NOTE: — Tour can be made in either
direction. Tour No. 14.
Genoa — Pisa -,- Naples — Rome —
Florence — Venice — Milan — Como —
Italian Lakes — Menaggio — (Lake steam
er) — Lugano — Luino — Pallanza —
Stresa — Luino — Locarno — Bale —
Strassburg or Heidelberg — Mayence —

Fare : 1st class, $51.85 ; 2d class rail,
1st class steamer, $38.35.
Ticket good for 90 days.
NOTE: — Tour can be made in either
direction. Tour No. 16.
Genoa — San Remo — Nice — Monte Car
lo — Genoa — Milan — Verona — Venice —
Florence— Pisa — : Rome — Naples — by
boat Navigazione Generale Itallana to
Palermo — by rail to Girgenti — Catania
— Syracuse — Taormina — Messina —
Reggio — Naples.

¦Z&^Tl

Vf ¦. V t%
- I

THE MER DE GLACE
From the Montanvert

rail or Rhine steamer to Cologne — Paris
— Cherbourg.
Fare : 1st class $73.80 ; 2d class rail,
1st class steamer, $52.70.
Ticket good for 90 days.
NOTE: — Tour can be made in either
direction. Tous No. 15.
Genoa — Monte Carlo — Nice — with Ri
viera steamer to Genoa — Milan — Luga
no — St Gotthard — Lucerne — Bale—
Strassburg or Heidelberg — Frankfort
o/M. — Mayence — by rail or steamer to
Cologne — Paris — Calais — Dover — Lon
don.

Fare ! 1st class, $63.20 : 2d class
rail, 1st class steamer, $46.45.
Ticket good for yo days.
NOTE: — Tour can be made in either
direction. Tour No. 17.
Genoa — Milan — Verona — Venice
— Verona — Desenzano — via Lake Gar
da to Riva — Mori — Bozen — Innsbruck —
Landeck — Sargans — Zurich — Lucerne
— St. Gotthard — Lugano — (Italian
Lakes) — Menaggio — Bellagio — Como —
Milan — Genoa.
Fare : 1st class, $36.55 ; 2d class rail,
1st class steamer, $26.65.
Ticket good for 60 days.

346

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

-Tour can be made in either

NOTE:-
direction. Tous No. 18.
Hamburg — Berlin — Dresden —
Munich — Lindau — (Lake Constance)
Zurich — Lucerne — Alpnacht — Inter-
laken — Spiez — Zweisimmen — Montreux
— Vevey — Lausanne — Bale — Strass
burg or Heidelberg — Frankfort o /M. —
Mayence or Wiesbaden — Rudesheim —
rail or steamer Mayence or Rudesheim
to Cologne — Amsterdam — Leiden — The
Hague — Antwerp — Brussels — Paris
— Calais — Dover — London.
Fare : 1st class, $74.90 ; 2d class rail,
1st class steamer, $53.40.

Tour No. 20.
Hamburg — Berlin — Breslau —
Oderberg — Budapest — Zimony — Bel-
grad — Constantinople — by Austrian
Lloyd to Brindisi — Foggia — Naples —
Rome — Firenze — Venice — Verona — Mi
lan — Genoa — San Remo — Ventimiglia
— Monte Carlo — Nice — Cannes — Mar
seilles — Lyons — Paris — Calais — ¦ Lon
don. Fare : 1st class, $151.90 ; 2d class
rail, 1st class steamer, $116.00.
Ticket good for 120 days.
NOTE:- — Tour can be made in either
direction.

GENEVA, SWITZERLAND

Ticket good for 90 days.
NOTE: — Tour can be made in either
direction. Tour No. 19.
Hamburg — Berlin — Dresden — Mu
nich — Lindau — (Lake Constance) Zurich
— Lucerne — Fluelen — Chiasso — ¦
Milan — Genoa — Ventimiglia — Mar
seilles — Cette — Portbou — thence com
mencing — Hendaye — Bordeaux —
Paris — Calais — London.
Fare : 1st class, $78.45 ; 2d class rail,
1st class steamer, $55.20.
Ticket good for 90 days.
NOTE: — Tour can be made in either
direction.

Tour No. 21.
Hamburg — Berlin — Dresden — Tet-
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. Touk 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, $6*4.80 ; 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 cither
direction. Toue 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. Toue 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.

348

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Toue No. 28.
Hamburg — Berlin — Dresden — Bo-
denbach — Karlsbad — Marienbad — ¦
Vienna — Salzburg — Munich — Stutt
gart — Strassburg — Paris — Calais. —
Dover — London.
Fare : 1st class, $67.35 ; 2d class
rail, 1st class steamer, $45.00.
Ticket good for 60 days.
NOTE: — Tour can be made in either
direction. Tour No. 29.
Hamburg — Cologne — Amsterdam —
Leiden — The Hague — Rotterdam — Ant
werp — Brussels — Paris — Bale — Lau
sanne — by rail or steamer to Geneve —
Montreux — rail Spiez — Interlaken —

Fare : 1st class, $57.70 ; 2d class
rail, 1st class steamer, $40.60.
Ticket good for 60 days.
NOTE: — Tour can he made in either
direction. Toue 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 —
Rudesheim or Frankfort o/M. — Mayence
— by rail or steamer from Mayence or
Riidesheim to Cologne — rail Amsterdam
— Leiden — The Hague — Rotterdam —

CASTLE OF CHILLON, LAKE OF GENEVA

Brienz — Lucerne — Zurich — St. Gotthard
— Lugano — (Italian Lakes ) — Menaggio
— Bellagio — Como — Milan — Venice
— Florence — Rome — Naples.
Fare : 1st class, $74.40 ; 2d class
rail, 1st class steamer, $53.40.
Ticket good for 90 days.
NOTE: — Tour can be made in either
direction. Toue No. 30.
Hamburg — Berlin — Dresden —
Karlsbad — Eger — Nuremberg — Mu
nich — Lindau — (Lake Constance) —
Zurich — Lucerne — Berne  Lau
sanne — by rail or steamer to Geneve —
Paris — Calais — by steamer to Dover —
London.

Antwerp — Brussels — Paris — Calais —
boat to Dover — London.
Fare : 1st class, $78.20 ; 2d class
rail, 1st class steamer, $54.10.
Ticket good for 90 days.
NOTE: — Tour can be made in either
direction. Tour No. 32.
London — Dover — Calais — Paris —
Geneve — Lausanne — Montreux — Zwei-
simmen — Interlaken — Lucerne — Zu
rich — (Lake Constance) Lindau —
Munich — Salzburg — Vienna — Tet-
schen — Dresden — Berlin — Frankfort
o /M. — Mayence — rail or steamer to Co
logne — Hamburg.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

349

Fare : 1st class, $86.25 ; 2d class
rail, 1st class steamer, $59.90.

Ticket good for 90 days.

NOTE:-
direction.

-Tour can be made in cither

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
I tal. — Naples.
Fare : 1st class, $80.50 ; 2d class
rail, 1st class steamer, $59.40.
Ticket good for 90 days.
NOTE: — Tour can be made in either
direction. Toue No. 34.
London — Hook of Holland — The
Hague — Amsterdam — Cologne — Ber
lin — Dresden — Tetschen — Vienna —
Semmering — Venice — Milan, — Como
— (Italian Lakes) — Menaggio — Lugano
— Luino — Laveno — Stresa — Domodos
sola — Lausanne — Geneve — Berne —
Interlaken — Lucerne — Zurich — Bale —
Strassburg or Heidelberg — Frankfort
o /M. — Mayence or Wiesbaden — Riide-
sheim — rail or steamer to Cologne —
Brussels — Paris — Cherbourg.
Fare : 1st class, $105.35 ; 2d class
rail, 1st class steamer, $74.55.
Ticket good for 120 days.
NOTE: — Tour can be made in either
direction. Tour No. 35.
London — Dover — Calais — 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. Gotthard — Lu
cerne — Zurich — Lake Constance — Lindau
— Munich — Dresden — Berlin — Ham
burg. Fare : 1st class, $172.35 ; 2d class
rail, 1st class steamer, $130.35.
Ticket good for 120 days.
NOTE; — Tour can be made in either
direction.

Tour No. 36.
London — Hook of Holland — Rotter
dam — The Hague — Amsterdam — Cologne
— by rail or steamer Mayence — Frank
fort o /M. — Berlin — Dresden — Hof —
Munich — Innsbruck — Bozen — Meran —
Mori — Lake Garda — Riva — Desenzano —
Verona — Venice — Florence — Pisa
— Nervi — Genoa — San Remo — Venti
miglia — Monte Carlo — Nice — Cannes —
Marseilles — Lyons — Paris — Cherbourg.
Fare : 1st class, $98.95 ; 2d class rail,
1st class steamer, $70.95.

Ticket good for 90 days.

NOTE:-
dircction.

-Tour can be made in either

Toue 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.
NOTE: — Tour can be made in either
direction. ,

Touk No. 38.
London — Dover — by steamer to Os-
tende — rail Brussels — Cologne — by rail
or steamer to Mayence or Rudesheim —
Wiesbaden — Frankfort o /M. — Heidel
berg or Strassburg — Bale — Zurich —
Lucerne — Brienz — Interlaken — Spiez
— Montreux — by rail or steamer via
Lausanne to Geneve — rail Modane (Mt.
Cenis ) — Torino — Genoa.
Fare : 1st class, $43.95 ; 2d class
rail, 1st class steamer, $26.95.
Ticket good for 60 days.
NOTE: — Tour can be made in either
direction.

Toue No. 39.
London — Dover — steamer to Ostende
— Brussels — Cologne — steamer to May
ence — Frankfort o /M. — Berlin — Dresden
— Nuremberg — Munich — Lindau —
(Lake Constance) — Zurich — Lucerne —
Interlaken — Berne — Lausanne — Geneve
— Paris — Cherbourg.
Fare : 1st class, $73.50 ; 2d class
rail, 1st class steamer, $51.05.
Ticket good for 90 days.
NOTE: — Tour can be made in 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.

MIUNO

Validita giorni 15
PREZZI
1 class e Lire 63 50
II » » '44 80
in . -29 35

R0VBO)

Tftevigllo
IffOQoraao <veiMlpu5t-.r!«n9» ""mo™
bCodognq BOrgo S. Oon r, I no
_ Panns ReggtoCmilfa
"*" ^Modeoa.' 'boloona
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.

ValidHa giorni 15

J>nto
, riBEBZI

Toue No. 42.
Naples — Rome — 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« 1 Classe Llr« 78 60
>MiLiN0 ,j , , M gg
V"°»°'*d0 111 » » 33 96
vCasalpuftflrisn^o
<8„ :.„, y°<""!n° Borqe.5 Oonnlno.
^pmrit jJleo/gtoEmlHi Woflena

Speciale
da Livonm
PREZZI
I cl L 77 40
11 • .54 45
HI • • 35 66

Fare : 1st class, $99.00 ;
rail, 1st class steamer, $71.85.
Ticket good for 90 days.
NOTE: — Tour can be made in either
direction.

Validita giorni SO

PREZZI
1 oUsso Lira 119 80
II . . 78 20
III . . 60 60

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

351

Tour No. 43.
Naples — Rome — Florence — Venice
— Milan — Torino — Modane — ( Mt. Cenis )
— Geneve — Paris — Calais — steamer to
Dover — London.
Fare : 1st class, $56.05 ; 2d class
rail, 1st class steamer, $41.40.
Ticket good for 90 days.
NOTE: — Tour can be made in either
direction.

115.

Validita. giorni 30

PREZZI
I classe Lire 137 60
» 91 -
• 68 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.
Tour can be made in either

NOTE.
direction. 116.

Validita giorni 45

SinHM __,._
dlv»«^i J(ovm ,
. ' ' '"* — MILANO
rTOftmOVETCtHl^iwJr.viS"?. ,Tr6Fjr?llo _ ^^N
Jtati Bresi.1?,
. "-—vAlESSANDRIA
{Nlfi. VNoyiLtgure
OM.aV

PREZZI
I classe Lire 149 —
II . .98 60
III . . 63 60

Tour No. 46.
Naples — Rome — . Florence — Venice
— Milan — Chiasso — Lugano — Bel
linzona — St. Gotthard — Lucerne — Brienz
— Interlaken — Berne — Zilrich — 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

Toue 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:-
direction.

-Tour can be made in either

Validita giorni 45
¦Vlovan kMILANO ttBoveto ^.Brmcl.'

PREZZI
I cl. L. 151 40
II . . 100 20
III . > 64 60

Toue No. 48.
Naples — Rome — Florence — Venice
— Pontebba — Tarvis — Villach — Glan-
dorf — Amstetten — Vienna — Linz —
Salzburg — Munich — Lindau — (Lake Con
stance) Zurich — Lausanne — Geneve — ¦
Vevey — Montreux — St. Maurice — Mar-
tigny — Brigue — Domodossola — Stresa
— Italian Lakes — Laveno — Luino — Luga
no — Menaggio — Bellagio — Como —
Milan — Genoa.
Fare: 1st class, $65.10; 2d class
rail, 1st class steamer, $45.85.
Ticket good for 90 days.
NOTE: — Tour can be made in either
direction.

Tour No. 49.
Naples — Rome — Florence — Venice
— Milan — St. Gothard — Lucerne — Bale
— Strassburg or Heidelberg — Frankfort
o/M. — Mayence — rail or steamer Co
logne — Brussels — Ostende — Dover —
London. Fare : 1st class, $57.05 ; 2d class
rail, 1st class steamer, $40.45. •
Ticket good for 90 days.

NOTE:-
direction.

-Tour can be made m either

Toue 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:
direction.

-Tour can be made in either

"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 ere 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
I 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 (S21.71);
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. Bneuc, Guingamp (Paim-
pol and Carhaix), Lannion, Morlaix (Car-
hax), Roscoff, Brest, Quimper, Douarnenez,
Pont TAbbe1, 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, Pans,
Paris Ceinture, Dijon, Macon, Bourg, Culoz,
Geneva, Lausanne, Fribourg, Berne, Scherzli-
gen, Daerligen, Interlaken, Boenigen, Giess-
ach, Brienz, Meiringen, Alpnach, Lucerne, Sur-
see, Aarbourg, Olten, Bale, (PetitCroix, Delle),
Belfort, Paris, London, or vice versa. Avail
able for 75 days between London and Pans,
and 60 days bevond. Via Calais or Boulogne,
1st Class, £10/10/5 ($51.55); 2nd Cass,
£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, Pans, 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, Fuyoo,
Bayonne, Dax, Morceux, Bordeaux, Angou-
ICme, Tours, Orleans, Paris, London, or nee
versa. Available for 45 days. Via Calais
orBoulo<;ne; 1st Class, £1.1/8/3 (*5592); 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, Cnenonceaux, Tours, Loches,
Tours, Langeais, Saumur, Angers, Nantes,
St. Nazaire, Le Croisic, Gudrande, 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.
Tour86BBl. — Paris, Troyes, Bale, Lucerne
St. Gothard Railway to Goschenen, Biasca,
Bellinzona, Como, Milan, Turin, Genoa,
San Remo, Bordighera, Mentone, Monte Carlo,
Nice, Cannes, Marseilles, Lyons, Macon,
Dijon (or Cette, Nimes, Clermont), Fontaine
bleau, Paris. 1st Class, ($39.18) Frs. 200.80;
2nd Class, ($29.05) Frs. 148.90.
Tour 88 EE1. — Paris, Troyes, Bale, Lucerne
(or Zurich), St. Gothard Railway to Goschenen,
Biasca, Bellinzona, Lugano, Como, Milan,
Novara, Turin, Mont Cems, Chambery , Culloz,
Macon (or Grenoble, Lyons, Macon), Dijon,
Paris (or Lyons, Clermont-Ferrand, Paris).
1st Class, ($31.10) Frs. 159.40; 2nd Class,
($23.23) Frs. 119.05.
RUNDREISE OR CIRCULAR TICKETS
FROM LONDON
Rundreise Tickets effect a considerable sav
ing on the regular single fares, and are only
available provided the circular trip exceeds
600 kilometres— 373 miles.

354

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

These tickets do not entitle holders to any
free baggage allowance, except hand baggage.
The following tours are enumerated as
specimens only. Tickets can be arranged
covering other combinations, and estimates
will be submitted on application. _ No refund
is allowed by the Railway Administrations on
unused or lost coupons. Children under
ten years of age half-fare. Stop-overs are
allowed at any station en route.
See rules of trains, page 312.
R. 20. London, Paris, Rhine, Belgium,
London. — London, Dover, Calais, Paris,
Strassburg, Heidelberg, Mayence, "Cologne,
Brussels, Ostend, Dover, London (available

Via Dieppe, and as above (available 60
days). 1st Class, £10/11/11 ($51.92); 2nd
Class, £7/7/8 ($36.18).
R 30. London, Paris, Switzerland, Aus
tria, Germany, Rhine, Belgium, London.—
London, Dover, Calais, Paris, Geneva, *Lau-
sanne, Bern, Interlaken, Lucerne, Zurich,
Innsbruck, Munich, Vienna, Prague, Dresden,
Berlin, Liepsic, Frankfort O M, Mayence,
?Cologne, Brussels, Ostend, Dover, London
(available 120 days). 1st Class, £18/16/6
($92.24); 2nd Class, £12/16/3 ($62.78).
Via Dieppe, and as above (available 120
days). lstClass£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 Class, £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,
£5/3/0 ($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 ma 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. IS) 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,
0827.20) Frs. 139.40.
4. Paris, Brussels, Antwerp, Rotterdam,
Hague, Amsterdam, Bremen, Hamburg,
Berlin, Frankfort, Strasburg, Paris. (Vahd
60 days) 1st Class, ($46.08) Fib. 236.15;
2nd Class, ($31.54) Frs. 161.65.
5. Paris, Bale, Zurich, Munich, Vienna,
Berlin, Leipsic, Cologne, Brussels, Ostend,
London. (Vahd 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.
(Vahd 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. (Vahd 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.
(Vahd 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. (Vahd 45 days.)
1st Class, ($21.48) Frs. 110.10; 2nd Class,
($15.44) Frs. 79.10; 3rd Class, ($10.75) Frs.
55.10.

356

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

MISCELLANEOUS FRENCH
The following three circular tours
in the Pyrenees, and two in the Cha
teaux district, are especially recom
mended :
1st Itinerary. — Paris, Bordeaux, Ar-
cachon, Mont-de-Marsan, Tarbes, Bag-
neres-de-Bigorre, Montrejeau, Bagneres-
de-Luchon, Pierrefitte-Nestalas, Pau,
Bayonne, Paris. (Valid 30 days.)
1st. 2d.
$ 32.10 $ 24.00
Frs. 164.50 Frs. 123.00
2d Itinerary. — Paris, Bordeaux, Ar-
cachon, Mont-de-Marsan, Tarbes, Pierre
fitte-Nestalas, Bagneres-de-Bigorre, Bag-
neres-de-Luchon, Toulouse, Paris (via
Montauban, Cahors, Limoges, or via Fi-
geac, Limoges). (Valid 30 days.)

1st.

2d.

$ 31.90

$ 23.90

rs. 163.50

Frs. 122.50

3d Itinerary. — Paris, Bordeaux, Arca-
chon, Dax, Bayonne, Pau, Pierrefitte-
Nestalas, Bagneres-de-Bigorre, Bag-
n§res-de-Luchon, Toulouse, Paris (via
Montauban, Cahors, Limoges, or via Fi-
geac, Limoges). (Valid 30 days.)

1st.
$ 32.10
Frs. 164.50

2d. $ 24.00
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-
d,ome, or via Angers and Chartres).
( Valid 30 days ; can be extended for
three periods of 10 days by paying 10
per cent of the original price for each
extension.) 1st. 2d.
$ 16.78 $ 12.29
Frs. 86.00 Frs. 63.00
2d Itinerary. — Paris, Orleans, Blois,
Amboise, Tours, Chenonceaux, and re
turn to Tours, Loches, and return to
Tours, Langeais, and back to Paris (via
Blois or VendOme). (Valid 15 days.)
1st. 2d.
$ 10.54 $ 8.00
Frs. 54.00 Frs. 41.00
RHINE TRIPS.
Provided the traveler does not leave
the beaten path, he can make quite
extensive tours in the Rhine country
without a knowledge of German. If,
however, small, out-of-the-way places
are to be visited, a knowledge of Ger
man is indispensable. Travelers should
avoid asking for things which are un
known in Germany, as they will thus
save themselves much trouble and ex

pense. Cologne is the center for ex
cursions in the Rhine district, and is
easily reached from London by a num
ber of different routes, such as the
Ostend-Ghent route, the Flushing
route, the Hoek van Holland, and the
route by Calais, with its short sea
trip. Nearly all of the routes call for
a journey of from thirteen to eighteen
hours. The fares vary according to
the distance and the equipment of the
steamer. Thus, a trip via Calais will
cost £3 5s. 5d., while the Hoek van
Holland fares are only £2 12s. 9d.,
first class. The same rates prevail via
the Flushing route. The Ostend-Ghent
route costs £2 15s. The fares by sec
ond-class trains are, of course, very
much cheaper ; thus, via Calais the ex
pense is £2 6s. 10d., and via Hoek van
Holland and Flushing £1 16s.
Second-class passengers can travel
in the saloon of steamers crossing the
Channel for a small additional fee,
and the superior accommodations, es
pecially if one is ill, are appreciated.
Baggage can be registered through to
destination at a small fixed charge,
which rarely exceeds 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 12% hours, while the de
scent of the river is made in 1%
hours. It is possible to make two or
three stops at intersecting points along
the shores if an early start is made
from Cologne. Time may be saved by
taking the railroad to Bonn. It is
a short walk from the railroad to the
steamship wharf.
Some travelers recommend that the
trip be made up the Rhine, while oth
ers consider that the trip down the
Rhine is preferable. At Mayence the
river is only 492 yards wide, while at
Cologne it narrows to 433 yards ; so
it will be seen that the river is not
remarkable for its size, and does not
compare at all favorably with the size
of our own Hudson River. The dis
tance from Mayence to Bingen is 18%
English miles, from Binder to Coblenz

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

357

38% miles, from Coblenz to Cologne
59% 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. It
is quite customary to call for the hotel
bill where a stop of several days is
being made, every day or so, in order
to avoid the fictitious charges. The
traveler should not think it strange if
some hotels present bills daily. It
safeguards against imposition. The

HEIDELBERG
From the Neckar

are given refreshments at half price.
All the steamers furnish breakfast on
board, which is often much pleasanter
than taking a hurried meal at the ho
tel. Visitors should avoid buying
worthless maps, post-cards, etc., on the
steamers. Everything of this 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 Kolner 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 Jiilichs-Platz. The
principal attraction of Cologne, which
is a city of 230,000 inhabitants, is the
Cathedral, which is the largest in the
world. Services of valets-de-place
should be discouraged. Tickets to

the Church of St. Gereon, and St.
Ursula should not be omitted ; also the
Museum of Industrial Arts. Very
good little local guides can be pur
chased for a small sum, which will
give valuable information with regard
to objects of interest. Those who wish
fuller accounts of the Rhine country
should purchase Baedeker's "Rhine,"
English edition, which sells in this
country for $2.10. From Cologne the
ascent of the Rhine should be made.

THE RHINE 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 through Italy for independent
travelers. These tours can be made
up in almost innumerable combina
tions by the large agencies, as Cook,
International Sleeping Car Company,
etc., by their system of coupon tickets.
They will, however, serve as exam
ples. Fares can be quoted upon ap
plication for any description of tour
in Italy. Thus Italy can be entered
at any frontier town and can be left
by the same or any other frontier
town, commencing and ending at any
place in Europe by any route to meet
the requirements of residents on the
Continent as well as of English tour
ists who may be sojourning on the
Continent and are desirous of making
a fresh start. The time limit of these
tickets is 60 days beyond Paris. When
issued in London, by Boulogne or
Calais, the time limit is 75 days, in
cluding the date of stamping in Lon
don. The time limit by other routes
varies. The question of baggage is
taken up under each route. These
fares are subject to change without
notice, but it is not likely that they
will differ much, as the figures were
accurate on December 11, 1909.
ROUTE I.
London, 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.)
Ctoing 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
be .paid for.
Vintimille, Genoa, Alessan
dria, Turin, Modane.
Via Boulogne or Ca
lais  1st Class
2nd Class
Via Dieppe  1st Class
2nd Class
Via Southampton 1st Class
2nd Class

£ s.
11 19
8 15
10 10
7 13
10 1

7 6 10

1302 — Vintimille, San Remo,
Savona, Genoa, Milan, Tu
rin, Modane, or vice versa.
Via Boulogne or Ca
lais  1st Class
2nd Class
Via Dieppe  1st Class
2nd Class
Via Southampton 1st Class
2nd Class
1303 — Vintimille, San Remo,
Savona, Genoa, Pisa (Leg
horn), Empoli, Florence,
Bologna, Venice, Verona,
Milan, Turin, Modane, or
vice versa.
Via Boulogne or Ca
lais  1st Class
2nd Class
Via Dieppe  1st Class
2nd Class
Via Southampton 1st Class
2nd "Class
1304 — Vintimille, San Remo,
Savona, Genoa, Pisa (Leg
horn), Civita Vecehia,
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 Vecehia,
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 Vecehia,
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.

fl.

12

10

11

9

3

6

11

1

X

8

1

1

10

12

::

7

14

s

14

19

?.

10

13

1

18

10

II

9

10

H

13

0

7

9

4

S

15 17 0
11 5 3
14 7 9
10 2 10
13 18 4
9 16 5

16 9 6
11 13 7
15 0 3
10 11 1
14 10 10
10 4 9

16

13

10

11

16

7

15

4

7

Kl

14

0

14

15

1

10

7

8

360

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

£

s.

d.

12

17

n

9

1(1

1

11

X

1

8

7

f,

10

IS

6

1 1

Via Boulogne or Ca- £ s. d.
lais  1st Class 19 0 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. Gothard.
Luggage — 56 lbs. are allowed on Eng
lish and French railways; in Italy and
Switzerland all registered luggage must
be paid for.
1383— Vintimille, San Remo,
Savona, Genoa, Turin, No-
vara, Milan, Chiasso, or
vice versa.
Via Boulogne or Ca
lais  1st Class
2nd Class
Via Dieppe  1st Class
2nd Class
Via Southampton 1st Class
2nd Class
1384 — Vintimille, San Remo,
Savona, Genoa, Spezia,
Pisa (Leghorn), Empoli,
Florence, Bologna, Piacen-
za, Milan, Chiasso, or vice
versa.Via Boulogne or Ca
lais  1st Class
2nd Class
Via Dieppe  1st Class
2nd Class
Via Southampton 1st Class
2nd Class
1385 — Vintimille, San Remo,
Savona, Genoa, Pisa (Leg
horn), Empoli, Florence,
Bologna, Venice, Verona,
Milan, Chiasso, or vice
versa. Via Boulogne or Ca
lais  1st Class
2nd Class
Via Dieppe  1st Class
2nd Class
Via Southampton 1st Class
2nd Class
1386 — Vintimille, San Remo,
Savona, Genoa, Pisa (Leg
horn), Civita Vecehia,
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

1410

12 11 3

12

14 16
10 16

13 9 14
12 17
9 7

27
6 10 0

16

1

8

11

111

7

14

12

4

1(1

K

0

14

2

9

10

1

7

ROUTE V.
London, Paris, Dijon, Lyons (or Cler
mont Ferrand, Vichy), or Macon, Culoz,
Modane ; any one of the Italian tours as
shown below, to Chiasso. Thence Bellin
zona, Airolo, Goeschenen (for Ander
matt), Fluelen, Arth Goldau (for the
Rigi), Lucerne, Bale, Delle (or Mul
haus), Belfort, Troyes, Paris, London,
or vice versa. (822.)
Going via Mont Cenis, returning via
Chiasso and St. Gothard.
Luggage — 56 lbs. are allowed on Eng
lish and French railways ; in Italy and
Switzerland all registered luggage must
be paid for.
1392 — Modane, Turin, Ales
sandria, Genoa, Spezia
Pisa (Leghorn), Empoli,
Florence, Bologna, Placen-
za, Milan, Chiasso, or vice
versa.
Via Boulogne or Ca- £ s. d.
lais  1st Class 13 13 3
2nd Class 10 0 4
Via Dieppe  1st Class 12 3 10
2nd Class 8 17 9
Via Southampton 1st Class 11 14 4
2nd Class 8 11 4
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 14 8 2
2nd Class 10 7 10
Via Dieppe  1st Class 12 18 9
2nd Class 9 5 3
Via Southampton 1st Class 12 9 3
2nd Class 8 18 10
1394 — Modane, Turin, Ales
sandria, Genoa. Pisa (Leg
horn), Civita Vecehia,
Rome, Foligno (or Chi
usi), Florence, Bologna,
Venice, Padua. Verona, Mi
lan, Chiasso, or vice
versa. Via Boulogne or Ca
lais  1st Class 15 8 7
2nd Class 11 0 8
Via Dieppe  1st Class 13 19 3
2nd Class 9 18 1
Via Southampton 1st Class 13 9 8
2nd Class 9 11 8
1395 — Modane, Turin, Ales
sandria, Genoa, Pisa (Leg
horn), Civita Vecehia,
Rome, Naples, Rome, Fo
ligno (or ChiusJ), Flor
ence, Bologna, Venice,
Padua, Verona, Milan,
Chiasso, or vice versa.
Via Boulogne or Ca
lais  1st Class 16 1 1
2nd Class 11 9 0
Via Dieppe  1st Class 14 11 8
2nd Class 10 6 4
Via Southampton 1st Class 14 2 2
2nd Class 10 0 0
1398d— Extension of 1395 to
Sicily : — From Naples to
Palermo, Catania, Mes-

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

301

sina, Reggio, Metaponto,
Naples. This extension must be
decided upon at the time
of booking.
Via Boulogne or Ca- £ s. d.
lais  1st. Class 18 13 9
2nd Class 13 3 0
Via Dieppe  1st Class 17 4 5
2nd Class 12 0 4
Via Southampton 1st Class 16 14 11
2nd Class 11 14 0
SPAIN AND PORTUGAL
The following is a list of circular-
tour trips through Spain and Portu
gal, entering both from the south and
north. It is not probable that these
rates will change, but it is possible
that- kilometrical or mileage tickets
may change. Information on this
subject can be had by addressing the
International Sleeping Car Company,
281 Fifth Avenue, corner Thirtieth
Street, New York City. It is not
likely that the changes, if any, will be
material. ENTERING FROM 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, Aigecl-
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,

First class, $20 25.
Distance, 1,682 kilo-

or vice versa.
Limit, 60 days.
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 days. Distance,
2,424 kilometers.
The above-named trips are for indi
vidual tickets permitting stop-overs at
all points en route within limit.
They have been selected and arranged
to afford the maximum of sight-seeing
at a minimum cost.
Other trips will be planned if desired.
Complete information given on request.
KILOMETRICAL OR MILEAGE
TICKETS.
Special kilometrical or mileage tickets
are issued, good on all the principal
railways of Spain, at greatly reduced
rates, as follows :
For 2,000 kilometers up to 12,000 kil
ometers. Some of the rates for these books are
as follows : Second Class
$24.42 31.68
38.9446.00 52.49
58.5268.8678.7688.2296.24
105.82113.96121.66

Kilo

First

meters

Class

2,000

$33.22

2,600

43.12

3,200

53.02

3,800

62.92

4,400

69.92

5,000

77.22

6,000

89.98

7,000

101.86

8,000

112.86

9.000

124.96

10,000

136.62

11.000

145.84

12,000

158.62

Good for
Good for
Good for
Good for
Good for
Good for
Good for
Good for
Good for
Good for
Good for 10 rao.
Good for 11 mo.
Good for 12 mo.

3 mo.
3 mo.
3 mo.
4 mo.
4 mo.
5 mo.
6 mo.
7 mo.
8 mo.
9 mo.

362

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

They are limited from three to twelve
months, as shown above, and the books
of 3,200 kilometers may be used for two,
3,800 for three, 4,400 for four and 5,000
and more for five members of the same
family. PERSONALLY-CONDUCTED TRIPS TO THE ORIENT
The following are spring tours to
China and Japan, and a tour around
the world by way of the Trans-
Siberian Railway. As these tours will
be started prior to the publication of
this book they must be looked upon
only as what can be offered in the
way of a personally-conducted tour to
the Orient and around the world.
TOURS TO EGYPT, THE NILE, AND
HOLY LAND.
The fares for the following tours in
clude all traveling expenses, of high-
class character, and on a very liberal
scale. Similar tours for 1911 will be
offered probably at about the same rates.
Consult the tourist agencies.
TOUR NO. 1.
Section 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,
Beyrout, Damascus, Baalbec, Beyrout,
Rhodes, Smyrna, Constantinople, Pi
raeus, Athens, Messina, Naples, New
York or Boston.
Inclusive fare, S. S. "Cedric," $1,145 ;
S. S. "Caronia," $1,130.
TOUR NO. 2.
Sailing from New York on Saturday,
January 22, 1910, by Cunard Line
Steamship "Carmania."
Route. — New York, Azores, Madeira,
Gibraltar, Genoa, Naples, Alexandria,
Cairo, Three Weeks on the Nile, Cairo,
Port Said, Jaffa, Jerusalem, Bethlehem.
Jordan, Dead Sea, Jaffa, Haifa, Naza
reth, Tiberias, Capernaum, Damascus,
Baalbec, Beyrout, Constantinople, Pi
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, Tioenty-sercn 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 Y'ork 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, Pirseus,
Athens, Patras, Corfu, Brindisi, Naples,
New York.
Inclusive fare, $825.
TOUR NO. 6.
Sailing from New York on Saturday,
March 5, 1910, by Cunard Line Steam
ship "Carmania."
Route. — New York, Azores, Madeira,
Gibraltar, Genoa, Naples, Alexandria,
Cairo, Port Said, Jaffa, Jerusalem, Beth
lehem, Dead Sea, Jordan, Jaffa, Alexan
dria, Smyrna, Constantinople, Athens,
Corfu, Brindisi, Naples, New York.
Inclusive fare, $795.
WINTER TOURS TO ITALY, THE
RIVIERA, TANGIER, SPAIN,
ETC.
Select Conducted Parties. All Expenses
Included.
TOUR NO. 7.
Leave New York on Wednesday. Jan
uary 5, 1910, by White Star Line Steam
ship "Cedric."
Route. — New York, Azores, Madeira.
Gibraltar, Genoa, Nice, Monte Carlo,
Cannes, Genoa, Milan, Venice, Florence,
Rome, Naples (Pompeii, Vesuvius, Ca
pri), New York.
Arrive at New York Monday, Feb
ruary 28, 1910.
Tour of 53 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 "Canopic."
Route. — New York, Gibraltar, Algiers,
Naples (or Boston, Azores, Gibraltar,
Algiers, Naples) (Pompeii, Vesuvius),-
Rome, Florence, Venice, Milan, Genoa,
Nice, Monte Carlo, Paris, Boulogne,
Folkestone, London, New York.
Arrive New York, Monday, April 4,
1910. Tour of 52 days by S. S. "Konig Al
bert," $465; tour of 52 days by S. S.
"Canopic," $460. TOUR NO. 10.
Leave New York on Saturday, March
5, 1910, by Cunard Line Steamship
"Carmania." Route. — New York, Azores, Madeira,
Gibraltar, Genoa, Naples (Pompeii, Ve
suvius), Rome, Florence, Venice, Milan,
Genoa, Nice, Monte Carlo, Paris, Bou
logne, Folkestone, London, New York.
Arrive at New York Monday, April
25, 1910.
Tour of 52 days, $460.
TOUR NO. 11.
Leave Boston on Saturday, March 12,
1910, by White Star Line Steamship
"Cretic." Route. — Boston, Azores, Madeira, Gib
raltar, Tangier, Cadiz, Seville, Cordo
va, Granada (the Alhambra), Gibraltar,
Naples (Pompeii, Vesuvius), Rome,
Florence, Venice, ¦ Milan, Genoa, Nice,
Monte Carlo, Paris, Boulogne, Folke
stone, London, New York.
Arrive at New York Monday, May 6,
1910. Tour of 66 days, $565.
TOUR NO. 12.
Leave New Y'ork on Saturday, March
26, 1910, by North German Lloyd Steam
ship "Konig Albert" and from Boston by
White Star Line Steamship "Canopic"
on Thursday, March 24, 1910.
Route. — New York, Algiers (or Bos
ton, Azores, Madeira, Gibraltar, Algiers),
Naples (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.
"Canopic," $470.
TOUR 14. CHINA, INCLUDING MAN
CHURIA, KOREA AND JAPAN.
Sail from San Francisco on Tuesday,
February 15, 1910, by the Toyo Kisen
Kaisha turbine steamship "Chiyo
Maru." Route. — San Francisco, Honolulu, Yo
kohama, Kobe, the Inland Sea, Naga
saki, Hong Kong (Canton, Macao, etc.),
Shanghai, Hankow, Peking, 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 Teans-Sibeeian Railway.
Sail from San Francisco on Tuesday.
March 8, 1910, by the Pacific Mail
Steamship Company's steamship "Mon
golia." Route. — 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 DATS' 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.

304

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 " (Will be spent visiting the highly
9th " -j interesting Temples and Tombs
10th " [ clustering in and around Luxor.
11th " — Excursion to the Temple at Edfou.
12th " — Arrive at Assouan early afternoon.
13th " — Visit the famous Island of Philae,
with its numerous arch^ologi-
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 :
Toue 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. Toue 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.
Toue Theee.
fame 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.
Toue Foue.
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.

Touk 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. ¦ Touk 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. Touk 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
Y'usen 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.
Toue 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.
Touk 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. Toue 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 Y'usen 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.
Toue Twelve.
Choice of trans-Atlantic lines New
York to London ; P. & 0., 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 B'raneisco ; any trans
continental line except the Canadian Pa
cific, San Francisco to New York,
$695.00. Vaeiations on Extra Payments.
Tassengers 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.)
Cambridge (Mass., Me.
Vt. and N. H.)
Lynn (Mass.)
Ipswich (Mass.)
Ipswich River (Mass.)
Woodbridge (Conn.)
Harwich (Mass.)
Harwich Port (Mass.)
Colchester (Vt. and
Conn.)
Chelmsford (Mass.)
Yarmouth (Mass.)
Sudbury (Mass.)
Groton (Mass., Conn.,
Vt. and N. H.)

(Mass.)(N. H.)
(Vt.)(Mass.) Me.)
(Me.)
(Vt.)(Vt.) (Mass.)
ss. and
(Mass.)

Norwich.
Cambridge. Lynn.
Ipswich.Ipswich River (Or
well).
Woodbridge.Harwich. Harwich Port.
Colchester.ChelmsfordYarmouth.Sudbury.
Groton (book to Sud
bury).
Kramingham. Newmarket.
Cavendish.Needham. Wells.
Burnham. Brandon.
Thetford. Attleboro.
Braintree.
Maiden.

FraminghamNewmarketCavendish NeedhamWells (Vt. and
Burnham
BrandonThetford Attleboro
Braintree (M
Vt.)
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 madfr 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 hona 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 IX 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.
AVhen the Continent is reached the
traveler is apt to give a sigh of relief,
as the food question has been solved.
In London good food can be obtained
at all of the best hotels and at the
various Italian restaurants, also at
special restaurants which are noted in
the section relating to London. Inns
in the small Cathedral towns are apt
to be particularly deadly as regards
the food question. The charges are
high and the food is bad and the ser
vice is almost beyond belief. In sum
mer when travel is heavy, particularly
in the Lake districts of Scotland, etc.,
rooms should be engaged by telegram,
using a nine-penny prepaid message
for the purpose, so that the traveler
can be informed if there is no accom
modations ; if he does not receive a wire
he may assume that he can be put up.
The average price for a room in a coun
try inn or hotel is from two to three
and one-half shillings, with often an
extra charge for light and attendance,
which you do not get, often amounting
to 1/6; while the baggage usually
comes to about 1/6 to 2/6; while the
dinner costs 3 to 5 shillings. Servants
have to be given fees whether their ser
vices have been meritorious or indiffer
ent. Chambermaids should receive one
shilling ; the waiter should get about
10 per cent, of the amount of the bill,
but where this is small, the percentage
will be slightly increased, owing to the
peculiarity of English money ; thus, in
stead of a fee of ten cents, a fee of six
pence, or twelve cents, must be given.
The "boots" receives six pence for
bringing up baggage and taking it
down, and three pence for his services
as a bootblack will be ample. The

porter, or portier, should not be con
fused with the ordinary porter of bag
gage, this function being usurped by
the "boots." He is a very useful
person and can give much valuable in
formation as to trains, sight-seeing,
costs of conveyances, etc. He should
receive a shilling a day.
If your room is cold at an English
inn order a foot-warmer — an abomina
tion made of Doulton stoneware — a
jar filled with hot water. Be sure the
stopper is tight before taking it to
bed. It takes a hardy traveler to stop
in a cathedral town like Wells in
winter. The writer reached Wells from
Bath late in the evening and repaired
to the  hotel. No room with
a fire was available, and with chatter
ing teeth he dressed and descended to
the so-called office and begged one of
these abominations which leaked. A
heavy cold was the penalty. Do not
cut out Wells, but do not pass the night
there except in summer, and bring
everything for wet weather.
SWISS HOTELS
The Hotels of Switzerland, Lake
Constance ; Italian lakes and Chamou-
nix is a most valuable book, which is
issued by the Swiss Society of Hotel
Proprietors. It can be obtained gratis
on the steamers and agencies of many
of the trans-Atlantic lines, also at
Swiss Consulates all over the world,
and all offices of the Swiss Federal
Railway, which office in New York
City is located at 241 Fifth Avenue.
The postage should be included in ask
ing for this book, for which no charge
is made. It is issued in the interests
of the hotel proprietors, and a careful
perusal of it will do away to a large
extent with the complaints of over
charges, of which we hear quite a lit
tle each year. There is an illustration
of each hotel, there is concise infor
mation as to the number of beds, the
accommodations of various kinds, and
the prices at various seasons of the
year, both for rooms and meals, and
board and lodging, also rates for ser
vants and children. There are 222
pages in the book. Hotels charging
less than five francs a day are not
found in the book, as they are mostly
frequented by local inhabitants, and
hotels of this grade are not appre
ciated by the foreigners. It should be
remembered that the Swiss season is
a very short one and that there is an
enormous influx of visitors who oc
cupy every spare bed in the hotels.

308

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

It is therefore necessary to order
rooms several days in advance in or
der to make certain of securing the
same. Do not order rooms by tele
phone ; use a telegram or preferably
the mail, accompanied by a post office
money order for five francs per bed,
giving the following information.
State: (1) The number of rooms de
sired ; (2) whether single or double
bedded rooms; (3) the floor; (1) 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 arrival
and the proprietor is not informed,
he is entitled to the price for the re
served room in question. Due notice
of departure is of as much interest
to the visitor as to the proprietor. If
the latter is prevented from letting a
room by delay in departure, he is only
acting in a business-like manner if he'
charges for the room for the following
night. The same rule applies when
rooms are ordered for an early hour
in the morning, and must conse
quently be kept vacant in order to
provide accommodations for the vis
itor who comes in the early morning.
There is often an increase in the
charge for rooms if the visitor does
not take his meals at the hotel ; this
question should be discussed when
making the bargain for rooms. As in
hotels in other lands, valuables should
be deposited with the proprietor to be
placed in the safe at night. Regis
tered letters are difficult of delivery in
Switzerland unless the visitor has a
passport or some excellent means of
identification, such as a letter of
credit. LAUNDRY
Laundry work can be done at short
notice anywhere in Europe. If neces
sary, soiled garments will be called
for and delivered the same day. Most
of the large hotels have their own
laundries. Laundry in England is about as
bad as 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 stenm laundry
in New York City. Various items re

lating to household linens, such as tow
els, tablecloths, etc., have, of course,
been omitted. The same numbers oc
cur in the French, German and Italian
lists as in the English list. It is
thought that with the aid of these
tables much inconvenience may be ob
viated. BumcnssBHtB »s Gkmmeui
BiAMCHissAoealixATioMDeLiHce .
 ve^vt-
„+ct Ikow E»Ki>iirE
i* -r" 14, Rue Rouget-de-1'lsle

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 " Laurentlc" from Liver
pool. There were but eighty first-class
passengers, so that it was decided to give a
theatrical performance instead of the regular
concert — a one-act sketch called _ "Hog-
many," a play which does not require any
change of scenery, and which is quite a fa
vorite among amateurs. The landing of
the lower promenade deck was utilized as a
stage, and the audience sat on the wide com
panionway steps between the upper and lower
promenade decks, thus making a picture1
which was suggestive of an ancient amphi
theater. The scene was laid in a fiat 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.

LAUNDRY LIST

English

French

Italian

German

gentlemen's list.

linge d'homme

LISTA PER GLI UOMINI.

HERREN.
1
Collars
1
Cols
1
Colletti
1
Kragen
2
Cuffs
2
Manchettes
2
Polsini
2
Manschetten
3
Shirts, plain
3
Chemises, simples
3
Camice lisce
3
Hemden, einfache
4
pleated
4
" plissees
4
piegolinate
4
mit Falten [schetten
5
pleated without cuffs
5
" plissees sans manchettes
.r.
" senza polsini
5
mit Falten, onne Man-
6
" with cuffs
6
" avec manchettes
6
con polsini
6
mit Manschetten
7
' ' with collar and cuffs
7
" avec col et manchettes
7
con colletti e polsini
7
mit Kragen & Mansch
8
Undershirts
8
Tricots
S
Maglie
8
Unterhemden
9
Wool
9
en laine
9
di lana
9
Wollenunterhemden
10
Nightshirts Wool
10
Chemises de nuit
10
Camice da notte
10
Nachthemden
11
11
" en laine
11
di lana
11
Wollene Nachthemden
12
Pajamas
12
Pajamas
12
Pajamas
12
Nachtkleider (Pajamas)
13
Drawers
13
Calecons ' en laine
13
Mutande
13
Unterbeinkleider
14
" Woolen
14
14
di lana
14
Wollene Unterbeinkleider
15
Handkerchiefs
15
Mouchoirs
15
Fazzoletti
15
Taschentucher
16
Silk Handkerchiefs
16
Mouchoirs de soie
16
di seta
lfi
Seidentaschentiicher
17
Neckties
17
Cravates
17
Cravatte
17
Halsbinden
18
Socks, per pair
18
Chaussettes, la paire
18
Calzettini per paio
18
Socken, das Paar
19
Coats
19
Vestes
19
Giacche
19
Rocke
20
Vests
20
Gilets
2ll
Panciotti
20
Westen
21
Pants
21
Pantalons
21
Calzoni
21
Beinkleider
22
Bands
22
Bandes
22
Fasce
22
Binden
ladies' list.
LINGE DE PEHME
LISTA PER LE SIGNORE.
DAMEN.
23
Chemisettes
23
Chemisettes
23
Lamicette
23
Chemisetten
24
Collarettes
24
Collerettes
24
Collaretti
24
Kragen
25
Handkerchiefs
25
Mouchoirs
25
Fazzoletti
25
Taschentucher
26
Hose
26
Bas
21 i
Calze
26
Strumpfe
27
Undershirts
27
Tricots
27
Maglie
27
Unterhemden
2S
Corset Covers
28
Cache-Corsets
2S
Copribusto
2S
Corsetschoner
29
Shirt Waists
29
Camisoles
29
Camicette
29
Waschblusen
30
Sacques
30
Matinees
30
Sachetti
30
Hausjacken
31
Aprons
31
Tabliers
31
Grembiali
31
Schiirzen
32
Chemise
32
Chemises
32
Camiscie
32
Hemden
33
Drawers
33
Pantalons
33
Mutande
33
Beinkleider
34
Flannel
34
Pantalons en fianelle
34
di fianella
34
Flannel-Beinkleider
35
Night Dresses
35
Robes de nuit
35
Costumi da notte
35
Nachthemden
36
Skirts Pique
36
Junes, pique"
' fianelle
36
Gonne di pique"
di flanella
36
Piquerocke
37
Flannel
37
37
37
Flannelunterrocke
38
Underskirts
3S
Jupons
38
Sottane
38
Unterrocke
39
Kimonos
39
Kimonos
39
Kimonos
39
Kimonos
40
Wrappers
40
Peignoirs — Robes
40
Abiti da camera
40
Morgenrocke
41
Dresses
41
Costumes
41
Abiti
41
Kleider
42
Babies' Caps
Children's Blankets
42
Bonnets d'enf ant
42
Accapatoi
42
Kinderhaubchen
43
43
Couvertures
43
Cuffie da bambini
43
Kinderdecken
44
Boys' Waists
44
Complet en tricot
44
Coperte
44
Knabenblusen
45
Children's Dresses
45
Blouses de garcon
45
Camicette per ragazzi
45
Kinderkleider
370

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Marque

HOTEL CONTINENTAL

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1
FRENCH LIST OF LAUNDRY TAKEN AWAY
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 (see page 383) at a uniform
rate of $2.60 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 day, 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 "It," 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.
*CIosed 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 " W"
Most of the hotels accept coupons for full board at S2.60 without supplement, but the rate
S2.60 — $3.00 covers all possible contingencies. See text above. All these hotels accept cash
payments as well as coupons, usually on fully as good terms, but the coupons are often ¦
convenient.

International Palace Hotel
Grand Hotel Louvre et Savoy*
Aix les \ Grand Hotel et Restaurant du
Bains Mont Revard*
Hotel du Pavilion
Grand Hotel dAjaccio et Conti-
Ajaccio { nentalf
1 Grand Hotel de France
Albertville (Savoy) — Hotel Million
Allevard-les- Bains — Grand Hotel des Bains
Amiens — Hotel de l'Univers
Amphion (Lake of Geneva) — Grand Hotel
des Bains

Angers — Grand Hotel
Angouleme — Grand Hotel du Palais
Annecy — Grand Hotel d'Angleterre et Grand
Hotel
Antibes j Grand Hotelt
I Grand Hotel du Cap, W
Arcachon I Hotel des Pins et Continental
\ Grand Hotel de France
Argeles-Gazost — Hotel de France
Aries — Hotel du Forum
Avignon — Grand Hotel de l'Europe
Avranches — Hotel de France

371

372

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Hotels at $2.60— $3.00
Read text carefully
FRANCE, FRENCH SAVOY, &c— Continued

de
Luchon

Bagneres de Bigorre — Grand Hotel Beau Se-
jour f Grand Hotel*
Grand Hotel des Bains*
I Grand Hotel de Luchon et du
[ Casino*
Bagnoles de I'Orne — Hotel de Paris
Bayonne i Hotel du Commerce
\ Hotel Saint Etienne
Beaulieu / Hotel Empressf
\ Meyer's Victoria Hotel
Belfort — Grand Hotel de l'Ancienne Poste
Bellegarde — Hotel de la Poste
Resancon — 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'Otsans (Isere) — Hotel de POberland
Francais*
Bourg-en-Bresse (Ain) — Grand Hotel de
France
Brest — Hotel des Voyageurs
Briancon — Gd, Hotel de Briancon
Brides les Bains — Grand Hotel des Thermes *
Caen \ Hotel de la Place Royale
\ Hotel d'Angleterre
Calais— Grand Hotel
Cancale — Hotel du Guesclin*
Hotel Splendidef
Hotel Grande Bretagnet
Hotel de la Plaget
Hotel de Hollande et de Russief
Gordon Hotel Metropolet. V
Gallia Hotelt, V
Hotel Gray et d'Albiont, W
Hotel Prince de Gallest, W
Rost's Continental Hotelft W
Cap Ferrat (nr. Beaulieu) — Grand Hotel du
Cap Ferratf, W
Cap Martin—Bote] Bella Rivat. W
Carcassonne — Hotel St. Jean Baptiste
Cauterets j Hotel Continental*
\ Grand Hotel d'Angleterm, W
Cerbere — Buffet de la Gare
Cette — Grand Hotel
Chalons s. Marne — Hotel de la Haute Mere
Bieu
Chambery J Grand Hotel de France
\ Buffet del a Gare
; Grand Hotel d'Angleterre*
Hotel de Londres
Hotel Royal et de Saussure*
Hotel Mont Blanc*
Chartres — Hotel de France
f Hotel de PAigle et d'Angleterre
Cherbourg \ Grand Hotel du Casino
Clermont-Ferrand — Hotel de la Poste
Compiegne j Hotel de la Cloche
\ Palace Hotel*. W
^«*.i«.™,*.-i7« f Hotel de 1'Establissement
Contrexeville ^ Holel c^nopoHtan*

Cannes

i Grand Hotel
Dieppe i Wharf Buffet (Meals only)
{ Royal Hotel*
Dijon i Hotel de la Cloche
\ 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*
Qerardmer — Grand Hotel du Lac*
f Grand Hotel
Granville { Hotel du Nord et des Trois
[ Couronnes
Grasse— Grand Hotelt, W
f Grand Hotel
Grenoble i 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
f Hotel des lies d'Orf
Hyeres — ¦ { Grimm's Park Hotel
{ Hotel Costebelle, W
Jersey — Grand Hotel
La Baule — Hotel Royal*
La Bour- [ Hotel de 1'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 Mans — Hotel de France
Le Puy — Hotel des Ambassadeurs
Les-Grandes-Dalles — Grand Hotel de la Plage*
Lille — Hotel de l'Europe
Limoges — Hotel Callaud et de la Paix Reunis
Lion-sur-Mer — Grand Hotel*
Lourdes j Hotel Royal
(Hautes j Grand Hotel Heins
Pyrenees) ] Grand Hotel du Boulevard
[ Hotel de la Grotte
Lovagny — Hotel des Gorges du Fier
Luxeuil-les- f Grand Hotels Metropole*
Bains (Vosges) \ du Pare,* des Thermes*
Luz (Hautes Pyrenees) — Orand Hotel de
l'Univers
Lyons I 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 Mentont
Hotel Grande Bretagnet
Mentone Winter Palace Hotelt. V
Hotel des Anglaist, W
Hotel Westminstert, W
(Hotels d'ltalie and Bellevuet. W
Mers — Hotel du Casino*
Modane j Hotel International
\ Station Buffet
Monaco (Condamine) — Hotel Bristol
Hotel Savoiet
Hotel de Londres
Monte Hotel d'Albion et du Littoral
Carlo— I Hotel Windsorf, V
Hotel Balmoralj, W
Hotel des Anglais et St. James, W
l Monte Carlo Palace Hotel, W
Mont Dore — Nouvel Hotel, et Hotel de la
Poste*
MontpeUier — 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
1 Grand Hotel St. Aignan, W
Parame ( Grand Hotel*
\ Bristol Palace Hotel
Grand Hotel Terminus
Hotel du Palais d'Orsay
Hotel St. Petersbourg
Hotel Dominici
Hotel du Louvre
Hotel Londres et New York
Hotel Magenta
Hotel de Calais
Hotel de la Tremoille
Hotel Malesherbes
Hotel d'Autriche
Paris Hotel Burgundy
Hotel de Castille
Hotel Terminus du Nord
Hotel du Palais, 28, Cours la Reine
Windsor Hotel
Hotel Ste, Anne
Hotel International, 60, Avenue
d'lena, Champs EIyse*es
Grand Hotel, V
Hotel Regina, V
Hotel Continental, V
Hotel Bedford, W
Hotel Meyerbeer, W
See special chapter on Paris for full dis
cussion of the hotel question in Paris,

Pau ( Hotel du Palais et Beau Sejour
I 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
I Hotel du Lion d'Or, W
Roscoff — Hotel des Bains
Rouen — / Hotel de la Poste
[ Grand Hotel d'Angleterre, . W
Royandes Bains — Grand Hotel*
f Hotel Splendide
Royat- J Grand Hotel du Pare et Metropole*
les-Bains 1 Grand Hotel de Lyon*
I 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 (Nievre) — 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
[Grand Hotel de France et Cha-
St. Malo \ teaubriand*
I 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 Barnes*
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*
Vannes j Hotel du Commerce et de l'Epee
\ 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 de
Monte d'Or*

374

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Hotels at $2.60—13.00
Read text carefully
SWITZERLAND AND THE ALPINE DISTRICTS

At some mountain Hotels in Switzerland two
table d'h6te lunches are provided, and the
lunch coupons are accepted at the table d'h6te
lunch advertised at 3 francs in such cases.
Adelboden J 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
Arolla— Hotel Mont Collon*
Arosa — Hotel Seehof
Axenfels — Grand Hotel*
Axenstein — Hotel Axenstein*
Baden / Hotels Hinterhof and Staadhof
\ Grand Hotel*, W
{Hotel Eulerand Grand Hotel
Hotel Continental
Central Station Buffet (Meals only)
Hotel Trois Rois, W
Beckenreid (Lake Lucerne) — Hotel and Pen
sion Sonne
Bellinzona — Hotel de la Poste et Schweizer-
hof
Bergun — Hotel Piz Aela
Berne / Hotel Bellevue
\ Station Buffet
Bex j Grand Hotel des Salines*
X Grand Hotel des Bains*
Bienne — Hotel Macolin*
Bouveret — Hotel de la Foret et Casino*
Brienz — Hotel de la Croix Blanche
Brigue j Hotel de la Couronne et de la Poste
\ Buffet de la Gare Internationale
Brissago — Grand Hotel*
Brunig — Grand Hotel and Kurhaus*
Brunig Railway I Station Buffet (meals only)
j GrandHotelandKurhaus*W
f Hotel Adler*
Brunnen \ Waldstatterhof Hotel 4 Cantons*
[ Eden Hotel and Pension*
Bulle — Hotel de l'Union
[ Park Hotel*
Burgenstock { Palace Hotel*, V
I 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
\ Grand Hotel, W
Chatelard Froniiere — Hotel Suess du Chate
lard
Chaux de Fonds — Hotel de la Fleur-de-Lis
Chexbres (near Vevey) — Hotel Belle Vue
Ch rwalden — Hotel Kurhaus Krone*
Clarens — Hotel Royal
Coire — Neues Hotel Steinbock
Davos ( Grand Hotel Seehof
Dorfli X Fluela Post Hotel
f Hotel d'Angleterre
Davos Platz < Grand Hotel Kurhaus, W
[ Grand Hotel Belvedere, W
Disentis — Disentis Hof*
Eggishorn — Hotel Jungfrau
Einsiedeln — Hotel du Paon

\ Hotel and
Terminus

Pension Bellevue-

Engelberg 1 Hotel Titlis*
\ Park Hotel, Sonnenberg*
Evolene — Hotel d'Evolene*
Faido — Hotel Suisse*
Faulensee-Bad — Hotel Victoria*
Fiesch (Eggishorn) — Hotel des Alpes
Fins Hants — Hotel Bel Oiseau
Fluelen — Hotel Croix Blanche et Poste
Fnkourg — Hotel de la Gare
Frutigen — Hotel Bellevue*
f Hotel Furka*
Fv.rka j Hotel Furkablich*
[Hotel Belvedere*
Gemmi Pass — Hotel Wildstrubel
Hotel de la Paix
Hotel Metropole
Hotel Bergues
Geneva ] Hotel du Lac
Hotel National, W
Hotel Angleterre, W
Gersau — Hotel Muller*
Giessbach — Hotel Giessbach*
Glacier du Rhone — Hotel Glacier du Rhone*
Glion — Hotel Victoria
Goeschenen — Grand Hotel Goeschenen
Grindewald I Hotel Bear
1 Hotel Grand Eiger
Gryon-s: r-Bex — Grand Hotel de Gryon
Gstaad — Grand Hotel Alpina
G Hen Kulm (near Berne) — Hotel Gurten
Kulm*
Harder-Kulm — Restaurant Harder-Kulm
(meals only)
Heiden — / Hotel Schweizerhof*
\ Hotel Freihof*
Herten tern (near L: cerne) — Hotel Schloss
Hertenstein*
Hospenthal — Hotel Meyerhof *
Hotel Metropole*
Grand Hotel (formerly Beau
Rivage)*
Interlaken Hotel Victoria*
Hotel Jungfrau*
Hotel National*
1 Hotel Royal St. George*
Ilanz — Hotel Obe.rlap
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
I Hotel Cecil
Lauterbrunnen — Hotel Steinbock
Les Avants — Grand Hotel
Le Sepey (Ormonts) — Hotel de la Couronne
et la Comballaz
Lenkerbad— / Hotel des Alpes*
X Hotel de France*
Liestal — Hotel des Salines
Little Scheidegg f Hotel Bellevue
X Buffet Restaurant
f Grand Hotel
Locarno j 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

Hotel du Cygne
Hotel Victoria
Hotel du Lac
. Chateau Gutsch*
Lucerne ' Hotel de l'Europe*
Lake of Lucerne Steamers (meals
only)
{ Palace Hotel*, V
(Paradiso Pier) Station Buffet
Grand Hotel de l'Europe au Lac
Lugano Hotel St. Gotthard
Hotel Bristol
Grand Hotel and Lugano Palace,V
Grand Hotel du Pare, W
.Hotel Splendide*. W
Lungern / Hotel du Lion d'Or
1 Hotel and Pension Kurhaus*
Martigny } Grand Hotel du Mont Blanc*
X Hotel Clerc
Mayens 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* f Hotel Monte Generose, Station
Monte { Bellavista*
Genero.o [ Hotel Kulm, Station Vetta Kulm*
f Montreux Palace and Cygne
Montreux 4 Grand Hotel Chateau Belmont
[ Hotel National
Margins (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
1 Hotel des Alpes*
{Grand Hotel du Lac
Grand Hotel Bellevue et Beau
Rivage
Hotel des Alpes et Terminus*, W
Neuhausen — Hotel Schweizerhof*
Oberalp — Hotel Oberalpsee*
0. chy j Hotel Beau Rivage
X Hotel du Chateau*
Pfaefers — Hotel et Bains
P*lat..s / Hotel Klimsenhorn*
\ Hotel Pilatus Kulm*
Pontresina — Hotel Kronenhof
Promontogno— Hotel Bregaglia*
f Hotel Quellenhof*
Ragatz — { Hotel Ragatz*
\ Hotel Bristol*
Reichenbachfalle — Grand Hotel des Alpes*
Rigi-First — Hotel Rigi-First*
R%gi-KaUbad — Grand Hotel and Pension*, W
R%gi-Kulm — Hotels Rigi Kulm and Schreiber*
Rigi-Scheidegg — Hotel Rigi-Scheidegg*
Rochers de Naye — Hotel Rochers de Naye*
Rorschach / Hotel Anker
X Hotel Hirschen
Rosenlani (near Meiringen) — Kurhaus Rosen-
ikui*
Saas Fee — Hotel Bellevue
Samaden — Hotel Bernina
Sarnen — Hotel de I'Oberwald
Savagnino — Hotel Pianta
Saxon / Grand Hotel les Bains
X 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
I Grand Hotel St. Beatenberg,
Kurhaus*
Hotel et Pension de la Poste*
Hotel Beau-Seiour*
Grand Hotel Victoria*
St. Bernardino — Hotel Victoria* .
St. Cergues sur Nyon — Hotel de l'Observa-
toire*
St. Gallen—TLotel Walhalla
St. Moritz Bad / Hotel Neues Stahlbad*, W
X 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) / Hotel Bellevue*
\ Grand Hotel Thunerhof *
Thusis — Hotel Post
Tiefenkasten — Hotel Julier Post
Torrentalp (s. Leukerbad) — Hotel Torrentalp*
Trient — Grand Hotel de Trient
Trummelbach — Hotel Trummelbach*
Unterschakin — Hotel Klausen
Urigen — Hotel Urigen
ValUe des Ormonts — Hotel des Diablerets*
Vermala s. Sierre — Forest Hotel
Vernayaz — Grand Hotel des Gorges du Trient*
( Hotel des Trois Couronnes
Vevey \ Grand Hotel Vevey
[ Hotel d'Angleterre
ViUeneuve — Hotel Byron
Visp — Hotel de la Poste
Vitznau j Hotel Vitznauerhof *
t 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*

376

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Hotels at $2.60— $3.00
Read text carefully
SWITZERLAND, &c.— Continued

f Hotel Mont Rose*
. J Hotel Zermatt*
Zermatt ] Hotel du Mont Cervin*,
( Hotel Victoria, W
Zug / Hotel du Cerf
X Hotel Bahnhof
Zug (Mountain) — Hotel Schonf els*

W

Zuoz — Hotel Concordia
Hotel Uetliberg (on Mount Uetli)*
Hotel Royal Habis
i 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 i Grand Hotel Alassio
X Salisbury Hotelt
Amalfi — Hotel Cappuccini
Anacapri — Hotel Eden Molaro
Ancona / Hotel della Pace
\ Hotel Victoria
Aosta — Hotel Royal Victoria*
Arona — Hotel St. Gothard
Assisi — Hotel Subasio
Bagni di Lucca — Hotel Continental
Baveno i Hotel Belle Vue*
X Palace and Grand Hotel*, W
Bellagio f Splendide Hotel des Etrangers
1 Hotel Grande Bretagne*, W
Belluno / Hotel des Alpes*
X Albergo Central Capello
Bogliaco-— Grand Hotel Bogliacot
Bognanco — Grand Hotel*
f Hotel Bruh
Bologna { Baglioni's Grand Hotel d'ltalie
1 Station Buffet*
Borca — Palace Hotel des Dolomites
f Royal Hotelt
j Hotel Savoy
Bordighera 1 Hotel Hesperia
I, Grand Hotel du Cap Ampegliot.V
Bormio — Nouveaux Bains de Bormio
Brindisi — Hotel International
Brunate (Como) — Hotel Brunate
Cadenabbia [ Hotel Britannia
X Hotel Bellevue*, W
Cagliari (Sardinia) — Hotel Scala di Ferro
Capri / Hotel Quisisana
\ Hotel Schweitzerhof
Casamicciola (Ischia) — Hotel Piccola Senti-
nella
Castellamare-di-Stubia — Hotel Quisisana
Catania j Grand Hotel Bristol et du Globe
X Hotel Grande Bretagne
Ceprano-— -Station Buffet
Cernobbio— Hotel Villa d'Este* W
Certosa di Pavia — Restaurant Milano
Chiavenna ( Hotel Conradi
X Hotel National
Chiesa — Grand Hotel Malenco*
Como — Plinius Grand Hotel*, W
Courmayeur j Hotel Royal*
X Hotel de l'Union*
[ Hotel Terminus d'Espagne
Domo d'Ossola — 1 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
Frascati — Hotel Tusculum
Gardone Riviera (Garda) — Grand Hotel*
Hotel de la Ville
Hotel Continental
Hotel de Londres
Genoa — Station Buffet
Eden Palace Hotel, V
Grand Hotel Miramare, V
Hotel Savoy, W
Grand Hotel Isotta, W
Girgenti — Hotel des Templest
Gressoney-la-Trinite ( Valle d'Aosta) — Hotel
Miravalle
Gressoney Saint- Jean — Hotel Lyskamm
Intra — Hotel de la Ville
Ivrea — Hotel Scudo di Francia
La Cava — Hotel de Londres
Lecco — Hotel Bellevue au Lac
Leghorn — / Grand Hotel
X Hotel Angleterre et Campari
Levo (Lake Maggiore) — Hotel Levo
Lucca — Hotel de l'Univers
Luino { Grand Hotel Simplon-Terminus
I Station Buffet
Madesimo — Etablissement des Bains*
Mantua — Grand Hotel Acquila d'Oro
Menaggio / Hotel Menaggio*
X 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*
Monsummano — Hotel Royal Vittorio Eman-
uele*
Montecatini (near Florence) — Grand Hotel de
l££ 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 Anglaiset
Orbetello — Station Buffet
Orvieto — Grand Hotel Delle Belle Arti
Padua — Grand Hotel Fanti
Palermo ( Hotel de France
1 Grand Hotel des Palmest, W
Pallanza / Hotel Eden
X Hotel Metropole
Pegli — Grand Hotel de la Mediterran e"e
Perugia i Grand Hotel Bruianl
X Palace Hotel

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

377

Hotels at $2.60—13.00
Read text carefully
ITALY, &c— Continued

Piacenza — Hotel San Marco
[ Hotel Victoria
J Station Buffet
Pisa — 1 Hotel Restaurant Nettuno (meals
I only)
Pistoja — / Hotel du Globe
X Station Buffet
Pompeii — Hotel Suisse
Portofino — Grand Hotel Splendidet
Portojina Kulm— Grand HotelVillades Fleurs, W
Porto Maurizio — Riviera ,palace Hotelt
Positano — Hotel Margherite
f Hotel Royal
Rapallo J Hotel Moderne
] Grand Hotel Verlit
1 New Kursaal Hotel, W
Ravello — Hotel and Pension Palurnbo
Ravenna — Hotel Byron
Rigoledo (Lake Como) — Grand Hotel*
Hotel de Milan
Hotel Savoyt
Station Buffet (meals only)
Rome j Hotel Quirinal V,
Hotel Regina V,
Hotel Continental, W
Hotel Marini, W
Hotel d'Angleterre, W
Salerno — Hotel d'Angleterre
Salice — Grand Hotel
Salo (Lake of Garda) — Grand Hotel Salot
f Grand Hotel Milan
Salsomaggiore \ Hotel Central Bagni*
( Grand Hotel des Thermes*,W
San Pellegrino— Grand Hotel*
f Continental Palace Hotelt
Grand Hotel de Nicet
San Remo { Hotel de l'Europe et de la Paixt
Grand Hotel Royalt, V
( Hotel des Anglaisf, W
Santa Catherina — Hotel Tresero-Savoy

f Grand Hotel Miramare Eu-
Sestri-Levante \ rope
1 Grand Hotel Jensch. W
Sienna — Grand Hotel Royal de Siene
Sondrio (Valtelina) — Hotel de la Poste
Sorrento — Hotel Tramontano
( Hotel d'ltalie
Spezia \ Station Buffet (meals only)
[Hotel Royal Croce di Malta, W
Stresa — Hotel des lies Borromees*, W
St. Vincent (Vailed' Aosta) — Grand Hotel*
f Grand Hotel
Syracuse j Hotel des Etrangers
[ Palace Hotel
f Grand Hotel San Domenicof
Taormina \ Hotel Timeo
[ Grand Hotel International
Tirano — Grand Hotel Tirano
I Grand Hotel Suisse Terminus
Turini Grand Hotel and Hotel d'Europe
1 Station Buffet
Va llombrosa— Grand Hotel Vallombrosa*
Varalio — Etablissemente Hydro therapique
and Grand Hotel
Varenna (Lake Como) — RoyalVictoria
Hotel*, W
Varese — Grand Hotel Varese
Venadoro (Belluno) — Grand Hotel
[ Hotel Victoria
Venice J Hotel Britannia, W
1 Royal Hotel Danieli, W
Grand Hotel, W
Venice | Excelsior Hotel, V
(Lido) { Hotel Villa Regina*, W
1 Grand Hotel des Bains*, W
f Hotel de Londres et Royal Deux
Verona { Tours
\ Grand Hotel Colomb d'Or
Vesuvius — Eremo Hotel
Viareggio — Hotel de Russie
Vintimille — Station Buffet

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. The dinner section of the hotel
coupons is therefore accepted for the mid-day
meal, and the luncheon section for the supper.
Abbazia — Hotel Curanstalten
Achern (Black Forest) — Hotel de la Poste
Adelsberg — Grand Hotel*
Admont (Styria) — Hotel zur Post
Agram — Grand Hotel
Aix-la- [ Henrion's Grand Hotel
Chapelle \ Corneliusbad Hotel
[ Hotel du Dragon d'Or
Albbruck (Black Forest)— Hotel Albthal
Alhnaar — Hotel de Toelast
( Hotel Pays Bas
Amsterdam { Amstel Hotel, V
{ Brack's Doelen Hote W
f Grand Hotel
Antwerp j Hotel de l'Europe
J Hotel de la Paix
[ Queen's Hotel
Arco — Hotel Victoria

Arnhem /Grand Hotel du Soleil
\ Hotel des Pays Bas
Augsburg — Hotel des Trois Maures
Aussee — Hotel Erzherzog Franz Carl
Baarn — Hotel Zeiler
Baden (near Vienna) — Hotel Sacher
Baden Baden (Germany) — Hotel Holland, W
Badenweiler (Germany) — Hotel Somnier*
Bad Liebenstein (Thuringerwald, Germany) —
Hotel Kurhaus et Villa Victoria
Bayreuth (Germany) — Hotel de la Poste
Belchen (High Mountain Station) (Black
Forest) — Rasthaus Belchen
Belgrade (S ervia)—G rand Hotel
Berchtesgaden j Hotel Bellevue
t Grand Hotel*
[ Grand Hotel Bellevue
Berlin J Alexandra Hotel
] Hotel Prinz Albrecht
I Hotel Bristol, V
Bingen — Hotel Victoria
Blankenberghe { Hotel du Rhin
\ Grand Hotel du Kursaal*
Boll (Black Forest) — Hotel Curhaus*
Bonn (Germany)-— Grand Hotel Royal, W
Boppard — Hotel Spiegel

378

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Hotels at $2.60— $3.00
Read text carefully
BELGIUM, GERMANY, Ac— Continued.

Bozen j Hotel Kaiserkrone
(Tyrol) X Hotel Victoria
Breda — Hotel Swan
{ Hotel de la Croix Blanche
Bregenz \ Hotel Montfort
I Station Buffet
Bremen j Hotel de l'Europe
X Hillman's Hotel, V
Brennerbad (Austria) — Grand Hotel Sten-
zingerhof *, W
Breslau — Hotel Vier Jahreszeiten
Broussa (Turkey in Asia) — Hotel d'Anatolie
Bruges j Hotel de Flandres, W
1 Grand Hotel du Commerce
[ Hotel de la Poste
| Hotel du Grand Miroir
Brussels { Hotel Belle Vue et Flandre
I Hotel Metropole, W /
I Grand Hotel, W
Note. — These hotels require supplements
not exceeding 2 fr. on bedroom section (1910).
Bucharest (Roumania) — Hotel Splendid
f Grand Hotel Hungaria
Budapest \ Hotel Queen of England
I Hotel Continental
Budweis — Hotel Kaiser von Oesterreich
Capellen-Stolzenfels — Hotel Bellevue
Carlsbad f Hotel Wurttemberger Hof
X Hotel Savoy West End*, V
Carlsruhe — Hotel Germania
Cassel — Hotel Royal
Cettinge (Montenegro) — Grand Hotel
Coblence— -Grand Hotel Belle Vue
Cologne f Hotel Disch, W
(Germany) X Hotel du Nord, W
Constance J Hotel Hecht
X Hotel Insel*, W
Constantinople — Hotel d'Angleterre et Royal
Cortina / Hotel Cristallo*
\ Hotel Miramonti*
Cracow — Grand Hotel
Creuznach — (See Kreuznach)
Dinant j Hotel des Postes*
\ Hotel de la Tete d'Or*
Donaueschingen (Black Forest) — Hotel
Dordrecht — Hotel Orange
f Grand Union Hotel (near Alt
Dresden \ Station)
( Hotel Continental
Durrheim — Hotel Kurhaus*
Dussel- / Hotel Heck
dorf X Hotel Monopol-Metropole
Echternach — Hotel du Cerf
Ede— Park Hotel
Eger — Hotel Kaiser Wilhehn
Eisenach — Hotel Kaiserhof
Ems f Hotel Four Seasons and Europe*
X 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

Franzensbad (Bohemia)  Hover's Hotel
Belvedere*
Freiburg (Baden) — Hotel Continental
Fulpmes— Grand Hotel Stubai*
Garmisch (Bavaria) — Hotel A"penhof*
Gernsbach — Bath Hotel Pfeiffer
Gmunden — Hotel Bellevue*
Godesberg — Rheinhotel and Pension Fritz
Deeson
Goerlitz — Hotel Vier Jahreszeiten •
Galling — 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
f Restaurant de Brinkmann & Res-
Haarlem { \taurant de Kroon
j Hotel Funckler, W
[ Hotel Paulez
Hague { Hotel des Indes, V
] Hotel Bellevue, W
Halle — Hotel Preussischer Hof •
Hamburg / Hotel Streit
1 Atlantic Hotel, V
( Hotel Bristol
Hanover \ Kasten's Hotel, V
{ Hotel Royal, W
Heidelberg / Hotel Europe
X Grand Hotel
Hoechenschwand / Hotel Kurhaus
(Black Forest) \ Hotel Schwansee
Hochfinstermunz — Hotel Hochfinstermunz
Hohen- | Hotel Alpenrose*
schwangau \ Hotel Schwannsee*
Holateig (Hollenthal) (Black Forest) — Golden
Star Hotel
Homburg / Hotel Belle Vue, W
X Grand Hotel*
Hoorn — Park Hotel
Hornberg j Schloss Hotel*
(Black Forest) X Hotel Baeren
Igls (Tyrol)— Hotel Iglerhof*
Ilsenburg-a-Harz — Hotel zu den rothen
Innsbruck j Hotel Kreid JForellen
(Austria) \ Hotel Tyrol, W
Ischl f Hotel a la Croix d'Or*
\ Hotel Kaiserkrone*
Jena — Hotel Schwarzen Baeren
Karersee (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*
f Hotel Kurhaus*
Kreuznach \ Royal Hotel*
I Hotel Oranienhof*
Kufstein — Hotel Post
Laibach — Grand Hotel Union
Landeck (Tyrol) — Hotel de la Poste
Leeuwarden — Hotel Nieuwe Doelen
Leiden — Hotel Levedag
Leipzig / Hotel Hauffe
X Hotel de Prusse
Lenzkirch (Black Forest) — Hotel Poste

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

379

Hotels ot $2.60— $3.00
Read text carefully
BELGIUM, GERMANY, &c— Continued

Leoben — -Grand Hotel Games
Levico (South Tyrol, Austria) — Grand Hotel*
Liege /Hotel de l'Europe
1 Hotel de Suede
Lindau — Hotel de Baviere
IAnz — / Hotel zum rothen Krebs
\ Hotel Erzherzog Karl
Lorrach (Black Forest) — Hirsch Hotel
Louvam — Hotel de Suede
Lubeck — Hotel Stadt Hamburg
Luxemburg — Grand Hotel Brasseur
Maastricht — Hotel de Levrier
Madonna di j Hotel des Alpes*
Campiglio \ Hotel Camp Orlo Magno*, W
Magdeburg — Hotel Continenta.
Mannheim — Park Hotel, W
Marburg — Hotel Ritter
Marienbad j Hotel Casino
\ Hotel Furstenhof*, W
Mayence — Hotel Holland, W
Meiningen — Hotel de Saxe
Mendelpass J Hotel Mendelhof*
(Tyrol) 1 Grand Hotel Penegal
[ Hotel Frau Emma
Meran \ Hotel Erzherzog Johann, W
{ Palast Hotel, W
Metz J Grand Hotel de Metz
1 Royal Hotel
Middelburg — Hotel Nieuwe Doelen
Moscow j Hotel National
X 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
Namur-Citadelle (Belgium) — Grand Hotel
Citadelle
Nassereit (Tyrol) — Hotel de la Poste
Nauheim / Kirsch's Hotel*
\ Hotel Europe*
Neiderbronn Bad — Hotel and Villa Matthis
Neustadt (Black Forest) — Hotel Poste
Nieuport-Bains — Grand Hotel des Bains*
Norderney — Pension Quisisana ,V
Nuremberg j Hotel Golden Eagle
X Hotel Wurtembergherhof, W
Nymegen — 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 Obelisco
f Stracke's Hotel d'Allemagne
j Hotel Royal du Phare
Ostend \ Hotel Imperial*
| Hotel Wellington*
I { Hotel Splendide*, W
OUenhofen (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 1 Palace Hotel, W
( Hotel Erzherzog Stephan
Prien (Bavaria) — Strand Hotel and Chiemsee*
Puchberg — Hotel -Schneebergbahn
Rabbi (Tyrol)— Grand Hotel Rabbi*
Ragusa (Dalmatia)— Grand Hotel Imperiarf , 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*
f Hotel zum Ritter
Rudolstadt { Hotel zum Loewe
[ Hotel Rudolsbad
Salsburg J Park Hotel and Villa Savoy
X Hotel Bristol, W
Sarajevo (Bosnia) — Hotel Europe, W
Schandau / Hotel Bahr*
X Hotel Sendig
[ 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 / Hotel Metropole*
\ Hotel Victoria*
Schmarzburg — Hotel Weisser Hirsch
Sebastopol — Hotel Wetzel
Sebenico — Hotel de Ville
Semmering f Hotel Erzherzog Johann
(Austria) \ Hotel Panhans, W
I Hotel Sudbahn, W
Siofok— The Baths Hotels
Sofia (Bui- j Grand Hotel
garia) { Grand Hotel Panachoff
t 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
Hotel Victoria
Hotel de France
St. Petersburg t Grand Hotel
Grand Hotel d'Europe
Hotel d'Angleterre
St. Wolfgang — Hotel Peter z Schafbergspitze*
Stettin — Hotel du Nord
f 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— $3.00
Read text carefully
BELGIUM, GERMANY, &c— Continued

Sulden (Tyrol)— Hotel Sulden*, W
Tegernsee (Bavaria) — Hotel Tegernseer-Hof
Teinach (Black Forest) — Hotel Schwarzwald-
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) t
(Cascade) (Black Forest) — Hotel Schwarz-
wald*
Trieste / Hotel de la Ville, W
1 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-Tdtrafured— Hotel Bade
Vim / Hotel Russischer Hof
(Wurtemberg) \ Monster Hotel
Utrecht — Hotel des Pays Bas, W
Va Ikenberg— Grand Hotel Kurhaus*
Verviers — Hotel du Chemin de Fer

Hotel Royal
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 [ Grand Hotel du Rhin
I Hotel Victoria
Wiesbaden { Hotel Cecilie
I Palast Hotel
[ Hotel Nassau, V
Wildungen — Hotel Kaiserhof*
Wimpfen — Hotel Mathildenbad
Wolfach (Black Forest)— Hotel Krone
Worms — Hotel de l'EJurope
Wurzburg — Hotel Kronprinz
Wyk aan Zee — Bad Hotel*
Zakopane (Hungary) — Hotel Pension
Skoczysky
Zandvoort — Hotel d'Orange*
[ Grand Hotel
j Hotel Lebzelter
Zell a.Seei Hotel Kesselfall Alpenhaus
[Hotel Moserboden
Zutphen — Grand Hotel du Soleil
Zivolle — Hotel Keizerkroon

GREECE, MALTA, &c

Athens — Hotel d'Angleterre
Candia (Crete) — Hotel Cnossus
Chalets (Greece) — Hotel Palirria
Corfu — Grand Hotel St. George
Corinth — Hotel de la Grande Bretagne
Delphi (Greece) — Grand Hotel d'Apollon
Pythien ^ Jj

[ Hotel Royal
Malta ^ Hotel d'Angleterre
1 (Sliema) — Modern Imperial Hotel
Megaspilion (Greece) — Hotel Chelmos
Nauplia (Greece) — New Hotel
Olympia (Greece) — NewGrand Hotel
Patras — Hotel Patras
Smyrna — Hotel Huck
Sparta — HoteXPanhelJi nion

SPAIN, PORTUGAL, Etc/ '

A Icobaca (Portugal) — Hotel Alcot/a^cense
Algeciras — Hotel Anglo Hispano
Alicante — Hotel Reina Victoria
Badajos — Railway Buffet
Barcelona f Grand Hotel
X 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) X Hotel Costa
Cordova — -Grand Hotel Suisse
Escorial / Hotel Miranda
X Hotel Reina Victoria
Figueras — Hotel de Commerce
Gibraltar j Grand Hotel
X Hotel Bristol
Granada — Hotel Washington Irving
(Town) — Grand Hotel Alameda

-Hotel de

7

Irun — Station Buffet (meals only)
La Granja (near Madrid) Spain-
l'Europe
Lisbon (Portugal) — Hotel Central
f Hotel des Ambassadeurs
Madrid j Grand Hotel de Roma
Grand Hotel
[ Hotel de la Paix, V
Malaga / Hotel Regina
1 Hotel Colon
Mont [ Grand Hotel Mont Estoril
Estoril \ Grand Hotel d'ltalie
Oporto— Grand Hotel de Paris
Palma (Majorca, Balearic Isles) — Grand
Hotel
Ronda ( Hotel Gibraltar
I Royal Hotel
San Sebastian — Grand Hotel Continental
Saragossa— Hotel Quatre Nations et Univers

'I

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

381

Hotels at $2.60— $3.00
Read text carefully
SPAIN, PORTUGAL, &c- Continued

f Grand Hotel de Paris /
Seville { Hotel d'Angleterre
[ Grand Hotel de Madrid
Tangier j Hotel Continental
(Morocco) UHojtelJ^ecil

Tarragona / Hotel de Paris
X Grand Hotel Continental
Toledo — Grand Hotel de Castilla
Valencia — Grand Hotel de Rome

ALGERIA— TUNIS

Ain Temouchent — Hotel de Londres
f Hotel Alexandra (late Kirsch) (Mus
tapha Superieurt
| Hotel St. George (Mustapha Supe-
Algiers \ rieur)
Hotel de la Regence (in Town)
Grand Hotel des Etrangers (in Tow ^
Hotel de 1' Oasis
Continental Hotel
Batna — Hotel des Etrangers
f 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
Enfidaville — Grand Hotel
Guelma — Hotel d'Orient
Hammam R'Irha — Hotel des Bainst

Hammam Meskouiine — 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
Miliana — Hotel du Commerce
f Hotel Continental
Oran — { Hotel Metropole
[ Grand Hotel Victor
Palestro — Hotel du Commerce
Philippeville — Grand Hotel
Setif — / Hotel de France
\ Hotel d'Orient
Sidi Bel Abbes — Hotel Orient
Soukahras — Grand Hotel
Sousse — Grand Hotel
Teniet el Haad — Hotel du Commerce
Tlemcen — Hotel de France
f Tunisia Palace Hotelt
Tunis — ) Grand Hotel
] Grand Hotel de Paris
I Grand Hotel de France

NORWAY, SWEDEN, DENMARK

Bergen / Hotel Norge
\ Hotel Holdt
Bodo — Grand Hotel
Carlslcrona — S tadsho telle t
Christiania — Grand Hotel
Christiansand — Hotel Ernst
f Hotel King of Denmark
Copenhagen { Hotel Cosmopolite
1 Hotel Phoenix
Fond (Denmark) — Hotel King of Denmark
f Hotel Eggers
Gothenburg j Hotel Gota Kallare
] Grand Hotel, W
( Palace Hotel
Klampenborg — Hotel Bains de Mer
Malmo — Kramer's Hotel

Marienlyst — Hotel des Bains
Molde — Alexandra Hotel
Norrkoping — Gota Hotel
Ostenrund — Grand Hotel
Stalheim — Stalheim Hotel
Stavanger / Grand Hotel
1 Hotel Victoria
{Hotel Rydberg
Crown Prince Hotel
Grand Hotel, V
Hotel Continental, W
f 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.
Aadland (Saumanger)— Aadlands Hotel
Aalesund— Schieldrup's Hotel
" Grand Hotel
•' Hotel Scandinavie

Aandalsptjes (Romsdalen)-^
Grand Hotel Bellevue
Park Hotel
Hotel Romsdalahoin
AtraDAt (Valders) — Frydenlucd Hotel
Balholmen (Sognefjord) —
Hotel Balestrand
Kviknes Hotel

382

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Hotels at Special Rates
Read text carefully
NORWEGIAN— 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
Eoland (Telemarken) — Haukelisaster Hotel
Egge (Nordfjord) — Hotel Egge
Eide (Hardanger) — Maeland's Hotel
Eide (Romsdalen) — Lerheim's Hotel
Fagern^e (Valders) —
Fagernaes Hotel
" Fagerlund Hotel
Fagerstrand (Vestfjorddalen) — Hotel Fager-
strand
Fibelstadhaugen (Norangsdal, Suneiven)—
Hotel Norangsdal
Finse — Finse Hotel
Fjelds.s:ter (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
Framn^es (Vossenstranden) — Fraranses Hotel
Freitheim (Sogn) — Fretheim's Hotel
Gol (HalHngdal) — Rolfshus Hotel
Grotli — Grotlid Hotel
Grungedal (Telemarken) — Grungedal Hotel
Gudvangen — Hansen's Hotel
Hotel Vikingvang
Gulsvik — Gulsvik Hotel
JLmg (Laerdal) — Hotel Haeg
Hangastol — Hotel Hangastol
Hanko — Hanko Hydro (Hanko Bad)
Haukeli (Telemarken) —
Hotel Haukeli
" Hotel Haukeli Gru*nd
Heggenes (Bygdin, Valders) — Haggenes
Hotel
Hellesylt (Suneiven) — Grand Hotel
Hjelle (Opstryn Nordfjord) —
" Hjelles Hotel
Holaker (Gudbrandsdalen) — Posting Inn
Honefos — Glatved's Hotel
Horgheim (Romsdalen) — Station Inn
Husum (Laerdal) — 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
NvESFlaten (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^bs (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 Roldal
Romsdalen — Halsa Hotel
S^ebo (Hjorundfjord) — Hotel Rilse
Sand — Kaarhus Hotel
Sande (Sondfjord) — Sivertsen's Hotel
Sandene (Nordfjord) —
Hotel Gloppen
" Sivertsen's Hotel
Seuestad (Hardanger) —
" Folgefonden Hotel
" Seijestad Hotel
I Skaare (Opstryn, Nordfjord) — Skaare Sta
tion Inn
Sket (Helgheim, Jolster) — Hotel Skei
Skien — Grand Hotel
" 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
Stave nger — Grand Hotel
Hotel Victoria
Stenkj.br — 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
Tromso — Grand Hotel
Trondhjem —
Grand Hotel Caf6 i Meals only
Grand Theatra Cafe \
Tvinde (Vossestranden) — Hotel Tvinde
Tyin (Valders)— Hotel Tyin
Ulvik (Hardanger) —
Brakanaes Hotel
" Westrheim's Hotel

SCIENTIFIC AMERICA HANDBOOK OF TRAVEL

383

Hotels at Special Rates
Read text carefully
NORWEGIAN— Continued

Utviken (Nordfjord) — Hotel Britannia
Vadheim (Sognef jord)— Vadheim's Hotel
ViASiETER (Opstryn, Nordfjord) — Vide-1
sseter Hotel
Vik (Sognefjord) — Hopstock's Hotel

Vinje (Vossestranden) — Hotel Vinje
Visn.es (Nordfjord) — Hotel Central
Voss evan gen — 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)
Lidkoping — 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 (S2.60),
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) — Hoyal 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 l'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

Room <£) <? & /^ ) fi

Ainlr, /
CliUrm,Servants
Jot/

THE HOTEL CECIL, London. w.c.

190 y

Brought forward
Apartments ...
Kirfts 
K-itlis 
ilr.;al>fast 
Lunch«nn ...
Dinner 
Tea, Coffer-, Milk, olc.
Supper 
lii&cuitB, Sandwiches* Soup
De&svt t, Ices, etc  ".
Servants' Hoard 

 ;hcm»*lve> th* right to mahsin Eitrm Chirgs
fw AparimentW "whan MbbJs «n not habitually Uttn In the Hotel.
the df»y thoy are raridered. ^

Th» Manwmwit rwMwtfuiJy <ivo n«tle« th«t tnay n

/

'•X

Beer 
Wines 
Liqueurs 
Spirits 
Mmcr.il-
Cigars and Cigarettes
Hairdressing, Clotlies-
pressing, etc.
Carriages & Omnibuses
Motor Car Hire, etc.
Laundry
Typewriting....Storage 
Sniulrifib D15BURSEAIENTS.
General Accounts ...
Telegrams and Postages .
Newspapers .
Messengers ..
Parcels 
Cabs 

V-4

EXAMPLE OF HOTEL BILL AT A FIRST-CLASS HOTEL IN LONDON
Accomodations of similiar character would cost about d°ub!? 'B New York

rYl-NI.LESVOYAGEURS SONT PREVENUS QUE.
LA NOTE DES DEFENSES EST REMISE CHAOUE
.SEMAINE ETDOIT ETRE FAY&E LE LENDEMAIN
AlA CAISSE
LES pAJEMENTS, POUR ETREVAIABLES.DOIVENT
rORTERLE TIMBRE DE LA CAISSE

Visitors are respectfully iNKOAMib
THAT THE H6TEL BILLS ARE DELIVERED AT
THE END OF EACH WEEK AND REQUIRE TO
BE PAID ON THE FOLLOWING DAY AT THE
CASHIER'S OFFICE
Payments to be valid must bear the
CASH OFFICE STAMP.

J&o^ - Jfy?~-*Z-^i 

OBORgEg WlohMKC

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 — Grand Hotel
Mosley Hotel
Deansgate Temperance Hotel
Grosvenor Hotel
Midland Hotel
Margate — Queen's and High Cliff Hotels
White Hart Hotel'
Matlock-Bath — New Bath Hotel
Nantwich — Brine Baths Hotel
Newhaven — London and Paris Hotel
Newport (I. of W.) — Warburton Hotel
Norwich — Maid's Head Hotel
Nottingham — Victoria Station Hotel
Oxford — Roebuck Hotel
Clarendon Hotel
" Randolph Hotel
Parkeston Quay (near Harwich) — Parkeston
Hotel
Rhyl (N. Wales) — Westminster Hotel
Ripon — Unicorn Hotel
Roker-by-the-Sea, Sunderland — Roker Ho
tel
Ryde (I. of W.)— Royal Pier Hotel
St. Leo*nard's-on-Sea — Alexandria Hotel

Hotels at Special Rates
Read text carefully
ENGLAND, &c.~Continued St. Margaret's Bay, Dover — St. Margaret's
Bay Hotel
Salisbury — County Hotel
Saltburn-by-the-Sea (Yorkshire) — Alexan
dra Hotel and Hydro
Scarboro' — Pavilion Hotel
Shanklin (I. of W.) — Royal Spa Hotel
Sheerness — Royal Fountain Hotel
Southampton — South Western Hotel
Southport — Queen's Hotel
Stratford-on-Avon — Red Horse Hotel
Sutton Coldfield — Royal Hotel
Trefriw (N. Wales) — Hotel Belle 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

Ghantown-on-Spey — Grant Arms Hotel
Helensburgh — Queen's Hotel
Innellan — Royal Hotel
Invehary — 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
"c 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
"t 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
Strathpefper — 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
Glendalough — Royal Hotel
Glengardiff — Roche's Hotel
Greystones — Grand Hotel
Howth — The Claremont Hotel
Kenmare — Great Southern Hotel
Kilbrittatn — 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
Lismorf, — 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) — SlieveDonard 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 — Great Northern Hotel
Waterford — Imperial Hotel
Waterville — Great Southern Hotel
Bay View Hotel
The Butler Arms Hotel
Westport — Railway Hotel
Wexford — White's Hotel
Wicklow — Grand Hotel
Woodenbridge — Woodenbridge Hotel
Youghal — Devonshire Arms Hotel

NORTH OF ENGLAND, ISLE OF MAN AND THE LAKE DISTRICT

Coupons for full board costll/perday ($2.75)
Ambleside — Queen's Hotel
Salutation Hotel
li 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

388

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Hotels at $3.00
NORTH OF ENGLAND, &c— Continued

Seascale — Scawfell Hotel
Ulverston — Sun Hotel
Windermere — Hydropathic Hotel

Windermere — Storr's Hall Hotel
(Lakeside) — SwanHotel.Newby Bridge
Lakeside Hotel

WEST OF ENGLAND

Ashburton — Golden Lion Hotel
Bideford — Tanton's Hotel
New Inn Family Hotel
Bodmin — Royal Hotel
Boscastle (N. Cornwall) — Wellington Hotel
Bude — Falcon Hotel
Camelford — King's Arms Hotel
Clifton (near Bristol) — Queen's Hotel
Dartmouth — Royal Castle Hotel
Raleigh Hotel
Dulverton — Caarnavon Arms
Exeter — Half Moon Hotel
Helston — Angel Hotel
Ilfracombe — Ilfracombe Hotel
Imperial Private Hotel
Kingsbridge — King's Arms Hotel
Launceston — White Hart Hotel
LizARD^oint — The Lizard Hotel

Lynton (North Devon) —
Valley of Rocks Hotel
" Royal Castle Hotel
Newton Abbott — Globe Hotel
Paignton — Gerston Hotel
Esplanade Hotel
Penzance — Union Hotel
Queen's Hotel
Plymouth — Duke of Cornwall Hotc
Royal Hotel
Grand Hotel
Scilly — (St. Mary's) — Holgate's Hotel
Torquay — Victoria and Albert Hotel
" Royal Hotel
Totnes — Seymour Hotel
Truro — Royal Hotel
Wadebridge — Molesworth Arms Hotel
Weymouth — Crown Hotel

LIST "R"
Hotels at $1.85— $2.00

FRANCE

Coupons for these hotels cost $1.85 a day for
full board. Supplements rarely required,
$2.00 will cover everything.
All the Hotels in the following list are not open
during the entire year. Special reference
is made in regard to the time of year the
houses in question are closed, but the
exact dates of opening and closing can be
obtained from any of the Agents of the
tourist company. The * means closed in
winter, | means closed in summer.
Abbeville — Hotel de France
Abries — Grand Hotel*
Aix-en -Provence (near Marseilles) — Hotel
Negre Coste
Aix-les-Bains —
Hotels de la Paix et Derouge*
Hotel de Geneve*
Hotel de Russie et des Colonies
Ajaccio, Corsica — Hotel des Etrangersf
Albertville — Hotel de la Balance
Amiens — Hotel de France et d'Angleterre
Antibes — Hotel Terminus
Arcachon — Hotel de la Gare
Argeles-Gazost — Hotel Beau Sejour
Argentieres (near Chamounix) — Hotel dc
la Couronne
Arles — Grand Hotel du Nord-Pinus
Arromanches (Normandy) —
Grand Hotel du Chemin de Fer*
Asnelles — Hotel Belle Plage
Auray (Brittany) — Hotel du Pavilion
Avignon — Hotel Crillon
Hotel du Louvre
Avranches, Normandy — Hotel d'Angleterre
Bagneres de Luchon —
Grand Hotel Cave ct d'Europe
Hotel Canton*

Bagnoles-Tesse-Madeletne — Hotel de la
Madeleine
Bains les Bains (Vosges) —
Grand Hotel des Bains*
Barbizon — Hotel de la Clef d'Or
Bayeux — Grand Hotel du Luxemburg
Beauvais — Hotel Continental
Berck Plage — Grand Hotel de la Paix
Besancon — Grand Hotel du Nord
Biarritz — Hotel de Bayonne et Metropole
Hotel Pension, St. Julien et du Midi
Hotel Bristol
Blonville-s.-M — Hotel de la Terrassc
Normandy Hotel
Bordeaux — Hotel Restaurant Beeli
Boulogne — Berry's Hotel
Grand Hotel du Louvre
Boulouris (near St. Raphael) —
Grand Hotel* *.
Bourg — Grand Hotel de la Paix et Terminus
Grand Hotel du Bourg d'Oisans
Brest — Hotel de France
Cabourg — Hotel du Casino
Caen (Normandy) — Hotel de France
Hotel de la Victoire
Calais — Hotel Meurice
Cannes — Hotel de Parisf
Hotel d'Europef
Hotel de Francef
Hotel Victoria
Carentan — Hotel d'Angleterre
Carhaix — Hotel de France
Carnac (Brittany) — Hotel des Voyageurs)
Carnac-Plage— Grand Hotel*
Carteret — Grand Hotel de la Mer*
Caudebec-en-Caux (Normandy) — Hotel du
Havre
Cauterets — Hotel Bellevue*

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

389

Hotels at $1.85—12.00
FRANCE— Continued

Chambery —
Grand Hotel de la Poste et Metropole
Chamounix —
Hotel Beau Site and Continental
Hotel de France et de 1'Union*
Hotel de la Croix Blanche
Chenonceaux —
Hotel du Bon Laboureur et du Chateau
Chinon — Hotel de la Boule d'Or
Hotel de France
Clermont Ferband — ¦
Grand Hotel de la Paix
Clauses — Hotel National
Cognac — Grand Hotel de Londres
Concarneau (Brittany) —
Grand Hotel des Voyageurs
Grand Hotel
Containville-les-Bains (Normandy) —
Grand Hotel*
Courseulles-sur-Mer —
Hotel des Etrangers
Coutances — Hotel d'Angleterre
Dieppe — Hotel Chariot d'Or
Hotel du Globe du Nord et Victoria*
Digne — Hotel Boyer-Mistre
Dijon — Grand Hotel de Bourgogne
Dinan — Hotel de Paris et d'Angleterre
Dinard (Brittany) — Hotel Bellevue*
Divonne-les-Bains —
Hotel Pension des Etrangen
Dol de Bretagne — Hotel Grand Maison
Etretat — Hotel d'Angleterre*
Evreux — Hotel du Cheval Blanc
Falaise — Hotel du Grand Cerf
Hotel de Normandie
Fecamp (Normandy) — Hotel Canchy
Gerardmer — Maison de Famille Bouton
Giromagnt — Hotel du Bceuf
Gisors — Hotel de l'Eau de France
Grandcamp les Bains — Hotel Villa Belle Vue
Grandcamp Hotel
Granville (Normandy) —
Grand Hotel des Bains
Grasse — Hotel Pension Bellevuef
Grenoble — Hotel de l'Europe
Guingamp — Hotel de l'Ouest
Havre — Hotel d'Angleterre
Hendaye — Grand Hotel Imatz
Huelgoat (Brittany) — Hotel de France
Hyehes — Hotel Beau Sejourt
La Bourboule —
Grand Hotel des Ambassadeurs
Hotel du Pare*
La Faucille s. Gex — Hotel de la Couronne
Lamballe — Hotel de France
Hotel des Bains Val Andre
La Napoule— Golf Hotel et des Bains
Landerneau — Hotel de l'Univers
Langeais — Family House Hotel
Hotel du Lion d'Or
Lannion —
Hotel de l'Europe, Rue de Capucins
Laon — Hotel de la Hure
La Rochelle — Grand Hotel du Commerce
Le Lavandon-sur-Mer (Var) —
Grand Hotel de la Mediterranee
Les Andelys — Hotel de la Chaine d'Or
Les Praz (near Chamounix) —
Splendid Hotel
Lion sur Mer (Calvados) — ¦
Grand Hotel de la Plage

Lisieux — Hotel de France et d'Espagne
Loches — Hotel de France
Lourdes — Hotel Beige et de Madrid
Hotel Notre Dame
Lovere — Hotel Lovere
Luc-sur Mer — Hotel des Families*
Hotel du Petit Enter
Lux (St. Sauveur) —
Grand Hotel de Londres
Lyons — Grand Hotel de Russie
Lyons-la-Foret — Hotel de la Licorne
Macon — Hotel des Champs Elysees
Marseilles — Hotel de Geneve
Mentone — Hotel de Turint
Hotel Britannia^"
Mers— Hotel de la Plage
Meru (Oise) — Hotel du Lion d'Or
Monaco (Monaco)— Hotel de Nice
Mont Dore — Hotel Tournaire
Monte Carlo (Monaco) — Hotel National
Montreuil-sur-Mer —
Hotel de France et d'Europe
Morlaix, Brittany — Hotel Bozellec
Nantes — Hotel du Commerce et des Colonies
Neris-les-Bains — Grand Hotel Berger*
Nice — Hotel des Princesf
Hotel Busbyf
Hotel de Berne
Pension Miramaref
(Suburb St. Barthelemy) —
Grand Hotel St. Barthelemyt
(Cimiez)— The English Hotelf
Hotel de Bade and O'Connor
Nimes — Hotel d'Europe et de Provence
Parame (Brittany)— Hotel de la Plage
Paris— Hotel Prince des Galles
Hotel Londres et Milan
Hotel du Pas de Calais, 59, Rue des Sts.
Peres
Hotel des Tuileries
Hotel de Dijon
Hotel Prince Albert
Hotel du Chariot d'Or
See Paris in Index for full list of hotels
Pau — Hotel de la Poste
Perpignan — Hotel de la Loge
Perros-Guireo (Brittany)-^Orand Hotel*
Pierrefonds (Oise) — Grand Hotel des Bains
Pont Audemer (Normandy) —
Hotel du Lion d'Or, Rue Gambetta
Pontorson (Normandy) — Hotel de l'Ouest
Pornichet — Grand Hotel de Pornichet
Quimper (Brittany) — Hotel de France
Quimperle (Brittany) — Hotel du Commerce
Remiremont (Vosges) — Hotel des Deux Clefs
Rennes — Grand Hotel Jullien
Retournemer (Vosges) —
Hotel Restaurant de Retournemer
Riva Bella (Normandy) —
Hotel de la Plage
Hotel de Chalet
Rouen — Restaurant de Paris, Rue de la
Grosse Horloge
Hotel Victoria
Sable-sur-Sarthe — Hotel Saint Martin
Sedan— Grand Hotel de la Croix d'Or
Sixt (Haute Savoie) — Hotel Fer a Cheval
Ste. Baume (Var) — Hotel Ste. Baume
St. Germain en Laye — Hotel du Grand Cerf
St. Lo (Normandy) — Hotel de Normandie

390

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Hotels at $1.85—12.00
FRANCE— Continued

Sainte Marguerite (near Pornichet, Loire
Inferieure) — Hotel de la Plage
St. Malo — Hotel Central Benoit*
Hotel du Louvre
Grand Hotel du Centre et de la Paix
St. Michel 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 I'Aiglc 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 .VI:
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
Bgsnigen (Lac de Brienz) — Hotel Belle Rive*
Bouveret (Valais) —
Grand Hotel de FAiglon*
Brienz — Hotel de l'Ours
Brigue — Hotel de Londres
Brunnen — Hotel Rossli
Bulle — Hotel des Alpes
Castagnola (near Lugano) —
Hotel Pension Villa Castagnolat
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 Sion (Rhone Valley) —
Hotel de la Rosa Blanche*
Meiringen — Hotel Brunig*
Hotel Meiringerhof
Hotel Oberland*
Melchthal —
Hotel and Pension Alpenhof
Hotel and Pension Melchthal
Monnetier (Saleve, near Geneva) —
Grand Hotel du Pare et du Chateau*
Montbovon — Hotel Pension de la Gare
Montreux — Hotel Beau Rivage
Hotel de la Paix
Hotel Splendid

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

391

Hotels at $1.85— $2.00
SWITZERLAND— Continued

Montreux (Territet) — Hotel de Hollande
Morgins- les-Bains (Valais) —
Hotel Pension de la F6ret*
Murren — Hotel and Pension Eiger*
Naters-Brigue — Hotel des Alpes
Neuchatel — Hotel du Soleil
Neuhausen — Hotel Bellevue
Nyon (Lake Geneva) — Hotel des Alpes
Oberhofen — Kurhaus Hotel Victoria*
Olten — Hotel Suisse
Pontresina — Hotel and Pension Bernina
Ragaz— Hotel St. Gallerhof
Rapperswyl — Hotel et Pension du Lac
Reckingen — Hotel Pension Blinnerhorn
Rheinfelden — Hotel Dietschy am Rhein
Rigi Kaltbad — Hotel Bellevue
Rigi-Klosterli — Grand Hotel de l'Epe*e*
Rolle — Hotel T£te 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 Silberhom*
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*
TTrigen — 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
Z.A1.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
Bellagio — Hotel Pension Genezzini*
Hotel Florence
Belluno — Hotel Bellunof
Bergamo — Hotel Chapeau d'Or
Bologna — Hotel Pellegrino
Hotel Stella d'ltalia e Aquila Nera
Hotel du Pare
Bordighera —
Grand Hotel des lies Britanniquesf
Bormio — Hotel de la Poste
Hotel des Vieux Bains
Brescia — Hotel d'ltalie
Hotel Brescia
Brindisi — Hotel de l'Europe
Cadenabbia — Hotel Belle lies*
Cannero (Lake Maggiore) — Hotel Italia
Cannobio (Lake Maggiore) —
Hotel Cannobio et Savoie

Capri — Hotel Royal
Hotel Bristol
Carate (Lake Como) — Hotel Lario
Caserta — Hotel Victoria
Castellamare — Station Buffet
Cava dei Tirreni (near Salerno) —
Hotel Victoria
Cernobbio — Hotel Pension Rhine Olga
Certosa Pavia — Hotel de la Ville
Chatillon (near Aosta) — Hotel de Londres
Chiavenna —
Hotel Helvetia and Specola
Collio— Grand Hotel Mella*
Como — Hotel d'ltalie et d'Angleterre
Hotel Metropole
Hotel Pension Bellevue
Grand Hotel Volta
Desenzano — Hotel Royal Mayer
Hotel Splendid
Domo d'Ossola — Hotel Milan
Fasano (Riviera, Lake Garda) —
Hotel Bellevuet
Florence — Hotel Porte Rossa
Hotel de Londres et Metropole
Gardone Riviera — Hotel and Restaurant
Benaco
Genoa — Hotel Milan
Hotel de France
Hotel Helvetia
Iseo sul Lago — Hotel del Leon d'Oro
Lanzo d* Intelvi (Lake Lugano) —
Grand Hotel Belvedere*
Laveno — Hotel de la Poste
Lecco — Hotel Mazzolein

392

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Hotels at $1.85— $2.00
ITALY AND SICILY— Continued

Leghorn —
Hotel Giappone et Grande Bretagne
Lenno — Hotel Regina
Levanto — Grand Hotel
Loreto — Grand Hotel Campania and Poste
Hotel Pace Gemelli
Macunag a — 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 Suisse!
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*
Savona — Hotel Rome
Sirmione — Grand Hotel des Termes*
Sorrento — Hotel de la Syrene
S. Maria Maggiore (near Domo d'Ossola)-
Hotel des Alpes
Stresa (Lake Maggiore) —
Hotel PensionBeau Sejour*
Hotel Savoy et Lucernerhof
Suna (Lake Maggiore) — Hotel Suna
Tai di Cadore — Hotel Cadore*
Termini Imerese —
Grand Hotel des Thermes
Tivoli — Hotel Sirenaand Regina
Torre-Pellice — Hotel du Pare
Tremezzo — Hotel Bazzohi
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'h6te 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 Albrechtf
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 StarkenburgerHof
Blankenberghe (Belgium)
Grand Hotel d'Orange
Blankenburg (Hartz, Germany) —
Hotel Kaiser Wilhelm
Bonn (Germany) — Hotel du Nord
Hotel Rheineck
Botzen (Austria) — Hotel de l'Europe
Bremen (Germany) —
Hotel Furstenhof
Hotel Monopol
Bruges (Belgium) — Hotel du Panierd'Or
Brunswick (Germany) — Fruhlings
Hotel Stadt Bremen
Brussels (Belgium) — Hotel de Bordeaux
Hotel Bristol et Marine
Hotel de l'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—12.00
BELGIUM, HOLLAND, THE RHINE, GERMANY, AUSTRIA, RUSSIA, &c— Continued

Carlsbad (Austria) — Hotel Nurnberger Hof
Cassel (Germany) — Hotel Strick
Chaudfontaine (Belgium) —
Grand Hotel des Bains*
Cleve (Germany) — Hotel Maywald*
Coblence (Germany) — Hotel Zur Traube
Cologne (Germany) — Hotel Minerva
Hotel Continental
Crefeld (Germany) — Hotel Beltz
Diekirch (Luxemburg) —
Hotel de la Maison Rouge
Din ant (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
Grossherzogvon Sachssn
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) — HoteJ 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 TJniversel
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) — Kurhaus Badbroun
Kirnhalden (Black Forest) —
Hotel Bad Kirnhalden
Kissingen (Bavaria) —
Hotel and Pension Wurtemberger Hof
Konigsfeld (Baden) — Hotel and Kurhaus
Doniswald

Konigswinter (Germany)—
Hotel Dusseldorfer Hof
Krimml (Tyrol) — Hotel Krimmlirhof
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
Leipsio (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)-1— 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 % m. Supplement)
Hotel Stachus (3 m. Supplement)
In the Summer of 1910 engage rooms at
least two or three weeks in advance.
Namur (Belgium) — Hotel de Hollande
Neuspondining (Tyrol) —
Bahnhof and Post Hotel
Neustadt (Germany) — Hotel Crown
Neuwied (Germany) —
Moravian Hotel
Nieuport-Bains (Belgium) —
Grand Hotel de la Plage
Nordhausen (Germany) —
Hotel Friedrickskron
Nurnberg (Germany) — Hotel Maximilian
Nymegne (Holland) — Hotel du Soliel
Oberammergau (Bavaria) —
Anton Lang's Pension, No. 19
Oostduinkerke-Bains (Belgium) —
Grand Hotel des Dunes
Ostend (Belgium) — St. James Hotel*
Hotel de Gand et d'Albion*
Hotel Royal de Prusse and Grande
Bretagne*
Hotel Marion*
Hotel de Cologne et Villa Paula*
Partenkirchen (Bavaria) — Hotel Post
Pilsen (Austria) — Hotel Golden Eagle
Plansee (Tyrol) — Hotel Seespitz
Reichenhall (Germany) — Hotel Deutscher
Kaiser*
Reutte (Tyrol)— Hotel Tyrol
Rippoldsau (Black Forest) —
Hotel Fritsch zum Klosterle
Riva (Austria) — Hotel and Pension See- Villa
Rochefort (Belgium) — Hotel Biron
Rolandseck (Germany) — Hotel Decker
Rothenburg (Bavaria) — Hotel Hirsch

364

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 Centnil
Scheveningen (Holland)—
Hotel van den Abeelen*
Hotel Zeerust
Schluderbach — Hotel Schluderbueh
Sckoenwald (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.

Algectras (Spain)— Hotel de la Marina
Hotel Terminus
Barcelona (Spain) — Hotel Falcon
Gran Hotel Ambos Mundos
Burgos (Spain) — Gxan 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
Sevilte (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 Continental

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

395

Hotels at $1.85— $2.00

ALGERIA, TUNISIA, &c.

Affreville (Algeria) — Hotel de Vaucluse
Hotel de l'Univers
Algiers (Algeria) —
Hotel Beau Sejour (Mustapha Superieur)
Hotel Oriental (Mustapha Superieur)t
Hotel Pension Olivage (Mustapha Supe
rieur)
Grand Hotel (Mustapha Superieur)
Azazga (Algeria) — Hotel Vayssieres
Hotel Gebhard
Biskra (Algeria) — Hotel de l'Oasis
Bizerte (Tunisia) — Hotel Metropole
Bona (Algeria) — Hotel du Commerce
Bordj-Bouira (Algeria)— Hotel de la Colonie
El Guerrah (Algeria) — Hotel El Guerrah

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
Clifden, Ireland — Lyden's Hotel
Clonbur, Ireland — Mount Gable Hotel
Coniston, England — Sun Hotel
Cork, Ireland — McTernan's Hotel
Windsor Hotel
Royal Victoria Hotel
Creeslough, Ireland — Harkin's Hotel
Ctjshendell (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'Donnell's Hotel
Gougane, Barra, Ireland —
Cronins Hotel
Guernsey, Channel Islands —
Channel Islands Hotel
Imperial Hotel
Gweedore, Ireland — Gweedore Hotel
Harrogate, England — Lancaster Hotel
The Spa Hydro
Hull, England — Percy's York Hotel
London Hotel

396

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Hotels at $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
K^lybegs, 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.
Lotjisburgh, 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
S :>uthport, 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
Ulls water, 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 14 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 Venilam, 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.

AUTOMOBILING IN 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 1' 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. Mercier, 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-
combes. Special agents for Lorraine-
Dietrich cars.
Schrader & Co., 51, Avenue de la
Grande Armee. Special agent for Re
nault cars.
Society des Garages Krieger and
Brasier. 48. Rue la Boetie. Fine tour
ing cars for hire.

All those who are thinking about
taking an automobile trip abroad
should obtain a little 32-page pamphlet
by J. M. Murdock. This pamphlet de
scribes how the writer made arrange
ments for shipping his car. It gives par
ticulars as to 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 weelss or more,
or one involving a tour which does not
start and end at the same point, it
would certainly be better to take your
own car with you. The expense of
hiring a car for our trip would have
been more than double the actual cost of
taking our own car, and, moreover, we
could not have had the opportunity of
hiring anything like my '30.' " He
also states that gasoline in Italy is
known as "benzina," in France "es
sence," in England "petrol," or "spir
its." This the writer found sold every
where in sealed tin cans. In Italy it
is usually sold in cans containing 20
liters ; in France and England in five-
liter cans. In Italy the liquid fuel is
more expensive than elsewhere. In
southern Italy he paid as high as one
lira and ten centesimi per liter, equiva-

397

HIRING AUTOMOBILES BY CONTRACT.
Tourists from America to England and the Continent, or vice versa, can make use of the facilities afforded by Foreign Motor Tours, Ltd.,
Norwich Union Building, St. James's St. cor. Piccadilly, London, W., which organization is allied to the Electric Landaulet Co., Ltd., of
London. The New York address is Electric Landaulet Co., 103 Park Ave, "Foreign Motor Tours Department." Through this organization,
tourists arrange in advance for motor cars to be used for touring in the United States, as well as in Great Britain and the Continent of
Europe. The Company has established connections in Paris, Berlin, Vienna and other European centres. Travelers, by communicating
with the London or New York offices, may make arrangements on short notice, and rely upon every detail of their requirements being
carefully dealt with. The cable and telegraphic addresses are, "Embassies, New York" and "Embassies, London." Following is a list of
typical rates for cars of various powers: GREAT BRITAIN.

II. P. *i Day, 1 to SO miles. *Day, 1 to 100 Miles t Week, 1 to 650 Miles fMonth, 1 to 1100 Miles
18-24 £3 0 0 £5 5 0 £31 10 0 £105 0~~0
38-42 £3 15 0 £5 10 0 £30 17 0 £110 0 0
*Includes all charges.
tThese rates do not cover gasoline, garage, chauffeur, lodging and board. 30/- a day will cover all these charges.
ITALY AND FRANCE.

*i Day, 1 to 80 *Day, 1 to 150 * Week, 1 to 1000 *Month, 1 to 4000 Charge additional
H. P. Kilometers Kilometers Kilometers Kilometers for oil, garage,

gasoline.

10-14 £1 16 4 £3 4 0 £22 0 0 £ 80 0 0 25%
.35-45 £5 0 0 £7 0 0 £47 0 0 £180 0 0 15%
*Includes all charges.
tThese rates do not cover gasoline, garage, chauffeur, lodging, and board. 8/- a day will cover chauffeur's board and lodging.
GERMANY.

*i Day, 1 to 75 Kilometers *Day, 1 to 150 Kilometers fWeek, 1 to 750 Kilometers tMonth. 1 to 3000 Kilometers

£3 15 0 £7 10 0 £37 10 0 £150 0 0
*Includcs all charges.
tThese rates do not cover gasoline, garage, chauffeur, lodging and board. 40 marks a day will cover all these charges.
HOLLAND AND BELGIUM

*i Day. 1 to 65 Kilometers *Day, 1 to 130 Kilometers tWeek, 1 to 650 Kilometers tMonth, 1 to 2600 Kilometers
£2 8 0 £4 16 0 £26 0 0 £104 0 0
*Includes all charges.
tThese rates do not cover gasoline, garage, chauffeur, lodging, and board. 25 francs a day will cover all these charges.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

39!)

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 be 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 or through an
Automobile Club which is affiliated with the
State organization of the American Auto
mobile Association. Every member of the
A. A. A. receives once a month a copy of
the "American Motorist," "which is the official
journal of the National Association, with its
headquarters at 437 Fifth Avenue, New York
City. This Association was organized in
1902, and has a membership of over 35,000
subdivided into 36 State Associations, com
prising over 250 automobile clubs _ and hun
dreds of individual members. Full literature is
sent by the Association on request at the
above address.
For the benefit of A. A. A. members
reciprocal arrangements have been en
tered into with the following European
organizations :
Automobile Association of London
Stenson Cooke, Secretary
Princes Buildings, Coventry Street,
London, W.
Motor Union of Great Britain
Rees Jeffreys, Secretary
1 Albemarle Street, Piccadilly, Lon
don, W.
Touring Club of France
Honorable Secretary
65 Avenue de la Grande Armee,
Paris, France.
European Touring Consul, A. A. A.
M. Victor Breyer
4 bis. Rue Descombes, Paris, France.
Touring Club Italiano
S. J. Johnson, Secretary
Via Monte 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)
Ossterreichische Automobil Club,
(Vienna) Nederlandische Automobiel Club, (The
Hague) Kuncl Automobil Klubben, (Stockholm)
Auckland Automobile Association, (New
Zealand) Automobile Club of Russia, (St. Peters
burg) Automobile Club of Roumania, (Bucha
rest) International Automobile Racing As
sociation of Cuba, (Havana)
Magyar Automobile Club, (Budapest)
Automobile Club of Porto Rico, (San
Juan) Automobile Club of Canada, (Montreal)
Automobile Club of Denmark, (Copen
hagen) Royal Automobile Club of Spain,
(Madrid) and vice versa.
Members ot this club may procure
from the secretary a card, which, on
presentation at the office of the above
named clubs, will give the member per
mission (under certain restrictions) to
use the premises of those clubs.
Continued on -page 400, column 2

400

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Continued from page 399, column 1
Interesting books, beautifully illustra
ted, descriptive of European travel by
motor car, compiled by well-known au
thors, can be secured at the American
Automobile Association in New York at
special prices. Circular announcements
of these publications will be mailed
upon application to the Secretary.
THE AUTOMOBILE ASSOCIATION
OF LONDON.
By special arrangements the members of
the American Automobile Association who
reside permanently out of Great Britain
become members of the Automobile Associa
tion at a subscription of one pound one
shilling per annum. A form of application
for membership is given below. There are
many advantages connected with member
ship in this organization: A. A. cyclists patrol
the roads; A. A. agents repair cars at special
terms; A. A. signs are found all over England,
and are illustrated elsewhere. The A. A.
Tours Department affords unique facilities
for transportation of members' cars into or
through various European countries. There_
are many other advantages. Full particu-
ars and the A. A. Hand Book can be had by
addressing the American Automobile Associa
tion, 437 Fifth Avenue, New York City.
To avoid all possibility of mistake in de
scription, it is suggested that the applicant's
visiting card be attached to this form,
Form of Application for Membership of the
American Automobile Association.
To the
AUTOMOBILE ASSOCIATION
(Affiliated to the Automobile Association,
Limited) ,
Princes' Buildings, Coventry Street,
London, W.
I, the undersigned, being in sympathy with
the object of the Association, hereby request
to be enrolled as an Ordinary Member per
manently resident out of Great Britain, in
accordance with the provisions of Rule 40
and subject to the Rules and Regulations of
the Association.
Please send me the Official Badge of the
Automobile Association, which I undertake
not to lend, sell or sublet to any person, and
to return at any time my membership ceases, for
which I enclose — (Banker's order form below.)
(1) My Subscription for the ensuing Finan
cial year (ending April 30th) .... £1 1 0
(2) Fee for the use during t?rm 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 arc 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 ara 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 G uide  3 . 50
McMurtry's Map of Central Europe. ... 1 .50
Bartholomew's Map of Central Europe 1 . 50
London to the Riviera  0 . 50
ENGLAND
Contour Road Book of England  1 . 90
Montagu's Maps of England (11 sections)
per section  1 . 00
Bacon's Maps of England and Wales
per section  0.60
Bartholomew's Sectional Maps of Eng
land, per section  0 . 85
Bartholomew's Map of the British Isles. . 1 . 75
The Car Road Book and Guide  5 . 00
Motor Trips from London at a Glance ... 0 . 50
Bartholomew's Map of London and En
virons  :  0 . 85
Foreign Handbook of the Motor Union
of England  0 . 75
Legal Handbook of the Motor Union of
England  0 . 45
Set in Silver  l . 20
Motor Mileage Map of England and
Wales  4.00
SCOTLAND
Montagu's Road Maps of Scotland, per
section  1 . 00
Johnstone's Map of Scotland  1 . 75
Contour Road Book of Scotland  0.85
IRELAND
Bartholomew's Map of Ireland  0.85
Bartholomew's Road Maps of Ireland
(7 sections) per section  0.85
Continued on 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)  SO . 85
Mecredy's Maps of Ireland in five sec
tions, per section  0.75
Mecredy's Road Map of Ireland  0 . 50
Mecredy's Road Book of Ireland  0.60
PRANCE
Taride's Maps of France, per section. . . 0 . 85
Taride's Maps of France (on paper)  0 . 50
Taride's Guide to France  1 . 75
De Dion Bouton Maps of France (4 in
set), set  2.50
Annuaire de Route of the Auto. Club of
France  1.00
Sur Route, Atlas Guide de Poche  1.00
Automobilia, Motor Roads in France. . . 5 . 50
Touring Club of France Map of the
Esterel (on paper)  1.0Q
Touring Club of France Annuaire, I
France North  0 . 50
Touring Club of France Annuaire,
France South  0 . 50
Touring Club of France, Foreign Coun- '
tries. Vol. 1  0.60
Touring Club of France, Foreign Coun- \
tries. Vol. II  0.60
Touring Club of France, Excursions and
Voyages  0 . 60
Michelin Guide Book of France  0.75
BELGIUM AND HOLLAND i
Taride's Maps of Belgium, per section ... 0 . 85
Touring Club Map of Belgium (on linen) 0.75
Touring Club of Belgium Map on paper... 0 . 40
Touring Club of Belgium Manual for the
Tourist  0.25
Touring Club of Belgium Annuaire  0.23
Netherlands Map (on linen), of Nether
lands Auto. Club  2.00
GERMANY
Taride's Maps of Germany (3 sections),
per. section  '. . . . 0 . 85
Continental Road Atlas of Germany  2.00
Continental Guide Book of Germany  0.75
Mittelbach's Strip Maps of Germany .... 0.75
SWITZERLAND
Taride's Map of Switzerland  1 . 00
La Suisse Guide de l'Automobiliste (A.
C. of Switzerland)  2 .00
ITALY
Taride's Sectional Maps of Italy, per
section  0.85
Touring Club of Italy maps  0.35
SPAIN
Spanish Auto. Club Official Guide  2 . 25
Taride's Map of Portugal and Spain  1 . 00
AUSTRIA
Touring Club of Austria Map  0 . 85
Austria Auto. Hand Book  1 . 75
Dalmatia Bosnia Map  1-50
Motoring in the Balkans, Along the
' Highways of Dalmatia, Etc  2 . 75
SWEDEN
Swedish Auto. Club's Guide to Sweden . . 2 . 00
ALGIERS AND TUNIS
Map of Algiers (3 to a set) set  7 . 50
Map of Tunis. ...   1-50
INDIA
Motoring in India  2.00

402

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

CARRYING AUTOMOBILES ABROAD

Automobiles are not carried on ex
press steamers, and none of the trans-
Atlantic lines carry them uncrated. Ar
rangements may be made through the
American Express Company, or special
agents of the steamship companies, for
crating cars on the steamship dock. This
saves cartage charges, and possible in
jury by drayage. It also leaves the car
available for use until the day prior to
sailing, as it may be delivered for box
ing in the morning of the day previous to de
parture.

BOXING THE AUTO
The crates are built in such a manner
that they may be taken apart on arri
val abroad, and used again for the re
turn shipment, unless the car is to be
returned from a different port, in which
case it may prove more economical to
build a new crate than to ship the old
box to another port. This information
will be supplied by the shipping agent.
Boxing is unnecessary between ports
in Europe. Insurance.
It is always desirable "to cover" an
automobile with insurance while in
transit. "All risk insurance" covers
against anv damage whatsoever, provi
ded the policy is 825.00 or over, from
the time the car is received until its
delivery to owner. It is also advisable
for owners to protect themselves by in

surance against accidents, injury to
others, and employers' liability in re
spect to chauffeurs.
AMERICAN EXPRESS COMPANY.
Foreign Department.
New York, 65 Broadway.
Chicago, III., 72 Monroe Street.
Boston, Mass., 43 Franklin Street.
(When writing American Express Com
pany for information about your trip
abroad, kindly fill in a similar blank and
enclose with your letter.)
Make of Automobile 
Is it of U. S. or Foreign Make 
Style of Car 
Number of Passengers Carried 
Dimensions of Car :
Length over all 
Greatest height 
Greatest width 
Weight of Car 
Do you want Insurance 
How much $ 
What kind of Insurance — "Ordinary Ma
rine Risk" or "All Risk" 
Where do you want to send car 

When can you give car to us for Ship
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

How to Ship an Automobile Abroad
by the North 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 U. S. Custom
House clearance $ 
Insure automobile against marine risk
for $ 
The make of my car is.
The motor number is.
The chassis number is.
The measurements of my car are,
length ; width ; height.
The weight of my car is lbs.
(If a foreign car, please fill in the
following, too) :
The car was imported on S. S.
Custom House entry was effected by
Entry No.
All charges are to be paid at.
Please state if car is to be returned
to the United States.
In shipping automobiles that 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
trouble either of finding a guarantor or
of paying a deposit at the Custom
House, and does away with the long
and tedious Customs formalities, es
pecially when leaving a country and re
quiring -refund of duty deposited. Cus
toms Houses at small frontier points are
frequently unable to reimburse the auto-
mobilist at time he leaves the country,
and he is also liable to detention at
night and on Sundays and holidays,
when officials prepared to receive or pay
cash are not on duty. With a triptique,
however, he can pass readily on
any day and at any hour by simply hav
ing his papers promptly viseed or en
dorsed. It also avoids the necessity of
carrying large sums of money and loss
on exchange. A triptique consists of
three sheets : a Counterfoil, an Entry
Permit, and a Departure Permit.
(a) Counterfoil. — This contains vari
ous particulars by means of which the
car may be identified, and it should
therefore be retained by the owner. It
must be endorsed by the Customs, both
when entering and when leaving the
country, and should finally be presented
to the club which issued the triptique,

where the amount deposited will be re
funded. (6) 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 :

404

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

(a) Kind of car (whether racing or
otherwise), manufacturer's number and
trade mark.
(6) Make and number of engine.
(c) Style of body, seating accommoda
tion, description of Interior fittings, up
holstery, etc.
(d) Color of car and any special feat
ures. (e) Weight and value of the car. A
photograph of the car must be attached
to the triptique.
(f) Five unmounted photos of chauf
feur, 1% in. by % in.
Triptiques are valid in France, Ger
many, Austria, Belgium, Holland, Swit
zerland, Italy, Spain and Luxemburg.
The approximate amount of deposit
required on a 4 to 7 passenger car in
different countries is as follows :
France, $6.50 per 100 lbs., available
for one year ; Germany and Luxemburg,
$2.45 per 100 lbs., available for one
year ; Holland, 5 per cent of declared
value, available for one year ; Belgium,
12 per cent of declared value, available
to 31st of December of year of issue ;
Italy, in full $120, available for three
months from date of importation ; Swit
zerland, $4.50 per 100 lbs., available for
six months from date of entry.
TRANSPORT OF MOTOR-CARS BY
SEA AND RAIL
Boulogne-Folkestone Route
Folkestone-Boulogne being the favorite
route for motorists coming from England, it
is placed first.
Cars are conveyed by the South Eastern
and Chatham Railway Company's passenger
steamers daily (Sundays included). The
departures are as follows:
Folkestone (dep.)  11.55 a.m. 4.10 p.m.
Boulogne (arr.).... 1.45 p.m. 5.45 p.m.
Boulogne (dep.)  12 (noon) 7.10 p.m.
Folkestone (arr.) ... . 1.35 p.m. 8.40 p.m.

Rates for Motor-Cars £ s. d.
For cars of normal size at Owner's
risk  400
For cars of normal size at Company's
risk  550
Cars for shipment by the 11.55 a.m. boat
from Folkestone must be on the quay at 10 . 30
a.m. .Cars for shipment by the 4.10 p.m. boat
from Folkestone must be on the quay at
2 P.M. Cars for shipment by the noon boat from
Boulogne must be at the South Eastern and
Chatham Railway Company's office (Gare
Maritime) not later than 10.30 a.m.; and .by
5 p.m. for shipment by the 7.10 p.m. boat.
In all cases it is advisable to write as long
beforehand as possible giving notice of inten
tion to ship.
Cars landed at Boulogne from Folkestone
are cleared through Customs at once, week
days and Sundays alike.
Both at Folkestone and at Boulogne cars
are run on to special stages and lowered on to
the boats by cranes.
Heavy luggage must be removed from the
cars to be registered, but hand-bags and light
articles may be left in the car.

SOUTHAMPTON TO HAVRE
SOUTHAMPTON TO CHERBOURG
SOUTHAMPTON TO ST. MALO
By the London and South Western Rail
way Company's steamers: £ e. d.
For cars not exceeding 1 ton  2 7 6
For cars not exceeding 25 cwt  3 0 0
For cars not exceeding 30 cwt  3 10 0
For cars not exceeding 2 tons  4 0 0
Cars for shipment to Havre or Cherbourg
must be alongside the boat (which sails at
midnight) not later than 10 p.m., and those
for St. Malo (a tidal service) one hour before
advertised sailing. _ At least twelve hours'
notice should be given of intention to ship,

MILEAGE TABLES.

The following table of kilometers and miles will be found of some service while traveling
abroad.

Km.

Miles

Km.

Miles

Miles

Km.

Miles

Km.

1

0.621

17

10 . 558

1

1.609

; 17

27.37

2

1.242

18

11.179

2

3.219

18

28.08

3

1.863

19

11.800

3

4.828

19

30.59

4

2.484

20

12.421

4

6.437

20

32.20

5

3.105

30

18.63

5

8.047

30

48.28

6

3.726

40

24.84

6

9.660

40

64.37

7

4.347

50

31.05

7

11.27

50

80.47

8

4.968

60

37 . 26

8

12.87

60

96.56

9

5.89

70

43.47

9

14.48

70

112.65

10

6.21

80

49.68

10

16.09

80

128.75

11

6.831

90

55.89

11

17.70

90

144 . 84

12

7.453

100

62.06

12

19.31

100

169.93

13

8.074

200

124.2

13

20.02

200

321.86

14

8.695

300

186.3

14

22.53

300

482.79

15

9.316

400

248.4

15

24.15

i 400

643.72

16

9.937

500

310.5

16

25.76

500

804.66

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

405

together with the following particulars:
(1) weight of car; (2) measurement; (3)
whether or not the car is fitted with a fixed
canopy or cab attachment.
The landing and shipping at Havre and
Cherbourg depend upon the state of the tide.
Driving licenses for France can be obtained
at either of the three ports.
Motorists returning from France are ad
vised to communicate with the London and
South Western Railway Company's Agent
at the port at which they will embark.
NEWHAVEN— DIEPPE ROUTE
Motor-cars, when accompanied by the
owners or their representatives, can be
shipped, weather and other circumstances
permitting, on the passenger boats sailing
between Newhaven and Dieppe. For further
particulars write or telephone (Westminster
874) to the Continental Manager, London
Brighton and South Coast Railway, Victoria
Station, S.W., stating date of proposed
journey, weight of car, and whether it is
desired to cross by the day or night passen
ger boat.
Rates. — The rates for the conveyance of
accompanied motor-cars from Newhaven to
Dieppe and vice versa are as follows: Per Car.
£ s.d.
(1) Motor-cars with wheel-base / 3 10 0
less than 6 ft. 4 in  1 2 10 0*
(2) Motor-cars with wheel-base 6/4 50
ft. 4 in. to 8 ft. 4 in  13 0 0*
(3) Motor-cars with wheel-base 8/5 00
ft. 4 in. to 10'ft. 4 in  1 3 10 0*
(4) Motor-cars with wheel-base / 5 16 0
exceeding 10 ft. 4 in  1 4 0 0*
*At Owner's risk.
The only additional charges are for French
Government Stamp, &c, as follows: New
haven to Dieppe, Is.; Dieppe to Newhaven,
Is. lid.
Cars for shipment at Newhaven by the
passenger boats should reach the port at
least one and a half hours before the time
fixed for the departure of the boats. At
Dieppe, cars for shipment by the day passen
ger boats should also reach the port at least
one and a half hours prior to the hour of
sailing; if for shipment by the night passen
ger boats, cars can be accepted up to midnight
tf accompanied by a triptique or deposit
voucher, but failing the possession of either
of these documents, they should reach Dieppe
by 5.0 p.m. Day Night
Passenger Passenger
Newhaven Harbor Boat Boat
dep  11.30 a.m. 10.25 p.m.
Dieppe-Maritime (about) arr  3. 0 p.m. 2.30 a.m.
Dieppe-Maritime dep. 1.34 p.m. 1.25 a.m.
Newhaven Harbor '
(about) arr  5. 0 p.m. 5. 0 a.m.
Per Cargo Steamer
Motor-cars are also shipped by cargo boats
. which sail as under:
1 Newhaven to Dieppe every week night.
There is no cargo boat on Sunday nights.
Dieppe to Newhaven on the nights of Mon
day, Tuesday, Wednesday, Thursday and

Friday, and on the afternoon of Sunday.
There are no cargo boats from Dieppe on
Saturday or Sunday nights.
Rates. — The rates for the conveyance of
motor-cars when not accompanied from New
haven to Dieppe and vice versa, per cargo
boat, are as follows :
Company's Risk
„ £ s.d.
Cars weighing up to 2050 kilos.
or 40 cwt  5 0 0 per car.
Cars weighing above 2050 kilos.
or 40 cwt  2 8 2 " ton.
Owner's Risk
Cars weighing up to 1450
kilos, or 28i cwt  3 10 0 per car.
Cars weighing above 1450
kilos, or 28i cwt  2 8 2 " ton.
Additional charges for French Government
Stamp, &c: New haven to Dieppe, 3s. 5d. ;
Dieppe to Newhaven, 4s. 5d.
Cars can be accepted at Newhaven for
conveyance by cargo boat up to 7.0 p.m., and
at Dieppe up to 5.0 p.m., or up to 10.0 p.m.
if accompanied by a triptique, or deposit
voucher.

A Noonday Meal in Brittany
DOVER— CALAIS ROUTE
By the South Eastern and Chatham Rail
way Company's night cargo boats, any night,
Sundays excepted. £ s.d.
For cars of normal size at Owner's risk. 4 0 0
For cars of normal size at Company's
risk  550
The boats leave according to tide, and cars
must be embarked before dusk.
All communications should be addressed
to the Marine Superintendent, South Eastern
and Chatham Railway, Dover, or at Calais
to Captain E. H. Blomefield, Gare Maritime.
Telegrams: Dixon, Dover; and Blomefield,
Calais. Detailed Information Concerning
Automobiles Abroad
Algeria and Tunisia. — These countries
are under French control, and French
Customs laws and road regulations pre
vail. Roads — Algeria. — Roads are good, but
some points of interest on the Algerian
desert can only be visited after the

406

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

middle of March, owing to snow on the
mountain passes. The roads are splen
did after April 1st.
Roads — Tunisia. — Good roads are few,
but the country is attractive and offers
many places of interest to tourists.
Supplies. — Gasoline and supplies of
all kinds are obtainable at larger cities
only. For long trips between distant
points extra supplies must be carried
with you or shipped ahead.
AUSTRIA-HUNGARY.
Austria-Hungary Customs. — The duty,
usually exacted in Austrian Gold Coin,
must be deposited at the Frontier and
is returnable when the car leaves the
country, provided the stay does not ex
ceed three months.

return of the duty deposited upon en
tering (state amount) will be required.
This will give the officials time to ob
tain the money. If, however, they are
not in possession of the amount they
should be requested to furnish a written
statement certifying that the car left on
a certain date, and that the Customs
duty will be forwarded to a given ad
dress later.
The above remarks do not apply to
holders of triptique .
Circulation Permits, Driving Licen
ses, Rules of the Road.
Credentials. — Customs Officials issue
special permits and supply number
plates to tourists who produce licenses

THE AUTOMOBILE READY FOR THE HOLD

The Customs deposit amounts to be
tween $250 and $350 on ordinary tour
ing cars. The exact scale is as follows :
Up to 4 quintal (880 lbs.) 150 Kron
en — say .$30 per 100 kgs. (220 lbs.).
Over 4 quintal but not exceeding 18
qu. — about 4000 lbs. ; 120 Kronen per
100 kgs.— say $24.50 per 220 lbs.
Over 18 quintal but not exceeding 32
qu. — about 7168 lbs. : 100 Kronen per
100 kgs.— say $20.50 per 220 lbs.
When practicable, it is advisable to
write in advance to the Chief of the
Customs at the point of departure stat
ing that the car will be taken out of
the country on a certain date, and a

issued in their own countries. These
permits are valid for three months. If
this period is exceeded the car and the
driver must be examined by government
officials. If you have no certificate of capacity,
lose no time in asking for an examination
and a certificate as to your competence.
If this is not done within a fortnight
after your arrival, complications may
be expected.
On crossing the frontier, and satisfy
ing the authorities of your automobiling
capabilities, you will receive a letter
"Z" in red color, which will have to be
carried conspicuously on the machine.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

407

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Departing Coupon
GERMAN TRIPTIQUE
Entering Coupon
Stub
Departing Coupon
SWISS TRIPTIQUE
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 necessary,
stop. Roads. — The roads, with the excep
tion of some of the main routes, are
poor and the existence of open gutters
across the roads presents special dan
ger to motorists. These gutters are
more numerous in the mountain dis
tricts, and they are sometimes 18 inches
to 2 feet deep.
In Vienna, automobiles are not al
lowed at any time near the Imperial pal-

BELGIUM. Customs.
Duty is 12 per cent ad valorem, re
funded in full, within six months, at
whatever Customs frontier or port the
car leaves the country.
Motorists are advised to give a true
description of their car, as the Belgium
Customs have the right to purchase the
vehicle at its, declared value.
Taxes on automobiles vary according
to the provinae as follows :
Brabant. — 20 francs" per annum for
400 kilos and under, 50 francs over that
weight. Flandre Orientate. — 15 francs per an
num and per wheel, reduced one-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 four seats and over, and 60 francs
for less. After the flrst 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
s'6 flle- „ ., •
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 ears 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 IvULES 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-cars 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 Fast 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

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

125

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
who can render valuable assistance to
members.

m. 5.9.4.7,4.
CQUHTY OP LONDON.

icence to drive & MOTOR
CMtjr MOTOR CYCLE.

¦SsCcs&e^r.

^fe^Zi^e^ffaixc? ^z-jfatB-^*

is hereby licensed to-drive a Motor Cae
or Motor Cycle for a period aKwelve
months from the  &~*fc.  day of,
 May  190.9., until the

43*

May

laayof  '".*  191-0,
inclusive. ~£ y ^||
4my Authorised Pfficef.

Count./ Halt,
Uprintt Gardens. S.W.
BIO. 61-10,000 28.4.05.

Motoe Car Sign Posts.
Under Section 10 of the Motor Car
Act, 1903, County and Borough Coun
cils are authorized to erect and main
tain the following sign posts denoting
special speed limits, dangerous corners,
cross roads, and precipitous places :
I. — For 10 miles or lower limit of
speed, a white ring, 18 inches in dia
meter, with plate below, giving the limit
in figures.
II. — For prohibition, a solid red disc,
18 inches in diameter.
III. — For caution (dangerous corners,
cross roads, or precipitous places), a

Eflts ILi'ceiue fa jjtu&g renifart so as
to be in force for a period of twelve
months from the  day. of
 -  _  191  , until the

.....day of r.

.191-

inclusive.

Duly Authorised Officer.

2£fjis £i«nce ts jjeveun nnefoeu so>aa
to be in. force for a period of twelvie
months from the:  day of
 :. 191....... "until the

inclusive.

..day of..

.191-

Dyty Authorised Officer.

MOTOR LICENSE FOR GREAT BRITAIN

• Motor Union. — 1 Albemarle Street,
London, Rees Jeffreys, Secretary.
Membership in either of the before-
mentioned organizations, at one-half the
regular subscription, can be arranged
through the American Automobile As
sociation, New York or American Ex
press Company, London.
Side Trips. — Connection with Ireland
can be made by steamer from Holy
head and Liverpool to Dublin ; to the
Isle of Man from Liverpool ; to France
via Dover-Calais, Folkestone-Boulogne,
- Newhaven-Dieppe or Southampton-Ha
vre. There are also regular steamers to
Holland, Belgium, Denmark, Germany
and Norway.

hollow red equilateral triangle, with
18-inch sides.
IV. — All other notices under the act
to be on diamond-shaped boards.
All such notices should be placed on
the near side of the road facing the ap
proaching driver. See cuts page 414.

Roads.
The roads in Northern and Central
Europe are kept in splendid repair by a
large force of caretakers. The Touring
Club of France has a fund for the bene
fit of disabled road makers, and it is a
graceful act to make a contribution to
this fund.

412

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

ROYAL AUTOMOBILE CLUB.
TOURING DEPARTMENT.

Care ehould be taken to supply full and accurate information in every particular, otherwise delay ,
will be caused for which the Council will not be responsible. The footnotes should be studied'
before filling; up the form.
Form 1«
TThis form when filled up should be addressed to " T/n Clerk of the London County Council, County Sail,
Spring Garden,, $.W.»] Registered No,
Contron Counts Council.

MOTOR CAB ACTS.

Particulars to be given by Applicant for
REGISTRATION OF A MOTOR, OAR
(Not being a Motor Cycle).
The statutory fee of 20b. must he forwarded with the application. The fee should he paid by means of
cheque or postal order, made payable to the London County Cooncil, and crossed — " London and Westminster
Bank to account of London County Council."

1. Full name of owner 

2, Postal address of usual residence of
owner*

3. Description or type of cart 

4. Type and colour of body of car?

s Weight unladen§
Todb.
qrs.
lbs.
6. Whether intended for—
(a) Private use, or
(b) Use for trade purposes, or
<_c) Use as a -public conveyance
7. particulars as to the positions on the
back and on the front of the car in
which it is proposed to place the
places forming the identification
mark[[ 
Signature of Owner or person ) _
applying on his behalf )
Address-
Date of Application—
• II the car is not intended to be kept at this address, please state also, if possible, when the car is proposed to be kept
| t.g., a 12-h.p. cor, or a steam lorry, or electric brougham, with the addition, in each case, of the name of the maker, or
name by which the type is ordinarily known.
i *.y., Tonneoubody painted yellow, or dog cart body painted black, picked out with red, or van body painted blue with the
name of the firm upon it.
J Care ehould bo token to give the exict weight, and in calculating this the weight of any water, fuel, or accumulators used
(or the purpose of propulsion shall not be included.
g Instead of plates, designs, painted or otherwise, shown upon the motor oar may be used if eo desired.
20038— 10000— 23.4,08] [S.3./BB6D
SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

413

ROYAL AUTOMOBILE CLUB."
TOURIMG DEPARTMENT.
NOTE.— This form must only be used by persons who reside in the County of
London or have no residence in the United Kingdom.
Care ehould bo taken to supply full and accurate Information In every particular, otherwise
delay will be caused fop which the Council will not be responsible. °,""^wl•"
Form 8d.
Licence No.
£,0110011 Counts Council.

MOTOR CAR ACTS.
APPLICATION FOR A LICENCE TO DRIVE.

The statutory fee of 5s. must be paid by the applicant and this form must be
signed by him. The fee can be paid by means of cheque or postal order, made payable to the London
County CouncU, and crossed— London andr Westminster Bank to account of London County Council "

1. Full names of applicant ...

2. Postal address of residence of appli
cant!.  -. 

3, Is the application
(a) for a licence to drive motor cars
aad motor cycles, or

(6) for a licence limited to driving
motor cycles 7

4. Is the applicant
(a) less than seventeen years of age,
{b) in the case of an application
limited to driving motor cycles,
less than fourteen years of age P
£. Istheapplioantthe-holderof a licence,
or has be at any time previously
been the holder of a licence?
6. Particulars of any licence which the
applicant holds, or which he has
previously held 
County or County Borough 
Number of Licence ...
Date of Expiry
7. Particulars of any endorsement on
any licence which the applicant
holds, or which he has previously
held. {See Sec. 5 on back hereof.)
8. Has the applicant at any time
been disqualified for obtaining a
licence ? If so, particulars as to the
Court by whom, the date on which,
and the period f or which tbediaquali-
fication was imposed. (See over.)
I declare that the above particulars are tme in every respect, and I apply for a licence to be granted to r
Signature of' Applicant  , 
Date of Application 
NOTE- —An application for the grant or renewal of a licence may be received and dealt with at any time
within one month before the date on which the grant or renewal of the licence is to take effect.
13«5-10000— 22.2.09 S.S./7818 P.T.O.
414

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

A. A. Village Signs.
The Automobile Association is plac
ing signs on all the most frequented
routes, giving names of villages, etc.,
and the distances to the nearest hamlets
in both directions. Lamps are also be
ing erected, which are illuminated at
night and give similar information to
motorists.

THATFIEUT
HITCH IN 14 »
«6 ST ALBANS /
LONDON 23

Sign Posta

1\toHA3TING5»»/j 27 MILES
iUto LONDON ,
\\35 MILES
Village Signs

DENMARK.
Tourists' cars admitted free on decla
ration of visit being temporary. The
authorities demand engine number,
horsepower and weight of car, and num
ber of British driving license. British
licenses must be produced for stamping.
Speed limit : 15 kilometers in towns,
and 30 kilometers in the country. Eoads
good, but upon many of the minor roads
motoring is not allowed ; supplies plen
tiful. Motoring not allowed before sun
rise or after sunset. EGYPT.
Circulating Permits, Drivers' Licen
ses and Rules of the Road.
Credentials. — Automobiles must be
registered at the office of the governor
or at the Moudirlch, before being driven
in the streets. The license once acquired
is valid for the whole of Egypt.
Hired machines are not exempt from
severe restrictions as to license to drive.
Application must be made to the gover
nor or to the Moudir, who will deliver

the certificate, provided the applicant
can prove, in a practical and technical
manner, his ability to drive an automo
bile. Lights. — One in front, and one in the
rear to show number at night.
Horn. — Required.
Plates. — A number is given to each
holder of a license, and this is indica
ted on a plaque in front of the auto
mobile and one in the rear.
Rules of the Road. — Keep to the
right. Drive with great care. In crowds
or narrow thoroughfares, not greater
than that of a man walking. In towns
a maximum speed of 15 kilometers an
bour is prescribed. FRANCE. Customs.
On landing at a French port, apply at
once for one of the authorized agents
to fulfil the necessary Customs formali
ties. Motorists are warned against touts
who are to be found at all the ports.

An Auto Dejeuner
Motor-cars entering France are sub
ject to the following duty : any car of
European origin : 50 francs per 100
kilos. America not coming under the
"most favored nations" clause, Ameri
can cars pay a slightly higher rate, as
follows: 63 frs. 60 per 100 kilos. This
duty is refunded in full upon surrender
of the certificate of deposit, at what
ever port or frontier Customs the car
leaves the country, but it must be with
in a year from date of entry.
Motor-cars of French manufacture
pay no duty on entering France provi
ded a passavant is produced. This doc
ument is obtainable from the Customs
officials at the place at which the car
is first taken out of France, and is valid
for one year. It cannot be obtained af
ter the car has once left the country.
A passavant can be renewed provided an
application is made before the date of
expiry, but only at the frontier Customs
at which it was originally issued.
As regards cars of foreign make, a
passavant can also be obtained provided
the owner of the car is able to prove
that he has a private residence in
France. Tourists bringing cars into France
are only allowed to carry two spare
tires (with inner tubes), or two com-

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

415

plete-tired wheels, free of duty. On all
tires or wheels in excess of this num
ber the full duty is chargeable, viz., 70
francs per 100 kilogrammes, equivalent
to 3 pence per lb., and will not be re
funded. The number of spare tires and
wheels should be specified on all Cus
toms triptychs.
Circulation Permits and Driving Li
censes in France.
Motorists intending to tour in France
should provide themselves with (1) a
circulation permit for their car and (2)
a driving license both for themselves (if
they intend driving personally) and for
their chauffeur. These documents are
obtainable at any Prefecture.
Applicants for driving licenses will be
required to furnish the following partic
ulars :
(1) Name (Surname and Christian
name).
(2) Place of birth.
(3) Date of birth.
(4) Tresent address.
(5) Unmounted photograph (size
about 1% by 2 inches) taken
full-face, which will be
gummed on license when is
sued. USEFUL TIPS
(1) To avoid heavy octroi duties, do not
take more petrol into Paris than is necessary.
Refill outside the barriers. Octroi duties on
petrol are rarely levied in other towns.
(2) When entering France it is always
advisable to declare any dutiable goods. _ As
a rule, a broken box of 50 cigars or 100 cigar
ettes is admitted free. Matches are strictly
prohibited. (3) When in difficulties in a village through
a breakdown or other cause, ask to be taken
to Monsieur le Maire or Monsieur le Cur-1;
the latter will generally be found the more
intelligent. (4) When on the road, always keep a sharp
lookout for canivaux, or open gutters. On the
main roads they are very clearly indicated
by warning posts as follows. |  1
(5) Do not time yourself to arrive at a
frontier Customs station, or at any other
place where you have official business to
transact, between noon and 2 p.m. These
being the generally recognized official dinner
hours, you will rarely find any one to attend
to you.
Sirens illeqal in France. — Article 15 of the
law of March 10, 1899, regulating the circu^
lation of motor-cars, lays it down that the
approach of a motor-car must be signalled,
in case of need, by means of a horn. This law
is rigorously enforced in Paris and some of
the environs, but sirens are tolerated in most
of the other parts of France.
Crossing the Frontier. — A motorist must
have his papers stamped on leaving a country,
and he must obtain the papers of the new
country which he enters. Should he fail to
do this, the motorist in the first place forfeits
the refund of his deposit, and secondly, risks
penalities by contravening the law.
Running past a Customs House. — On the
main thoroughfares the Customs Houses are

generally easily found, but on less-frequented
roads it is_ equally easy to unwittingly run
past the inconspicuous building. For the
reasons stated in the preceding paragraph,
motorists are therefore warned, when ap
proaching a frontier, to ascertain the nearest
Customs House.
New Proposal. — M Chastene has induced
the French Chamber of Deputies to pass a
law to punish the offence of flight on the part
of the driver of a motor-car or other vehicle
that has caused an accident. It runs: "The
driver of any vehicle, who, knowing that it
has just caused or occasioned an accident,
has not stopped or has attempted to escape
from the responsibilities, penal or civil, which
he may have incurred, shall be punished with
six days to two months' imprisonment and a
fine of 16f. to 200f., and this without preju
dice to any other penalties that he may have
incurred through the accident. In the case
of Articles 319 and 320 of the Penal Code
having been infringed, the penalties that may
be inflicted under these articles shall be
doubled." Before a circulation permit for the
car can be obtained the latter must be
examined by a government official from
the Bureau des Mines, and an appoint
ment fixing the date and hour at which
the examination is to take place should
be made several days before arriving in
France. The letter making the appoint
ment must be written in French on of
ficial stamped paper, papier timbre" (60
centimes) and addressed to the Prefect
at the nearest Prefecture to the port
of entry.

Landing Place.
Boulogne) Calais f
Dieppe \
Havre /
Cherbourg Bordeaux

-Nearest Prefecture.
¦ Arras
RouenSt. Lo
Bordeaux

Upon arrival of the car, and after
completion of the usual Customs formal
ities, it can be driven direct to the
Prefecture at which the appointment is
made, when the examination of the car
will at once take place and the circula
tion permit be issued. The French reg
istered number which the car will then
have to carry will be found in the bot
tom left-hand corner of the certificate.
The ordinary oblong plate carried by
British cars may be reversed and the
new French numbers painted on the
blank side.
Address Plate. — A plate bearing the
name and address of the owner must
be fixed in a conspicuous position in the
front part of the car. fin the absence
of such a plate the owner will be liable
to a fine.
Number Plates. — An Important Order
of the Minister of Public Works came
into force in France on January 1,
1910. The first article adds the follow
ing paragraph to the order dated Sep
tember 11, 1901 : "Each number-plate
must consist of a flat surface forming
an integral part of the chassis or body,
and on this surface the number must

416

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

be painted. Alternatively, the number
may be painted on a rigid metal plate.
invariably riveted either to the chassis
or the body." The numbers must be
not less than 8 centimeters (3.937 in
ches) high. Another article of the same
order is modified as follows : "After
nightfall, and during the night, the car
must carry at the back, in the position
laid down in Article 3, a reflecting
lamp, in perfect working order, light
ing, as a transparency, an opaque glass,
covered with a plate in which the num
bers have been cut out, in such a man
ner that the numbers shall show in lum
inous characters on a dark back-
TOURING-CLUB DE FRANCE *
*j Sihgb social : 65, AvenuB do la Crandc-Annte, PARIS 07

*- Je Fernando mon admission an TOURINOCLUB DE ,
.g FRANCE. !
£ Ci-joint : B franca, montunt do la eotiaation do Vannee 2
¦c eourante, plus 2 fr. pour recevoir 1' ANNUAIRE traneo. -
_S {Le raohai do la eotisation est adnria moyonnanl le ver- £
la soment dfune sommo de Cent franca; il oonfiro la qua- ,
„.- lite de Membra a vib.) (•)
k La eotisation des e&ndidata habitant los Colonies 01 <
3 VEttanger est Brio a six tranca. (Voir : Stituta, art. J.) "j
SiaNATURvB : ,j
C ,A 1
Ex i

g E Pom .  .„  
* i Prenoms _ _    , 
1 2 Profession     „_.„
« " (Soit 1'actuelle, soil 1'ancienne.)
¦> -g Nationality ... , .   _
B § Decorations et distinctions honoriBquea ..

£ "^ \ Dopartemont (
° flams et Adroases( .
g des Parrains on I
*a Rdtoeeaoos ( .

gf {•) VAnnuatre pour 1'Etrangtr, en deux volumes, prix : P J
g 3 fi. (cbique .volume separcment : I fr. 50. — Le volume ^.-±
a Excursions et Voyages, prix : I fr. 50. — Porte-carte
d'identitemMque&u monogram me du Toui.ng-Chib. t fr. so t.
(franco : 3 fr. 75).
APPLICATION BLANK
ground ; the numbers being of the size,
etc., laid down in Article 2. Alterna
tively, the plate, as laid down in Ar
ticle 2, may be illuminated by a reflect
ing lamp, in perfect working order, if it
satisfies the following conditions: (1)
The light center to be at the same
height as the plate, and at the intersec
tion of two vertical planes, one parallel
to the axis of the vehicle and situated
15 centimeters to the left of the left end
of the numbers, the other perpendicular
and at least 15 centimeters distant from
the face of the numbers. (2) The posi
tion of the reflector, and the direction
of the rays of light, must be such that
the lighting of the whole number-plate
shall be practically the same, the outer
numbers being as well lighted as the
others. Whichever of these two meth
ods of lighting be employed, the lighting

of the letters and numbers must be such
that the rear number can be read dur
ing the night at the same distance as
in broad daylight. The above arrange
ments must not hinder in any way the
visibility during the day of the rear
plate prescribed in Article 2, this plate
remaining distinct from the transparent
lantern number referred to in the first
part of this article. The preceding ar
rangements will be obligatory from Jan
uary 1, 1909."
For the convenience of motorists land
ing at Boulogne special arrangements
have been made whereby Circulation
Permit and driving licenses may be ob
tained there on certain days without the
necessity of going to the Prefecture at
Arras. These days are :
In Winter : Mondays.
In Summer : Mondays and Fridays.
Motorists wishing to avail themselves
of this advantage should write direct,
several days in advance, to the South
Eastern and Chatham Railway's repre
sentative, Boulogne-sur-Mer. As the ex
amining official does not arrive at Bou
logne until 3 p. m., those motorists
wishing to obtain their Circulation Per
mit and Driving License, and to leave
the same day, must arrive by the 11.55
a. m. boat from Folkestone.
The French driving license is for life,
not for a year only as in the case of the
English one. The fee for a French li
cense is £1.
At Havre provisional licenses can be
obtained. These must, of course, be re
placed later by the ordinary permanent
document. Representatives of the ex
press company undertake all arrange
ments for motorists landing at the lat
ter port.
Brakes. — Two independent brakes
must be provided, and each must act
automatically. One system, at least,
must act directly on the wheels.
Horns. — One required. The use of
sirens is prohibited in large cities.
Lights. — Lighted acetylene lamps are
forbidden in cities and towns. Two
front lamps are required, green on the
left, white on the right.
Leaving France Temporarily. — Tour
ists who desire to leave France tempo
rarily may secure a passavant, which
will allow them to re-enter without pay
ment of duties.
If the machine be of French manu
facture, the securing of the passavant
is easy of accomplishment. If it is of
foreign manufacture, the receipt should
be shown proving that the Customs du
ties were paid at the time of importa
tion into France. Sometimes, where the
duty has not been paid, the owner of
the machine may have secured a bond
called acquit-d-caution, which the Cus
toms officials at the frontier will re
spect. Acquit-d-caiitions may be obtained at
any of the railway stations, at any of
the Customs bureaus, and particularly
at the frontier Customs stations. The

SUlUJJNTli'lu AMhiKlUAN HANDBOOK OF TRAVEL

417

passarant is sometimes called a passa
vant descriptif, because it must con
tain a full description of the machine —
name of maker, horsepower, number of
motor, style, painting, and so on. The
passavant is good for one year; can be
used several times during this period,
but must be visaed each time you pass
THE FRONTIER. COMING AND GOING, by
the officials. (See "Forms. ")
Rules of the Road.
In France the rule of the road is that
traffic shall keep to the right and pass
other vehicles on the left. It may here
be mentioned that the same rule is in
force in all the other European coun
tries except Bohemia, where they keep
to the left and pass to the right, as in
England. Speed Limits.
In the open country : 30 kilometers
(18% miles) an hour.
In populated places : 20 kilometers
(12% miles) an hour.
In narrow and crowded places; 6 kil
ometers (4 miles) an hour.
In built-up sections, 12 kilometers (8
miles), unless otherwise indicated by
signs. In Paris, 10 miles.
There are exceptions to the above
rules in certain districts.
The following is a translation of a
paper by Mr. J. Perrigot, Chairman of
the Vosges Automobile Club, which has
been adopted by all the princinal motor
clubs and associations in France :
1. On a clear road the middle may be
occupied on condition of leaving suffi
cient space on the left to allow of the
passing of a faster car traveling in the
same direction.
2. Meeting of two cars. — (a) Two
cars coming in opposite directions pass
one another each keeping to its right.
They must slow down when the road is
obviously too narrow for them to pass
one another easily, either because the
road is in itself narrow or made narrow
by tramways, partly obstructed by road
or other materials. If very narrow or
difficult the speed should even be re
duced to walking pace, (o) Two cars
traveling at different speeds in the same
direction : the car that is being over
taken must simply be kept to its right.
The driver of the car that wishes to
pass should notify its presence by sound
ing, the horn, and not attempt to pass
until clear space is given for him to
do so. (c) A car should never be passed
at a turning nor at a high speed when
passing through a village.
3. Turnings. — (a) Where the whole of
the turning is visible there is no neces
sity to slow down. (6) When a part of
the turning is hidden speed must be re
duced sufficiently to enable the car to be
stopped within 12 yards. This especial
ly applies to hilly countries, (c) The
car must on no account leave the right
s!de of the road and the horn must be
sounded, (d) In the ease of there being

an obstacle on the right side of the
road, thus obliging the car to go to the
left, the driver should proceed so slowly
that he can, If necessary, stop within 4
yards, and sound his horn continuously.
4. Cross-Roads. — (a) Speed need not
be slackened when the view is not hid
den in any way and the road is clear.
If two cars are converging towards open
cross-roads, the driver who sees a car
coming from his right must give way
no matter what the relative widths of
the roads may be. He must therefore
slow down and, if necessary, stop. (6)
If the cross-road cannot be seen, or even
if the view is merely hidden, the driver
of a car approaching a cross-road must
reduce to not more than 2 miles an
hour. If on arriving thus at the slack
ened speed at the cross-road the drivers
of two cars find themselves meeting and
in danger of collision, each should
swerve to the right, even though this
should make him momentarily leave his
own road.
5. Passing Through Cvoicded Places.
— (a) In passing through towns the
special regulations locally in force must
be respected, (b) In passing through vil
lages speed should be so reduced that
the car can be stopped in 12 yards if
the road be broad or in 4 yards if it
is narrow. The horn must be sounded
when nearing isolated houses.
6. Meetings. — When approaching men
or animals they should be warned by
continuously sounding the horn until it
is evident that notice has been taken,
and considerably slacken speed if the
road is narrow. If animals show sign
of fear, the driver of a car must relax
speed, and, if necessary, stop the car
and even the motor.
7. Accidents to Persons. — In the event
of an accident, one must stop and ren
der all possible aid to the victims of
the accident. After seeing that the in
jured are safe and receiving medical aid,
every effort should be made to gather
all the evidence bearing on the circum
stances of the accident.
8. If another car pass at the time
of the accident, it should stop and offer
every assistance, first to the injured and
afterwards to the authors of the acci
dent, it being always taken for granted
that the accident was unavoidable.
9. Mishaps, Breakdowns, Accidents to
a Car. — (a) Every motorist must be
ready to render assistance to a fellow
motorist when asked. (6) In the case
of a breakdown help is asked as follows :
(i) In the daytime by facing the car
which it is desired to stop and raising
and lowering one's arm perpendicularly
to the road, or by placing a white flag
(a handkerchief will do) in a conspicu
ous position on the car; (ii) At night
by waving one of the lamps across the
road. 10. In the case of breakdown through
want of petrol the driver from whom it
is asked should let his fellow driver
have whatever quantity he can spare.
This petrol must be paid for in ready
money.

418 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

& ¦  .£.
Numero dtt eartifieat { IJ ¦' tiCsVf J% fl t
)D& PfeTet'du departement d
Yu lo de'cret da 10 mars 1899 portant reglement relatii a
ta circulation des automobiles, et speciaiement son article 1 1 ;
Vu 1'avis favorable du service des Mines ;
D&IvreaM.<2> *WU*v lVAJMlA

&

ne av

Jlfy (Sj*J<)-&. iv WfM$jM

^fgeertiiicat de capacite pour- 1a~conduite d£i & |{H4^^*

UfcSL Wo^*li^

fohctionnant dans les conditions pfescrijes par le decret susvise\
•Signature du titul.ir*fo$f'' A "AsGr^ F^&a fcs, PJpJ&S^T,

v(i) Numero du - registry" «^r<^^aL^X ^^Ut^S^^St^^E''^P^i3p^^^^lr ^"^^"^[^^ -ir'^^&*S» ~^^_ prenoms. — (S)4uea'et dale
:ii» nanaaace..'— \b) ~ltidic*tiaxAx&tfcf; &uy$^i£\v?^$) Designation do 4a natore da ou des
... ..4^Jte desq\iclK^Mfie^i^^$e^fi^tdB c*pacite' con form e'meit au paragraph e
linisterielle'jj^WO' iiyrir;l5^ri ..-•''>' *'
^ r 'IS

•vehici-tet a'la. cbudoite
it de la rirculaire min

REVERSE OF FRENCH PERMIT

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

419

f-k

NOTA.
Les certificats de capacite delivres par le
Prefet d'un departemenl, conformcment a 1'ar-
ticle 11 du decret du 10 mars'. 1899, sont
valabies pour toute la France.
Us peuvent etre retires a pres deux contraven
tions dans 1'annee. (Art. 02 -dudit decret.)

^^^-^^^t^W^"?-' Wft '""

•r^_

m Si 4m>\mm fraxcaise.
des pbsies . | — ^. — •
EI DES TELEGKiPtfES. :.

DEPSHTEMENT

CIRCULATION DES AUTOMOBILES.
(Decret du 10 mars 1899.)

-J-tK

CERTIEICAT DE CAPACITE
vaiSSlepour la concjjttite . ,, *

( 1} Designer la nature da on des vehicales aaxqucls B'appliqna
*e cerUrficat.

•rjatifflfotik*, **Je*.:-ifc#iLhJi..S. -.^L^.._, ZJ**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 do 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 1-iantations,"
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 (roies 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 Sigx-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
Prance : Ralentir.
Slacken speed.
Attention!
Route cn cours de Rechargemcnt.
Beware !
Road under repair.

Attention au 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 iurn to the right.
Sharp turn to the left.
Turning followed by hill.
Turning followed by descent.
Dangerous- crossing.
Sleep hill S^^B Steep descent

Winding descant with sharp turning..
Archway. |||||[ Level crossing,
Rails above the level of the road,

Caniveau or open gutter.
Paved road (pave).
" Humpy " road.
Village. (Reduce speed.)
Poste de Secours.
First aid post.
Allure HodGrfe
prescrite a
tous 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 :

3 POSTE 0

First aid post.

Road for cyclists only.
Horses, cattle, and vehicles
forbidden.

Level crossing ; 200 metres
away, in the direction_of the
arrow.

httephov H TAHIH

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.

The usual simple form of
signboard. It gives on the lop
line the- chief town at the start
and the one at 'the end of the
route. On the lower hoes are
the nearest villages or towns
in each direction respectively.

Co slowly.

lALLURE MOOEREE
PRESCHITE X
I TOUS VEHIGULES

All vehicles drive with 1
caution.

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 cours d' exploitation.
Warning !
Work in progress in the forest.
Ralentissez. Ecole.
Reduce speed.
School.
Ralentissez.
Route cn cours de reparation.
Reduce speed.
Road under repair.
Attention >
Tournante danger euse.
Warning !
Dangerous turning.

FRENCH FAMILY TICKETS
In France Garnets 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
cornet. 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.
Rei si POETATION.
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 h douilles
Frein.
Frein a pSdale.
Frein a levier.
FU de laiton.
Bronze.Bee.Carbure.Carburateur.Flotteur.Chaine.Maillon.
Pompe de circulation.
Embrayage.
RobinetBobine.Bielle. Cuivre.
Corde.Cardan.Manivelle.
Manivelle pour la mise en marche.
Cylindre.
Differentiel.
Papier d'imerie.
Huile a machine.
Pot d'echappement.
Tuyau d'dchappement.
Soupape d'echappement.
Lime.Bride. Volant
Frottement.Entonnier.
Guetre.
Engrenage. RSgulateur a friction.
Arbre du regutateur.
Gfaisse.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.
P&dale. Tenailles.
Piston.Axe de piston.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

423

TECHNICAL TERMS— Continued
Piston rod. Tige de piston.
Reverse. Marche arriere.
Short circuit. Court circuit.
Steering wheel. Volant de direction.
Straighten. Redresser.
Switch. Interrupteur.
Teeth (of wheels). Dents.
Throttle. Reglage a main.
Tools. Outils.
Tow. Remorquer.
Trembler. Trembleur.
Valve. Soupape.
Valve, admission. Soupape d'admission
Vise. Etau.
Water circulation. Circulation d'eau.
Water tank. Reservoir d'eau.
Wheel, front. Roue avant.
" back. " arrifre.

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
eat 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 , .7

Allure moderce.
Attention.Au pas.
Caniveauz.Corner.
Descente dangereuee.
Maximum de vitesse.
Passage a niveau.
Poste de secours.
Ralentir.Route barree.
Tournant dangereux.
Vitesse.
Route en reparation.
Mauvais. pavS.
Poteau indicator.
'Chemin, route, chaussee.
A gauche.
A droite.
Tout droit.
Route accidentee.
Glissant. La route est boueuse.
Avez-vous voire permis de circulation?
Non, mais j'en aurai un demain a
A u bout de cette rue.
En face .
Cdte 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 . . . f
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 de fer . . ?
la r%vi':ref
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 puys-je trouver aide?
Puia-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 id jusqu'a
demain matin?
Combien y a-t-il d'ici a la plus proche gare de
chemin de fer?
II y a-t-il un bureau de telegraphs?
II y a-l-il des moyens de transport pour nous
conduire a . .?
II y a-t-il un bureau de UUphone?
Merci bien pour voire 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 t re?
How much do I owe you?
Give me two sparking plugs.
Give me two pounds ©f . .
I have1 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 r.'servoir; il contient . .
Je d esire de V huile a graisser.
Avez-vous des pneumatiques ... en stock?
J' en desire deux . . . et une chambre d. air
Pouvez-vous r&parer ce pneumatique?
Combien vous dois-je?
Donnez-moi deux boujies.
Donnez-moi un kilog. de talc.
Je viens d'avoir un accident.
J'ai laiss e mon auto a . . .
Pouvez-vous le faire remener ici?
Combien de temps cela vous prendra-t-il?
J'ai cassr le
J'ai perdu le .
II y a une fule. . .
Laissez refroidir le moteur.
Combien coutera la reparation.
Avez-vous des cartes Taride ou d'autres cartes
routi:res?
Attention de ne pas abimer la peinture.
Je disire avoir la voiture lavce el les cuivres
nettoy 's.
Mon chaffeur neitoyera la voiture.
Je d 'sire que Vauto soil prit pour . . heures
demain matin, et mon chauffeur reglera avec
vous.
Le prix est trop eleve. Vous devez dt'duire
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 auto
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 ($2.83 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 passengers 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.-j-lm. per h.p. ; from 7 to 10 h.p.,
25m. +lm. 50 per h.p.; from 11 h p. to
25 h.p., 50m.+2m. 50 per h.p. ; and over
25 h.p., 75 m.-i-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 steuerlcarte. 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 likes," 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 EULES OF THE B.OAD.
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.

GEFAHRLiCHE WENDUNG,

DANGEROUS

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.

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 (9% 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 ; f he
road of the valley 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 fear, confusion or difficulty.
Darmstadt. — For a visit of a week
only, 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 Sehloss-
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.
Circulation Permits, 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.

MOTORRJTUIGEN
t. LANCER DAH NI i
BREEDER

Forbidden to motor vehicles
longer than m.
broader, than m.

Forbidden to motor vehicles
heavier than kg.

M0T0RRUTUIGEN

Forbidden to cycles and
motor vehicles.

Forbidden to cycles and
motor vehicles
from o'clock to o'clock.

Forbidden to motor vehicles except bicycles.-

dden to motor vehicles except bicycles '
From o'clock »__ oJ^gcE: ^

HUiJUJNTiif'iu AMUJitiUAfN 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.

TOUBIHOCLUBH

-H-K

PASSAGGIO A UVEILO

" "!'i'JB i "LI ".O

CUNETTA

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 op 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

"Co slowly." This may
indicate a danger, but also a
police regulation.

70? | TOURfBC cma IU1HH8

M

ARRESTD

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
required by the law — t.g , Cus
toms, roads closed, etc.

Speed. — Must not exceed 12 kilome
ters (7y2 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
frequented 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 r§is, 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 dQmi-
cile in the country they come from.
Circulation Permits, Driving Licen
ses and Rules of the Road.
Credentials. — The Public Works De
partment issues licenses which are re
newable every four years. A plaque Is
provided by the department.
Driver. — Must have a license to drive,
which is issued after examination.
Lights. — Two lanterns in front, of
which one must be a green light and
the other a white light.
Brakes. — Two separate systems of
brakes are prescribed. All vehicles over
350 kilos in weight must be able to
back. Horn. — Trumpets or other loud signal
required. Rules of the Road. — Keep to the left
and pass on the right, as in England.
SPAIN.
Customs.
The duty is divided into two portions
as follows :

1. Duty on . chassis weighing up to
1000 kilos, 8d. per kilo. ; over 1000 kilos,
lOd. per kilo. 2. If an open car add
200 kilos ; if a closed car add 400 kilos.
The duty is refunded at the frontier
station at which it was deposited ; but
if leaving the country at a different
place, application can be made to the
Customs agent at that point to carry
out the necessary formalities to obtain
the refund of the money.
Mr. Joachim Lafitte, 6 Avenue de la
Liberty, 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 Fcs. 10.
Circulation Permits, Driving Licen
ses and Rules op 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 Testerlanggatan 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 G6thgatan 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-
mobllist is supplied with a passavant as
in France, which is valid for one year.
Circulation Permits, Driving Licen
ses and Rules op 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-Ie-Haut, Unterwald-le-Bas, Glaris,
Zoug, Fribourg, Soleure, Baie-ville,
Bule-eampagne, Appenz?ll-Rh.. exterior
aDd interior, Saint Gall, Argovie, Tes-
sin, Vaud, Valais, Neuchatel, Geneve
and Schaffouse.
Lights. — Two lanterns are required —
the one on the right must be white,
while that on the left must be green ;
in the rear, a red lantern. Particular
care must be exercised in regard to
having the "tail" light always lit when
the automobile is standing still.
Brakes. — Two independent brakes are
required, and they must be employed (or
one of them) in going down hill.
Horn. — A horn is prescribed as a
warning signal, and this must be used
in turnings and during fogs, in ap
proaching or passing vehicles and per
sons. Rules of the Road. — Keep to the right,
pass on the left. Never run in front
of man or vehicle at right angles.
Speed. — The speed limit varies in dif
ferent cantons, and is as low as 5 kilo
meters (4 miles) per hour in some

towns and villages. The general limit
on open country roads is 3u kilometers
(20 miles) per hour.
The police enforce the regulations
most severely in Switzerland and motor
ists are constantly 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
pannej 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 Goeschenen.
All roads in the canton of Grisons are
forbidden, also the road to Lucerne to
Brunig 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.
Brunig Pass. — Open every day from 9
a. m. to 4 p. m., except Sunday. Special
permits must be obtained from the po
lice in Brunig 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
traflic.

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, Md. 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
sian towns, Copenhagen
and Trieste; and Lux
emburg, to Bale. Lux
emburg, Metz, Mul-
house, Strasburg, and
Zabern  5s. lOd. lis. 8d.
Via Ostend to Bel
gian towns; and Her
besthal or Bleyberg
to Germany, and via
Germany, except to
Russian towns and
Trieste; and Luxem
burg to Bale, Luxem
burg, Metz, Mulhouse,
Strasburg, and Zabern 3s. 7d. 7s. 2d.
Via Flushing to Hol
land, Germany, and via
Germany, except to
Russian and Scandina
vian towns  5s. 10s.
Via 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
b. b. 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 fetnd 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'entre'e 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 ot. per 1000 kilos per kilometre.
For riding in France every Cycle must be
provided with a plate containing the name
and address of the owner, which should be
fixed before leaving England.
Germany. — On entering Germany no duty
is charged unless the machines are for com
mercial purposes. Unpacked bicycles with
one seat are on the Prussian State lines charg
ed at a fixed rate of 50 pfennige, to be paid
at the Booking Office in exchange for a spe
cial ticket, which must be shown to the official
in charge of the luggage van, who will receive
the bicycle. Cycles are not conveyed by all
express trains. All parcels and the lamp
must be removed from the machine. Pass
engers must take their cycles to or from the
luggage van. In South Germany and be
tween Germany and other countries cycles
are considered as passengers' luggage weigh
ing 20 kilos. On entering Alsace-Lorraine
from France, the duty (about 30 centimes per
kilo) may be demanded, in which case a re
ceipt should be obtained, which should be
presented on leaving the country, in order to
obtain refund.
Gibraltar. — No duty is charged on Cycles
arriving at Gibraltar.
Greece. — Duty 15 drachma?, 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 m India. Cycles are treated as re
gistered luggage on the railways, and not
charged for if their weight and that of the
other registered luggage does not exceed the
usual free allowance. In Ceylon used bicycles
are admitted free.
Italy. — On entering Italy a declaration is
required that the owner will only stay a
limited time in the country, and the duty,
42 f. 60 (in gold), will be refunded at the fron
tier (m 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 Ve'locipe'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 lire 60 c,
and have to pay 1 I. 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 i ntroduce cycles
free of duty on making affidavit that the
machine will be taken out of the country
within a limited time. Members of the C.T.C.
(International Touring Club), Deutscher
Touring Club, .Algemeene Nederlandsche
Wielrijders Bond, and the Deutscher Rad-
faherr Bund can pass their machines free of
duty. Cycles are treated as registered lug
gage on the railways (25 kilos of baggage al
lowed free) .
Portugal.' — Duty 27%, which will be re
funded on leaving.
Russia. — The duty is 18 roubles (about
57/6) each Cycle, which will be refunded on ,
leaving, if a stamped declaration has been
made on entering that a claim for refund would
be made.
Spain. — The formalities attendant on tak
ing Cycles into Spain render it advisable to
engage the help of an agent at the frontier,
or of the International Agency at Hendaye
or Cerbere, in order to correctly fill up the
Customs declarations. Duty 70 pesetas per
100 kilos, which will be refunded at the same

432

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

frontier station on leaving if a proper declara
tion is made at the time of payment. Cycles
conveyed as registered baggage at owner's risk.
Sweden. — Duty 25 kr. (28s.), refunded
if claimed within two months. A cycle for
personal use will be admitted without duty,
a declaration being signed at the Custom
House. In all towns of any importance, num
ber plates (obtainable from the police on
small payment) have to be affixed before
usjng 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 of America. — The duty
on Cycles is 45 per cent. Members of the
C.T.C can have one cycle admitted free on
production of Special Club Customs Ticket,
with photo, endorsed by the Secretary.
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, and fitted for
from two to eight persons. The cost of such
a basket varies from $10.00 to S100.00. 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.

3"3
W
181818181818
18 9
99999
99 "
18 9
9999999999
99996999
IS 9 99
18

Season.

France —

(Costebelle) 

Pau 
St. Jean de Luz 
winter
Vittel 
Germany —
Baden-Baden 
all year
(Wentorf-Reinbek). .
Kiel 
Holland —
lt
it
t,
Hague (The) 
n
,t
Scheveningen 
Italy —
spring, autm.
u
Malta —
Malta 
Portugal —
Russia —
Spain —
summer
Sweden —
Gothenburg 
Switzerland —
Interlaken 
summer
,,
,,
„
Montreux 
Oct. , June
summer
St. Moritz . . ,
,i
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. 1

434 SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

LUNCHEON, TEA AND CAMPING KITS. (See page 432)

PBACTICAL GUIDE TO LONDON

BY FREDERICK A. A. TALBOT, OF HOVE,
SUSSEX, ENGLAND, ENGLISH CORRE
SPONDENT OF THE SCIENTIFIC AMER
ICAN. London, 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
Eomans built, and of which some por
tions may still be observed here and
there, as, for instance, in the church
yard of St. Giles' Cripplegate and at
the Tower. Access to the city was af
forded by a number of gates, of which,
however, all traces have disappeared,
and the sites of which can only now be
traced by the names, viz. : Ludgate,
Aldgate, Bishopsgate, and so on. The
city, or ancient square, is essentially
the business quarter, for its residen
tial population is approximately only
25,000 ; but over a million and a quar
ter people pour in and out of this small
area every week-day morning and eve
ning. The cost of a sojourn in London is
often stated to be expensive, but such
is entirely governed by the habits and
tastes of the traveler. Accommoda
tion can be found to meet the require
ments of every purse. The Blooms-
bury district, comprising the large area
immediately contiguous to the British
Museum, and within easy reach of the
shopping and amusement centers, is
that most favored by American tour
ists, though since the Great Western
Railway have handled the American
traffic from Fishguard, at which port
the Cunard liners call, and also that
of the German, White Star, and other
lines, at Plymouth, the Bayswater dis
trict around Paddington station, the
London terminus of the Great West
ern Railway, has sprung very much
into favor. In these districts apart
ments comprising room and board can
be secured at £2, £3 and £4 weekly.
If only a room and breakfast are re
quired then the terms may be as low
as 21s. or 25s. per week, the remainder
of the meals being taken at a hotel
or restaurant as desired ; and which,
it may be mentioned, is a system pos

sessing many recommendations. The
same applies to the hotels, there being
many establishments where one can
live and board economically and com
fortably for about $2 per day, the
terms including room, breakfast, lunch
eon, tea, dinner, and attendance. The
middle-class hotels offer excellent fa
cilities for about $3 per day, while
at the first-class hotels the prices range
from $5 upward per day, according to
the situation of the room.
In the suburbs excellent private ac
commodation can be secured, but such
should only be resorted to when a fair
ly lengthy stay is contemplated. The
visitor arriving in London, and who
only intends to spend a few days there
in, should select a hotel, resorting to
a boarding house near the British Mu
seum for a sojourn of a 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 omnij
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
way s 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 tliere is a steamship service with

Nottingham, Leeds, York, Newcastle
and the Tyne.
Greut Western Railway, Paddington
Station, W. Serving the whole of the
West of England, between London and
Penzance, South Wales, the upper
reaches and beauty spots of the
Thames : Oxford, Henley, Bath, Bris
tol, Plymouth, Birmingham, Chester,
Birkenhead, Stratford-on-Avon, War
wick, etc. This railway possesses the
new route between Fishguard (where
the Cunard liners disembark passen
gers on the eastward journey) and

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

437

London. Plymouth is the point of dis
embarkation for White Star and Ger
man . liners on the eastward journey.
Steamship service between Fishguard
and Ireland, for Killarney, Weymouth
and the Channel Islands,- Plymouth
and Brest.
London and North Western, Euston,
N. W. The West Coast route to Scot
land. Trains to Liverpool, the Eng
lish Lake district, Manchester, North
Wales, Stafford, Birmingham, Peter
borough, Northampton, Rugby, Ban
bury, Oxford, Leamington, etc. The
main route between London and Liver
pool for the trans-Atlantic steamship
service ; also between Holyhead and
London. Steamship service between
Holyhead and Dublin in connection
with the overland route between Lon
don and Queenstown in connection
with the trans-Atlantic steamship ser
vice. London and South Western, Water
loo, S. E. Serves the whole of the
Southwest of England between London
and Plymouth. Trains to Windsor,
upper reaches of the Thames : Ports
mouth, Guildford, Winchester, Salis
bury, Exeter, Plymouth, Isle of Wight,
Bournemouth, New Forest, etc. South
ampton is the port of arrival and de
parture for several Atlantic lines.
Steamship service between London and
Channel Islands, St. Malo, Cherbourg
and Havre (for Paris) via Southamp
ton. London, Brighton & South Coast
Railway, Victoria (West End), and
London Bridge (city). Serving re
sorts on south coast, between Hast
ings and Portsmouth, including East
bourne, Brighton, Worthing, Southsea ;
also Chichester, Arundel, Leatherhead,
Dorking, Guildford, Tunbridge Wells.
Steamship service twice daily between
London and Paris via Newhaven and
Dieppe. London, Tilbury and Southend
Railway, Fenchurch Street, E. C.
Serving places along the north bank
of the Thames as far as Southend and
Shoeburyness. Passengers embarking
and landing at Tilbury, in connection
with trans-Atlantic steamers arriving
in the Thames, travel by this line.
Midland Railway, St. 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. Blackf riars : — 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, XJ. S.
Consul, 12 £t. 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.
Kind's Cross: — Subway connection with
King's Cross, and St. Pancras-(termini of
Great Northern and Midland Railways) , also
City and South London Tube.
Gower Street: — For Euston Station (London
and North Western Railway).
Portland Road: — For Regent's Park and
Zoological Gardens.
Baker Street: — A busy junction involving
changes for extension lines of the Under
ground to St. John's Wood, Willesden,
etc., junction with Bakerloo Tube, and also
close to Marylebone Station of the Great
Central Railway.
Edgware Road :— -Change for Extension Line
to Westbourne Park and Hammersmith.
Praed Street: — Subway connection with
Paddington Station, Great Western Rail
way.
Queen's Road: — For the shipping district in
Westbourne Grove.
Notting Hill Gate: — For Kensington Gardens.
High Street, Kensington: — For Kensington
Gardens and Palace.
Gloucester Road : — Junction with under
ground line to Earl's. Court and Hammer-
smith.
South Kensington: — For Victoria and Albert
Museum, Imperial Institute, Albert Hall;
change for Earl's Court and Exhibition.
Junction with Piccadilly Tube.
Sloane Square.
Victoria: — Connection with Victoria Station
(terminus of London, Brighton and South
Coast Railway, and South Eastern and
Chatham Railways) . Convenient for Buck
ingham Palace, Piccadilly, Roman Catholic
Cathedral.
St. James Park: — For St. James and Green
Parks.

Westminster: — For Westminster Bridge,
Houses of Parliament, Whitehall and Tra
falgar Square, Westminster Abbey.
Charing Cross : — In addition to these there are
short branches from the Inner Circle, that
on the east going from Aldgate to Barking
to link up with the London Tilbury and
Southend Railway; the Northwest Exten
sion from Baker Street to West Hampstead,
Kilburn, etc.; on the west to Hammersmith,
Richmond, Shepherd's Bush and West
bourne Park; on the southwest to Putney
and Wimbledon.
The Central London Electric Railway,
a tube running in almost a straight line
from the Bank of England in the City, about
six miles to Shepherd's Bush where is a
station at gates of the Exhibition Grounds.
The stations from the Bank are as follows:
Bank: — For Bank of England and City.
Post Office: — For Newgate Street, Central
Criminal Court, General Post Office, St.
Paul's Cathedral, Ludgate Hill, Cheapside.
Chancery Lane: — For Lincoln's Inn, Gray's
Inn, Law Courts, Holborn, Fleet Street,
Strand.
British Museum: — For British Museum,
Shaftesbury Avenue, and New Oxford
Street.
Tottenham Court Road: — For Charing Cross,
National Picture Gallery and Trafalgar
Square, Tottenham Court Road and Oxford
and New Oxford Streets; junction with
Hampstead Tube.
Oxford Circus: — Center of shopping district
comprising Regent, and Oxford Streets;
junction with Bakerloo Tube.
Bond Street: — For Wallace Collection, shops
and picture galleries of Bond Street.
Marble Arch: — For Hyde Park.
Lancaster Gate: — For Hyde Park and Ken
sington Gardens; Paddington Station near
by.
Queen's Road: — For shopping district around
Westbourne Grove, and Kensington Gar
dens and Palace.
Nottinghill Gate.
Shepherd's Bush: — Connection with trams
running to Hampton Court.
Wood Lane: — For Exhibition at Shepherd's
Bush.The City and South London Railway runs
from the southern suburb of Clapham,
through the city, at right angles to the other
linesj 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.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

439

Old Street: — Junction with Great Northern
and City Tube.
City Road.
Angel: — For Agricultural Hall.
King's Cross :— ^Junction with Piccadilly Tube
and District Underground Railways; also
Great Northern and Midland Trunk Rail
ways.
Euston: — Connection with London and North
western Railway; also junction with
Hampstead Railway running to Highgate
and Golder's Green.
The Hampstead Tube starts from Charing
Cross, and runs to the northwest of London
through Camden Town, where the line
bifurcates, the left arm running to Golder's
Green, and the right to Highgate. The
stations are as follows:
Charing Cross: — Junction with South Eastern
& Chatham Trunk Railway.
Leicester Square: — For Piccadilly and the
theatres; junction with Piccadilly Railway.
British Museum: — For British Museum and
New Oxford Street and Holborn; junction
with Central London Railway.
Goodge Street: — For Tottenham Court Road.
Warren Street:
Euston:— Connection with London and North
Western Railway and City and South Lon
don Tube.
Mornington Crescent:
Camden Town: — The line_ divides at this
point. The eastern section runs through
South Kentish Town, Kentish Town, Tuf nel
Park to Highgate. The western branch
runs through Chalk Farm, Belsize Park,
Hampstead to Golder's Green.
The Bakerloo Tube starts at the Elephant
and Castle on the south side of the river and
runs in a northwesterly direction to Edgware
Road. The stations are as follows:
Elephant and Castle.
Westminster Bridge Road: — For Lambeth
Palace, Westminster Bridge (south side).
Charing Cross : — Junction with District Under
ground and also South Eastern and Chat
ham Railways.
Trafalgar Square: — For National Gallery,
Strand, Trafalgar Square, Whitehall, Pic
cadilly.
Piccadilly Circus: — For Piccadilly, Leicester
Square, Regent's Street, and theatres;
junction with Piccadilly Tube.
Oxford Circus : — For shopping district around
Oxford and Regent Streets; 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 Bromp-
ton Road and Strand, thence north-eastwards
across the metropolis to Finsbury Park. The
stations are as^ follows:
Hammersmith': — Junction 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 Hall.
Knightsbridge: — For Hyde Park.
Hyde Park Corner: — For Hyde Park, Buck
ingham Palace, and Green Park.
Down Street:
Dover Street: — For Piccadilly.
Piccadilly Circus: — For Leicester Square,
Haymarket, Regent's Street; junction with
Bakerloo Tube.
Leicester Square: — For Charing Cross and
Trafalgar Square; junction with Hamp
stead Tube.
Covent Garden: — For Covent Garden Market
Holborn: — A short branch runs south to the
next station Strand in the thoroughfare
of that name near the Law Courts.
Russell Square.
King's Cross: — Junction with District Under
ground and Great Northern and Midland
Railways.
York Road: — For Metropolitan Cattle and
"Pedlar's Market."
Caledonian Road:
Holloway Road:
Gillespie Road:
Finsbury Park: — Junction with Great North
ern and City Railway.
The Great Northern and City Railway is a
short line running from Moorgate Street,
where it connects with the City and South
London and Underground Railways, north
wards to Finsbury Park. The stations are:
Moorgate Street:
Old Street:
Essex Road :
Highbury :
Drayton Park:
Finsbury Park: — junction with Piccadilly
Tube. _
There is an electric " L" line on the London,
Brighton & South Coast Railway, connecting
Victoria with London Bridge. This route is
semicircular, passing through the suburbs
of Clapham, Wandsworth, Brixton, Peckham,
and Bermondsey.
By means of the network of underground
railways it is possible for the visitor to reach
any point of interest quickly, easily and cheap
ly. On a wet day this is especially advan
tageous, for one is able to travel in the dry.
For the convenience of travelers the various
companies have prepared a complete map of
the whole of the system, whereon each rail
way is represented in a distinctive color.
By consulting this map placed on the wall
at every Underground station, the visitor
can plan his journey and secure a through
ticket. Care must be observed whenever
traveling in London to keep tickets carefully,
as no transfers are issued (with one or two
exceptions) either in railway, tram, or omni
bus,, the ticket being clipped as one passes the
barrier leading from one railway system to
another and finally surrendered on leaving the
station of destination.
Steamboats. — There is no regular service of
steamboats on the Thames, efforts to establish
such upon a paying basis, both by private and
municipal enterprise, having proved abortive.
During the summer season, however, mag
nificent and roomy vessels run down the river
from London Bridge calling at Tilbury, to
Southend, Margate, Ramsgate, Deal, Dover,

440

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Clacton, Felixtowe, Lowestoft, Yarmouth, and
at specified times make trips to Ostend and
Boulogne. The boats leave London Bridge
early in the morning and return late in the
evening of the same day. The fares are cheap
Full details as to times and fares are publish
ed in the daily press. These trips afford an
excellent opportunity for seeing the shipping
on the Thames, the docks' and also pass many
places of great historical and traditional in
terest. Similarly during the season trips
are made to Hampton, Kew, Richmond, etc. ;
and on the higher reaches of the river trips
are made from Oxford every day (Sundays
excepted) through ninety miles of the de
lightful Thames scenery, visiting such places
as Kingston and Henley. The full journey
occupies about two days, but the boats can
be joined and left at any intermediate stop-
Eing place, and combined railway and steam-
oat day trips are advertised.
Cabs. — The metropolis is well supplied
with cabs. These comprise taxicabs, both
motor and horse drawn, accommodating two
or four passengers, hansoms, and four-wheeled
vehicles or "growlers" When one has bulky
luggage the last named should be used. A
circle is drawn, four miles in radius, from
Charing Cross, known as the four-mile-radius,
and the charges within this area, (set by the
Police Department), are as follows: —
Taximeter motor cabs:
One or two persons (two children under
ten years counting £ "> one person) for a
distance not exceeding one mile, or for
time not exceeding ten minutes  8d.
For each additional quarter of a mile or
time not exceeding 2£ mins. or less in
time and distance  2d.
Each additional person above two, the
whole journey  6d.
Packages carried outside, each  2d.
Bicycles, etc  6d.
For taximeter hansom or two wheeled
horse-cabs: Not exceeding one mile or for time not
exceeding 12 minutes  6d.
For each additional half mile or less, or
for each additional six minutes or less. . . 3d.
Cabs not fitted with the taximeter may be
hired either by distance or time. If hired and
discharged within the four miles radius of
Charing Cross, one shilling for 2 miles or less
for one or two persons; for each additional
Eerson above two the whole journey 6d. If
ired 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 such vehicles,
however, may undertake to carry a passenger
for a journey not exceeding one mile at six
pence. If hired by time the rate is — within
the radius two shillings per hour for four
wheelers; hansoms, 2 shillings and 6 pence,
for the first hour; 6d. and 8d. respectively
for each additional quarter of an hour. If
hired by time outside the radius wherever
discharged, or if hired within but discharged
without — four wheelers and hansoms 2s. 6d.
for the first hour or less; 8d. for each addi
tional quarter hour. In any case where the

fare may be in dispute or the passenger may
consider that he is being overcharged, the
matter should be referred to the nearest
policeman. Omnibuses, both motor and horse-driven,
ply in all the leading thoroughfares. The
fares are very cheap. As the late W. E.
Gladstone once stated to a party of
Americans who wished to know the be3t
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-
Eolis to the other through districts rich in
istorical 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 place3
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 aU
parts of the metropolis. The cars are large
and roomy and of the double decked type.
The roof seats afford an excellent coign of
vantage for sight-seeing purposes, and being
enclosed in glass afford complete protection
from the weather. The fares are very low,
ranging from a half-penny for a short stage
to eightpence or so for a complete journey of
several miles. In London there are no uni
form fares, irrespective of distance, but the
fares are graduated. The traveler need not
fear being overcharged, however, for _ the
fares are plainly printed inside the car in a
conspicuous position. The Tramways of the
London County Council pass through dis
tricts appealing to the sightseer, and the
visitor cannot do better than invest one penny
in the voluminous guide book issued by the
London County Council, which not only sets
forth alphabetically the principal spots of
interest, but also indicates a series of routes
affording the cheapest, simplest, and quickest
means of reaching them. In many cases a
number of interesting spots will be grouped on
one route and the visitor can inspect each in
turn, paying his fare in stages, and thus ful
filling his pilgrimage in the cheapest manner
possible. Another short line is the Waterloo
tube, connecting Waterloo, the termi
nus of the London and South West
ern Railway on the south side of the
river, with the City, at the Bank of
England, where a junction is formed
with the Central London and City and
South London tubes. There are no
intermediate stations.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

441

AMUSEMENTS.
In the matter of amusements Lon
don is very liberally provided. So far
as regards the theaters and vaudeville
establishments, these are concentrated
in a very central position, and are,
for the most part, within easy access
of the various underground railway
systems and 'buses. Theaterdom may
be best described as lying in the pur
lieus of the Strand, Leicester Square,
Piccadilly and the Haymarket. These
are the West End theaters, but through
the suburbs are scattered innumerable
theaters and music halls, which have
sprung up during the past few years,
and which offer entertainments quite
on a level with those in the West End
houses, and certainly compare favor
ably, if they do not excel, the latter
in point of 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.
6d. ; dress circle, 7s. 6d. ; 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 Wednesdays 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.
Garrfck: — 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 At., 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 Tar-
mouth, being particularly patronized.
The Thames, both up and down, from
Gravesend to Teddington, Taplow and
Maidenhead, also attracts large
crowds ; while the leafy lanes' of Kent,
Sussex, Essex, Surrey and Bucking
hamshire appeal to many. All the
trunk railways cater for this traffic,
and numerous trains are run during
the morning at very cheap fares. For
those who prefer to remain in London
band performances are given in the
numerous parks scattered throughout
the metropolis, while in the evening
sacred concerts of a high-class char
acter are given in many theaters, music
and concert halls in the West End,
where the most eminent vocalists and
bands may be heard.
During the summer cricket matches
are decided nearly every day at Lords,
the home of the M. C. C. at St. John's
Wood, and the Oval at Kennington,
on the south side of the Thames, with
in easy reach of Charing Cross. In
the suburbs there are numerous golf
links where 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 ) Y 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. Rowing. — The upper reaches of the
Thames and its tributaries offer ex
cellent facilities for rowing. During

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

443

the year many important contests are
decided, the greatest of which is the
Oxford and Cambridge boat race be
tween crews of the rival universities,
over the 4}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 6d. per
hour per boat, irrespective of num
ber of occupants.
Football. — During the winter season
football matches are held in various
parts of the metropolis, and a crowd
of 20,000 or 30,000 people is no un
common sight when two rival giant
clubs are engaged in deadly warfare.
The great event is the "final" or
championship game for the Football
Association Cup at the Crystal Pal
ace, about Easter, when the crowd will
number from 80,000 to 110,000 people.

' ROTTEN ROW," HYDE PARK, LONDON
Is reserved for Horseback Riders

at several points up the Thames : at
Molesey, Staines, Kingston, Rich
mond, Marlow, Bourne End, etc. The
most important is the Henley regatta,
usually held in the early days of July,
and is a great social function. For
these regattas train should be taken
to the stations named, either by Great
Western, or London and South West
ern railways, special fares being ar
ranged for the occasions. 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 at several
points within easy reach of London,
such as the upper reaches of the
Thames, the rivers Lea and Colne, the
Medway in Kent or the Arun in Sus
sex. On Sundays the various railways
issue "angling tickets" at special fares
for the various fishing grounds.
Hotels. — As already mentioned, the
metropolis is well provided in this re
spect, and accommodation can be se
cured to suit every purse. The follow
ing pages contain a selection of well-
known hotels and their tariffs :

HOTELS AND THEIR TARIFFS

Hotel

Alexandra .

Anderton's .
Angus 

Arundel 
Bailey's 
Bath and Cheltenham.
Bedford 
Berkeley 
Bolton Mansions 
Buckingham Palace 

Burlington.Cadogan. . .
Carlton ....
Carter's 
Cavendish..Cecil 

Charterhouse 
fCannon St 
City Central (Faulkner's .
Claridge's 

Covent Garden.
Craven 
De Keyser's 
De Vere 
tCharing Cross .
Euston 

First Avenue.

Address

Hyde Park Corner, S. W. .
Fleet Street, E. C 
New Bridge Street, E. C. .

Arundel St., Strand, "W. C 
Gloucester Road, S. W 
London St., Paddington, W 
Southampton Row, W. C 
Piccadilly, "W 
11-14 Bolton Gardens, S. Kensington, S. W..
Buckingham Gate, S. W 

, W.

Old Burlington St.,
SloaneSt., S. W 
Pall Mall, S. W 
Albemarle Street, W 
Jermyn St., Piccadilly, W. .
Strand, W. C 

Charterhouse Square, E. C 
South Eastern Railway City Terminus, E. C.
Newgate Street, E. C 
Brook St., Grosvenor Sq 

Southampton St., Strand, W. C 
Craven St., Charing Cross 
Thames Embankment, E. C 
48-50 Hyde Park Gate, S. W 
Strand Terminus of South Eastern Railway. . .
Terminus, London and North Western Railway
Euston Rd., N. W 

High Holborn, "W. C.

Room

Single ! Dble.

* 7/

rt cu
m

*10/6 3/6

* 3/-

5/6 6/-

* 1/6

6/-0/0 4/6
3/(19/-3/0 5/05/-5/-7/6 4/-
4/-5/-

*13/-

3/-

* 6/6

* 2/-

7/-

2/-

15/6

2/-

* 6/-

2/6

2/-I3/6/

* 9/3

3/6

2/6
*12/6
3/6
* 7/-
3/-
* 8/-
* 2/6
* 9/-
* 2/6
5/6 *11/-
4/- * 7/-
2/6 * 4/6
2/62/-
67-4/-
4/85/6
5/-
6/-
8/-
12/-
* 7/-
* 8/-
2/6
3/-3/0
* 1/6
2/-1
3/-/
3/0 1/0
2/-
*2/- 3/-2/- 2/04/-
2/63/6 3/03/-5/-3/-
* 3/63/0
2/-
2/6 1/0
2/-2/0
3/- 3/0
2/-2/6
V-
-/6
V-V-1/- 1/-
-/6 V- 1/6
* 1/-
V- V-
1/6V-V-
1/-1/-
-/6 1/6
V- V-
6/0
3/- 2/6
3/6 5/-4/-3/-7/03/66/-6/-5/-7/6
* 3/6
* 5/-5/-
2/63/62/0
3/-3/6
5/-
5/-
2/615/-/ 5/-
Boarding Terms
Per Per
Day Week
1/0
1/6
1/6
9, 0
*9/6
*12/- 10/6
* 8/-
*10/u 12/6
9/-
* 7/6
* 9/6
10/6
*12/6 *10/6
From, t Railway Terminus Hotels.
*12/-
"42/-
*84/- 73/6
*52/6
*73/6 *50/-
*63/- 73/6
*63/-
and to the season of year and of meals to personal requirements or fancy.
= Bed and Breakfast inclusive. Note the price of the room varies according to situation
Hotel

HOTELS AND THEIR TARIFFS— Continued

Address

Room

+3

h

Boarding

3
-g
ci
fl
cj
Terms
CD
fl
^
H
Q
-u
Single
Dble.
Per
Per
<1
Day
Week
Fischer's 
Ford's 
Fripp's 
Golden Cross 
Grand 
tGreat Central.. . .
tGreat Eastern . . .
tGreat Northern.
tGreat Western . .
Grosvenor 
Hans Crescent.
Haxell's 
tHolborn Viaduct. .
Horrex's 
Howard 
Hyde Park...
Imperial 
Inns of Court. .
Jules 
Langham 
Long's 
Manchester..
Metropole 
t Midland Grand.
Morley's 
Norfolk 
Piccadilly 
Prince of Wales
Queen's 
W.
11 Clifford St., Bond St.
Manchester St., W 
Manchester St., W 
Charing Cross, W. C 
Northumberland Av., W. C
Marylebone, W 
Liverpool Street, E. C 
Kings Cross, N. W 
Paddington, W 
5/65/63/64/-6/-
4/64/6
Buckingham Palace Rd.
Sloanelt., S. W 
Strand, W. C 
S. W.
Holborn Viaduct, E. C 
Norfolk St., Strand, W. C.
Norfolk St., Strand, W. C. . .
Albert Gate, S. W 
Russell Square, W. C 
High Holborn, W. C 
Jermyn St., Piccadilly, W. . .
Portland Place, Regent's St.,
New Bond St., W 
5/-5/-5/- 5/-5/-
8/- 7/6
7/-9/-
8/68/-
* 8/-
* 7/6
10/-
* 7/-9/-
2/- 2/62/-3/-3/6
other meals in restaurant a la carte
3/-3/-
2/-2/-2/63/-2/6
W. .
6/6
8/6
8/6
14/-
6/-
11/-
4/6
6/6
*10/6
5/-
*10/-
5/-
* 8/-
2/-2/-3/-2/-3/-2/6
Aldersgate St., E. C 
Northumberland Avenue, Charing Cross, W. C
St. Pancras, N. W 
Trafalgar Square, Charing Cross, SV. C 
Surrey St., Strand, W. C 
6/6
* 6/-
Piccadilly & Regent Street, W. . . .
De Vere Gardens, Kensington, W..
Leicester Sq., W. C 
* 4/-
6/6
* 8/63/6
* 4/-
13/-
* 9/-
*9/-
*15/- 6/-
* 7/-
2/-13/6/
* 2/-
2/-2/-2/6
2/-2/62/62/63/6
3/63/-
2/61
4/-1
* 2/62/-
2/613/6/ 2/62/-4/-
2/- 2/0
4/-
* 3/6
* 2/6 2/-3/0
* 2/6
* 2/63/6V-
* 3/-
1/-
6/- 1/-1/- 1/6
-/6 1/-
V-
V-1/- 1/-
1/-1/01/-
1/-V-
1/- 1/- 1/t
* 1/-
-/6 1/-
3/64/6 3/0
4/-6/-
5/-5/-
4/616/-/
* 5/6
2/6
3/61 5/-/ 3/6 3/07/0
3/- 3/0
5/6
* 5/- 5/-
2/6 6/-
5/-4/-
7/61
10/6/ 3/6
* 5/-
1/0
V-
*12/6 10/6 9/-
10/6
12/612/612/-
*12/6
*12/-* 9/6
*10/6
10/6
*10/6
15/-
*10/6
*10/6
*10/6
*42/-
C3/-
105/-
*73/6
63/-
*63/- 105/-
*63/-
*84/-
* From, t Railway Terminus Hotels.
. signifies inclusive.
HOTELS AND THEIR TARIFFS— Continued

Hotel

Address

Room

J) c3
PQ

B a

03

u Oa
a
5

§fl

Boarding Terms

Single

Dble.

Per
Day

Per
Week

6/-
* 3/-
* 4/6
* 5/-4/-
* 4/-
* 7/-
* 7/-6/-
* 1/-
3/-
* 2/6
* 1/6
3/-
* 2/63/-
* 2/63/- 3/-
* 1/6
V-
* 1/-
V- V-
* 3/65/-
* 4/- 5/-
3/6.
. V-1/6
*10/-*10/6 *12/6
*63/- *73/6
*84/-
Salisbury Square, Fleet St., E. C 
* 5/66/-
*10/-
* 2/-
3/-
l/~
5/-
12/-
84/-
Strand, W. C 
* 2/-2/6 3/6
3/6
* 2/-
* 2/6
* 2/-
* V-1/-1/-
* 1/-
* 1/-1/6
* 2/63/6 5/-
5/-
* 2/6
* 2/65/-
Tavistock 
* 5/-4/6
* 3/6
* 4/6
* 2/6
* 3/6
* 4/
Tudor 
Oxford Street, W 
8/-
* 4/6
* 5/-
* 7/
2/63/6
* 2/-
* 1/3
* 2/-
* 2/-
10/614/6
73/6
Northumberland Av., Charing Cross, W. C. . . .
Aldwych, Strand, W. C 
Waldorf  : 
York Road, S. E 
v-
9/-
12/6
*12/-
60/-84/-
46 Victoria Street, S. W 
* From, /  *  v
signifies inclusive.
Copyright, 1910, by Munn & Co., Inc. Great Britain Rights Reserved
TEMPERANCE, PRIVATE, HOTELS AND BOARDING HOUSES.
These establishments are not licensed to sell wines, spirits, or any alcoholic liquors.

Hotel

Andrew's 
Bonn's 
Bingham 
Bonnington 
Broadwalk 
Brook's 
Brunswick House 
Buckingham 
Cambridge House 
Coburn 
Cranston's Waverley. .
Cranston's Kenilworth
Demeter House 
Devonshire House 
Durrants' 
Garrards' 
Granville House 
Gwalia 
Hamilton House 
Imperial 
Ivanhoe 
Johnston's 
Kimbeiley House 
Kingsley 
Macaulay House 
* From. ,  ¦ 

-69 Guildford St., Russell Square, W. C.

6 York St., St. James's Square, S. W 
5 Southampton Bldgs. & 63 Chancery Lane, W.C.
27 Bloomsbury Square, W. C 
De Vere Gardens 
33-34 Surrey St., Strand, W. C 
28a Brunswick Sq., W. C 
28 Buckingham St., Strand, W. C 
12-13 Montague St., Russell Sq., W. C 
9 Endsleigh Gardens, W. C 
Southampton Row, W. C  1
Great Russell St., W. C  /

29-30 Queen Square, Bloomsbury, W. C.
12 Bishopsgate St. Without, E. C 

George St., Manchester Sq., W 
53 Hunter St., Brunswick Sq., W. C 
6 Endsleigh Street, Tavistock Sq., W. C.

Upper Woburn Place, W. C 
85 Guildford St., Russell Square, W. C.

122 Queen's Gate, S. W 
Bloomsbury Street, W. C 
20-21 Suffolk St., Pall Mall, East, S. W..
86-87 Guildford St., W. C 
Hart St., W. C 
33-35 Woburn Place, W. C 

Room

Single Dble

1/61
2/6/ 3/63/-

2/613/6/ 6/- 5/-

1/3
* 1/6
* 1/6

From 4/6
4/- | 7/6| 2/-

* 1/6
1/6 2/-
2/-

2/-
* V- 1/-
* 1/3
-/6

* 3/- 2/6

2/63/6

-/9

1/0

Boarding Terms

Per Per
Day Week

9/-

(Single Room and Breakfast * 5/- per day)

2/6 | 4/- I * 1/6 | 2/- I -/9
5/- 1 10/- I 2/- 1 1/6 1 1/-
t Ro om and Breakfast 4/-)
* 3/6 | * 6/6 | 2/- | 2/- | 1/-

2/6 2/6

3/-

(Room, Breakfast and Bath 5/ per day)

* 7/6
* 2/0

* 8/- I 
* 3/- [ * 1/6

* 5/- | .
1/6 |

2/6 |

1/3

1/-
2/6

2/- 1/6

-/6 1/6
-/9 1/3

-2/6

3/62/-

1/6

-/6

7/-

5/6
* 7/6

* 6/-

8/-1
'12// 6/-

63/-42/-

15/-
*42/-

*35/

40/-
week)

(Room, Breakfast and Dinner from 27/6 per
^5/- |......j  .1 2/- I 1/-| 2/6]  I 9/- |*52/6
and Breakfast from 3/6 per day) or from
20/-p e r week)

(Room

* 3/6 | * 6/- | 2/6 | 3/- | 1/- | 4/- | .
(Room, Breakfast & Bath 5/- ner day)
I  ,1  1  1

(inclusive terms from 5/- pe r d ay)
* 3/6 | * 6/- |*1/3| 2/- | * 1/- I 3/- 1. 
(Room and Breakfast from 3/6 per day)

8/6

*50/6

*25/6

=? inclusive terms for Room and Breakfast. Price of room varies according to situation and season, and cost of
meals fluctuates according to personal requirements.

TEMPERANCE, PRIVATE, HOTELS AND BOARDING HOUSES— Continued

Address

Room

d
PQ.

.fl o B

caa
5

o
a
-a aCU
<

Boarding Terms

Single Dble.

Per
Day
Per
Week
48-49 Torrington Sq., W. C 
73-6 Guildford St., Russell Sq., W. C 
Montague St , Russell Sq , W. C 
'
* V- 2/-
* 1/3 3/-
* 1/3 
1/- 2/6
5 a t h 5/- p e ]
1/- 3/-
2/- 2/6
* 1/- 3/-
* 1/- * 2/-
1/- 3/-
-/6 2/-
* 1/3 3/-
* 1/6 3/0
-/6 2/6
1/6 2/6
6/-
* 3/-
* 3/-
* 1/6
* 3/-
* 6/6

42/-
* 1/6
* 1/6
2/-
; and .
* 2/6 1/6
2/-
* 1/6
2/- 1/-
2/- 1/61/6 1/6
Midland Temperance 
* 5/6
* 2/6
* S/-
* 1/3
* 1/3
a k i a s
-/9
day)
* 8/-8/-
Tavistock Place, W. C 
104-8 Oxford St., W 
(Room, Bre
5/-
3/-
* 3/6
2/313/6/
* 4/-
10/-

50/-
24-7 Bedford Place, Russell Square, W. C 
Great Russell St., W. C 
5/-
* 6/-
* 3/6
* fi/fi
2/-
* 1/3
1/-1
2/-/ 2/6
*42/-
-/3
* 8/6
* 7/6
*10/- 5/-
* 5/-
*45/-
*63/-
53 Guildford St., Russell Sq., W. C 
* 3/6
* 3/-3/-2/6
* 4/-
* 6/-
* 5/66/-4/-
* 4/-
2/-2/-
2/- 1/6
25/-
Wild's 
Ludgate Hill, E. C 
-/6
7/6 1
10/6/ * 6/6
*35>-
— « = inclusive terms for Room and Breakfast. Price of room varies according to situation and season, and cost of
meals fluctuates according to personal requirements. See notice of copyright, page 446.
SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

449

So far as restaurants are concerned
London is well equipped, and, like the
hotels, they are of infinite variety,
with a menu to suit every taste and
purse. In the West End there are
many magnificent restaurants which
constitute a rendezvous of fashion.
The most fastidious desires concerning
luncheon, dinners and after-theater
suppers can be fully met. The meals
are served either 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.

Gatti's Adelphi, Strand, W. C 
Blenheim, 94 New Bond St., W 
Cafe d'ltalie, Old Compton St., Soho, W. C 
Cafe Monico, Piccadilly Circus, W 
Carr's, 265 Strand, W. C 
Comedy, Panton St., Haymarket, W 
Criterion, Piccadilly Circus, W 
Frascati, Oxford St., East End, W 
Gaiety, Gaiety Theatre, Strand, W. C 
Gatti's, Strand, W. C 
Hatchett's, Piccadilly 
Holborn, High Holborn 
Horseshoe, corner Tottenham Court Road and
Oxford St., W 
Grand Cafe de l'Europe, Leicester Square, W. C. .
Jules', Jermyn St., Piccadilly, W 
Kettner's, Church St., Soho, W. C 
Kuhn, 31 Hanover St., W 
Piccadilly, Regent St., W 
Popular, Piccadilly, W 
Prince's, Piccadilly, W 
Romano's, Strand, W. C 
St. James's, Piccadilly, W 
Strand Palace, Strand, W. C 
Hotel Cecil, Strand, W. C 
Grand, Charing Cross, W. C 
Cavour, Leicester Square, W. C 
Simpson's, Strand, W. C 
Garrick, Leicester Square, W. C  — "¦
Trocadero, Shaftesbury Avenue, (west end), W. C.
Villa Villa, Gerrard Street, W 

2/6
from 1/6
1/6
3/-

3/6
from 2/-
2/6
5/-

1/6
4/-.2/6 3/-2/6
2/- 2/6

2/6
from 7/6
5/-
5/- 7/- 10/6
4/-
From 3/6
from 3/-

3/- 4/-3/62/-

5/-
from 5/6
from 5/—
"3/-

from 1/6
4/6 3/6 1/6
from 1/6

from 2/6
6/6 to 10/6
from 3/6
2/6
from 2/6

3/6 1/6

from 5/-
2/6

2/6 5/-

The City is famous for its many old-
fashioned taverns, many of which are
noted for their special dishes on cer
tain days, as well as their old-fash
ioned, nutritious, albeit simple English
fare. The most important of these are
as follows :
Palmerston, New Broad Street,
E.C.; Anderton's, Fleet Street, E.C. ;
Birch's, Cornhill, E.C. ; Cock, 22 Fleet
Street, E.C; Gow's, 25 New Broad
Street, E.C. ; London Tavern, 53 Fen-
church Street, E.C; Old Cheshire
Cheese (Dr. Johnson's favorite hos
telry) , Wine Office Court, Fleet Street,
E.C. ; Pimm's, 3 Poultry, 38 Buck-

lersbury, 42 Threadneedle Street, 81-83
Gresham Street, 129-132 Leadenhall
Street, E.G.; 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 AVhitechapel and its purlieus ;
the diamond district is Hatton Garden,
E.C. ; the toy district is Houndsditch ;
Paternoster Row and Square the cen
ter of the book publishing trade ; Fleet
Street is newspaperdom, while Totten
ham Court Itoad 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.
Selfridge'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, Hamp
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 accompanying table. Churches
are especially full of historical inter
est, and many will especially appeal to
Americans, such as St. Saviour's Ca
thedral, Southwark, near the London
Bridge railway stations, where is re
corded the baptism of John Harvard ;
St. George's Church, Gravesend, where
is .the tomb of Pocahontas; the Church
of All Hallows, Barking, where is the
entry of the baptism of William Penn,
and where John Quincy Adams was
married ; the register of St. George's,
Hanover Square, W., records the mar
riage of Theodore Roosevelt ; and the •
Church of St. Sepulchre's, Newgate,
has the tomb of the redoubtable Cap
tain John Smith, one time governor
of Virginia.
London, to the American stranger,
appears a bewildering maze of streets,
among which it appears hopeless to
find one's way. Such a maze may,
however, be readily disentangled if it
is remembered that the Strand, Oxford

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

451

Street and its continuations at either
end, run roughly parallel, east and
west, with one another and with the
river. Moreover, nearly all the great
thoroughfares converge at the Bank of
England and Mansion House. Conse
quently, in traveling by omnibus the
tourist should make a point of ascer
taining from his map whether he
wishes to go east or west, and then
should make sure whether the vehicle
is going in the required direction. Lat
eral streets which also run roughly
parallel with one another connect these
main arteries with one another every
few yards. The names of streets are
plainly indicated on the front wall of
the corner buildings, just above the
shop facia, and on the corner lamp
posts, while there are innumerable oth
er signs to assist the stranger on his
way. Whenever in doubt, however, or
when bearings are somewhat hazy, the
pedestrian should always inquire his
way of a policeman. Indeed, it may
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 rigeur
in the morning. At the West End res
taurants evening dress is popularly fa
vored, and at the first-class restau

rants any other attire is considered
outre". Tips. — These are much more the
rule, in common with European cities
generally, than at home. It is a sub
ject upon which it is difficult to lay
down any hard and fast rule, for in
the dispensation of such the visitor
must be guided a good deal by common
sense. In hotels it is a very good point
to calculate tips at ten per cent, of
the bill, and to distribute such among
the waiter, chambermaid and hall por
ter, the first named being given about
the same as that distributed between
the other two. In middle-class restau
rants the gratuity runs to about a
penny in the shilling, with a minimum
of twopence. Many establishments,
such as the Lyons and Aerated Bread,
light refreshment restaurants, are rig
idly opposed to the practice. Simi
larly, the same 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
rooms of boarding houses and hotels,
but should be handed over to the care
of the manager. In the event of the
loss of any property in cabs, omni
buses, etc., intimation of the same
should be given to the Lost Property
Office, New Scotland Yard, near Char
ing Cross, on the Thames Embank
ment. Notification of discovery will
be duly communicated to the owner,
and the article will be restored to the
owner upon payment of 15 per cent.
of its value, which is handed to the
finder. If the article be not claimed
within three months of its discovery,

4.52

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 Reason — The best period of
the year in which to see London in all
its glory is from May to about the
end of July. This is the period of the
London season, when all society and
royalty are in town. Moreover, Par
liament is sitting, the Royal Academy
and other picture exhibitions are open,
while in the spring the trees have just
broken into leaf, and the numerous
parks and open spaces are a blaze of
colored flowers. About the middle of
August there is a general exodus of
society to the seaside, foreign resorts,
and to Scotland for the shooting sea
son. Then commences the great inva
sion from the Continent and America,
and during August and September the
metropolis is invariably uncomfortably
crowded. The suburbs and provinces
also swarm into the City, for the great
sales at the big shops are in progress,
attracting purchasers by the sacrificial
bargains offered. During July, August
and September the hotels are almost
filled up, and the boarding houses fully
accommodated, so that it may be a lit
tle difficult to secure rooms ; but con
sultation of our hotel list will appre
ciably assist the visitor who unfortu
nately reaches London at the height
of its season. The foreign visitor will,
as a rule, however, miss what may be
described as one prerogative of the Eng
lish metropolis. This is a fog, or, as
it is colloquially described, a "London
particular" ; when, owing to the over
hanging pall of smoke, the City is
plunged into Cimmerian darkness, and
the streets are as brilliantly illumined
by artificial light at noon as in the
evening, or the whole area is blotted
out of sight by a dark, penetrating,
smoking mist, rendering it impossible
for one to see a foot in front of one
self, and movement is rendered ex
tremely dangerous. Then all traffic is
tied up, and one has literally to feel
one's way along the streets. Such a
visitation, though extremely improb
able during the summer, is occasion
ally encountered, and supplies the vis
itor with an experience that cannot be
paralleled in any other part of the
world, or one that he will readily for
get. Some magnificent points of vantage
are offered whereby the visitor may

secure a comprehensive and strikingly
forceful idea of the ocean of houses
comprising the English metropolis, but
a clear day is indispensable. Within
easy access of Charing Cross there is
the Tower of the Roman Catholic Ca
thedral at Westminster, near Victoria
Station. In the City there is the ball
surmounting the dome of St. Paul's
Cathedral, and the top of the Monu
ment, a Doric column 202 feet in
height, to gain the caged outlook of
which involves a climb up a continu
ous stone staircase of 311 steps. From
these very extensive views may be
gained. The upper deck of the Tower
Bridge is also a magnificent coign of
vantage, but the outlook is rendered
difficult by the metal cage which has
been erected to protect would-be sui
cides and foolhardy seekers for fame
from diving from its height into the
river below. But still it gives a broad
bird's-eye view of the Pool of London
and the silvery streak winding east
and west. The visitor to the Crystal
Palace should not omit to journey by
elevator to the top of the north tower.
The Palace is set on a hill, and the
view from the tower top is sublime,
the whole of London being unrolled at
one's feet, and the view extending 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.

TIMES AND PRICES OF ADMISSION TO PRINCIPAL PLACES OF INTEREST IN LONDON*

Place

Situation

Means of Access

Points of Interest.

Open Week
Days

Open Sundays

Admission

Royal Academy

Burlington House Pic
cadilly, W. .

Bus, Piccadilly Tube to

Annual Exhibition and 1
works of living artists. . . f
Gibson and Diploma Gal- ]
Print Collection in Library...

May to August

Is.

Free-
2 p.m. to 6p.m
Free.
Alexandra
Muswell Hill,
N 
Great Northern (King's
Cross) and Great Eastern
(Liverpool St.) Railways. .
Frequent concerts and loan
exhibitions, magnificent
10 a. m. to dusk
1 to6p. m 
Free.
All Hallows
Barking
Great Tower
St., E. a...
Underground to Mark Lane .
Collection monumental bras
ses — William Penn bap
tized. John Quincy
Open daily ex
cept during
services ....
Banqueting Hall ..
Whitehall, S.
W 
Bus, Underground to West-
Last remnant of ancient
Royal Palace of Whitehall
— British and Naval relics
museum. — Rubens ceiling.
— Charles I beheaded in
11 a. m. to 4 p.
•
6d.

Cambridge Rd.
BethnalGreen, E 
Loan collections and various
exhibits — C ruikshank
sketches and decorative
10 a. m. to 10
p. m. Mon.;
Thurs., Sat.,
10 to 4, 5, or
6 other days.
2 p. m. to dusk
Free-
Weds., 6d.
Botanic
Regents Park,
N. W 
Bakerloo to Regent's Park
Underground to Portland
Rd 
Flower shows — museum-
plant collections — musi
cal promenades on alter
nate Wednesdays, June to
9 a. m. to sun-
From 10.30 a.
Mons. and Sate.
1/-., Bank
Holidays 6d.
other days
by order
from Fellow
of Society.
Buckingham
St. James's
Park, S. W..
Bus, Underground to Victor-
Sovereign's London resi-
May be viewed when sovereign is not in resi
dence upon written application to Lord
Chamberlain.
Cn
?Copyright 1910 by Munn & Co., Inc. All rights reserved.
TIMES AND PRICES OF ADMISSION TO PRINCIPAL PLACES OF INTEREST IN LONDON— -Continued

Place

Situation

Means of Access

Points of Interest

Open Week
Days

Open Sundays

Admission

British Museum

Great Russell
St., w. c...

Bus, Hampstead and Cen
tral London Tubes to Brit.

One of largest, most varied,
and valuable national col-

10 a.m. to6p.m.
(after 4 Nov.
to Feb. and
after 5 Mar.,
Sept. and Oct.
only some gal
leries open.)
Reading room
shown on ap
plication, but
only available
to ticket hold
ers; tickets on
application to
Chief Libra-

2 to 4, 5, 5.30,
or 6 p. m. ac-
cording to
time of year

Free.

Bunhill Fields
Cemetery 
City Rd., E. C.
Underground to Moorgate,
Tombs of Bunyan, Defoe,
William Blake, etc 
Daily till dusk.
Till dusk. . . .
Free.
Carlyle Museum
24 (formerly 5)
Cheyne Row
Underground to Sloane Sq.
Carlyle's Home from 1834 till
his death in 1881 
10 a. in. till
Is. Sats. 6d.
Parties of
ten 6d. each.
Central Crimin-
Newgate St.,
E. C 
Bus, underground to Black-
Site of old Newgate Prison. . .
Daily
Free, tickets to
important
trials.
Charterhouse. . .
Charterhouse Sq 
Underground to Farringdon
St 
Founded as monastery by
Carthusian monks in 1371
of which Great or Guest
Hall remains. Associa
tions with Roger Williams,
Founder of Rhode Island.
Now a school 
Mon. Wed. Fri.
3 to 5 p. m.
on Sats. by
special per
mit of Head
Master. Ser-
vicesin chap
el 9-30 and
6 p. m. on
application.
Service at 11
in Chapel. . .
6d. Reduction
for party.
Chelsea Hospi
tal 
Chelsea Em
bankment,S. W 
Underground to Sloane Sq.,
Home for old and invalid
soldiers founded by
Charles II, designed by
Christopher Wren, carving
10 to 12.45
1.45 to 7
11 a. m. and
6.30 p. m
Gratuity to
guide.
TIMES AND PRICES OF ADMISSION TO PRINCIPAL PLACES OF INTEREST IN LONDON— Continued

Place

Situation

Means op Access

Points of Interest

Open Week
Days

Open Sundays

Admission

Chelsea Old

Cheyne Walk,

Underground to Sloane Sq.,

Chained books, ' 'Vinegar
Bible," monuments and

Keys when closed from the church keeper
35 Danvers St., S. W. (near by.)

Christ Church...
Westminster Bridge Rd.,
S. W.. . .
Bus and Bakerloo tube to
Westminster Bridge Road .
Tower and spire raised by
American subscribers to
memory of President Lin
coln.
Crystal Palace...
Sydenham, S.
E ...*....
South Eastern & Brighton
Building used for GreatExhi-
bition of 1851. Organ con
certs, exhibitions, popular
pleasure resort, theatres,
skating rink. Fine views
from extensive gardens. . .
10 to 7.30 or
10 according
der 12— 6d.
Dorchester
Park Lane,
HydePark.W.
Piccadilly tube to Hyde Park
Residence of U. S. Ambassa-
Admission to picture gallery in spring and
summer by introduction.
Dulwich Col-
. lege Picture
Gallery 
Gallery Rd.,
D*ulwich, S.
E 
South Coast and South East-
Fine Collection especially
rich in Dutch, Flemish,
Spanish and French works
10 to 4, 5, or 6
p. m. accord
ing to season.
2 to 5 or 6 p.m.
Free.
Earl of North-
42 Postman
Square, W...
Central London tube to Mar-
Originated in famous Baring
Gallery. Fine examples of
Italian 15th Century Art.
Admission by permit of Lord Northbrook up
on written application.
lection.. . .
Eltham Palace
(ruins of) ... .
Eltham, S. E..
South Eastern Railway . . .
Royal Residence 13th to
16th Century, Banqueting
Hall and part of moat re-
Apply for key at lodge 
Gratuity to
guide.
Prince Henry's
17 Fleet St., E.
C 
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 
10 to 5 April
to Sept. 10
to 4 rest of
Foundling Hos-
Guildford St.,
w. c 
Piccadilly tube to Russell
Sq 
Reception of foundlings.
Paintings by Hogarth,
Reynolds, Gainsborough,
Raphael's cartoon "Mas-
Mondays 10 to
3 
Services 11 a.
m. and 3.30... -
Silver dona
tion expect
ed.
TIMES AND PRICES OF ADMISSION TO PRINCIPAL PLACES OF INTEREST IN LONDON— Continued

Place

Situation

Means of Access

Points of Interest

Open Week
Days

Open Sundays

Admission

Fulham Parish

Near Putney

Underground and bus 

Diily 

During services

Free.

1440. 12th Century font.
stained glass and monu
ments. Tomb of Theodore

Fulham Palace..
Fulham, S. W.
Underground to Parson's
Residence Bishop of London.
Gothic Tower, quadrangle,
Great Hall, Library and
moat.
Greenwich Hos-
Greenwich. . . ,
South Eastern Railway, L.
C. C. Trains
Royal Naval Training Col
lege. Painted Hall, con
tains 200 naval pictures,
and Nelson relics, mural
decorations. Museum rel
ics of Franklin Polar Ex
pedition, Nelson, model of
Battle of Trafalgar, models
of ships and projectiles.
10 a. m. to 4,
5 or 6 p. m.
according to
do except Fri
day. Chapel
closed 3 p. m.
Sats 
2 p. m. to 4, 5
(closed)
Free.
Greenwich Ob
servatory.. . .
G r eenw ich
Park 
South Eastern Railway, L.
C. C. Trams 
Meridian from which longi
tude is reckoned. Time
ball descends 1 p. m. , stand-
Admission free upon application to Astronomer
Royal but applicant must produce bona tides
of being interested in astronomy.
Grosvenor
33 Grosvenor
St., Park
Lane, W.
Bus, Piccadilly tube to Dov
er St 
Duke of Westminster's town
house, splendid picture gal-
Admission to picture gallery in summer upon
written application to Duke's Secretary.
Guildhall 
King Street,
Cheapside, E.
C 
Council Hall, City of London
Corporation. The Great
Hall, Frescoes, Library
containing 140,000 vols.
Shakespeare's autograph..
10 to 4 or 5, Art aallery
Free.
according to
only during
loan exhibi
tions 3 to 5 . .
Guildhall 
Collection of ancient watch
es. Museum with auto
graphs of Cromwell, Wel-
10 to 8 p. m.
Sat. 6. p.m..
10 to 4 or 5. . .
10 to 4 ar 5. .
Free.
TIMES AND PRICES OF ADMISSION TO PRINCIPAL PLACES OF INTEREST IN LONDON— Continued

Place

Situation

Means of Access

Points of Interest

Open Week
Days

Open Sundays

Admission

Hampton Court

On Thames 15
miles S. W.
from Charing

Underground and trams,
steamers in summer; Lon
don and Southwestern Rail-

Cardinal Wolsey's Palace.
Famous Astrono mica!
Clock, State Rooms, Cele
brated pictures, tapestries,
Gardens with the Great
Vine planted 1768, Maze,
Canal, Home Park, and
Chestnut Ave. Bushy Park

10 to 6 except
Fridays, Apr.
to Sept. in
clusive, 10 to
4 winter
months 

Gardens after
12 State
Apartments 2
to 4 winter 2
to 6 summer.

Free.

Horniman Mu-
London Road
Forest Hill, S.
E 
South Eastern Railway to
Excellent ethnographical and
natural history collection,
11 to G Oct. to
Mar. 11 to 8
Apr. to Sept.
3 to 9 
Free.
Houses of Par-
Bank of
Thames. West
minster S. W.
Bus, underground to West-
Free admission from Old Palace Yard to view House of Peers, House of Com
mons, King's Robing Room, other apartments and paintings on Satur
days, Easter Monday and Tuesday, Whit Monday and Tuesday, 10 to 4.
Imperial Insti-
Exhibition Rd.
S. Kensington
S. w 
Underground and Piccadilly
tube to S. Kensington 
National Memorial Queen
Victoria's Jubilee. Refer
ence Library, Reading Room
Exhibition of Colonial
Products, Research and
Information Department. . .
10 to 5 summer,
10 to 4 win-
Kendal Green
Harrow Road .
North London and Under-
Monuments and Tombs of
Sydney Smith, Thackeray,
Kemble, Tom Hood, George
Cruikshank, Leigh Hunt,
All day 
All day 
Free.
Kensington Pal-
Adjoining Hyde Park,
S. W 
Bus, underground to High
Queen Victoria's birth place
Statues, Gardens, royal
apartments, paintings, por-
10 to 4 or 6,
except Wed...
2 to4 .
Underground and tram
North London Railway ....
Botanic Gardens, Avenues,
Lawns, Hothouses, etc. . . .
10 to dusk sum
mer, 12 to
dusk winter,
hothouses af
ter 1 p. m 
1 p. m. to sun-
Lady Brassey's
Museum 
24 Park Lane. .
Bus or Piccadilly tube to
Collections made during voy
ages of the "Sunbeam.". . .
Admission on application to Lord Brassey.
TIMES AND PRICES OF ADMISSION TO PRINCIPAL PLACES OF INTEREST IN LONDON— Continued

Place

Situation

Means of Access

Points of Interest

Open Week
Days

Open Sundays

Admission

Lambeth Pal-

Albert Em-
b an k men t
near S. side of
WestminsterBridge

L. C. C. tram from Charing

London residence Archbishop
of Canterbury, Great Gate
way, LoIlard'sTower, Chap
el, Great Hall, Guard Room.
Valuable Library of MSS

By special permission of Archbishop; apply
Archbishop's Chaplain.
10 to 4 or 5 not

1 p. m. closed
Sept, 1 to Oct.
15
Leighton House
12 Holland
Park Road,
Kensington. .
Underground to High St.,
Kensington or Earl's Court
Residence of Late Lord
Leigh ton, Famous Arab
Hall and the "Twilight
Passage," lined with price
less tiles from the East,
paintings and over 1,000
sketches and studies by
Free (Sats.) Is.
Od. TueS.,
Thurs. and
Fri. Ground
floor only
Mon. and
Wed., 6d.
Law Courts ....
Bus 
Central Hall and Courts open free during vacation, during trials, public
accommodated in Galleries. ^
Madame Tus-
Marylebone Rd 
Underground to Baker St. . .
Collection of life like effigies
and tableaux in wax. Relics
and casts of celebrities in
"Reign of. Terror" in Paris,
the original guillotine, and
Daily 
Is. Od.
Mansion House .
Opposite Bank
of England. . .
Bus or underground to Man-
Residence of Lord Mayor of
State and Reception Rooms can be viewed by
Special permission.
Marlborough
.Pall Mall
Bus
Londcn residence of Prince
Free admission to chapel built for Queen
Henrietta Maria at8.30, 9.30,10.00, 12.00, and
5.30, except during Parliamentary session or
Court residence in London.
Royal Mint. . . .
Tower Hill.. . .
Underground to Mark Lane. .
Coins for United Kingdom
and most of Colonies struck
Admission to parties of not more than six upon
written application to the Deputy Master.
TIMES AND PRICES OF ADMISSION TO PRINCIPAL PLACES OF INTEREST IN LONDON— Continued

Place Situation

Means of Access

Points of Interest

Open Week
Days

Open Sundays

Admission

Monument, The

Fish St. Hill..

Underground to Monument. .

A fluted Doric column 202 ft.
high commemorating Great
Fire of London (1666),
which broke out near by.
Spiral staircase ascent to
top. 311 steps. Magnifi-

9 to 6 Apr. to
Sept. 9 to 4

3d.

Geological Mu
seum 
Jermyn Street,
Piccadilly 
Fine collection of British
fossils, geological models.etc
Sat, and Mon.
10 to 10, other
days 10 to 5.
2 to 6 or dusk.
Trafalgar Sq. . .
Bus 
The most important collec
tion of paintings in Eu-
10 to 4, 5 or 6
Mon., Tue.,
Wed., Sats.
2 to 4, 5or6. .
Free. Thurs.
lery, National
and Fri. 6d.
National His-
Cromwell Rd.,
S. Kensing-
Underground to S. Kensing-
The National History collec
tions of British Museum. .
10 to 4, 4.30,
5, 5.30 or 6
p. m. accord
ing to season.
Sats. and
Mons. (.ill 8
from May 1st
toJu!y!5;tiIl 7 from July
16ti!lAug.31
2 or 2.30 till
dusk 
Free.
Hammersmith Rd., Ham
mersmith. . .
Underground to Addison Rd.
Internatio i, 1 Horse Show in
June. i* requent exhibi-
(See daily papers.)
From, Is.
25 Southamp
ton Build'g,
C h a n c e ry
Lane 
Bus. 
Files of Patents, etc 
10 to 10 
Free.
Library 
Chancery Lane
Bus 
Repository of National legal
records and state papers.
Museum containingDomes-
day Book.
10 to 4.30, Sats.
1 to 2 
2 to 4, Sat^.
excepted. . .
1
}- Free.
)
Strand Lane,
Strand, W.C.
Bus. Underground. Tem
ple Station. Pic. tube. . . .
One of few relics of Roman
occupation, 13 ft. x 6 ft.
by 5 ft. Running spring.
Sats. 11 to 12
TIMES AND PRICES OF ADMISSION TO PRINCIPAL PLACES OF INTEREST IN LONDON— Continued

Place

Situation

Means of Access

Points of Interest

Open Week
Days

Open Sundays

Admission

Royal A rchi tec-

18 Tufton St.
Dean's Yard
Westminster

Bus. Underground West-

Architectual interest 

10 to 4

Royal Arsenal
Plums tead Rd.
Woolwich.. .
South Eastern Ry., L. C.C.
Gun and ordnance factory
for British Army, etc 
Tues. & Thurs.
10.30-11.30,
2 to 4, by
ticket from
War Office.
Americansmust apply
through their
Embassy 
Royal College of
Prince Consort
Rd., S. Ken-
Underground and Pic. tubes
Valuable Library, Museum
of Musical Instruments
and Musical MSS 
10 to 5 except
Sats 
Royal College of
39-43 Lincoln's
Inn Fields,
W. C 
Museum of John Hunter,
collection of interest to
medical and surgical pro
fessions. Students, prac
titioners and nurses only
By member's
order of in
troduction
Mons. to
Thurs 10 to
4 or 5, Sats.
tol. Fridays
and Sats.
ladies only.
Royal Exchange
Opposite Bank
of England.
Bus. Underground to Man
sion House, or Cannon St.,
Central London tube to
Frescoes of scenes in British
Daily 
St. Andrew's
Holborn Via
duct, W. C.
Bus, Central London Tube,
Underground, Blackfrjars
Built 1676. Registers record
baptism of Richard Savage
and Benjamin ; DisraeTli
and burial of ill-starred
Daily 
St. Andrew's
Leadenhall St.
Bus, Underground to Monu-
Erected 1520. Contains
tombs of Storo, the anti
quary, and Sir Hugh Hem-
Undershaft,
i.e. under the
TIMES AND PRICES OF ADMISSION TO PRINCIPAL PLACES OF INTEREST IN LONDON — Continued

Place

Situation

Means of Access

Points of Interest

Open Week
Days

Open Sundays ; Admission

St. Bartholo
mew the Grt.

W. Springfield

Bus, Underground to Alders-
gate St. orFarringdon Rd.

Oldest parochial Church in
London. Choir and tran-

9.30 to 5 

At services, 8,
11.45, 4 and

Free.

St. Clement
Dane's Church

Bus, Underground to Temple
Built by Wren 1681. Fre
quented by Dr. Johnson. .
Daily 
At Services. . . .
St. George the
Martyr 
S o u t h w ark,
S.E 
Bakerloo and City and S.
London tube to London
Tower of previous church
shown in Hogarth's
"Southwark Fair." Many
years burial place of Mar-
shalsea prisoners, which
Daily 
At Services.. . .
St. Giles
Cripplegate..
ForeSt. Alders-
gate St 
Underground to Aldersgate
Tombs of Foxe, Frobisher,
Milton and Speed. Regis
ter entries of Cromwell's
marriage and deaths of
Milton and Defoe. Bastion
of old London Wall in
10 to 4, Sats.
10 to 1
At Services. . .
Free.
St. Helen's
Devonshire Sq.,
BishopsgateSt. Within..
Underground to Monument
Ancient tombs, hagioscope.
etc. Shakespeare's name
11.30 to 4 ex
cept Sats. . .
At Services. . .
Free.
St. James's Ch.
Bus or Pic. tube to Pic. Circus
Interior said to be one of
Wren's best works. Altar
carving by Grinling Gib-
Daily 
At Services.. . .
St. James's
Pall Mall
Bus or Pic. tube to Pic. Circus
Chapel, clock tower and gate
way of ancient palace built
by Henry VIII. Guard
changed, picturesque sight,
10.45 a. m. when court not
at Buckingham Palace. . . .
To Chapel Roy-
a 1 services
at 10 a. m..
At noon and
5.30 
\
> Free. By Lord
i-Chamberlain's
J ticket.
St. John's Gate
St.John'sLane, Clerkenwell.
L. C. C. tram from Embank-
Originally southern entrance
to Priory of St. John of
Jerusalem. Edward
Cave established printing
press over gate 1731, and
was assisted by Dr. John-
By application
to Secretary
of revived
Order of
St. John of
Jerusalem at
TIMES AND PRICES OF ADMISSION TO PRINCIPAL PLACES OF INTEREST IN LONDON— Continued

Place

Situation

Means of Access

Points of Interest

Open Week
Days

Open Sundays

Admission

St. Marylebone

High St., Mary

Bakerloo tube and Under
ground to Baker St 

Lord Byron baptized, Sheri
dan married, Charles Wes-

Daily 

At Services.. . .

Free.

St. Paul's Ca-
Ludgate Hill. .
Bus, Underground to Man-
Crypt, dome, whispering gal
lery. Tombs of heroes, lib
rary, etc. Golden bail at
top for view of London . . .
9 to 5, services
8, 10, 1.15, 4
8, 10.30, 3.15,
(Week days)
Library,clock, whis
pering gal
lery, stone
gallery, crypt
and vaults,
6d. each.
Golden gal
lery 1/. Ball
1/.
St. Sepulchre's
Newgate St.
Ludgate Hil
Bus, Central London tube to
Post Office 
Officially connected with Old
Newgate Prison by custom
of tolling at executions of
criminals. Tomb of re
doubtable John Smith,
sometime Governor of
Daily 
N.
St. Stephen's
Wallbrook nr.
BankofEng-
Bus or Underground to
Contains West's masterpiece
"The Stoning of St.
1 to 3 p. m.
Sats. except-
At Services. . .
Free.
Savoy Chapel. .
Savoy Street,
Bus or L. C. C. Train 
"Fleet marriages" were
Daily 
At Services. . . .
Science Museum
Exhibition Rd.
S. Kensington
Underground, Pic. Tube to
Machinery, tools, implements,
scientific appliances, nau
tical and educational
models, Stephenson's
Rocket, etc. Museum of
Economic Fish Culture 
Mons., Tues.,
and Sats. 10
to 10, Weds.,
Thurs. and
Fri. 10 to 4,
5, 6, or 7
p. m. accord
ing to time
of year 
2 to 4, 5, 6, or 7
Free.
TIMES AND PRICES OF ADMISSION TO PRINCIPAL PLACES OF INTEREST IN LONDON — Continued

Place

Situation

Means of Access

Points of Interest

Open Week
Days

Open Sundays

Admission

Sloane Museum

13 Lincoln's
Inn Fields,
Kingsway.. .

Bus or Pic. Tube, Covent

Interesting House, Pictures,
Sculptures, Antiquities,

Tues., Wed.,

Free.

Thurs. and
Fri., Mar. to
Aug., 10.30
to 5 other
days on ap
plication to
Curator 

South End
London Br.
Bakerloo Tube to London
Fine Norman doorway,
Roman tessarae in pave
ment, altar screen, win
dows and monuments.
Daily 
At Services, 8,
10.30, 11.00,
6.30 
St. James's
Park 
Bus . . 
mission to see paintings on certain fixed days in summer, on written appli
cation to the Duke's Secretary.
St. Dunstan's
Church, Step
ney 
High St., Step
ney 
Underground & Great East
ern Railway or Bus 
"Fish and Ring" monument,
Carthage Stowe (1663) and
other interesting monu-
Daily 
At Services.. . .
Free.
Tate Gallery . . .
Vauxhall Br.,
Westminster
Bus and L. C. C. Tram 
Magnificent collection of
paintings by modern art
ists. Vernon, Watts collec-
Chantrey Trust purchases
and Turner paintings 
Mon., • Thurs.,
Fri., Sats., 10
to 4, 5 or 6. .
Tu es. and
Wed. (Stu
dent Days),
11 to 4 and 6
[2 to 4, 5 or 6.
J
j 
Free. 6d.
J
Temple, The. . .
Fleet St 
Bus, Underground to Tem-
Round Church, built 1185.
Oliver Goldsmith's tomb
Daily 
At Services, 11
Free.
Tower Hill 
Adjacent to
Tower of
London. . . .
Underground to Mark Lane.
Place of execution of Sir
Thomas More, Somerset,
Archbishop Laud, Earl of
Strafford, Duke of Mon-
• mouth. Site of scaffold
marked by a plate and en
closed in Trinity Square
Gardens. William Penn
born here.
TIMES AND PRICES OF ADMISSION TO PRINCIPAL PLACES OF INTEREST IN LONDON— Continued

Place

Situation

Means of Access

Points of Interest

Open Week
Days

Open Sundays

Admission

Tower of Lon

By Tower Br.

Underground to Mark Lane.

White Tower, Guy Fawkes
Dungeon, Armory, Trait
or's Gate, Bloody, Beau-
champ, Bowyer and Wake
field Towers, site of scaf
fold, Church, graves of
Anne Boleyn, Catherine
Howard, Lady Jane Grey,
Thomas Cromwell, Protec
tor Somerset, the British
Regalia and Crown Jewels,
Beefeaters or Yeomen of

10 to 4, 5 or 6
Mons., Sats.,
and public
holidays,
10 to 4 other
davs 

don 

parts Mons.
and Sats. 6d
each to Ar
mory and
Crown Jew
els other
days.

Trinity House .
Trinity Square
near Tower
of London.
Underground to Mark Lane .
Collection of naval curios
and matters pertaining to
lighthouses, lightships and
coast protection, for which
the Brethren of Trinity
House are responsible. . . .
Admission on written application to Secretary.
Victoria and Al
bert Museum
Cromwell and
ExhibitionRd., S. Ken
sington 
Underground and Pic. Tube
to S. Kensington 
Museum of applied art. Pic
ture gallery. One of finest
sculpture, architecture,
pottery, jewelry, art col
lections in the world 
Mon., Tues. &
Sats. 10 to
10. Wed,,
Thurs. and
Fri. 10 to 4,
5, 6 or 7 
2 to 4, 5, 6 or 7
Free except
Wed., Thur.
and Fri.,
when 6d to
main build
ing.
Wesley's House
47 City Road,
Finsbury.. . .
Bus, Underground to Moor-
Relates to great evangelist . .
Weds. 10 to 4
3d.
Museum. . . .
We stminster
Westminster. .
Bus and_ Underground to
National Pantheon, Poets' ]
Corner, Coronation Chair
and Stone of Scone, [
Chapter House, Memori
als and Tombs  J
Chapel of the Pyx, Wax 1
Effigies  /
Henry VII. and Edward 1
the Confessor Chapels, \
Royat Tombs  1
9 till 6 p. m.
summer, 4
p. m. winter
except dur
ing Services.
Open for public
worship only
at 8, 10.30;
closed im-
mediately after 
'
Free. 6d. Mons.
&Tues. 3d.
6d. Mons.
and Tues.
free.
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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 Rcstante. — 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
part thereof, by express messenger.
Over 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
such 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 — 1'oundling 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-
Hni — 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 (Westlock and Rose
bud) — Furnival's Inn.
Mr. Fledgeby (Pubsey & Co.) Our
Mutual Friend — The Albany, Piccadilly.
Sairey Gamp — Kingsgate Street,- The
obalds Road.
Turveydrop's Dancing Academy — 2.0
Xewman Street.
Samuel Pickwick — George & Vulture
Inn (Thomas' Chop House) — George
Yard, Lombard Street.
Sol. Gill's House — 157 Leadenhall
Street. The figure of the wooden mid
shipman is still in the possession of
Messrs. Norie & Wilson, 156 Minories.
Alfred Jingle and Miss Wardle —
White Hart, High Street, Borough.
Mr. Squeers — Saracen's Head, Snow
Hill. Bob Sawyer — Lant Street, Borough.
Old Curiosity Shop — "Sampson and
Sally Brass," Bevis Marks.
Mr. Pickwick. Alfred Jingle, Copper-
field, Steerforth, Mr. Peggotty — Golden
Cross Hotel, Charing Cross.
Martha (Copperfield) — St. Martin's
Church, corner St. Martin's Lane.
Mr. Brownlow (Oliver Tw*st) — 39
Craven Street (Barnett's Hotel).
Charles Dickens (in James Lamert's
firm) — Hungerford Stairs.
Tom-all-Alone's (Bleak House) —
Chandos Street, Peabodys Buildings
David Copperfield, Mrs. Crupp. Miss
Betsy Trotwood — 37 Buckingham Street,
Strand. Pickwick — Adelphi Hotel, 72 John
Street. Mr. Wardle, Fat Boy Joe. also Mr,
Snodgrass — Osborn's Hotel, Adelphi.

Copperfield, Martin Chuzzlewit, Junr.,
Mark Tapley — The Fox-under-the-Hill,
Salisbury Street.
Miss La Creevy — Savoy Street,
Strand, No. 111.
"Household Words" and "All the
Year Round" — 10 & 26 Wellington
Street, Strand.
"The Finches of the Grove," Herbert
Pocket, and Mrs. Pip — Tavistock Ho
tel, Covent Garden.
Covent Garden — Little Dorrit and
Our Mutual Friend.
Artful Dodger (Oliver Twist) — Bow
Street Police Court, Bow Street.
Copperfield — Covent Garden Theatre.
Mr. Snevellicci, Nicholas Nickleby —
Broad Court, Bow Street.
Barnaby Rudge — "A nother boy
hanged," Gordon Riots — Bow Street.
Bleak House — C a p t a i n H a w d o n
("Nemo"), Lady Dedlock, Poor Joe —
Russell Court, Catherine Street.
Forster's Biography (David Copper-
field)— 13 Clare Court.
David Copperfield — Old Roman Bath,
5 Strand Lane.
"Magpie & Stump" (Old George IV.),
Mr. Lowten (Pickwick), Joe Miller —
Clare Market.
C. Dickens — 58 Lincolns Inn Fields —
Mr. Forster's House (Biographer).
Jarndyce v. Jarndyce, Miss Flite
(Bleak House) — Lincolns Inn Hall.
Kenge & Carboy — Old Square, Lin
colns Inn.
Serjeant Snubbin — Old Square, Lin
colns Inn (Capt. Hawdon lived and
died). Krook's Rag and Bottle Warehouse,
Miss Flite's lodging — 3 Bishops Court,
Chancery Lane.
"Nemo" (Captain Hawdon) (Bleak
House), Poor Joe — Old Ship Tavern,
Bishops Court.
Sol's Arms — 65 Hampstead Rd.
Transferred by Dickens to Chancery La.
Bleak House — Took's Court, Cursitor
Street. (Cook's Court.)
Mr. Snagsby's residence — Law Sta
tioners, 22 Took's Court. (Cook's
Court.) Bleak House — Mr. Vholes and Rich
ard Carstone — 22 Symond's Inn.
Bleak House — Gridley & Necket,
Charlie Tom — Bell Yard. Fleet Street.
Ruth Pinch and John Westlock —
Fountain Court, Middle Temple.
Tom Pinch, Mr. Fips. Martin Chuz
zlewit. and Mr. Pecksniff — Pump Court,
The Chambers.

468

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Great Expectations — Mr. Pip & Her
bert Pocket — Garden Crt., Mid. Temple.
Barnaby Rudge — Sir John Chester,
Hugh S. Tappertlt, Gabriel Varden —
Paper Buildings, Kings Bench Walk.
Mr. Rokesmith and Mr. Boffin — Clif
fords Inn, Fleet Street.
Barnaby Rudge — Hugh — St. Dun-
stan's Church, Fleet Street. (The
Pump.) Toby Veck (The Chimes)— St. Dun-
stan's Church, Fleet Street.
C. Dickens — Daily News, 67 Fleet
Street. Supervision of Dickens in 1846.
Tale of Two Cities — Charles Darnay
and Sydney Carton — "Ye Olde Cheshire
Cheese," Fleet Street.
Fleet Prison (where now stands Con
gregational Memorial Hall) — Pickwick.
Sam Weller, Dodson and Fogg — Bardell
v. Pickwick.
Great Expectations — 25 Wood Street.
Cheapside, Cross Keys Inn (now the
Castle) — Mr. Pip, Mr. Jaggers.
"Grip," the Raven (Barnaby Rudge I
— Mrs. John M. Cook, Mount Felix
Walton-on- Thames, possesses the stuffed
original. Dombey & Son — Bow Bells, Cheap-
side. Bardell v. Pickwick — The Guildhall,
King Street, Cheapside.
Messrs. Dombey & Son, near Royal
Exchange — (Dombey & Son, Tailors, 120
Cheapside, perpetuate).
Mr. & Mrs. Daniel Quilp and Mrs.
Jiniwin — 6 Tower Hill.
Little Dorrit — South wark Bridge (the
Iron Bridge).
Edwin Drood — Falcon Hotel, Falcon
Square, Aldersgate Street.
Great Expectations — Newgate Prison
— Pip and Mr. Wemmick.
Nicholas Nickleby — Saracen's Head,
Snow Hill — Mr. Squeers.
Oliver Twist — Clerkenwell Police
Court. Little Dorrit — Bleeding Heart Yard —
Messrs. Doyce & Clennam, Mr. and Mrs.
Plornish. South Kensington Museum — Letters
and MSS. of Charles Dickens.
Pickwick — Spaniards Inn, Hampstead
Heath. Charles Dickens — 15 Furnival's Inn
(lived) — John Westlpck, Tom Pinch.
Bleak House — Mr. Snagsby, Mr.
Grewgious — 10 Staple Inn, Holborn.
The mysterious inscription P
J T
1747
Martin Chuzzlewit — Bull and Anchor
Tavern, Sairey Gamp, Betsy Prig, Mr.
Lewsome — (The Bull) 92 Holborn.
Poll Sweedlepipes, Mrs. Gamp —
Kingsgate Street, Holborn.

Billichin, Mr. Grewgious, Miss Twin-
kleton, and Rosa — 18 Southampton
Street, Bloomsbury.
Barnaby Rudge — Lord Mansfield,
Gordon Riots — 29 Bloomsbury Square.
Bleak House — Richard Carstone,
Kenge & Carboy — 28 Devonshire Street,
Bloomsbury. Oliver Twist and Nicholas Nickleby
were written at 48 Doughty Street,
Mecklenburg Square.
Bleak House, Hard Times, Little
Dorrit, and Tale of Two Cities, were
written at Tavistock House, Tavistock
Square. Mrs. Dickens' (mother) establishment
(school) — 147 Gower Street.
Master Humphrey's Clock, Christmas
Carols, and David Copperfield, were
written at 1 Devonshire Terrace, Mary
lebone. Mr. Dombey's House — Mansfield
Street, Bryanstone Square.
Barnaby Rudge — Lord George Gordon
— 64 Welbeck Street.
Mr. Dorrit — Claridge's Hotel, Brook
Street, Grosvenor Square.
Pickwick, Bleak House, Mr. Guppy — ¦
White Horse Cellars, Piccadilly.
Chapman & Hall (publishers of Dick
ens) — 11 Henrietta St., Covent Garden.
Ralph Nickleby (offices) — 6 Golden
Square. Kenwigs — 48 Carnaby Street.
Newman Noggs — The Crown Inn.
Beak Street, Regent Street.
Pickwick — Green Dragon Tavern,
Leadenhall Market.
Sam and Tony Weller — Blue Boar,
Leadenhall Market.
Pickwick — Dodson & Fogg, 4 New
mans Court (not Freeman's), Cornhill.
Our Mutual Friend — Pubsey & Co. —
St. Mary Axe.
Old Curiosity Shop — house of Samp
son Brass — 10 St. Mary Axe.
Pickwick — Bull Inn Yard, 24 Aldgate.
Dombey & Son — Aldgate Pump, top
of Leadenhall Street.
Martin Chuzzlewit — Mrs. Todger's
Boarding House — Fish Street Hill.
Oliver Twist — Nancy ; Mr. Brownlow.
and Rose Maylie (meeting) — London
Bridge. Dickens (lived when a boy) — 46 Lant
Street, Borough.
David Copperfield — St. George's Obe
lisk, Borough Road.
Fanny Dorrit — S u r r e y Theatre.
Blaekfriars Road.
Uncommercial Traveller — Bethlehem
Hospital (Bedlam) Lambeth Road.
Uncommercial Traveller — C h r i s t -
church (Newman Hall), Lambeth Road.
David Copperfield — Red Lion, 48 Par
liament Street.
Mary Graham and Martin Chuzzle
wit — St. James' Park.
(From AUbut's London Rambles with
Charles Dickens, and others.)

PRACTICAL GUIDE TO PARIS

The following guide to Paris is not
intended to take the place of such
well-known guides as Baedeker, Jo
anne, etc., but in certain respects it
will be even more helpful. For in
stance, the "heavy German" advice as
to economizing in getting baggage to
the hotel has been neglected, as it is
believed that a matter which does not

tariff at the Waldorf-Astoria in New
York or the Touraine in Boston, es
chewing the rare and somewhat expen
sive private bath. A good room can
be secured in one of the best hotels
in Paris for $2.00 a day, as will be
seen by the facsimile bill reproduced
elsewhere. Prom $5.00 to $6.00 a day
should be allowed to live comfortably,

NOTRE DAME AND THE HEART OF PARIS

involve more than the expenditure re
quired against one's baggage from the
arrival platform at the Grand Cen
tral Station to a Fourth Avenue car
would upset the already keyed-up trav
eler. The writer has recently visited
Paris with a view to seeing how com
fortable the average American can be
on a fair expenditure of money which
would call for accommodations such
as would be supplied at the minimum

although if pensions are patronized,
and the stay is of any length, the sum
can be reduced by 40 to 50 per cent.
The underground railway, called the
"Metro," for short, has reduced the
cost of sightseeing very materially over
what the writer had to pay twenty
years ago on his first visit to Paris.
In the preparation of this matter
the writer has had the advantage of
the advice of his friend, Mr. Francis

469

470

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

P. Mann, the Paris representative of
the Scientific American. A better
cicerone than Mr. Mann does not ex
ist, and the details are correct up to
the date when the matter was sent
from Paris, February 1, 1910.
The traveler from America may land
at a number of different ports, but
is sure to arrive at one of the large
stations in Paris, and the method of
procedure is the same at all. On ar
rival have a porter take all your bag
gage, except what has been registered
to Paris, and leave it in the check or
left baggage room, getting checks
therefor. In French this is called the
consigne, and the hotel porter will take

regiment," if you have "anything
to declare." This refers to provi
sions in bulk, wines, cigars, and
matches, which are a government mon
opoly, and you will be passed through
quickly. Do not try to bring in brandy
or other liqueurs unless you are seek
ing trouble. The porter will now take
you to the cab, and you are at liberty
to go to your chosen hotel without fear
of being forced to stay if the accom
modations are not satisfactory. After
once being landed in the heart of the
hotel district you can walk from hotel
to hotel until you find something to
suit you as to location and price. The
guide books tell you to reward the

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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 nume'ro. 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 the 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 de Quai d'Austerlitz, the old sta
tion, is now connected by a loop line.
Gare de. -Luxembourg, Boulevard St.

Michel and Rue Gay-Lussac, local
trains for Sceaux and Limours.
5. Paris, Lyons and Mediterranean
(Gare de Lyon), Boulevard Diderot.
Trains for Marseilles, Nice, Italy, via
Nice or Mont Cenis tunnel, leave from
this station ; also for Fontainebleau
and other points of interest near by.
For long trips the Compagnie Inter
nationale des Wagons-Lits, 3 Place de
l'Opera (the International Sleeping
Car Company), should be consulted.
For other addresses, such as foreign
railway companies, steamship compa
nies, etc., consult the hotel porter.
They are all in the foreign quarter,
near the Opera House, within five min
utes' walk. They all have plenty of
literature, and courteous attendants
who speak English. Cook's office is
1 Place de l'Opera ; American Express
Co., 11 Rue Scribe ; North German
Lloyd, 2 Rue Scribe ; Hamburg- Amer
ican Line, 1 Rue Auber; Cunard Line,
2l"s 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 uume'ro 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
pourhoire for very long distances, and
COMPAGNIE GENERALE
TJES VOITUHES A PA.RIS
Societi Anonyms an Capital de 30,115,820 francs
1., Place d.13. Th.6a.tre - Framyaln

tonserverce numiiro on c;

>mJ11..,

VOITURE DE PLACE A 2 PLAGES

TARIF MAXIMUM dans l'INTERIEUR DE PARIS

DcCheuresdu matin cn et6
De 7 heuras du matin cn hivcf
& mfnuit 30 minutes.
La Course... i fr. 50
L'Heure.... 2 fr. *

.iKi mfnuit 30 minutes
a 6 h euros du matin en ele
eta 7'beures du matin cn hiver
La Course., a fr as
L'Heure.... «lr.5©

TARIF MAXIMUM au dela des FORTIFICATIONS
(EOIS BE MCLOOnE, BOIS SE VMCEnitES, ABCUEIl., AOBERVILLIEns,
BACnBCX, BACnOLET, BODbOGnB, CUAnEETOH, CLICHV, GE.1TILLY,
ISSY, ITEY, LES L1LA9, LES PBES-SAtnT-CEEVAIS, LEVALLOIS-PEEEET,
NAUEOFP.-HOnTnEUlL, MliNTtlOlGE, NEC-ILLY, PAMIX, noUAIEVILLE,
SArnT-DElUS, SAini-HAnDE, SAINT-MAURICE, . Etm-OIFI VAN VE-,
mLEJUP, TIHCKENES.)
{Trotter de grtt a grit pour Ui aiitres destinations.)
De E hetires da matlo a minui! en tie (1" avril au 30 septernbre)
De 6 hcures du matin a 10 h du soil' oa.hiper.jly oclobre au 31 maf«)

L'Heure..

9 fr. SO

IHDEINITe di retoir 1 fr. >

VOITURE PBISE HORS DES FORTIFICATIONS POUR PARIS
L'Heure  * - fr.

BAGAGES 1 colis, 2& c.;2coii9, SOc.;3colis etplus, 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 Francaise des
Automobiles de Place. The tariff for
one or two persons within the city is
seventy-five centimes (15 cgnts) 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

H6tel. <a/1»\
Ui

Algct (rue d')
D 4. dc In Tamisc,
D 13. d 'Oxford ct de
C.milmdgc. Antin (rue tV)
D Hi. des Kluls-L'nis.
D IK. d'Antin.
D -20. Ravnaud.
D22. .du Franco.

Concorde
(jj/nre de la)
A It). Oilloii.
Daunou (rue)
D 1. dc Cliuiscul ct
Boissy-d' Anglas: rue^ d'Egyptc.
B IS. Voulllciuont. C 4. Ka^tadt.
1£33. Tete, U. )Cil6 ('5- lIe VAinirauld
1£35. Percy. 5. ( rlu

',33, de tit Citef Hc-
<Ju Uctiro.3. ) tiro.
Cambon (rue)
EX Gtl-II6tcl Cam-
lion.
C H. Mtttropolitain.
C 25. Hit Canada.
Ci'.t. MaUort incublc'c.
i- lilt. MuEson I'incet.
D 37. dc Castillo.

D 8, d'Orient.
D ". dc .riCiiipirc.
B 17-10. Chatliaui.
Duphot {rue)
E ft. dc la Ma von no.
K 8. Burgundy-Hotel
E 20, dc l'Amirautc.
Echelle (rue dc I').
B 7. >'(innandy-Uotcl
B 11. Montana
Louis-le-Grand (rue)
¦Capucines(bouL da),C «l ^^-Ic-Griiiid.
A IS. Grand.4I.Mcl. L ^rf° ^ (™e)
D23 a 29. Unisons L 13* M«"ollier,
ineubltfcs. ' I Moliere (rue)
B 37. Grand -Hulel des 1C 21. Grand-Hutel Mo.
Capucinds. j Here.
Capucines {rue des) I Monsigny (ruef
C 5. de Calais. |£ ^ £ et 3. Monsigny
CSV... Tlje Marlbo- J-8-Dalayrac.
Private Hotel. |L 9- *l° la "eva-
jWon(-T/iabor (rue du)
0 4. Maison m cub Ice

PajJtr -(rue rfe /a)
H 8. Slirnbcnii.
B 4 M'l. Westminster.
C 48-20. dc Hollandc.
C22. des lles-Britan- C 239-241. de France

Castiglione (rue de)\
A 3. Continental. !
C 5. Grand-Hotel dc
Londres.
f. 7 et 9. Dnminici.
C \\. .Liverpool.
B 12. dc Castiglione.

niqucs. Petits-Chainps (rue desi
C 48. Madison.
Richepanse (rue)
Q. dc la Concorde.
O 44. Richepanse.
Richelieu (rue)
B 8. Rdyal-Palucc-Ho.
tcl.
D 17. Cd-HOtcI d'Or
leans.
li 23. dc Bretagne.
Rivoli (rue de)
B 472. du Louvre.
B 202. St-Jamcs
d'Atbanv.
B200, du'Jardm.
C 208. Wagram.
A 228. Mcuricc.
Rivoli (place de) ¦
B 2. Regina.
Sainte-Anne (rue)
Op6ra (avenue de V) D it 6is.Pari6-Centrc.
B22. des Dcux-Mon-I Saint-Honor6(rue) D 4. Tivollicr.
des. iC 223-25S. dc Lille ct* Volney true)
B 39. Rcllcvuc. | Albion. nil. Henry's Hole!

et Clioificul.
D 300. AN* ftueublcfc)
St-Hyacinthe true)
V, 3. du Prince-Albert.
K 8. dc Londres ci
de Mflnn.
15 40. des Tuilcrics.
Saint-Roch (rue)
D 4 Gibraltar.
D -S.de Paris ct d'Os-
,homc.
T> f>"-7. Suint-Romsiin,
D 42. du Daupliin.
li 43. de Londres el
dc Brighton.
Scribe (rue)
ct b 1. Scribe.'
Seze (rue de)
E 40. dc Seze.
Venddme (place)
A 4. Ventlome.
A 3-3. Rrislol.
A 4-0. du Riiin.
A 13. Rilz.
29 Juillet (ruedu)

HOTELS NEAR THE OPERA AND IN THE ENGLISH QUARTER.
Che figures in the text refer to street number. A. B, c. D. refer to relative quaJltj of hotels, thus A. 1b better than B.

474

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

are not exorbitant, and are usually less
than the charge for the same accom
modations in New York. The large
hotels in the center of the town, such
as the Hotel Continental and the
Grand Hotel, have already been rec
ommended for a day at least until the
traveler can get his bearings. It is
possible to get a good room in these
hotels for 10 francs a day, and some
times even less. If desired, breakfast
will be served in the room at an ad
ditional fee of ten cents or more. It
is an exploded idea that you must go
to a cafe in the early morning for
breakfast ; you are much more com
fortable in your hotel ; but writers of
guide books still copy from the vin
tage of 1876, or thereabouts.
The following list of hotels has just
been compiled and checked as being
open and prepared to receive visitors
on February 1, 1910. The most fash
ionable hotels are found near the Place
Vendome. Here will be found the
Hotel Bristol, H6tel du Rhin, the
Hotel Ritz, Blysee Palace HOtel, Hotel
de l'Athenee. These are all hotels of
the first class, and are apt to be ex
pensive. Visitors should make search
ing inquiries as to expense before
bringing on heavy baggage. Other ho
tels in the same section are the Hotel
Meurice, Hotel Regina, Hotel Chat
ham, Mercedes Hotel, Langham Hotel,
and HStel Montana. Not far away
are the following hotels : Hotel Ter
minus, Gr.-Hotel du Louvre, Hotel Mi-
rabeau, Hotel Westminster, Hotel de
Hollande, Hotel des Iles-Britanniques,
Hotel Castiglione, Hotel de Londres,
Hotel Brighton, Hotel de Lille et d'Al
bion, Hotel de France et Choiseul,
Hotel Scribe, Hotel d'Albe, Carlton
Hotel. Other hotels between the Place
de la Concorde and the Madeleine, and
the Palais-Royal and Boulevard Mont-
martre, are as follows : Hotel St.
James et d'Albany ; near the Place de
l'Opera is the Grand Hotel des Capu-
cines and the Hotel de Russie ; near
the Madeleine will be found the Hotel
de la Grande Bretagne, the Hotel
St. Petersbourg and the Hotel Buck
ingham ; near the Louvre will be found
the Hotel du Pal'ais-Royal. On the
left bank of the Seine will be found
a number of hotels which are less
frequented, and are apt to be compara
tively inexpensive. These are specially
patronized by students. Rooms can be
had as low as 3, 3% and 4 francs, in
some cases. The Pension can !ie had
from 7 to 8 francs in most cases.

There are a number of hotels near
the railway stations, as the Hotel Ter
minus, near the Gare St. Lazare. Near
the Gare Montparnasse will be found
the Hotel de la Marine et des Colo
nies. Near the Gare d'Orleans will be
found the following hotels : Hotel des
Mines, Hotel des Americains, and the
Hotel des Etats-Unis.
The following list of hotels is given
in the "Daily Mail Guide to Paris,"
and includes some names not listed
above. OTHER HOTELS.
Hotel d'Iena. — 20, Avenue d'lena. One of
the best hotels, with all modem comforts.
F. Schofield, proprietor. E. Wiedemann,
new manager.
Hotel Crillon. — Place de la Concorde and
Rue Boissy-d'Anglais. High class.
Hotel Majestic. — Avenue Kleber, New.
First class. Located in the most fashion
able and healthiest part.
Carlton Hotel. — Champs Elyse2S. Restau
rant, grill-room, teas. Now open. H.
Ruhl.
Hotel Astoria. — Champs Elysees. Up to
date. Unique position. High-class res
taurant. Celebrated orchestra.
Royal Palace Hotel. — 8, Rue de Richelieu.
Newest of Paris strictly modern hotels.
Hotel Westminster. — Entirely rebuilt in
1908. High-class family hotel. L. Gan-
dolfo, manager.
Hotel d'Albe. — 55, Avenue de l'Alma.
Grosvenor Hotel. — 59, Rue Pierre-Charron.
lOfr. per day for stay of eight days.
Hotel Brighton. — 218, Rue de Rivoli,
facing Tuileries Gardens. New high-class
residential hotel.
Hotel Campbell. — 47, Avenue Friedland.
Well known. First class. Entirely reno
vated.
Royal Hotel. — Champs Elyse'es, 33, Avenue
Friedland. Private bathroom.
Hotel Mirabeau. — Rue de la Paix. Entire
ly reconstructed with all latest installations.
Hotel Madison. — 48, Rue des Petits Champs.
Select and thoroughly up to date. Re
opened April, 1908. Hot and cold water
in every room.
Grand Hotel Bergere and Maison
Blanche. — Centra] situation. From 12fr.per
day. Every modern comfort.
Princess Hotel. — 1, Avenue du Bois de
Boulogne. Unique position. Private
apartments, with bathrooms.
Hotel Lille et d'Albion. — 223, Rue Saint
Honore". Very comfortable. High-class
residential hotel. Moderate terms.
Hotels St. James et Albany. — 211, Rue
Saint Honore* and Rue de Rivoli 202.
Splendid position, overlooking Tuileries
garden.
Hote l Louvois . — Place Louvois (near Op era) .
Every latest comfort and most moderate
terms.
Hotel Terminus Nord. — Boulevard Denain.
Opposite Gare du Nord. All modern com
fort. First-class restaurant.
Hotel Wagram. — 203, Rue de Rivoli. En
tirely reconstructed. Up to date.
Hotel Ferras. — 32, Rue Hamelin, Champs
Elysees. Modern family hotel.

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

475

The Avenue Hotel. — 157, Rue de la Pompe.
Hotel de Bourgogne. — 7, Rue de Bour-
gogne. From lOfr. Excellent restaurant.
Hotel des Tuileries. — Rue St. Hyacinthe.
Hotel de Rivoli and Grand Palais. — 2
Rue Jean Goujon (Champs Elyse'es). Apart
ments at moderate prices. Home comforts.
Adelphi Hotel. — 4 & 6, Rue Taitbout. Up
to date and modern. New management.
Grand Hotel des Acacias. — 47, Rue des
Acacias. Opened October, 1909. From
9fr. BOARDING HOUSES.
An average inclusive price for a first-class
pension at ordinary times is lOfr. daily;
but there are prices to suit all. Proprietors
of boarding-houses are usually disposed to
make special terms for a long stay (from 150fr.
to 250fr. a month). In the majority of the
boarding-houses visitors can obtain lessons
in conversational French.
Hotel Pension Simonet. — 5, Rue Bassano
between Champs Elysees and Trocadero
(Metro, Alma). All modern improvements.
From 8fr. Steam heat and lif t.
Champs Elys Les. — English pension, llbis,
Rue Lord Byron. Moderate terms.
Pension Hawkes. — 7, Avenue du Trocadero,
Place de l'Alma. First-class English house.
Board from 7fr.
Clairmont House. — 16, Rue de Calais.
Bath, shady garden, electricity. From
£2 to £5 weekly.
Mme. Gilbert. — 62, Rue Singer, Passy.
Home comfort. French lessons. Moderate
terms.
Hotel Pension Francis. — 3, Rue Robert
Estienne. With or without board. From
6fr. English' management.
Villa Marceau. — 37, Avenue Marceau, near
Champs Elysees and Etoile. Moderate
terms. From 8fr.
Hotel Kuchner-Roth. — 29, Avenue Victor
Hugo. All modern improvements. Mod
erate charges.
Pension Guillier. — 21, Rue Valette, near
Sorbonne. Home-like. Baths. Garden.
From 6fr.
Pension Zuetner, 9, Rue du Bois de Bou
logne. First-class. Newly furnished by
Liberty.
Mme. Francelle. 69, Rue Madame.
The following family hotels and pen
sions are recommended. The street ad
dresses are given, as they are less well
known than the hotels given in the pre
ceding list : HOtel Lord Byron, Rue
Lord Byron 16 ; Hotel des Champs
Elysees, Rue de Balsac 3 ; Pension
Francis, Rue Robert Estienne 3 ; Bel-
lot-Carol, Rue Boccador 4 ; Mme. Vic
tor Genie, Rue Marbeuf 6 ; Mme. Vil-
lard, A v. Kleber 88bls ; Pension
Hawkes, Av. du Trocadero 7 ; Mile.
Cardon, Rue Vital 14; Brenzinger,
Boul. Pereire 69 ; Richard's Family
Hotel, Rue Darcet 22; Pension Clair
mont (Edouard Poy), Rue de Calais
16; The Home (Mile. Hadamla), hue
Richepanse 15 ; Mme. Doucerain, Rue
Caumartin 12; The Marlboro' (Mmo.
Wallis), Rue Taitbout 24; Hotel \>s-

sart, Square Latour-Maubourg 4 ; H'O-
tel-Pension de l'Odeon, Rue de l'Odeoii
3 ; Clement, Boul. Raspail 140 ; Mme.
Peeler, Boul. Raspail 282; Villa des
Dames, Rue Notre-Dame-des-Champs
79; Mrs. Edward Ferris (Amer.), 97
Boulevard Arago ; and the Franco-
English Guild, 0 Rue de la Sorbonne.
RESTAURANTS.
Most of the restaurants in Paris
only serve meals a la carte, and eve
ning dress is usually worn, although
it is not obligatory. At all of the
best hotels the waiters speak English,
or at least the head waiter is always
able to speak English. Many of
the large hotels have excellent restau
rants, which are, of course, open to
those who are not guests of the house.
Care should be taken of the hors
d'oeuvres, or fruit, which has not been
ordered, as this is apt to swell the bill
very materially. Fruit is notoriously
expensive in Paris, and if any of the
hothouse varieties are partaken of the
bill will grow apace. Two people can
go to a good restaurant in Paris and
get a good dinner for about $6.00, in
cluding fair wines ; but this is a vari
able quantity, and might readily be
more or less. The following restau
rants are near the Opera, and in the
center of the city : Paillard, Rue de
la Chaussee-dAntin 2 and Boul. des
Italiens 38; Hotel Ritz, Place Ven
dome 15 ; 0af§ 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 Abbaye Royale, Rat
Mort, and Bal Tabarin, should be fre-

476

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

quented with judgment when ladies
are in the party; Grand- Vatel, Rue
St. Honore 275, Bouillon Duval, Place
de la Madeleine 10 (moderate price) ;
Bouillon Boulant, 35 Boul. des
Capucines (moderate) ; Restaurant
Julien, 3 Boul. des Capucines ;
Brasserie Universelle, 31 Boul. des Ca
pucines (moderate) ; Bouillon Duval,
same address, also moderate priced;
Sylvain, Rue de Halevy 12 and Chaus-
see-dAntin 9 (moderate) ; Restaurant
Italien, Passage de l'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, IS613 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
Vaiigirard 22bl" and Rue de Tournon
33 ; and Cafe-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 curagao,
kirsch or grenadine, — grog americain,
made-re, 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 ;
Caf6 Glacier Napolltain, 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 Variety, 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 Francais ;
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 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 Caumartln ;
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 ; Ladurfie,
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-EIysees ; 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-
lustrr. and La Vie an Grand Air.

478

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

BELT (CEINTURE) RAILWAY
This railway, called Chemin de fer de
Ceintuie, effects the circuit of the city
(22 miles) in 1 hour 40 minutes. The
stations at which trains stop are
Courcelles-Ceinture? Qpurcelles-Levallois,
Neuilly-Porte-Maillot, avenue du Bois-
de-BouIogne, 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

jWtr\£ \ \ ^--.^i^ ftl
"TfauplAieiehoillotX «*« j, >..
HA6 ', lwha) \ Champs Uysea

EpioBUis /cracks / *V£W lb „ /--, fcntde1
fc  KJ" — 9^t^X^^v) ?&

Madeleine

teliHaHBtTPAyoie ... •:- "» As^ri&w,

Belleville

Fblie-
Mericourt 70*16 ,- -— '
-"Y 81*76 •
5 - A m bro ise

fiJftfi

'^uinie-Mngts, 120 b

Pere-

/

laRoquette m&u  .
-3— -""""' \Charonne
JrMarguerite \ im^io

\

/\* . /Bel-Air)

s \

MAP OF PARIS, SHOWING DIVISION INTO ARRONDISSEMENTS

Ksl-Ceinture, La Chapelle-St. -Denis,
Nord-Ceinture, boulevard Ornano, ave
nue de St.-Ouen, avenue de Clichy and
back again to Courcelles-Ceinture.
Trains every 10 minutes. Fares vary
according to distance. First class sin
gle, 40 c. to 60 c. ; return, 60 c. to 90 c.
Second class single, 20 c. to 30 c. ; re
turn, 30 c. to 50 c.
In connection with this railway,
trains run from the Gare St. -Lazare
to Courcelles'-Levallois, via Batignollcs.
From Courcelles-Levallois some proceed
as far as Auteuil, while others go to the
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 (Chalets de Ne'cessite' or de
Commodity) will be found all over
Paris. Fee, 5-15 centimes, a few higher
in price. Where the facilities of hotels
are used a fee should be given 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
Orfevres. MESSENGER BOYS
There is an excellent service of mes
senger boys, corresponding to our own
in large cities. They are called in the
same way by the messenger call box.
The average charge is a franc an hour
and the expense of taking a telegram to
the post-office or calling a cab is 20 cen
times.

OMNIBUSES AND TRAMWAYS
There are nearly one hundred omni
buses and tramway lines in Paris and
they afford, after the Metro, perhaps the
best means of getting around the city,
if a carriage or taxicab is not required.
Each vehicle is distinctly marked with
the initial and terminal point of its
journey and the direction in which the
omnibus is going is indicated by a mov
able board at the rear end of the bus
or tram. When full, a notice to that
effect, the word complet (in blue let
ters on a white ground generally) is
placed over the door. Vehicles stop at
any point desired, except in the prox
imity of an office, where passengers wait
and are sheltered. On entering office,
take a number, a little ticket varying

THE SEINE, WITH NOTRE DAME IN THE DISTANCE

NUMBERING THE STREETS
In Paris the numbers begin at the
street end nearest the Seine when the
street is nearly at right angles with the
river. When streets run more or less
parallel with the river the numbers fol
low its course. Even numbers are al
ways on the right-hand side of the
street, odd numbers on the left hand,
following the above named course.

in color according to destination. On
the arrival of every vehicle the num
bers for that destination are called over
and the holder takes his numerical turn.
The system is an admirable one, though
at times passengers experience long
waits. Fares are generally as follows: Out
side (impMale) 15 c. ; inside (int6-
rieur) 30 c. ; corrcspondance tickets are
given without extra charge to inside
passengers. Ask for same on paying

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.
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 desMathurins 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'Ope'ra 19.
L avenue, Cite" du Retiro 1.
St. Roch, me St. Honore' 274.
Susson, rue Washington 25.

Boot-makers. Justesen, rue de la Paix 2.
Hellstein, Place Vend6me 23.
American Shoe Stores, ave. de l'Ope'ra 15.
Chat Noir, bd. des Italiens 18.
High Life, bd. des Italiens 30.
Taitbout, bd. des Italiens 22.
The Sport, bd. Montmartre 17.
Manfield, bd. des Capucines 8.
Pinet, bd. de la Madeleine 1.

A.VENUE DE BOIS DE BOULOGNE, LOOKING TOWARD L'ETOILE

Barbers. Barnes, rue Boissy d'Anglas 30.
Langres, rue Boissy d'Anglas 17.
Albert, rue Bayen 51.
Albert, bd. Haussmann 45.
Beautier, ave. Victor Hugo 95.
Camille. Croisat, rue 4 Septembre 9.
Lespes, bd. Montmartre 21.
Guionnet, rue Meyerbeer 3.
Gustave, rue Royale 22.
Beffiere, 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'Ope'ra 29.
Girardeau, rue Scribe 7.
Kendall & Co., rue de la Paix 17.
Moynat, Place du Theatre Francais.
Vodable, ave. de l'Ope'ra 15.

Bronzes, etc.
Gabreau, rue Druot 5.
Goldscheider, ave. de l'Ope'ra 28.
Pannier, rue Scribe 6.
Herzog, rue de Chateaudun 41.
Samson, ave. de l'Opera 30.
Siot-Decauville, bd. des Capucines 24.
Lacarriere, place Vend6me 18.
Soctete' Francaise, rue de la Paix 10.
Rechond, bd. Montmartre 11.
Druggists. Mille & Caillaud, rue Druot 25.
Cddard, place du Theatre Francais 2.
Delouche, place Vend6me 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.
Joubert, bd. Haussmann 96.
Pages, ave. des Champs Elyse'es 88.
Puech, bd. Malesherbes 32.
Segare, rue Royale 14.
Safeties, bd. Malesherbes 103.
A la Civette, rue St. Honore" 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-Honor^, and Rue Maren
go. Goods of the best quality at advan
tageous prices. London: New Bond Street,
W.
Printempb. — 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 Chausse'e 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 wex*e available for visitors on
the 18th of January. A similar list
can be obtained from any of the good
French newspapers, or the English pa
pers, the Herald and Daily Mail,
There is also an excellent little pub
lication, entitled "La Semaine de
Paris," which is sold for a few cents
at the principal hotels. This can also
be obtained at Brentano's, 37 Avenue
de l'Opera. This little book, of some
24 pages, contains a list of theaters,
with the plays which will take place,
with, very often, the names of the
actors. It gives the time when the
box office is open and the time when
the curtain rises. It also gives a list
of the Bijou Theaters and other diver
sions. Ladies should only go to the
various music halls when accompanied
by 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.
Op£ra, elache.
Mercredi; Rome"o et Juliette. — Vendredi:
Tannhaeuser. — Samedi: Salammbd.
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;
(soiree): le Passant: le Voyage de M.
Perrichon; l'Anglais tel qu'on le parle.
OpeYa-Comique, 8 h. %. — Phryne". — Paillasse.
Mecredi: Werther. — Jeudi, samedi; PhryneV
Paillasse. — Vendredi: Carmen.
Odeon, 8 h. 50. Le Chauldronnier. Comme
les feuilles.
Mercredi, jeudi, vendredi, samedi, dimanche
(mat. et soiree): Comme les feuilles. —
Jeudi (matin e"e-conf e"rence) : Phedre. —
Samedi (mat.): Le Romantisme au
theatre. — Lundi: Horace; les Fourbe-
ries de Scapin.
Gymnase, 8 h. %. — Pierre et Therese.
Vaudeville, 9 h. — La Barricade.
Vari^tes, 8 h. 20. — Les Maris en vacances. —
Un Ange.
Gaite'-Lyrique, 8 h. — Quo vadis?
Mercredi: Les Huguenots. — Jeudi (mat.):
La Damnation de Faust. — J euni; vendre
di: Quo vadis? — Samedi: Lucie de Lam-
mermoor. — Dimanche (mat.): le Trou-
vere; (soiree): Quo vadis? Lundi:
Orphe'e.

G-03 JinpZhifrenoti-.''ca-u.

486

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Renaissance, 9 h. 10. — La Petite Chocola-
tiere.
Th. Sarah-Bernhardt, 8 h. 40. Le Proces de
Jeanne d'Are.
Nouveaute"s, 8%. Portrait de la baronne
Noblesse oblige.
Th. Re\jane, 8 h. ^.— Mme Margot.
Porte-Saint-Martin, relache.
Th. Antoine, repetition ge*ne"rale de l'Ange
gardien.
Chatelet, 8 h. >£•— La Petite Caporale.
Athenee, 8 h. J^. La Bonne e"cole; le Dan-
seur inconnu.
Palais-Royal, 8 h. J^. — Flagrant delit. — La
Cagnotte.
Trianon-Lyrique, 8 h. 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. H- — Lysistrata.
Ambigu, 8 h. 3^. — Nick Carter.
Folies-Dram. 8 h. y2. True de Nicolas. Un
homme de glace.
Th. Apollo, 8 h. 34. — La Veuve Joyeuse.
Th. Moliere, 8 h. X— La Pocharde.
Cluny. 8 h. %. Boarding House. — Mariage de
gourdes.
Th. des Arts. 8 h. \i.-~ L'Aiglon.
De\jazet. 8 h. ty. La Main de ma fille; le
Papa du regiment.
Grand-Guignol, 9 n. Horrible experience.
L' Ami des deux. Le Hangar de la rue
Vicq-d'Azir. La Halte. Mme. Aurelie.
Capucines, 9 h. — Ainu* pour soi-meme. La
Couverture. — Sans rancune.. .revue.
SPECTACLES-CONCERTS.
Folies-Bergere, 8 h. y%. LaRevu&des Folies-
B erg ere.
Olympia, 8 h. %. Enlevement de Psyche
Pick Nick Carter.
Scala, 8 h. X- La Revue. Morton, E.
Favart, A. de Tender, Mary Perret, P.
Morly, Carpentier, Casa, Eugenio, Rivers.
Roite a Fursy, 9 h. — La Revue. — Fursy.
Grands Magasins Dufayel. — 2 h. ^ a 6 h. —
Concert et cinematogr&phe tous les jours,
sauf le dimanche.
Nouveau Cirque, 8 h. >£. Attractions. La
Chasse au cerf.
Palais de Glace (Champs Elyse'es). — Patinage
sur vraie glace. Tous les jours de 2 k 7 n.
et de 9 h. a minuit.
Tr Eiffel, de midi a la nuit au 2e dtage 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-
RISIANA. EXPOSITIONS.
Rue de Seze, de 10 1/2 a 6 h.. Exposition de
"la Cimaise." PARIS NEWSPAPERS.
The Paris edition of the New York
Herald is published each day. It is
an illustrated paper, filled with the
news of the world. It should be read
daily by all who are traveling in

France and on the Continent. The
Paris Daily Mail is printed each morn
ing in Paris, thus gaining throughout
the Continent an advance of about a
whole day on papers sent from Lon
don. It contains all the London news
and has a special American cable serv
ice. Its advertising columns give in
valuable information as to hotels, pen
sions," garages, etc. Visitors to Paris
should register at the office of the New
York Herald. Their name will be ca
bled home and published in the New
York Herald without charge. Be sure
that your name 'is written correctly
and legibly in the book. The 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 fnres
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.

k =

it

s s
Is

a. a.

¦^ oo

"3 a.

400

$112.50

81,350

450

125.00

1,600

660

105.00

1,000

660

112.50

1,250

600

105.00

1,250

660

117.50

1,450

Adriatic 
Mauretania . . ,
Provence 
Kaiserin A. V. .
Rotterdam ....
Kronprinzessin

Total  $617,000

$100,000 121,000 70,000
110,000 87,500
128,500
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
trom all the oceans there are on exhibition all
contrivances fpr the capture of sea animals
living at all depths. There is also a mae-
nincent 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., anu
the expense will be saved by the advice
conveyed.

tains. Most trains run over the Stadt-
bahn, which has a number of stations.
Gabs. — 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

ScTwrihanserAlh^ .zrLzlaw '.\ll£6

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-
tOf*K ^tf*
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 % hour ; %
hour, 1% marks ; each additional 15
minutes, 50 pf. Luggage, except 22
pounds ( carried inside the cab ) , extra,
as follows : 55 16s., 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
lares 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 Views 4 . 50
France (Northern), from Belgium and
the English Channel to the Loire,
excluding Paris and its Environs,
with 9 Maps and 25 Plans  2.10
France (Southern), with Corsica —
Fourth Edition, with 30 Maps, 36
Plans  2.70
Greece. With 8 Maps, 15 Plans and a
Panorama of Athens  2 . 40
Germany (Northern), with 32 Maps
and 42 Plans  2.40
Germany (Southern), with 16 Maps
and 15 Plans  1.80
Germany (Rhine), from Rotterdam
to Constance, the Seven Mountains,
Moselle, Volcanic Eifel, Vosges Mts.,
Black Forest, etc., with 30 Maps and
22 Plans  2.10
Great Britain, with 14 Maps and 24
Plans  3.00
Italy (Northern), including Leghorn,
Florence (Ravenna) and the Island
of Corsica, and Routes to Italy
through France, Switzerland and
Austria, with 16 Maps 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. With
nine Maps and many illustrations. . $3.25
Cook's Handbook for Palestine and
Syria. 482 pp., 8vo, Cloth. With
Four Maps  2.50
A Levantine Log Book. By Jerome
Hart. Travel Sketches in the East
ern Mediterranean. 400 pages. 40
illustrations. Cloth  2.00
Murray's Egypt. Tenth edition, re
vised, 1006 pp. Maps and Plans. . . 6.00
A Thousand Miles up the Nile. By
A. B. Edwards. With 70 Wood
Engravings from Drawings taken on
the spot  2.50
Black's Cairo of To-day, by E. A.
Reynolds Ball, F.R.G.S  1.00
Black's Practical Guide to Jeru
salem, with excursions to all places
of interest in the vicinity, by E. A.
Reynolds Ball, F.R.G.S  2.00
Black's Constantinople, with plans
of Constantinople and Pera  2.00
Macmillan's Palestine and Syria.
Third Edition, 13 Maps and 5 Plans. 2.00
Macmillan's Egypt and the Sudan.
Third Edition, 35 Maps and Plans. . . 2.00
Practical Hints for Travellers in
the Near East. By E. A. Rey
nolds Ball, F.R.G.S. E. Marlbor
ough & Co. Cloth, 65 c; paper  50
A Trip to the Orient. By Robert
Urie Jacob  1.50
Oriental Rambles. By G. W. Cald
well, M.D. Illustrated. Cloth  2.00
To-day in Syria and Palestine. By
William Eleroy Curtis  2.00
ROUND THE WORLD
Universal Guide of the World.
Standard Routes and Itineraries of
Tourist Travel. By Durrant Thorpe $ 1 .25
One Way Round the World. By
Delight Sweetser. Illustrated  1.25
Around the World in a Year. By
George L. Carlisle. Fully illustrated 2.00
Japan, Murray's Handbook to. 26
Maps and Plans. Cloth  6.00
The Other Side of the Lantern.
An Account of aCommonplace Tour
Round the World. By Sir Frederick
Treves  2.50
Modern India. By WiUiam Eleroy
Curtis  2.00
Egypt, Burma and British Malaysia.
By William Eleroy Curtis  2.00
India, Burmah and Ceylon, Mur
ray's Handbook. 74 Maps and
Plans  u  8.00

Asia Minor, Transcaucasia! Persia,
etc., Murray's Handbook to. 416
pp. Maps and Plans 
P. & O. Pocket Book. With Illus
trations and Maps 
Bradshaw's Overland Guide to
India, Persia, The Far East, etc.
With Maps, Plans, etc 
Cram's Quick Reference Atlas and
Gazetteer of the World. Army
and Navy edition. Ill Maps and
over 42,000 Index Entries. For the
Pocket 
CONVERSATIONAL AND CODE
Marlborough's " Self-Taught" Se
ries of European and Oriental
Languages.
French, German, Italian, Spanish,
Esperanto. Cloth, 36c. each;
paper, each 
Norwegian, Swedish, Danish, Rus
sian, Dutch, Portuguese, Arabic
(Syrian), Egyptian (Arabic), Turk
ish, Greek (Modern), Hindustani,
Tamil, Japanese, Persian. Cloth,
60 c. each; paper, each  $0.50
Japanese Grammar, Self-Taught,
Tamil Grammar, Self-Taught.
Cloth, $1.50 each; paper, each  1.25
Hindustani Grammar Self-Taught.
Cloth, 60c; paper  50
Unicode. Cook's Special _ Edition.
The Universal Telegraphic Phrase
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
Hampshire  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

491

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
Jndia, 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," Parti., 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. bd
The THOROUGH GUIDE SERIES by
M. J. B. Baddeley, B.A., and C. S }Vabd
M.A. Maps by Bartholomew. (Published
by T. Nelson and Sons;— "The English
?Absence of a price indicates out of print
or reprinting.

Lake District" (1902), 5s.; "Scotland,"
Part I. ("The Highlands") (1903), 6s. 6d.;
"North Devon and North Cornwall" (1903).
3s. 6d.; "The Peak District" (1903), 3s. 6d.;
"Scotland," Part II. ("Northern Highlands")
(1901), 3s. 6d.; "Orkney and Shetland"
(1900), Is. 6d.; "The Eastern Counties"
(1902), 3s. 6d.; "South Devon and South
Cornwall" (1902), 4s.; "North Wales,"
Part II. (1899), 2s. 6d.; "South Wales 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," lOfr.; "Pyrenees," 7fr. 50c; "Sa-
voie," 7fr. 50c; "Vosges et Alsace," 7fr. 50c;
"Algerie et Tunisie," 12fr.; " Allemagne
Septentrionale, St. Petersbourg, Moscou,
Varsovie, et Copenhague," lOfr.; ''Allemagne
Meridionale et Autriche-Hongrie," lOfr.;
"Belgique et Hollande," 7fr. 50c; "Espagne
et Portugal," lOfr.; "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," "Chartres," "Chatelguyon et Riom,"
"Dijon," "Gerardmer," " Le Havre,"
"Liege," "Lisieux," "Lourdes," "Mont
peUier," "Le Mont St. Michel," "Nancy,"
"Nantes," "Nimes," "Orleans," "Poitiers,"
"Keims," "Tours," "Valence." One franc
each: — "Aix-les-Bains," "Ajaccio," "Alger,"
"Arcachon," "Bagneres-de-Bigorre," 'Ba-
gneres-de-Luehon,"- "Biarritz," "Bordeaux,"
"Boulogne," "Bruxelles," "Caen," "Cannes
et Grasse," "Cauterets," "Clermont-Ferrand
et Royat," "Compifegne et Pierrefonds,"
" Contrexeville et Vittel," "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," "Plombieres," "Rouen," "Saint-
Malo-Dinard," "St. Raphael et l'Esterel,"
"Saint Sebastien," "Toulon-Hyeres," "Tou
louse," "Trouville," "Tunis," "Versailles,"
"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 GtTTDn; 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-
Jock," 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.; ,rSouth 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
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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,"
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zerland," 3s. 6d.; "Holland," Is. 6d.;
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and Syria," 2s.; "Burma," Is.; "Paris," Is.;
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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 6rf. 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, "
1 ' Beckenham and Chislehurst," " Exeter, ' '
" Kings to n-upon-Thames and Surbiton,"
"Evesham," "Petworth," "Newquay," "Has-
lemere and Hindhead," "Taunton," "Little
hampton and Arundel," "Tavistock," "Ply
mouth," "Dunstable," "Quantocks," "Ox-
ted and Limpsfield," "Lynton and Lyn-
mouth," "Horsham," "Seaford," "Hun
stanton," "King's Lynn," "Woking," "Hert
ford," " Dorking," " Waltham," " Dorchester,"
"Luton Church," "Reading," "Sutton (Sur
rey)," "Watford," "Yeovil," "Aylesbury,"
'Gravesend," "High Wycombe," "North
ampton," "Eastbourne," "Boston," "Gran
tham," "Torquay," "Bury St. Edmunds,"
Shoreham," "Hove," "Stamford," "Ret
ford,* "Peterborough," "Dover," and
"Where to Live Round London."
THE " BOROUGH " SERIES OF
POCKET GUIDES (British, 2}d. each, post

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

40.1

free; Continental, 4d. each, post free). (Pub
lished by Edward J. Burrow, Cheltenham): —
England — Abergavenny, Abingdon-on-
Thames, A Jton, 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 Cleetnorpes, 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, Lytham, Macclesfield, Maiden
head, Maidens and Coombe, Maldon, Malmes-
bury, Malton, Malvern, Mansfield, Market
Drayton, Market Harborough, Marlborough,
Milford-on-Sea, Minehead, Monmouth, Nails-
worth, Nahtwich, 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 (I*le of
Wight), Salisbury, Scarborough, Sedbergh,
Selby, Shaftesbury, Sheffield, Shepton Mallet,
Sherborne (Dorset), Shrewsbury, Skegness,
Skipton, Grassington, and Bolton Abbey; Slea-
ford, Slough, Smethwick, Southampton,
Southport, South Shields, St. Albans, St.
Austel, Stafford, Staines, St. Ives (Hunts.),
Stoke-on-Trent, Stratford-on-Avon, Stroud,
Sudbury, Sutton Coldfield, Swindon, Tarn-
worth, Taunton, Tavistock, Teddington,
Teignmouth, Tewkesbury, Thirst, Torquay,
Totnes, Truro, Tynemouth, Upper Wensley-
dale, Uxbridge, Ventnor (Isle of Wight),
Wadebridge, Wakefield, Wallingford, Walmer
and Deal, Walsall, Walton-on-Thames, Ware,

Warrington, Warwick, Wells (Somerset),
Wednesbury, Wellington (Salop), Wellington,
(Somerset), Wendover, West Bromwich,
Western Valleys of Monmouthshire, Weston-
super-Mare, Clevedon, and Portishead; Wey-
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, Colwy n Bay, Crickhowell, Denb igh,
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, Lame, 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.; "Mediterranean
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 Carta," 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 (Bed 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 (Bed 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 P)-
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 (Boyal),
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 (Barker's
Hotel). Cycle to Harrogate (White
Hart), Bipon (Unicom Hotel). Train
to Durham (Three Tuns). Cycle to Cor-
bridge and Hexham (Boyal 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
(Dulceries 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 (Bandolph
Hotel) ; through Faringdon, Swindon,
Wroughton, Beckhampton, Chippenham,
Bath (York House Hotel) ; through
Wells, Glastonbury, Bridgwater, Taun
ton (Castle Hotel), to Exeter (New Lon
don Hotel) ; through Lyme Regis, Brid-
port, Dorchester (King's Arms), Ware-
ham, to Bournemouth (Boyal Bath Ho
tel) ; through Christchurch, Lyndhurst
(Crown Hotel), and Romsey, to Win
chester (George Hotel) ; through Alton,
Farnnam, Guildford (White Hart Ho
tel), Dorking, Reigate, Sevenoaks
(Crown Hotel), to Tunbridge Wells
(Mount Ephraim Hotel) ; through Rye
and Romsey, to Folkestone (Hotel Me
tropole) or Dover (Burlington Hotel).
The best centers from which excursions
can be made are Carlisle (for a round
comprising Wigton, Silloth (Queen's Ho
tel), Maryport, Cockermouth, Keswick.
(Keswick Hotel), Penrith, Alston, and
Brampton) ; Harrogate (for Bolton Ab
bey, Ilkley, Otley, Harewood, Wetherby,
York (Station Hotel), and back by
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 (Shelbourne Hotel), a
good route is that through Dundrum,
Stepaside, Ennlskerry, Newton, Mt. Ken
nedy, Laragh, for Glendalough (Boyal
Hotel), back to Laragh, and on through
Rathdrum, Wooden Bridge, Arklow, Go-
rey, and Wexford (White's Hotel) ; by
the coast road (not so interesting) the
distance is just over ninety miles. The
other is very little longer. On the sec
ond day, pass through New Ross, Water-

*These tours were received too late to be included under Tours.
495

496

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

ford (Adelphi Hotel), Kilkenny, and
Cashel to Clonmel (Hearn's Hotel) ,
third day, through Clogheen, Lismore,
Youghal, and Middleton, to Cork (Im
perial Hotel) ; fourth day, through Drip-
sey, Macroom, Inchigeelagh, Glengariffe
(Eeeles's Hotel), Kenmare, and Muek-
ross, to Killarney (Royal Victoria Ho
tel) ; fifth day, through Killorglin, Glen-
beigh, Cahirciveen, Waterville (South
ern Hotel), Parknasilla, Kenmare, Kil-
garvan, and Loo Bridge, to Killarney ;
Sixth day, through Abbeyfeale, New
castle, Adare, Limerick (Glentworth Ho
tel), Lansdowne Bridge, Cratloe, Kil-
morey, Tulla, Crusheen, and Gort, to
Galway (Railway Hotel) ; seventh day,
through Athenry, Ballinasloe, Cloghan,
Tullamore, Portarlington, Kildare, New
bridge, and Naas, to Dublin ; eighth day,
through Mullingar (Greville Arms)
Athlone, Tuam, Ballinrobe, to Westport
(Railway Hotel) ; ninth day, through
Castlebar, Ballina, Dromore, Sligo (Vic
toria Hotel), Bundoran, Pettigoe, to
Strabane (Abercorn Arms) ; tenth day,
through Londonderry, Ballykelly, Lima-
vady, Coleraine, Ballycastle, Cushendun.
Cushendall, Glenarm, Larne, and Car-
rickfergus, to Belfast (Station Hotel) :
eleventh day, through Combe, Down-
Patrick, Newcastle, Kilkeel, 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 Ullswater.
The following route is a good one ; Win
dermere, Ambleside, Rydal, Grasmere,
Dungeon Ghyll, 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 Tenrith. A good guide-book is Bad-
deley's "English Lakes" (5s.), published
by. Dulau & Co., 37 Soho Square, W.
CYCLING TOUR IN THE NEW
FOREST. — Make your headquarters at
Lyndhurst (Crown Hotel). First day,
visit Bournemouth by the Christchurch
route, and return to Christchurch
(King's Arms) for the night. Second
day, through Milton, Lymlngton and
Brockenhurst, back to Lyndhurst. Third
day, via Cadnam and Brickworth House
to Salisbury (White Hart Hotel) : and
back on the fourth day through Ford
ingbridge. Fifth day, through Tatton,
Southampton, and Otterbourne, to Win
chester (George Hotel), and back, the
sixth day, via Ampfield and Cadnam.
CYCLING IN THE WYE VALLEY.—
The most interesting center is Mon
mouth (Beaufort Arms or Hardwick
Boarding-house). The principal runs

thence and back are : Staunton, Mich-
eldean, Littledean, Coleford (twenty-
seven miles) ; Staunton, Christchurch,
Symond's Yat, ferry across the Wye,
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, eycle 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 Kur
saal) ; to Rochefort (Hotel Biron) for
the grottoes of Han ; to Neufschateau,
Arlon, and Luxembourg (Hotel de l'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 baclr 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
Schiitse). Keep south, through Hiifin-
gen, and thence southeast to Lofnngen
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.^-
"Flrst 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 >s quiet and charm
ing. The schoolmaster and the grocer
at 'De Hoop bakery' also take lodgers
at much the same price, I believe. We
then went to Laren, in North Holland,
near Hilversum, and stayed at the Pen
sion Kam, and were most comfortable at
2fl. 50 a day, everything included, ex
cept bedroom lamps. Mrs. Kam is Eng
lish. Here there are good interiors and
the sand dunes to paint. Then we visi
ted Volendam, and stayed at Spaander's
Hotel for 3fl. a day (by the week).
Everyone here speaks English. This is
full of most quaint subjects, and all the
fisherfolk wear the costume. There
is a regular and quite moderate
tariff for models at Laren and
Volendam. I was also given the fol
lowing addresses of places frequented bv
artists : Vrouw Noorlander Rijsoord,
near Dordrecht ; train to Dort, cross by
ferry, Sweindrecht tram to Rijsoord 1
terms, 12fl. a week, and very comfor
table. Hotel Pennock, Dordrecht : Hotel
Het Haasje, Damrak, Amsterdam ; Hotel
Fleur d'Or, Rue des Moins, Antwerp,
near the cathedral. I may add that
during our sojourn in Holland we found
nobody grasping, except, perhaps, the
children at Volendam." (From a Queen
reader. )
A MOTOR TOUR ON THE CONTI
NENT. — A suitable route for July,
commencing with Paris (Grand Hotel),
is as follows : Through Evreux to Trou
ville (Hotel des Roches Noires) ;
through Caen and Avranches to Dinard
(Boyal Hotel) ; through Rennes to Nan
tes (Hotel des Voyageurs) ; through An
gers to Tours (Hotel Univers) ; through
Chateauroiix to Le Chatre (Hotel De-
cosses) ; through Gueret and Aubussou
to Clermont Ferrand (Hotel de l'Eu
rope) ; through Thiers and Roanne to
Lyons (Hotel Univers) ; through S. An
dre le Gaz and Chambery to Aix-les-
Bains (Hotel de l'Europe) ; through An
necy and Geneva to Lausanne (Hotel
Binhe Mont) ; through Bern to Lucerne
(Hotel National) ; through Zurich and
Winterthur to Neuhausen (Hotel
Schweizerhof) ; throiugh Donaueschin
gen and Villingen to Triberg (Black For
est Hotel) ; through Haslach and Of-
feuburg to Strassburg (Hotel Ville de
Paris) ; through Finslingen and Cha-
teausalins to Metz (Hotel de Mete) :
through Luxembourg to Spa (Hotel
d'York) ; through Liftge to Brussels (Ho
tel de l'Europe). From here return to
England via Ostend (Palace Hotel), and
steamer thence, or via Dover.

A TEN DAYS' TRIP WITH BICY
CLES IN NORMANDY.— Land at Ha
vre (Normandie), boat to Trouville, and
ride to Caen (Hotel Modeme), via the
coast road, passing Dives ; thence to
Bayeux (Luxembourg) ; to St. Lo (Uni-
rcrs) ; to Coutances (France) ; to Av
ranches (Hotel Bonneau) ; to Mt. St.
Michel (Hotel Poulard AinS) ; to Mor-
tain (Poste) ; to Vire (Hotel St. Pierre) ,
to Falaise (Hotel de Normandie),
stopping the night at Conde-sur-Noi-
reau ; to Lisieux (Normandie), stopping
the night at St. Pierre-sur-Dives, the
full distance being forty-three miles ;
lastly, via Pont l'Eveque, to Honfleur ;
thence boat to Havre. For this tour
purchase the C. T. C.s "France," sec
ond volume (N. W., W., and S. W.) of
the Continental Road Book series, con
taining the necessary map. Every hill,
turning, and cobble which it is neces
sary to know of, together with the mile
age from place to place, is noted in the
book. Write for it to Mr. E. R. Ship-
ton, 47 Victoria street, S. W. (5s. to
members) . You can send your luggage

Bridgp on*Gothard Railway
on by grande Vitesse addressed en con
signe (fetching it at the station or send
ing someone for it from the hotel) ; by
eolls postal if it is light (otherwise this
means is expensive), by both means pay
ing only for the carriage on receipt ; or
you can take a third class ticket, and
simply send it by train as though you
were traveling with it. It will remain
at the baggage office of the station it is
destined for until the bulletin des bag-
ages is presented. A small fee has to
be paid for every day it is kept there
until it is claimed. In France 30 kilos
(66Ibs.) of luggage is allowed on the
railway ticket. For cycling centers,
Dives and Falaise (at the former the
Hotel Guillaume le Conquirant) or Caen
and Mortain ; or Caen and Avranches ;
the last ramed being more accessible for
Mt. St. Michel, which, though archi
tecturally interesting, is situated in the
neighborhood of uninteresting country.
But Avranches and Mortain are pretty ;
Falaise is in charming country, but hil
ly. From Caen and Dives make excur-

498

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

sions both inland and on the coast. If
the tour is too long for a ten days'
holiday, or if the weather is unfavor
able, cut it off at St. LO, riding thence
down to Vire and then to Falaise, leav
ing Coutances, Avranches, and Mt. St.
Michel for another time.
CYCLING AND MOTORING IN THE
P Y R E N E E S.— The high roads in
spring, summer, and early autumn are
smooth, rutless, and rather dusty. What
would seem insurmountable difficulties
when looked at on an ordnance map
vanish into space when attacked in
reality. Most of the roads run, nat-

Curling in Switzerland

urally, through valleys ; still, it is often
necessary to cross a mountain pass more
or less elevated in order to get out of
one valley into the next. The roads,
however, are made in such long zig
zags that the slope loses its steepness,
and you make astounding ascents and
descents almost without being aware of
the fact. From November till May they
are impracticable for automobilists, be
cause of the stoning and other repara
tive operations going on, not to mention
the fact that some of them are com
pletely snowed up in winter.
CYCLING ALONG THE RHINE.—
The order, ascending : Emmerich, Roy
al; Duisburg, Fiuropliisscher Hof; Diis-
seldorf, and Cologne (see descendinsl ;

Godesberg or Bonn, Hotel Kley (Bonn) ;
Remagen, Bhein Hotel; Andernaeh,
Hackenbruch ; Coblenz, Zum Biesen; St.
Goar, Bheinfels ; Bingen, Bellevue;
Mainz, Rheinischer Hof, and Heidelberg,
Schloss Hotel. Descending : Mannheim,
Pfalser Hof ; Darmstadt. Darmstadtcr
Hof; Frankfurt, Hotel Russie; Wies
baden, Hotel Pension Quisisana (for a
longer stay) ; Ems (or Ehrenbreitstein),
Rath, at Ehrenbreitstein ; Neuwied, Zum
Goldenen Anker; Linz, Europdischer
Hof; Cologne, Hotel du Nord; Diissel-
dorf. Hotel Royal. The hotels are, with
the one exception of Wiesbaden, chosen
for short stays, say a night. That at
Wiesbaden (which forms a good midway
rest) is a family hotel. Most of the
houses are selected for the view of the
Rhine, but some for comfort only.
TOURS IN THE UNITED KINGDOM.
EASTERN COUNTIES' CATHEDRAL
TOUR. — London to. Durham by G. N.
Ry. and N. E. Ry. (Three Tuns) ; third
day, York (Station Hotel), a very great
contrast to the quaint Durham hostel
ry, but contrasts are the more interest
ing when both are good. Thence early
on the fourth day, via Market Weigh ton
to Beverley, a most interesting Cathe
dral or Minster town (Beverley Arms).
Next morning (5th day; via Hull to
Lincoln ( White Hart) . Sixth day to
Peterborough (Great Northern Hotel)
and Ely (Lamb) : seventh day to Cam
bridge (Unircrsity Arms) ; and eighth
day to Norwich (Maid's Head).
A TOUR IN CORNWALL.— May is a
good month for the tour. Travel by
the Great Western Railway from London
to Penzance (Queen's Hotel), which
should be headquarters for about ten
days, during which a two-day excursion
should be made to Helston and the Liz
ard. Return through Redruth to New
quay (Headland Hotel), whence by
coach to "Wadebridge for Padstow
(South Western Hotel) ; train via Wade
bridge to Camelford, whence drive to
Tintagel (King Arthur's Castle Hotel),
and on to Bude (Falcon Hotel). If the
tour is continued to North Devon, which
is advisable, the route is by coach to
Clovelly (Red Lion Hotel), and on to
Bideford (Royal Hotel) : train via Barn
staple to Lynton (Valley of Rocks Ho
tel), and drive along the coast to Mine-
head (Hotel Mitropole), whence by train
back. If North Devon is not included.
return from Bude by train via Okehamp-
ton to Exeter (Xcip London Hotel), and
by the main line to London.
IRISH TOUR. — For cycling Antrim
and environing counties may be recom
mended. Say : — Dublin to Drogheda
and Dundalk (Imperial) ; to Carlingford.
Warrenpoint, and Rostrevor (Great
Northern Hotel ' at Warrenpoint) :
thence to Kilkeel ; then along the coast
to Newcastle (Sliere Donard Hotel) ; to
Downpatrick, Strangford, and Porta-
ferry to Newtownards (Londonderry

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

499

Arms) ; to Belfast, Carrlckfergus to Red
Bay and Cushendall (Glens of Antrim
Hotel) ; to Cushendun and along coast,
under Fair Head inland to Ballycastle
(Marine Hotel) ; so to Ballintoy and the
Giant's Causeway to Portrush (Por-
trusli Hotel, comfortable, not expen
sive) ; then follow the road due sovith
to Coleraine and Limavady (Alexander
Arms) ; Londonderry and Strabane
(Abercom Arms) ; thence to Ballybofey
(McGee's) and Donegal (Arran Arms) ;
then work through Killybegs to Ardara
(Nesbitt Arms) ; to Glenties (O'Don-
nell's) and Lettermacanvan ; then to
Gweedore (Gweedore Hotel) through the
Rosses ; and on to Sheephaven and Car-
rigart (Rosapenna Hotell ; thence via
Mulroy Bay to Rathmullen and across
to Buncrana (Lough Swilly Hotc').
Thence rail or road to Lifford and
Omagh (White Hart) and train to Dub
lin. June is the best month for this
tour, and then September. Information
on touring can be obtained from Mr. F.
W. Crossley, Irish Tourist Development,
118 Grafton street, London.
BAVARIAN CASTLES, SALZKAM-
MERGUT, AND TIROL. — To include
Nuremberg, the route is via Heidelberg
and Wiirzburg, Nuremberg (Hotel de
Wiirttemberg), Munich (Hotel Bay-
rischerhof). To see the Bavarian castles.
train thence to Fiissen, changing at
Biessenhofen. The three castles of Ho-
henschwangau, Neuschwanstein, and
Linderhof can all be visited from Fiis
sen (Hotel Bay rischerhof), and one can
then drive through Reutte and Lermoos
to Nassereit (Hotel Post, for the night),
and next day through Telfts to Inns
bruck (Hotel Tirol). At least five days
should be taken for the journey between
Munich and Innsbruck.
SUMMER IN THE BAVARIAN
HIGHLANDS. — "We left the train de
luxe at Wiirzburg, and went on to Mu
nich (Hotel Bellevue. comfortable, but
in a very noisy situation). On our way
to Innsbruck we stayed a day at Rosen
heim to visit the wonderful palace at
Herrenchiemsee. The trip could be eas
ily done in a day from Munich by spe
cial return ticket, or en route to Gar-
misch or Innsbruck. Train from Rosen
heim to Prien. change for Stock, thence
by steamer. The Bayerischerhof at Ros
enheim is Cook's hotel, and a long way
out of the town. We stayed at a little
German inn, the Wrndelstein, very
cheap, but rather rough. We went on
to Innsbruck next day. and arranged
with the porter at the Hotel Tirol for n
carriage and pair of horses to drive to
Garmisch (fare 160kr.). A clear under
standing should be made with the driver
that he takes you to Linderhof, or he
will demand an extra sum for doing
so when yon are half-way. We started
at 7 a. m., arriving at Lermoos (Hotel
Post) between 8 and 9 p. m. Next day
we started at eight for Hohenschwan-
gau; stayed at the Hotel Sohwansee

(very comfortable). The two palaces of
Hohenschwangau and Neu-Schwanstein
are only a few minutes' walk from the
Hotel Sohwansee and well worth visit
ing. We started at 8 a. m. back to
Reutte, and lunched at the See Spitz
Gasthof. From there onward was al
most the loveliest part of our drive,
which was exceptionally beautiful
throughout. Not finding a suitable ho
tel at Partenkirchen (the Stern being
very 'expensive), we moved on to the
Villa Bethell at Garmisch, very com
fortable, and the proprietor gave us
every assistance in making the various
excursions in that neighborhood. The
Hotel Alpenhof there is good. Garmisch
is warm, but has most exquisite scenery
and lovely walks ; there is always shade
by the river. It is quite the prettiest
place I have ever seen. We returned
direct to Munich by rail." (From a
Queen reader.)
BLACK FOREST. — Go through to
Freiburg (Hotel Pension Beau Stjour)
via Dover, Calais, Metz, and Strassburg,
£."> Is. 2d. first single, £3 14s. 3d. sec
ond single. Thence by the Hollenthal
Railway to (eighteen miles) Titisee
(Hotel Titisee, from 6 marks), a pleas
ant summer resort at an altitude of
2,800 feet. (For summer.)
A TEN DAYS' TOUR AMONG THE
FRENCH CHATEAUX. — Apply to the
Orleans railway company for their pro
gramme of circular tickets in Touraine.
Tours: Hotel de l'Univers (best);
(trend Hotel du Commerce (rooms from
Mr.). Blois: Hotel de France (best);
du Chateau (cheaper). Amboise: Lion
d'Or. Loches : Hotel de France. Nevers
is also an interesting town to stay in,
with beautiful surrounding scenery (Ho
tel de France). A good guide book is
Joanne's "La Loire" (Hachette, 18 King
William street).
DOLOMITES. — Route from Finhaut
(Grand Hotel) is via Lausanne, Eerne,
Zurich, the Arlberg, and Innsbruck.
Thence via Franzensfeste to Niederdorf,
from which one should visit the Pragser
Wildsee (Hotel Wildsee Prog), one of
the most lovely spots in the Dolomites.
It is at 4,850 feet, and the air is de-
liciously pure and bracing. It is easy
of access, being only about seven miles
from Niederdorf by a good road. The
hotel is in connection with the Adler,
at Niederdorf, and the Stadt Miinchen,
at Meran. Another good center for a
stay 's Cortina (Hotel Cristallo or Ho
tel Faloria). Continuing from Nieder
dorf by train to Toblach, drive to Cor
tina, an ideal place for good walkers.
Thence by carriage through Pieve di Ca
dore (Hotel Progresso), Longarone, and
Belluno, which, if possible, should be
reached for a Saturday, as the town is
alive with quaintly-costumed peasants
for market day. Train from Belluno to
Feltre ': drive to Tezze ; train Roncegno
(Grand Hotel), and on via Trent, to

500

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

Botzen (Hotel Victoria), where one
should not fail to make the excursion
to the Karersee (Karersee Hotel) be
fore going on to Innsbruck. The aver
age price per day at good hotels is
about lOfr. for ' a stay of a week or
more. TOUR IN TIROL. — Suggested Dolomi
tes tour : Innsbruck-Bozen (Hotel
Kaiserkrone, where remain a day or. two
to allow of a visit to Meran). Go by
carriage over the Mendel Pass (Hotel
Pcnegal), to Fondo and Dimaro. Thence
to Madonna dl Campiglio. Stay at the
Hotel Madonna di Campiglio. Then via
Pinzolo, Alle Sarche, Vezamo, to Trient.
Next by railway to Roncegno (Palace
Hotel), and to Tezze, to Feltre by car
riage, and to Belluno by rail. Here one
enters the real Dolomites. By carriage
via Perarolo and Pieve di Cadore to
Ccrtina d'Ampezzo (Hotel Cristallo).
Make a side trip thence to the beauti
ful Misurina Lake, continuing the main
route via Schluderbach to the rail at
Toblach (Hotel Toblach) and Bruneck
(Hotel Post). If weather be fine make
the following trip : Leave Bruneck by
carriage to Corvara ; stay there over
night and take a conductor as a guide
over the Grodner Toch to Wolkenstein,
where spend the night. Next day walk
over the Sella Joch to Campitello.
Thence take a carriage to Vigo di Fassa,
and over the Karerpass to the Karersee
Hotel and the day after by carriage
again to Bozen.
THE LOIRE CASTLES. — A good
route for the Loire Castles is Paris
(Hotel Palais d'Orsay), Orleans (Hotel
*S'r. Aignan), Blois (Grand Hotel de
Blois), whence you should visit Cham-
bord (by carriage) before going on to
Amboise (Hotel Lion d'Or), Tours (Ho
tel Univers) whence visit Chinon and
Loches — each about thirty miles by
rail — and Chenonceaux (Hotel du Bon
Laboureur), twenty miles. You can
then return to Paris by way of Or
leans, or go on to Bourges (Hotel Boule
d'Or) and Nevers (Hotel de France).
returning through Gien and Fontaine-
bleau (Hotel de France et d'Angleterre).
to Paris. The principal stopping places
should be Blois and Tours, at each of
which three or five days should be
spent. One or two days at Orleans, Am
boise, Bourges, and Nevers. The other
places are visited as one-day excursions
from Tours or Blois. Altogether a fort
night is sufficient for the trip, but It
can be done in eight days.
FOUR DAYS' TOUR THROUGH
"SAXON SWITZERLAND." — First day:
Dresden to Schandau (train! to Potseha.
walk through Uttewalder Grund to Bas-
tei, carr'age through Polenzthal to
Schandau). Second day: Schandau to
Herrnskretschen (carriage to Liechen-
stein, walk to Kuhstall, Winterberg,
Preblschthor, walk or carriage to Herrn
skretschen). Third day: Herrnskret

schen to Bodenbach (walk through Ed-
mundsklamm to Rainwiese and Ditters-
bach, train to Tetschen and Bodenbach).
Fourth day : Bodenbach to Konigstein
(walk to Schneeberg, if possible to
Thyssa, to Schweizermuhle and carriage
to Konigstein). Train or steamer back
to Dresden.
TOUR IN SPAIN. — Route : Biarritz
(Hotel Victoria), Burgos (Hotel del
Norte y de Londres), El Escorial (Fon
da Nueva), Madrid (Hotel de Paris),
Cordova (Hotel Orient), Seville (Hotel
de Paris), Cadiz (Hotel de France),
Tangier (Hotel Continental), Gibraltar,
for Algeciras (Hotel Beina Cristina),
via Bobadilla to Malaga (Hotel Be-
gina) ; via Bobadilla to Granada (Ho
tel Washington Irving) ; via Bobadilla,
Cordova, and Alcazar, to Valencia (Ho
tel Roma), Barcelona (Gran Hotel Co
lon). (Best hotels).

Visitors to Venice will now have the pleas
ure of seeing the Campanile, which has been
restored after the great collapse of eight
years ago. The change, however, is not
altogether a pleasant one, as the Doge's
palace, the facade of St. Mark's, and the
buildings bordering on the square were no
longer dwarfed and their just proportions
could be admitted. However, the salient
point of" the view of Venice from the sea was
lost without it, so that on the whole it was
the part of wisdom to restore it. The utmost
care was taken to obtain bricks of the same
size and color as those in the old structure,
so that, from the outside the Campanile to
the Venetians seems identical with the one
it replaces. On the inside, however, cement
and iron work have been used to secure
greater lightness and cohesion. If in course
of time the Campanile should give way, it
will not crumble in a heap as the old one did,
but will fall in a solid mass and will inevi
tably smash whatever is in its way. The
graceful Loggetta of Sanso vino, which will still
decorate the base of the Campanile, was se
verely injured but not ground to pieces when
the tower fell, but the pieces have been put
together with that patience and intelligence
which seem to be the natural heritage of
these gifted people. Only one of the bells of
St. Mark escaped destruction. The other
four were cast again at the expense of Pope
Pius X, who was Patriarch of Venice when
the Campanile fell. When the bells were
finished they were taken to the Campanile
workyard in order to be tuned. As soon as
the music of the chimes was heard, from lip
to lip rang the cry "The bells of San Marco-
rom! The bells of San Marcorom!", and in a
few minutes the square was full of an eager
and enthusiastic crowd. The bells will be
ready to peal their welcome on St. Mark's day
in 1911. The Campanile will be fully com
pleted by that time.

Capri should be visited from Naples by
boat. Get information from the hotel. The
cost of a trip to the surrounding points from
Naples, including the sojourn in the city
should not exceed $15.00.

INDEX

Adriatic*  15
Albatross*  199
Allan Line  228
Allan Line, Montreal  229
"America"*  118
American Automobile Asso
ciation  399
American Line  226
American Line, Philadel
phia  229
Amsterdam*  324
Amsterdam*  341
Anchor Line  226
Andernach*  358
Angular Measure  253
Animals, Transportation of 92
Animals in the Atlantic* . . 199
Antwerp*  282
Apothecary 's Liquid Meas
ure  252
Area of Principal Countries245
Arrival   269
Association, Automobile.. .399
Atlantic Cable  259
Atlantic Transport Line. . . 226
Auction Pool  115
Austria R. R  300
Austro- American Line. . . .226
Automobile Association ... 399
Automobile Club  399
Automobiling  397
Auxiliary Engines  164
Avoirdupois Weight  253
Baedeker's Guides  489
Baggage  88
Baggage Excess  91
Baggage in Bond  93
Baggage Insurance  92
Baggage Labels  93
Baggage, Hand  95
Bale*  311
Baltimore*  240
Barber*  Ill
Bargaining  36
Barometer  184
Baths  Ill
Bedding  112
Belgium, R. R. in  300
BelFBuoys*  167
Bells  231
Berlin*  487
Bicycles  91, 430
Bicycle Tours  4P5
Bilge Pumps  165
Black's Guides  492
Boat Signals*  207
Boats  153
Boats, Launching of*  156
Bond, Baggage in  93
Boston Harbor*  239
Boston Steamers  228
Boston Steamship Offices.. 37
Bottom of the Sea  175
Boulogne*  282
Bremen*  283

Stars indicate illustrations

Bridge  151
Bridge of "Lusitania"*. . . 180
Bridges  231
Brussels*  300
Bulkhead Doors, Closing* . 155
Bull Board*  125
Buoys*  194
Cabin, Second  49
Cable Address Registered . 68
Cable and Wireless *  82
Cable Information  78
Cable Rates  67
Cable Rates  79
Cablegrams, Sending  79
Cables  241
Cables, Submarine  242
Calais*  322
Calendar  13
Calendar, French R.epublic238
Calendar, Perpetual  254
Cameras  66
Camping Kits*  434
Canterbury Cathedral*.. . .335
Capstans  165
Casualties  230
Change on Shipboard  102
Channel Course  277
Channel Route  275
Chart*  181
Chart Room*  177
Charts  160
Cherbourg*  281
Chester Cathedral*  334
Chichester, Cathedral*  333
Children's Tickets  299
Chillon, Castle of*  348
Chronometer  181
Cigars  135
Cipher Code  68
Circle Sailing, Great  261
Circular Notes  55
Circular Tickets  297
Cities, Population of  247
Clock Dials*.  9
Clothes Pressing  113
Clothing  64
Club, Automobile  399
Coins, Foreign*  58, 59, 60
Cologne*  311
Columns  231
Coming on Board.. ....... 96
Commerce of Principal
Countries  245
Compass  156
Compass, Tie*  179
Concerts  117
Coniston*  339
Consulates in New York. . . 39
Continental Ports*  281
Copenhagen*  325
Cost of European Trip. ... 26
Couriers  16
Credit, Letters of*  53
Cubic Measure  252
Culinary Department* .... 103
501

Cunard Line  226
Cunard Line, Boston  228
Currency, European  55
Customs in France  421
Custom House Regulations286
Customs, United States . . . 288
Customs Duties, United
States  287
Cuxhaven*  284
Cycles in Europe  430
Cycle Tours  495
Cyclones  207
Dark Room  67
Date Line*  11
Dead Reckoning  178
Death Abroad  264
Death of Passengers  129
Decimal System*  255
Deck Games  115
Deck Quoits  116
Density of Population  243
Department Store  112
" Deutschland"*  24
Dickens', London  467
Diligencs  330
Distance, Sea  248, 251
Distance Signals  210
Distress Signals  207
Divine Service  114
Dogs  92
Domes  231
Donaldson Line  229
Dover*...  322
Dry Measure  252

Eddystone Lighthouse*. . .274
Educational Tours  36
Egyptian Tours  363
Elevators*  66
Ely Cathedral*  332
Engaging Passage  42
Engine Power Compared*. 232
Engine Rooms*  148, 149
Engine Telegraph*  151
Engines and Boilers  150
England, Fees at Houses in 5
English, Interesting Facts
About the  262
English R. R  318
Equator, Crossing the*.. . . 175
Equipment of Vessels  160
European Trip, Cost of. . . 26
Excess Baggage  91
Express Cheques*  62
Express Companies  37
Express Rates  94
Fabre Line  226
Fancy Work  . 113
Fares, Railroad  295
Fastnet Light*  269
Fathom  254

S02

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  4 57
Hat Pool  115
Havre*  281
Health Resorts, Continen
tal  258
Heidelberg*  357
Hendschel's Telegraph. . . *313
Hiring Automobiles.. .... .397
Hoboken, How to go to. . . . 41
Hoek Van Holland*  282
Holland, Trips in  341
Holland- America Line .... 227
Holland, Tour  496
Holyhead  272
Horizon, Distance of  195
Hotel Coupons  28
Hotels  366
Hotels, London  444
House of Lords  262
Household Goods  95
Hudson Tube Route*  293
Hygiene of Ships  161

Ice, Atlantic  186
Ice, Transportation of  186
Ice Movements  186
Ice Signals  188
Icebergs*  187
Independent Tours  31
Independent Traveling.. . . 28
International Code*  205
International Date Line*. . 11
Interpreters  16
Irish Tt. 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 Steamersl88
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
 25

SCIENTIFIC AMERICAN HANDBOOK OF TRAVEL

503

Peerage  262
PersonallyConductedTours 34
Personnel of Ship  169
Philadelphia*  240
Photographs  259
Pier Permits*  40
Piers, Steamship  38
Pillow Fight*  130
Pilot Signals  158
Planning the Trip  1
Plans  92
Plimsoll Mark*.  196
Popes of Rome  268
Population of Principal
Countries  245
Population of World  243
Porters' Fees  300
Portland Harbor*  238
Ports, Table of  259
Ports of Call  48
Postal Rates in Great Brit
ain  260
Postal Regulations, British466
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 of264
Rudder  150
Rugs  66
"Rule Britannia"*  122
Rundreise Tickets  312
Rundreise Tickets from
Paris  355
Russia, R. R. in  325
Safety at Sea  148
Sailing Vessels, Rigs of* . . 192
Sails*  1
St. Moritz*  347
San Francisco*  241
Sargasso Sea  178
Scandinavian American. . .228
Scotland, Sovereigns of — 265

Sea Legs, Getting One's. . . 128
Sea Post Office*  133
Sea Sickness  126
Sea Trip, Benefit of  4
Sea Water  175
Season and Climate  1
Seats at Table*  100
Seattle*  240
Second Cabin  49
Section of Steamer*  140
Semaphore, Fixed*  209
Semaphore, Movable*  215
Semaphores  209
Sextant, The  180
Shaft AUey*  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  80
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  :  158
Wireless Information*  86
Wireless Stations*  85
Wireless Telegraph*  83
Wonders of the World,
Seven  268
Worcester Cathedral*  332
Work of the Ship  .167
World, Around the  239
World, Around the, Trips. 363
Writing Materials  113
York Minster*  333

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