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 Munn & Co., Inc., Publishers 1910

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

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 substantial progress in transportation. All of these matters are referred to in the appropriate sections of this book. It is too early as yet to prophesy what may be done in aerial transportation of passengers, 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 inaccurate.

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 Hamburg-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 Mercantile 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 impartially. 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 colorless 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 abstracted from the Encyclopedia Americana, for which our thanks are due. For revision of sections of the work thanks are also tendered to three or four score officials who have donated their work under the signature of the impersonal company.

The writer is also indebted to Miss Julia E. Elliott for valuable assistance in collating and editing; to Mr. N. L. Stebbins, for views of lightships, lighthouses, etc. References to books are credited in the text, particularly to the valuable book by Howden. For words and music of national anthems the writer is indebted to Charles H. Ditson & Co. and the Macmillan Co.; for statistical matter, to the New York World and the Brooklyn Eagle Almanac.

In closing, the hope is expressed that this little book will make some of the hours of the trip more interesting, and that the information 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

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 travelers, as then England, Ireland and Scotland are at their best, and France, Belgium, Holland and Germany are also most attractive. It is a mistake to think that Italy cannot be visited in summer, as many thousands go there each year during the hottest season. If reasonable care is used to avoid the heat of the day between twelve and two, there is little danger to health. The time during these hours can be spent in the galleries whose temperature is many degrees cooler than the outside air. Rome can be visited with impunity at any season 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 excellent. There are many resorts along the Italian shore such as the Viareggio, which are at their best in the early spring—April, May or June. The Italian lakes are particularly delightful 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 odorless. [2]Holland can be visited at any time of the year, as can also Belgium, France and Germany. Spain is apt to be very hot in summer and should be avoided if possible. Russia is delightful 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 viséed 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 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 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 comfortable 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 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 understanding 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 navigation of late years. The accounts of [3]the dangers of ocean trips in former times, the primitive and unhealthy accommodations, and insufficient catering on board of ships of earlier periods are very disquieting to intending 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 perfection of the instruments for the navigation of the ship, and the reliability of the charts, the number of lighthouses, have been brought to so perfect a standard that a voyage on a modern steamer entails less danger than a journey by train. The old foul-smelling staterooms of thirty years ago have given place to clean, spacious, splendidly ventilated rooms where there is not a suspicion of an odor of any description, even in inside rooms on the lower decks. Superior 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 Adriatic, exerts a beneficial influence on the metabolic assimilation and the formation of the blood. Taking it all in all, sea trips are very strongly recommended as important hygienic factors, and the development of all that contributes to their facilitation should be greatly appreciated, especially by the medical profession. It should be remembered 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 of sea air, and at a distance of thirty miles, only one germ for 1522 litres of sea air, and beyond that limit the air was practically germless. It also follows from these investigations that a complete absence of dust and germs by no means prevails on the coast, as is generally assumed. The invigorating 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 effect upon people according to their particular constitution. There is [4]above all the great quantity of moisture 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 irritates the respiratory organs and causes inflammation of the same, and that on the other hand, extremely moist air gives rise to heavy breathing, whereas if a normal quantity of vapor is contained in the air, breathing becomes easy. The sea air contains a considerable percentage of salt, also some iodine and bromine, and a large percentage of ozone.

A sea trip is especially recommended 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 recuperate and recover better than anywhere 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 retirement and forced absence from business worries, is practically a cure for a whole multitude of nervous complaints.

Those who suffer with diseases of the heart were formerly warned by their physicians against making sea voyages, but according to recent experience, the sea trip cure is recommended for a number of diseases of the heart, particularly for those who suffer from a so-called heart neurosis, also from weakness of the cardiac muscle and valvular defects. Sea trips are also recommended for patients 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 anæmic. Any reputable physician is qualified to give advice on the subject of sea cures, and any special treatments which should be taken. There is so much excitement 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 countries. The scale of Reaumur prevails in Germany. As is well known, he divides 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 German 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 point of water, but composed a mixture 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 degrees, and multiply the remainder by ⁵⁄₉. The product will be the temperature 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 degrees.

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COMPARATIVE SCALES OF THERMOMETER.

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 Fahrenheit’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 themselves 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 servants are employed. Two shillings and six pence is correct for the housemaid and butler. Where no butler is employed, the parlor maid gets the same amount, while the housemaid receives 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 bedrooms asking guests not to fee, but try it on just the same, you will usually be successful. In very large mansions the fees are much greater and no adequate scale can be given. The expense will be well up in the pounds.

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MEAN TEMPERATURE DURING EACH MONTH (Fahrenheit).

Table from Cook’s Time Tables.

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DRINKING WATER AND MEDICINES.

The subject of drinking water is an important one. The water on the steamer is all right, but for the first few days after landing the visitor should be cautious about drinking ordinary tap water at hotels, and particularly 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 Perrier 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 Moselle wine can be obtained everywhere. In France (outside of Paris), wine is good and cheap, while in Italy the wine is plentiful and very cheap. Ice water is practically unknown except at the hotels where the trade of Americans 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 Continental chemists:

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 mentioned 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 ammonia.
• One menthol cone.
• One styptic pencil.
• One package court plaster.
• One narrow bandage.
• One small package absorbent cotton.
• One can containing “new skin.”
• One bottle “Sun” cholera mixture.
• One bottle soda-mint tablets.
• One bottle bismuth and pepsin tablets.
• One bottle “listerine,” “borine” or equivalent preparation.

If inclined to catarrh, take Dobell solution tablets and a Bermingham douche. These will take up only a small space in the satchel and will cost only about $1.75 to $2.00. They will pack nicely in a small cracker tin. A little old linen, a few yards of stout thread wound around a stiff piece of paper should also be carried. Slight injuries to the hands often occur 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 connecting the towns. To avoid this confusion it has been found necessary to establish certain zones in which uniform 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 stationary 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 degrees 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 intervals of 15 degrees.

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Eastern Time is taken from the 75th meridian, which being five times 15 degrees 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. [12]Greenwich Time is used in Belgium, Great Britain, Holland (railways and telegraph), and Spain. Central European Time, which is one hour faster than Greenwich Time, is used by Austria-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 stations, but the clocks inside by which the trains are operated are five minutes slower. Holland clocks are 19 minutes and 32 seconds faster than Greenwich, the time being taken from the Observatory at Amsterdam. Ireland uses local Mean Solar Time of Dublin, and is 25 minutes and 21 seconds slower than Greenwich. Portugal takes the local Mean Solar Time of Lisbon, which is 36 minutes and 45 seconds slower than Greenwich. As in France, railroad time is 5 minutes slower, while The Royal Observatory of St. Petersburg sets the standard for Russia, which is 2 hours 1 minute 19 seconds faster than Greenwich Time.

Were it possible for a person to travel westward around the world as fast as the sun, time would to him appear 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 somewhere 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 calendar and call the time noon, Wednesday. 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 eastbound traveler would be shorter than those of the westbound traveler. In both cases the travelers would arrive with their calendars one day 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 follows the 180th meridian except for a few digressions, as indicated in the accompanying map, to suit the convenience of inhabitants of islands lying nearby.

It is said that tipping had its origin in Bible 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.

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INFORMATION AS TO TIME.

MEMORANDA FOR THE YEAR 1910.

CALENDAR FOR THE YEAR 1910.

MEMORANDA FOR THE YEAR 1911.

CALENDAR FOR THE YEAR 1911.

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JEWISH CALENDAR (A.D. 1910, A.M. 5670-5671).

The Year 5670 commenced September 16, 1909

Note.—All Jewish Sabbaths and Festivals commence the previous Evening at Sunset.

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

GREEK & RUSSIAN CALENDAR.

A.D. 1909, A.M. 7417.

JULIAN CALENDAR.

In the Roman (Julian) Calendar the months correspond exactly with our own, excepting that down to the time of the great Emperor Augustus, the fifth and sixth months of the year—which, with the Romans, began with March—were called Quintilis and Sextilis; afterwards they were named in honor of the emperors Julius and Augustus.

In reckoning the days of each month three fixed points were taken, and any particular day was said to be so many days before the next coming fixed day. These three points were (1) the Kalends, by which name the first of each month was known; (2) the Nones, which fell on the seventh day of the month in March, May, July and October, and on the fifth day in each of the other months; and the Ides, which always fell eight days after the Nones.

For example, the 1st of January was the Kalends of January (Kalendis Januariis), the 31st of December was the day before the Kalends of January (pridie Kalendas Januarias); 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 reckoning. 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-year, both Feb. 24th and Feb. 25th were known as the sixth day before the March Kalends, being distinguished respectively as prior and posterior.—Whitaker’s Almanack.

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PRELIMINARY READING.

A list of appropriate books will be found in the Bibliography at the end of the book. The writer has in preparation detailed information as to various places having literary association 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,” “Dickens’ London,” “Thackeray’s England,” “Gilbert White and Selborne,” “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 Burns Country,” “The Hardy Country,” “The Ingoldsby Country,” “The Canterbury Pilgrims,” “Knutsford” (Cranford), “Broadway” England.

For the Continent there is in preparation “Memorable Paris Houses,” “The Paris of Dumas,” “In the Footsteps of Goethe,” “Wagnerian Pilgrimage,” “The Passion Play,” “Dante and His Time.” Any reader of this book who has made any of these journeys 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 opportunity.

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 belongs 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 announced [16]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 voyage, 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 detail to enable the traveler to locate comfortably in London, Paris or Berlin, 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 useful are very often “out of print” or “out of stock,” particularly the indispensable “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, London, 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 information as to preparation for the journey, and special information which will benefit them in traveling abroad, should purchase a copy of Mary Cadwalder 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 linguist who traveled with rich individuals 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 language, and by a more general knowledge of French by the average American and English traveler. The courier’s wages were as nothing compared with the commissions which he exacted 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 equivalents, are now necessary, but they should never be engaged except on the recommendations of one of the great tourist agencies of world-wide reputation. 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 landings in Europe. Those who have purchased their tickets from these tourist agencies may call upon them freely and will find that they tend to decrease the discomforts of travel. When their services are engaged, a moderate fee is suggested. The simple showing of the case in which the railroad 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 following places and assist holders of their tickets free of charge: Alexandria, Algiers, Amsterdam, Antwerp, Bâle, 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 (Charing Cross and Victoria), Lucerne, Madrid, Malta, Marseilles, Mentone, Milan, Naples, New York, Nice, Paris, Patras, Piræus, Rome, San Remo, Trieste, Trondhjem, Turin, Venice, Vienna, Vintimille, Yokohama, Zürich. An interpreter meets passengers at Tilbury. The interpreters are not on duty on Sundays except by special arrangement.

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TRAVELERS’ VOCABULARY.

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

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PASSPORTS.

Passports are required only in Russia and Turkey. Passports are also required for entrance into the Balkan states. Visés for these countries may be obtained from their diplomatic and consular representatives in foreign countries. There are no such representatives in the United States. Passports may be required in other countries of persons making a prolonged stay, but they are often valuable in the securing of registered mail, admissions to certain galleries, etc., which are normally closed to the public. In the case of Russia and Turkey, the passport should have the visé of the consular authorities. Passports are issued by the Secretary of State. An American abroad may make his application before an American diplomatic or consular officer, who will forward it to the department. The fee for a passport is $1.00. This amount in currency or postal order should accompany each application made by a citizen of the United States. The orders should be made payable to the Disbursing Clerk of the Department of State. Drafts or checks are not accepted. A person who is entitled to receive a passport, if in the United States at the time, must make a written application in affidavit form to the Secretary of State. Application must be made by the person to whom the passport is to be issued, and signed by him, as one person cannot apply for a passport for another. The affidavit must be attested by an officer authorized to administer oaths, and an official seal must be affixed, or his official character must be authenticated by a certificate of the proper legal officer. The applicant must take the oath of allegiance to the Government of the United States. The oath is on the application blank. The application must be accompanied by a description of the applicant. Full data for these questions are provided on the blank. There are a number of different forms. There is one for a native citizen, there is one for the naturalized citizen, and one for a person claiming citizenship through the naturalization of husband or parent. In asking for a blank it should be specified which form is desired. 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 expires two years from the date of issue. A passport may be extended for two years by a diplomatic or consular officer of the United States, if presented when it is about to expire. Applications 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 servant, to be entitled to receive the passport it is sufficient to state the fact, giving the respective ages of the children and the allegiance of the servant, then one passport will suffice for all. For any other person in the party a separate passport will be required. 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 governess, tutor, pupil, companion or person holding like relations to the applicant for passport. Professional or [26]other titles will not be inserted in the passports. This information is obtained 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 entirely unnecessary. The blank is very simple and only requires the filling out of the important details, such as the description of the applicant, the taking 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 credible 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.

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COST OF EUROPEAN TRIP.

The cost of a European trip depends entirely on the time consumed, the route, and the type of accommodations required by the traveler. In planning a European trip the expense can be arrived at very closely by adding together the cost of ocean passage, both eastward and westward, not forgetting to allow for fees on the ocean, usually amounting to about $7.00 each way, and for other expenses 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 reliable tourist agency, which will furnish 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, transfer 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 [28]possibly Berlin and Vienna. If the very smartest hotels are to be patronized, 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 various forms. Thus, one series provides for a bedroom, lights and attendance, 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 bedroom, lights and attendance, meat breakfast and dinner at the table-d’hote. The third series, called “C,” provides for full board, bedroom, lights and attendance, plain breakfast, luncheon at the table-d’hote, where customary, if not liberal luncheon 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 reckoned 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 accommodations 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 secured. 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 furnished. The same concern of tourist agents also issues a series of coupons for hotels of the second class. These are issued at seven shillings six pence, or nine francs twenty-five centimes, a day. This is equivalent in American money to $1.85. While the writer has had no personal experience with any but the high class of hotel coupons, an examination 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 sufficient to include the transferring of baggage and the necessary fees at hotels. The amount given, however, does not include wines or other beverages, cigars, ices, etc.

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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 expense 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 number in the party. The fees for showing 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 reasonable 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 increased, as in this country. It was possible twenty years ago to make a trip, including England, Belgium, Holland, Berlin, Dresden, Nüremberg, Munich, the Passion Play, Switzerland, 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 himself, or with a small party of friends. A large tourist agency has, however, gotten up a system entitled, “Inclusive Independent” system of traveling without trouble. This will commend itself to American travelers who do not wish to be seen in the company of a large party with blatant conductors, and who nevertheless desire to be relieved of the worries and details connected with independent traveling 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, included 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 experienced by the traveler than is incurred by giving orders to his servants [30]at home. As an example, let us suppose that a man is taking his wife and family for a trip abroad, an outline of the itinerary is submitted to a tourist agency who will arrange every detail 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 interest, 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 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 instance of the case, let us take a three weeks tour from London by the following route: Harwich, Antwerp, Brussels, Luxemburg, Strasburg, Baden-Baden, Heidelberg, Frankfurt, Wiesbaden, the Rhine, Cologne, Amsterdam 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 European trip if a reasonable amount of money is forthcoming. It is only necessary 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 estimaters and their reply will be forthcoming in a few days. With the information and advice given in this book, and with the cost of the various tours as outlined, there should be little difficulty in working out approximately the cost of a trip.

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INDEPENDENT TOURS.

Owing to the fact that many of the railroad companies in Europe revise their rates of fares for the season in March, it has not been possible to place specific information relative to tours at this point in the book. It is thought that the reader would not find it onerous to consult the index if the information ultimately conveyed would be rendered more accurate by including this information as to the railways, 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 excellent one.

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:

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 railroads, we have $650.85. It should be remembered that this is for minimum accommodations. $100.00 more would not give very luxurious accommodations 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 identical trip which varies $500.00 for increased accommodations and an extra month.

LANGUAGE.

The English language is sufficient for travel in nearly all of the countries 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 employees of the Swiss railroads is something phenomenal. A knowledge of French is, of course, highly desirable. The Travelers’ Vocabulary, beginning on page 17, will prove of value. Baedeker’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; typewriters, 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 between 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.

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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 Ostend take the train for Bruges which is a comfortable place to pass the night. A few hours will exhaust the sights, and the journey to Ghent can then be begun; half or three-quarters of a day is sufficient for sight-seeing in this city. Then take the train for Brussels; two days can be profitably spent in this delightful city which is a Paris in miniature. The battlefield of Waterloo should be visited, which will require about half a day; the train should then be taken to Antwerp, where a day may be spent. From Antwerp the train may be taken for Rotterdam, where one day will be sufficient to see the pictures in the galleries. It should be remembered that the distances in Holland are very short and a great deal of sight-seeing can be crowded into a single day; it is possible to see all the principal sights in Holland in three or four days. From Rotterdam the train should be taken to Delft, and from there to The Hague, and an excursion made to Scheveningen which is a famous Dutch watering place which is celebrated all over Europe. From The Hague the journey should be made to Leyden, which is visited by all Americans who have any respect for the history of their country. All readers of Motley’s “Rise of the Dutch Republic” will also be particularly interested in this important town. From Leyden, take the train to Haarlem, and finally arrive at Amsterdam, where at least two days should be spent. There are many side trips which can be made from Amsterdam at comparatively small expense, such as Alkmaar and Hoorn, also the Island of Maarken and Monnikendam and Broek. The islands of the Zuyder Zee are particularly interesting. From Amsterdam the train should be taken, preferably at night, for Cologne; the train will pass through Utrecht and a few other comparatively unimportant places. After visiting the various sights in Cologne, an early train should be taken from Bonn to save time, and the steamer taken as far as Königswinter, from which point a railroad runs up the mountain and the view from the Drachenfels is very fine. It is, of course, interesting to all Wagnerian enthusiasts as on the mountain is the site of the cave where Siegfried killed “Fafner,” the dragon. Another steamer should then be taken up the Rhine as far as Coblentz. If the trip has been accurately timed, it is possible to catch an express steamer for Mayence. From Mayence take the train to Worms and Heidelberg: from Heidelberg take the train to Frankfort, and then to Eisenach, Erfurt, and Wiemar, which is one of the most interesting 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, [33]where a stay of at least two days should be made. The night train should be taken from Dresden to Nüremberg, where at least two days should be spent. From Nüremberg, the trip should be made to Munich which is a long ride, but the journey can be broken at Ratisbon, which is highly interesting, 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 arrangements before leaving home, or before leaving London at any rate, if the Passion Play is to be visited, as the accommodations are largely in the hands of tourist agencies, steamship companies, etc. Tickets for the entire trip should be bought en bloc as far as this point. From Munich take the railroad to Lindau on Lake Constance, and take the boat to Constance. Then take the train to Schaffhausen and go from Schaffhausen to Zürich. The special tickets for Switzerland which are referred to elsewhere, offer great possibilities for the tourist. The following places should, however, be visited, even by those who are pressed for time: Luzerne, Berne, Interlaken, Lake of Geneva, Geneva, and Chamounix. 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 itineraries, but the following is especially recommended: Milan, Verona, Vicenza, Padua, Venice, Ferrara, Bologna, taking 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 splendid train service to Paris. From Paris the return 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 châteaus, 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 accommodations? 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 carriage 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 excursion 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]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 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 advantage. 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 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 savings with great comfort. These are usually called “Cruises.” It is always better to have a comfortable berth in a 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, particularly for trips to the Mediterranean 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 upward. Smaller excursions are run each year from New York and sometimes from Boston. It should be considered that a boat of this size, 13,200 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.

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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 uncertainty as to hotels, meals or railroads. The party is under the charge of very competent directors and conductors. 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 before us as we write, the programme of tours of the largest company in the business. We find tours which grade from $1,165.00 for 89 days down to 52 days’ tour as low as $310.00. The Hamburg-American Line, the North German Lloyd, the White Star and other lines run cruises annually. Get a programme, which is freely sent with full particulars on application.

EDUCATIONAL TOURS.

There are a number of people who combine instruction in art and literature 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, carriages, etc.

Leave New York Saturday, April 16th, on S.S. Barbarossa (11 a.m.), North German Lloyd Mediterranean liner, pass the Azores, entering Spain by Gibraltar, cross to Tangier; 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 Tyrolean Alps. Coaching—Bellino, Pieve di Cadore, Corteno, Toblach. 14th, Innsbruck, capital of Tyrol. 16th, Munich, capital of Bavaria, Passion play, Oberammergau, 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 Marché, in Paris. In Italy there are few fixed prices.

A chair has been designed to prevent seasickness. 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.

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STEAMSHIP OFFICES.

The list (pages 38-39) has been prepared 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 addresses of the offices, the location of the piers, whether in New York proper, 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, additional exchanges being installed from time to time and old numbers being assigned to new subscribers after about a year.

STEAMSHIP COMPANIES IN BOSTON.

The following is a list of the New York offices of various railroads abroad, with addresses and telephone numbers:

The following addresses will be found valuable for those who wish to plan tours, to look after banking matters, etc.:

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STEAMSHIP LINES, OFFICES AND PIERS, PORT OF NEW YORK.

Table Copyright 1910 by Munn & Co., Inc.

For other addresses see the classified business directory, or the classified telephone book. This is usually produced only on request at pay stations, and is called the “Red Book.” No apology is at all necessary for publishing lists of this kind as the information conveyed is intended to help the prospective traveler.

CONSULATES IN NEW YORK.

• Telephone—Broad 1178, Chinese Consulate, 18 Broadway.
• Telephone—Broad 5949, Colombian Consulate, 24 State St.
• Telephone—Broad 5552, Consul General of Costa Rica, 66 Beaver St.
• Telephone—Broad 1217, Consul General of Denmark, 130 Pearl St.
• Telephone—Broad 321, Consul of Guatemala, 2 Stone St.
• Telephone—Broad 334, Consulate General of Bolivia, 2 Stone St.
• [40]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 General 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 Consul, 60 Wall St.
• Telephone—Murray Hill 4695, Persian Consulate General, 501 5th Ave.
• Telephone—Spring 6185, Russian Consulate General, 22 No. Washington Square.
• Telephone—Broad 6099, Swedish Chamber of Commerce, Produce Exchange Annex.
• Telephone—Broad 6619, Turkish Consul General, 59 Pearl St.

Telephone numbers subject to change, but “Central” will give changes.

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, although 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 secured by sending a letter to the Collector 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 application. 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 [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 before they will see them otherwise always 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 afternoon, 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 away 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 midstream from tugs. Do not trust to this, however. Be in New York or other port of departure 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 German Lloyd, and the Holland-America lines. If you go by carriage or automobile you can go by Barclay Street Ferry, Christopher Street Ferry, or Twenty-third Street Ferry, the latter being the nearest to the Grand Central Station and the new Pennsylvania Terminal at Thirty-third Street and Seventh Avenue. The Fourth Avenue 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. According to the rule, only four automobiles can be carried on one ferry-boat, so that ample time should be allowed. 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 recommended. The running time from Twenty-third Street and Sixth Avenue is only seventeen minutes, or fifteen minutes from the Hudson Terminal 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 illuminated signs make it almost impossible to take a train going in the wrong direction. Passengers arriving 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 Hudson and Manhattan Tunnel Co., there taking a tunnel train to the Lackawanna Station at Hoboken. The entire running time may be usually figured at thirty-five minutes, but steamer 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 Hudson 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.

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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 nothing unusual to find accommodations 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 consumption, which is almost inconceivable 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 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 cafés, gymnasiums, and Turkish baths, electric baths, etc., should be willing to pay some $25.00 or more extra for each passage. The proper plan to pursue is to write to the New York office of the five or six principal trans-Atlantic lines. The intending traveler will receive courteous letters accompanied by diagrams and with price lists of all staterooms; this will enable one to select accommodations within his means. The minimum fares which are charged when accommodations are available are given beyond, so apply early if you are seeking low fares.

Berths are usually not considered engaged unless secured by a payment of 25 per cent. of the passage money, and never less than $25.00 per berth for first cabin accommodations. The balance of the passage money, both [43]outward and return, should be paid and the receipt surrendered at least three weeks prior to the date scheduled 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 except 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 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 accommodation reserved. When applying for berths, either by mail or wire, the name of the steamer, date of sailing, the number and sex of passengers, and the desired class of accommodations should be stated. Passengers who do not sail on a steamer for which they have engaged accommodations, or purchased a ticket, will forfeit fifty per cent. of the passage money, unless notice is given not later than three weeks previous to sailing, or the accommodations have been resold. 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 company has special rules for the cancellation 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 regulations relative to cancellation which may be learned by addressing the company issuing the ticket.

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Interchangeable Return Tickets.—The return portion of first and second cabin round trip tickets is available for return passage by any of the following lines, provided the tickets have been issued by one of the other lines or at the option of the holder will be accepted for passage by any of the following lines: American Line, Atlantic 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 passenger desires to sail.

(b) All the conditions in the ticket and regulations of the carrying 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 difference, 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.

(d) In the event of the original return ticket calling for transportation on a specific steamer or date, the transfer cannot be made unless application for transfer is presented more than 28 days before such specific date, unless the passenger, at the time of making application for transfer, presents the authority of the Line for which the original return ticket was issued, for the transfer being made.

(e) In the event of the passenger selecting accommodations of a lower tariff rate than that shown on the original return ticket, the difference between the value of the accommodation called for and the value of the selected accommodation will be refunded by the carrying Line, less 10 per cent.

First and second cabin return tickets issued by any of the above mentioned lines will also be accepted for passage by any other of them, subject to the usual conditions.

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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 accommodations for which a higher rate is in force will be required to pay the additional fare, or in case lower priced accommodations are engaged, the difference will be refunded, subject to the company’s rules.

Return accommodations may be secured through the company’s general passenger offices, either by cable or 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 reserved, a transfer to an earlier or later steamer can be made by applying to the company’s general passenger office, 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 accompanying first cabin passengers, if they have access to the first cabin accommodations, must pay a special rate, which will be made known on application to the company. On other lines servants pay second class rates, but have access to the first cabin accommodations. If interested, write the company for their rates and rules.

Such is in brief about all the general 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 variance that nothing more of a general nature can be given. Each company employs a corps of correspondents who are entirely familiar with the transportation business and whose pleasure it is to reply fully regarding such special information as the cost of transporting bicycles, automobiles, dogs and other animals, excess baggage, and transportation of infants; special regulations as to children, etc.

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It is very difficult in compiling a book of this nature to avoid a suspicion of partiality. The editor does not recommend any particular line or any particular steamer. It is matter for individual judgment and usually the passage money paid is a satisfactory criterion of the accommodations 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 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 hundred 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 elsewhere), they can be readily addressed for rates, information as to baggage, sailings, etc. All of these agents have telephones and may be communicated with by those living in New York or the immediate vicinity by this means. It is hoped that this table, which is official, may prove of considerable value to the intending traveler.

The succeeding table of general rates is subject to change without any notice whatever, and the editor and publishers disclaim any responsibility for the information which is herein conveyed. In a general way, however, it is valuable as showing average minimum rates. It is of course not possible to obtain accommodations at these rates unless very early application is made, or steamers are carrying 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 information given applies to other ports as well. The maps of harbors include Portland, Boston, Philadelphia, San Francisco and Seattle. The list of 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 Information.”

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 journey is considerably longer, the passenger rates will be the same.

The piers and breakwater are being completed 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.

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

WM. C. MOORE, Landing Agent.

Ellis Island, January 1st, 1910.

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TERMINAL PORTS AND PORTS OF CALL OF PRINCIPAL TRANSATLANTIC STEAMERS.

“D”—Passengers landed at Docks or Piers

“T”—Passengers landed by Tender

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 popular among a large class. It should be remembered, however, that the second cabin is more largely used by persons who are emigrating to the United States and who cannot afford to pay for the accommodations in the first cabin. There are, however, a considerable number of tourists whose means will not permit of their traveling in the first cabin, and who find the second 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 accommodations 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 consultation 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 hothouse grapes at $1.25 a pound, artichokes, or similar delicacies, which the average traveler does not get at home very often, but still there is an abundance of meats, poultry, fish, and other food. The following bill of fare is taken from the menu card of the second cabin of a large liner, and this table is satisfying enough for any one except those who are in the habit of living on a more expensive scale.

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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
• Lyonnaise Potatoes
• Mustard and Cress
• Hominy Cakes—Golden Syrup
• White and Graham Rolls
• Soda Scones Vienna Bread
• Jam Marmalade
• Tea Coffee Cocoa

DINNER.

• Thick Ox Tail
• Pickerel—Cornichons
• Fricassee of Rabbit—Yorkshire
• Chicken Cutlets—Régence
• 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 provided 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 having 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 remarks 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. Accommodations in the steerage are almost as good at the present day as second class accommodations of twenty years ago. All of the stories of overcrowding, unsanitary 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 thousands 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.

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LOWEST OCEAN RATES
To and from New York, English and Continental Ports.

(Subject to change without notice.)

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 Hâvre to Paris: 1st Class, $5.60; 2d Class, $4.00; 3d Class, $2.50.

From Boulogne-sur-Mer to Paris: 1st Class, $5.50; 2d Class, $3.70.

Rates for higher-priced cabins will be quoted on request by any Steamship Company or Tourist Agent.

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HOW TO CARRY FUNDS.

“Put money in thy purse”—Iago.

Funds may be carried: 1—In cash. 2—Letters of credit. 3—Express checks. 4—Steamship company checks. 5—Circular notes. The amount of cash which is carried should be for use on the steamer and on landing; rarely will more than $50.00 be required.

LETTERS OF CREDIT.

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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 identification which must be signed by the owner, who will also sign blanks which are sent to the principal correspondents 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 compared 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 carefully guarded the same as money, as in the case of loss all the correspondents would have to be notified, the expense 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. Applications 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 signature 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 Exchange 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.—Interest allowed on daily balances subject 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 collected for one-quarter of 1 per cent. and credited in account.

Under Credits issued against guarantee, 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 difficulty 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 catalogue. 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 counterfeiters. 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 principal gold and silver coins of Great Britain, France, Germany, Holland, Norway, Sweden and Denmark, and owing to the peculiar law cited above it 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, especially 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 comparatively well known, there is little chance for the visitor to be cheated with these coins. The same thing applies to the French 2-sou 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 2½ cents (Dutch) equal to 1 cent; and the even smaller coinage of 1 cent and ½ cent are not much used, and are only valuable 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 obtainable, 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 silver coinage of Greece should be rejected, as these coins do not pass current in France. A careful comparison of coins the first few days after landing will save the traveler much expense and trouble.

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CURRENCY OF EUROPEAN COUNTRIES.

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 in 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 Fcs. minted prior to 1863, and Spanish, South American and Papal silver coins regardless of denomination.

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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 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, although it will be accepted “for collection” in London, which service is of no avail to travelers who need money for immediate use.

STEAMSHIP COMPANY CHECKS.

Nearly all steamship companies issue 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 steamship companies at hours when banks are not open, and they may be cashed in moderate amounts on the steamer for obtaining funds for use during the voyage. Hotels will usually cash them if the amounts are not too large. Additional amounts can be secured by cable, the money being deposited in New York and the checks issued 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 ½ of one per cent., but this may vary.

Gibraltar serves as a port of call for the Imperial Mail steamers of the East Asian service of the Norddeutscher Lloyd; also for the steamers of the Italy-New York service; both on the outward and homeward passages.

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EXPRESS CHEQUES.

The American Express Company issue express cheques which are available to bankers all over the world. These express cheques are in convenient 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 65 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 recommended.

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 information as to your movements. The following advice is given by the American Express Co. relative to the forwarding of letters and telegrams, also the registered 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 naturally expected to patronize companies or bankers who perform services for 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 communications on other subjects. Married ladies, to prevent delay in the forwarding of their letters and telegrams, should state both their own and their husbands’ given or Christian names when requesting the offices to transmit such matter.

Enquiries regarding reforwarded mail matter and telegrams will be promptly attended to at the Company’s offices in Europe. Patrons should bear in mind, however, that the Company is not accountable for such matter after mailing.

The post office departments throughout Europe do not assume responsibility for the prompt transmission of mail 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 reforwarded 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 and the envelope should also show name and address of sender.

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The following are the offices through which business can be transacted with registered cable address:

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