^v^. **>, IMAGE EVALUATION TEST TARGET (MT-3) V / yp A <.^:^ \ V. (/. 1.0 I.I 1.25 fit; "^" 110 12,0 12.2 1.8 U ill 1.6 I V] & //, A c* C^l e: >/ > >v o^ -(!« Photographic Sciences Corporation 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 872-4503 4" \ CIHM/ICMH Microfiche Series. CIHM/ICMH Collection de microfiches. Canadian Institute for Historical MIcroreproductions Institut Canadian de microreproductions historiquas 1980 Technical and Bibliographic Notat/Notat tachniquaa at bibliographiquaa T t( Tha Inttituta has attamptad to obtain tha bast original copy availabia for filming. Faaturaa of this copy which may ba bibliographically unlqua, which may altar any of tha imagas in tha raproduction, or which may significantly changa tha usual mathod of filming, ara chackad balow. 0Colourad covars/ Couvartura da coulaur I I Covars damagad/ D D □ D D Couvartura andommagAe Covars restorad and/or laminatad/ Couvartura rastaur6a at/ou paliiculAa □ Covar titia missing/ La titra da couvartura manqua I I Coloured maps/ □ Cartes gAographiquas en couleur Coloured ink (i.e. other than blue or black)/ Encre de couleur (i.e. autre que bleue ou noire) Coloured plates and/or illustrations/ Planches et/ou Illustrations en couleur Bound with other material/ ReliA avac d'autres documents Tight binding may cause shadows or distortion along Interior margin/ La reliure serree peut causer de Tombre ou de la distortion la long de la marge intirieure Blank leaves added during restoration may appear within the text. Whenever possible, these have been omitted from filming/ II se peut que certaines pages blanches ajoutAes lors d'une resfauration apparaissent dans la texte, mais, lorique ceia 6tait possible, ces pages n'ont pas it6 /ilm6es. Additional comments:/ Commentairas supplimantairas; L'irt8ti*jt a microfilm6 la meilleur exemplaire qu'il lui a 4t6 possible de se procurer. Les details de cet exemplaire qui sont peut-Atre uniques du point de vue bibliographique, qui peuvent modifier une image reproduite, ou qui peuvent exiger une modification dans la mithoda normale de filmaga sont indiqu6s ci-dessous. r~y| Coloured pages/ D Pages de couleur Pages damaged/ Pages endommagAes Pages restored and/oi Pages restaurias et/ou pelliculdes Pages discoloured, stained or foxet Pages dAcolories, tachaties ou piquias Pages detached/ Pages ditachias Showthrough/ Transparence Quality of prir Quality in6gale de I'impression Includes supplementary matarit Compr&ikd du material suppl^mantaira Only edition available/ Seule 6dition disponible r~n Pages damaged/ I I Pages restored and/or laminated/ [TyK Pages discoloured, stained or foxed/ I I Pages detached/ r~^ Showthrough/ I I Quality of print varies/ I I Includes supplementary material/ I — I Only edition available/ Pages wholly or partially obscured by errata slips, tissues, etc., have been refilmed to ensure the best possible image/ Les pages totalement ou partiellement obscurcies par un feuillet d'errata, une pelure. etc.. ont 6t6 film^es d nouveau de fa9on A obtenir la meilleure image possible. T P o fi b ti si o fi si 01 Tl si Tl w M dl ei bi rl re D This item is filmed at the reduction ratio checked below/ Ce document est film* au taux da rMuction indiquA ci-dessous. 10X 14X 18X / 22X 26X 30X 7 12X 16X 20X 24X 32X EH il8 lu lifiar ne age The copy filmed here has been reproduced thanks to the generosity of: ThomM Fiihar Rare Boole Library, Univaraity of Toronto Library The images appearing here are the best quality possible considering the condition and legibility of the original copy and in keeping with the filming contract specifications. L'exemplaire film* fut reproduit grice k la ginArosit* de: Thoma* Fishar Rare Book Library, Univartity of Toronto Library Les images suivantes ont 6t6 reproduites avec ie plus grand soin, compte tenu de la condition rt de la netteti de l'exemplaire film6, et en conformity avec les conditions du contrat de filmage. Original copies in printed paper covers are filmed beginning with the front cover and ending on the last page with a printed or illustrated impres- sion, or the back cover when appropriate. All other original copies are filmed beginning on the first page with a printed or illustrated impres- sion, and ending on the last page with a printed or illustrated impression. Les exemplaires originaux dont la couverture en papier est imprimie sont filmAs en commenpant par Ie premier plat et en terminant soit par la derniAre page qui comporte une empreinte d'impression ou d'illustration, soit par Ie second plat, salon Ie cas. Tous les autres exemplaires originaux sont fiim^s en commenpant par la premiere page qui comporte une empreinte d'impression ou d'illustration et en terminant par la dernidre page qui comporte une telle empreinte. The last recorded frarie on each microfiche shall contain the symbol — ^ (meaning "CON- TINUED "), or the symbol V (meaning "END"), whichever applies. Un des symboles suivants apparaltra sur la dernlAre image de cheque microfiche, selon Ie cas: Ie symbole — ► signifie "A SUIVRE ", *o symbole V signifie 'FIN". Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and ?op to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc.. peuvent Atre filmis A das taux de reduction diff Grants. Lorsque Ie document est trop grand pour Atre reproduit en un seul ciicht. 11 est film* A partir de I'angle supArieur gauche, de gauche h droite, et de haut en bas, en prenant Ie nombre d'images nicessaire. Les diagrammes suivants illustrent la mithode. rata D telure. H 32X 1 2 3 1 2 3 4 8 6 4 ALLAN LINE. ILLUSTRATED TOURISTS' GUIDE f: I o^' TO CANADA AND THE / UN ITED States. I 4 --^ •J ,^« '^ TURK BR k DUNNKTT, riUNTKltS AND LITHOOUAPHKUS, LIVERPOOL. Rihid u^rf f -y . V?: -^ i ^ pE3CRiPTivE Index. Derelopment of the Allan Line of Royal Mail Rteamers ... Pnun B H.R.II. PrinceHN Louinc and the S.S. " Karmatian " 12 The Fleet of tiic Allan Line 17 Average PoNHagcH IH Dr. A. W. Thorold, Binhop of Rochester, on a Vimt to Canada ... 19 CharlcH Dickens on the FallH of Niagara 20 Information for Tourists to the United States and Canada 86 8hooting the Rapids of the St. Lawrence 40 Montn-al to Lake Chainplain, Lake George, and New York 47 Boston to White Mountains and Montreal fil Niagara Kails R2 Niagara to Chicnpo and 8t. Louis 63 Cincinnati to Baltimore 57 Washington 61 Chief Agencies of the Allan Line 63 lf\DEX TO jLLU3TRykTIOJ^3. Parliament Buildings, Ottawa Map of Routes to Canada Allan Line R.M.S.' " Polynesian" Allan Line K.M.S. "Parisian" Departure of H.R.H. Princess Iconise and the Marquis of Lome for Canada Belle Isle S.8. "Circassian" leaving Lough Fori' Red Cliffs Niagara Falls Mecuttina and Treble Hills Lanrcntian Hills Mount St. Louis Halifax, N.S Quebec Shooting Lachinc Rapids Montreal ... ... ... ... ... ... ... ... ... Portland, Maine, U.8 T(ate3 of pA^^AQE^- Saloon Fares Return Ticketsfrom Liverpoolor Londonderry to points in the West&back Round Trip Tickets — Liverpool to Quebec, New York, and back Circular Tickets from Liverpool or Londonderry in connection with the Grand Trunk and other Railways Circular Tickets from Liverpool or Queenstown via Baltimore, kc, ... 1 3 7 10 14 16 19 21 23 26 28 SU 36 37 44 46 48 23 24 26 29 88 Allan Line or Royal Mail Steamers. JJhief ^Office : 19, JaJ^E? ^TFjEET, |aIVEF{POOL. -»-♦- TITHE extensive line of Ocean Steiimers known by the name jIL of the Allan Line is one of the most successful and *^^ best known of any in the commercial world. It has developed itself from a small beginning into a fleet of forty-one of the finest and most improved class of steamers and clippers on the ocean. The Canadian portion of British North American territory, or, as it is now called, the Dominion of Canada, so early as 1852, animated by that spirit of enterprise which, once awakened, has never since slumbered, became satisfied that the circumstances in which the colonists were placed, and their growing requirements, were such as to justify the effort to secure a communication cf their own with the mother country by means of an independent line of steamers. Accordingly, the Canadian Government, recog- nising this ardent desire of the people of Canada, entered into a contract with the Messrs. Allan for the running of a Line of Mail Steam-ships suited to the requirements of the I)assenger and cargo traffic between Liverpool and Canada. Witli perfect propriety it may be here stated that the gentle- nien named above were pre-eminently qualified for the organisation and carrying out of such an important undertak- ing, ■ being possessed of sufficient capital, and having an extensive knowledge of the Canadian trade, in which, as merchants and f.hipowners, they had been long previously engaged, and the Allan Line of Steamers has been mainly L instrumental in opening up one of the most beautiful and most fertile of our British territories. The Messrs. Allan despatch a Steamer from Liverpool for Quebec and Montreal every Thursday, calling at London- derry on Friday to embark passengers and mails ; and a Steamer for St. John's (Newfoundland), Halifax, and Balti- more every alternate Tuesday, calling on the next day at Queenstown. As regards the first of these, the route taken is the most eligible for Canada and the Western States, as it com- bines the advantages of the shortest sea passage with speedy inland conveyance; and with regard to the hitter, it may be claimed that Baltimore is the most direct route to the Southern and Central States, while Halifax is the Mail route for Nova Scotia, New Brunswick, Prince Edward's Island, and Bermuda. The Weekly Service between Liverpool aud Quebec was commenced in 1859, but for two seasons previously there had been a Fortnightly Service between the two Ports, and that arrangement would have begun in the year 1854 but for the outbreak of the Russian war. That conflict naturally interfered very greatly with our commerce with other countries ; Canada in particular sufifered from it, as the whole of the Allan vessels were chartered by the English and French Governments for the transport of troops and the conveyance of stores and implements of warfare. From 1859, however, on the termination of the war, trade revived, and a Weekly Mail Service between Liverpool and Canada has been conducted by the Messrs. Allan ever since. The Allan Line have also Weekly Steamers between Glasgow, Quebec, and Montreal in summer ; while, in winter, the same Steamers are employed between Glasgow, Liverpool, and the River Plate. As before stated, the St. Lawrence route to Quebec is the shortest in mileage from port to port, even by the route vid Cape Race ; and during the Summer months, when the Steamers take the route by the Straits of Belle Isle, the distance is still further shortened by about twenty hours. It is, moreover, considered to be the safer way, in consequence of there being much less traffic along that route. Another 6 ca z z. < CO. UJ >" o en. of W z z, < >A <. I S I^r 2 < Q or < Q Z 2. u >" O a of W z k4 and a very important advantage of the route by Belle Isle is, that it is in reality only five and a half days' journey from the north of Ireland, where the Allan boats call. The remainder of the passage is in comparatively smooth water, the advantage being more especially apparent on the Home- ward journey, when during the first few days passengers have time to become accustomed to the peculiarities of life on board ship before they get out into the billowy waters of the Atlantic. The route is daily growing in favour with passengers bound to and from the Western States ; for in addition to the facilities of water conveyance afforded by the fine chain of lakes, upon which steamers ply day and night with the utmost regularity, the Grand Trunk and the other Railways of Canada have Tlirough connections with all places in the West, including San Francisco, Australia, China, and Japan. The superiority of the St. Lawrence route for the rapid transit of mails and passengers has been the more conspi- cuous since 1876, when arrangements were completed to land and embark mails at Rimouski, 160 miles below Quebec. There is direct rail communication between Rimouski and Quebec. The first vessels built by Messrs. Allan for the Canadian service were of 1500 tons gross measurement; but as the trade increased, steamers of larger size and capable of greater speed were added. The fleet consists entirely of screw steamers, all of which were built by eminent and most expe- rienced shipbuilding firms on the Clyde, and are fitted with all approved modern appliances. The Allan vessels from the outset were favourites in the passenger trade, and have well maintained their reputation to the present day. The Sardinian may be taken as the representative of the Allan Steamers now running. Like several of the other Steamers belonging to the Line, she was built and had her engines constructed by Messrs. Robert Steele and Co., of Greenock, a firm whose fame as shipbuilders and engineers is unsurj)assed even among the world-renowned shipbuilders and marine engineers of the Clyde. She measures 400 feet in length between perpendiculars, is 42 feet 3 inches in width of beam, and is 35 feet 8 inches in moulded depth. Her register is 2577 tons measurement, with a gross tonnage of 437G tons. She is impelled by a pair of inverted direct-acting compound high and low pressure engines. These engines are supplied with all the most recent improvements for combining power with economy of fuel, and securing smooth and equable working. They are furnished with superheating and surface- condensing apparatus of the most improved construction, and everything which experience could dictate, or science suggest, to ensure efficiency of working has been sedulously applied without stint or regard to first cost. Her high-pressure cylinder measures 60 inches and her low-pressure cylinder 104 inches in diameter, and the pistons have 4 feet 6 inches of a stroke. The steam for working these immense and powerful engines is generated in 10 oblong boilers of enormous strength, which are heated by twenty furnaces tired athwart ship. When working at full speed the engines make about sixty revolutions, and at that number of revolutions the ship has a regulated and sustained speed of fourteen knots per hour, the indicated horse-power being calculated at 2800. The Sardinian was built under special survey, to take the highest classification for iron Steam-ships. She is divided into seven watertight compartments by six watertight iron bulkheads. Her awning and spar decks are both iron from stem to stern, and from side to side of the ship, and firmly riveted to every deck-beam ; her main deck, also, is of iron, from the after hold to the main hold, and from side to side of the ship, except that portion which is occupied by the engine space. In addition to these precautions for en- suring extra strength to the hull of the ship, heavy iron stanchions have been introduced on every deck, and at every beam where they could be introduced with ad- vantage. To those who are acquainted with the details of shipbuilding, the preceding remarks will be sufficient to convey the idea that the Sardinian is, in every respect, a most substantial specimen of marine architecture ; to those who are less familiar with the technical arrangements of the art, it may suffice to say that all the advantages to be derived from ifc _ _ ■— I 8 f experience, scientific skill, careful surveillance, and a liberal expenditure, have been sedulously applied in the construction of this noble vessel, to render her in all respects a safe, strong, and comfortable sea-going craft, worthy of the name and reputation of the firm for which she was built. While thus carefully and thoughtfully providing for the general strength of the structure, and the proportionately important power by which the ship has to be impelled, other and subsidiary, although in the aggregate scarcely less important, means for guiding, regulating, and assisting her in her voyaging, in aiding her into and out of dock, and in the important operations of loading and unloading cargo, together with those numerous appliances for securing comfort to all on board, are provided for on the most liberal scale. The Sardinian carries ten large boats, all of which are of the best life-boat construction, and as regards her passenger accommodation, she has provision for 180 saloon, 60 intermediate, and 1000 steerage. The cabin passengers of the Sardinian are carried in the saloon and the state-rooms immediately connected with it. The saloon is in every respect a gorgeous palatial apartment. It is 80 feet in length by 41 feet in breadth, and is lofty in the ceiling. It is situated on the awning deck, copiously lighted by a lantern cupola in the centre of the ceiling ; this is augmented by an abundance of side-lights, the combination producing an amount of eff"algence which, united to the gorgeous furnishings, produces an effect at once gratifying and djizzling. The ceiling is delicately panelled in French white, enriched with gold mouldings. The wainscoting of the saloon is richly panelled in highly-polished waluutwood, relieved by a delicate stringing of bright rosewood, the panel framing, rails, and mounters beiug of polished teakwood. This is surmounted by a rich gold carved cornice, the inter- space between the panehi being filled by handsome fluted columns of ebony, with rich gold capitals. The seats are upholstered in very rich crimson velvet. As in the other steamers belonging to this line, the Sardinian is furnished with rr I a hot-plafe table, from which the passengers are supplied with viands served d la Russe. This style of service has been found to give great satisfaction, as by it passengers are saved all trouble and inconvenience as to carving for themselves or fellow-passengers. The saloon, it should be stated, is furnished with a high-class pianoforte, and a well-selected library of books for the use of the passengers. In short, everything which can conduce to comfort — indeed, luxurious enjojTnent — has been abundantly provided, and, as a whole, the saloon, with its rich furniture c.^^'^ graceful surroundings, presents a coup (Tosil of rare beauty and magnificence. In connection with the saloon there is also on deck above some additional accommodation for the saloon passengers, consisting of an exquisitely-furnished ladies' sitting-room or boudoir, and a charming snuggery fitted up as a smoke-room. These two special apartments cannot fail to serve as a help to beguile the tedium of even the most satisfactory sea voyage. The dormitories or state-rooms are on the main and upper passenger decks. They are roomy, capacious, and well lighted, as well as fully supplied with ventilation. They are elegantly furnished with bed and toilette appliances, and every means has been adopted to secure comfort and safety to all the inmates. The staterooms are fitted in this vessel, as in the others of the fleet, with electric bells, and in each berth there is a pair of life-saving i)illows, specially adapted for fastening to the person in case of emergency. The intermediate passenger berths are placed on the upper passenger deck, the steerage being located on the upper and second passenger decks; and both classes are supplied with cooked victuals of the best quality. The sanitary arrangements all through the ship are of the most perfect kind. A distinguishing feature as to carrying steerage passengers by the sliips of this line is that the Company provides the use of a suitable and ample outfit for the voyage, whereby passengers may be saved the trouble, inconvenience, and loss consequent on having to supply their own outfit previous to embarking. The outfit consists of patent life- preserving pillows, mattress, pannikin to hold a pint and 10 n ^''t i:.)ii ^!)fm 1^ .■ > ;tV> .■ ,.(-1 •* • U ^' . , : ' I:- '-:%^^^ i' ■' " ;!■ ' ' ' '• •■-V tm 1 ip ^ a-half, plate, knife, nickel-plated fork, and nickel-plated spoon, and the charge for the use of these articles for the voyage is only a very few shillings. The Polynesian is a sister ship to the Sardinian, and has just (February, 1880) been thoroughly overhauled in every department, and in great measure refitted. The influence of the " Allan Line " upon the prosperity of British North America is well recognised. Its benefits, bestowed by excellent management, are warmly acknowledged by all classes of the Canadian population, who agree in holding that, were it not for these magnificent Steamers which run weekly to and fro between Liverpool and Quebec, at fares so low as to be within the reach of almost any working man, the immigration into the Dominion would be far behind what it is. The " Allan " Company, it should be observed, were the first to adopt the plan of having flush or covered decks to their steamers — a system now all but universally adopted in Transatlantic vessels. For many years they saw the necessity for this " covered-in " arrangement in the case of ships that had to be driven at a very high speed in all kinds of weather ; and having once taken the matter up, they persevered, notwithstanding the technical rules of the Board of Trade respecting the tonnage measurement for harbour and other dues. For a long time the Allan steamers were thus labouring under a very great disadvantage in the matter of expense, as compared with open-deck ships of only similar capacity ; but eventually, when the attention of the Board of Trade was arrested by the circumstances connected with the loss of the London in the Bay of Biscay, that Department conceded the point in favour of the " covered-in" ships. A carefully observed rule of the Company, that iu case of fog, the speed must be reduced to dead slow— alFords the best protection from a special danger of Atlantic travelling. And the fact that the steamers of the Allan Line are not insured will appeal to passengers as one of the best guarantees that every precaution is exercised in the management and navigation. 11 The latest addition to the fleet is the Pam?aw, conti tcted for in Novemher, 1870, with Messrs. Napier, of Glasgow, the celehrated ship-builders and engineers. She is a large i)a8- senger steamer of 5500 tons, built of steel, made on the Siemens-Martin principle, the material used in the construc- tion being subjected to the most rigid tests both by Lloyd's and by tiie owners' own surveyor. The Parisian is fitted throughout her entire length with a double bottom, divided into water-tight compartments. This mode of structure, besides adding greatly to the strength of the stenTner, gives a special security in case of grounding or other mishap — injury to the bottom of such a vessel being harmless, as if by any mischance the outer bottom were injured, the inner one would support her.* Tliis steamer has also side-keels, to increase her stability at sea, and keep her free from much of the rolling motion which is so disagreeable to passengers on Atlantic voyages. Messrs. Allan have already running on their line a steamer built entirely of steel, and with the double-bottom arrangement. The vessel in question — the Buenos Ayrean — is the largest steam vessel that has yet been built of steel. The Parisian is 440 feet long, 46 feet broad, and 36 feet deep, and 6500 tons gross tonnage. Her engines are of great power, three-cylindered, and built to the designs of the Company's superintending engineer, Mr. William Wallace, of Liver- pool. The saloon is placed amidships and fitted up in the most complete and sumptuous manner, and she has permanent accommodation for about 200 cabin i)a8sengers. She has also room for over 1000 steerage. Every appliance that can increase the safety or enhance the comfort of ])assengers will be found in the Parisian. She takes her place among the other well-known steam-ships of the Line in April, 1881. The Sarmatian, a favourite steamer of the Line, was the vessel selected for conveyance of H.R.H. Princess Louise and the Marquis of Lome to Canada, in November, 1878, on His Excellency assuming the post of Governor- General of Canada. The same steamer conveyed Her Royal Highness from Quebec to Liverpool in October, ^ 12 1879, and again from Liverpool to Halifax on the 22nd January, 1880. The Liverpool Press, of January 22nd, thus commented on the embarkation : — '•According to arrangement, her Royal Highness the Princess Louise (Marchioness of Lome) arrived to-day in Liverpool, accompanied by the Prince of Wales and the Duke of Edinburgh, on her way to rejoin her husband, the Marquis of Lome, in Canada. As it was known what time the special train bearing the royal party would reach Lime-street station, the public assembled in large numbers to welcome the illustrious visitors. Strictly private though the visit was desired to be by their Royal Hif^'hiiesses, the local authorities necessarily had to make due pre])aration for the reception of the royal party. The public were excluded from the Lime-street station, except those privileged to l)e present by ticket. The spacious central i)latform in the new wing of the station was reserved for the api)roach of the royal train, and opposite where the party were to alight the floor was carpeted; and at either end of this space were rows o 3 z O a I H Wl •* »a ^« 14 C3 >■" 2: UJ ar w. n, or u •i" til ^ z QC f s 14 O h4 z cy or w OT. i ■.. ' •■.•1> i-.l" /■.^ ■"■ ■■■■ ■■• ' ■ vi -s^" 'SB •!;*•' '■' 5^1 ■J. ^iv":'- l!^^:fe;. o u CD U o or u_ ta ui o o w .-I cr, W a •a U) 0) TT-^i^am^i'mmim ■y^t^pi ^ THE FLEET OF THE ALLAN LINE ' STEAMERS. 1 NAME. . TONNAGE. NAME. • TONNAGK. { Parisian 5,500 Buenos Ayrean ... 4,005 Sardinian 4,376 Grer 3,600 Polynesian 3,983 Net ^Ln 2,689 Circassian 3,724 Austrian 2,458 ; Sarmatian 3,647 Canadian 2,906 Moravian 3,323 Manitoban 2,395 Peruvian 3,038 Phoenician 2,356 Scandinavian ... 3,068 Waldensian 2,256 Prussian 3,030 Lucerne 1,9 2 5 Hibernian 2,752 Newfoundland ... 1,000 Caspian 2,728 Acadian 931 ■ Nova Scotian ... 3,305 / ^ ■ Steam Tonnage 1 68,995. CLIPPER SAILING SHIPS. NAME, TONNAGE. NAME. TONNAGE. Giendaruel 1,761 Romsdal 1,827 Gienmorag 1,576 Ardmillan 1,665 Glenfinart 1,530 Strathearn 1,705 Glenbervie 800 Strathbiane 1,364 .- Gleniffer 800 Ravenscrag 1,263 • Glencairn 1,564 Pomona 1,196 Abeona 979 Chippewa 1,072 St. Patrick 992 Medora 781 '' ^ t t 1 Sailing-ship Tor City of Montreal ... 1,187 inage ... 22,052. TOTAL 'lONNAGE. STEAMERS 68,995 SAILING SHIPS 22,052 91,047 1 J 17 B N The following are some of the Passages made during the last three summers:— Sarmatian . Sarsiatian . Sabdinian . . . Pkbuviav ... Sarmatian . Circarhian . Moravian ... Polynesian . Sarmatian . Sardinian . . . Sarmatian Sardinian . . Sarmatian Sarmatian Sardinian . . Polynesian Sarmatian Sardinian . . Sardinian . . Moravian .. Peruvian .. Circassian Peruvian .. Left Moville (Londonderry). Fridfiy, May 11, 5 Friilay, Jane 'I'i, 6 Friday, July 18, 5 Frifiay, July 20, 5 Friuay, Aug. 8, 5 Friday, Aug. 1(1, 5 10 Friday, Aug. 17, 5 45 Friday, Sept. 7, 5 Friday, Sept. 14, 6 50 Friday, Oct. 5, 6 1877. Landed Mails at Rimouaki. p.m.. Saturday, May 19, p.m.. Friday, Juno 29, p.m.. Saturday, July 21, p.m.. Saturday, July 28, p.m.. Saturday, Aug. 11, p.m.. Friday, .\ug. 17, I).m . . Saturday, Aug. 25, p.m.. Saturday, Sept.l5, p.m.. Friday, Sept.21, p.m.. Saturday, Oct. 13, 1878. Friday, May 81, Friday, June 28, Friday, July 12, Friday, Aug. 23, Friday, Sept. 20, Friday, Sept. 27, Friday, Oct. 4, Friday, Nov. 1, 10 p.m. . Saturday, June 8, p.m.. Saturday, July 6, Friday, July 19, Friday, Aug. HO, Saturday, Sept.28, Saturday, Oct. 5, Friday, Oct. 11. 5 6 5 5 4 5 5 5 10 p.m. . Friday, Nov. 8, p.m 15 p.m 45 p.m 10 p.m p.m 8 20 a.m. 10 p.m. 8 15 a.m. 8 a.m. 4 a.m. 9 15 p.m. 7 a.m. 9 a.m. 6 p.m. 1 a.m. 10 40 a.m. 3 45 a.m. 7 p.m. 6 15 p.m. 6 15 a-m. 6 30 a.m. 7 p.m. 6 20 p.m. Friday, Friday, Friday, Friday, Friday, ^ 1879. Jane 6, 5 p.m.. Friday, June 13, Noon Juue 13, 6 15 p.m.. Friday, June 20, 10 30 p.m. Juuo 20, 5 p.m.. Saturday, June 28, 2 30 a.m. July 11, 5 p.m. . Friday, July 18, 11 30 p.m. Aug. 1, 5 p.m.. Friday, Aug. 8, 6 30 p.m. Thne. 7d. 19h. SOin. 7d. 9b. 30m. 7d. 19h. 43in. 7d. 19h. 30m. 7d. 15b. %m. 7d. 8b. 45m. 7d. 17h. 45in. 7d. 20h. 30m. 7d. 3h. 40m. { 7d.lUi.30m. 7d. 23h. lOm. 7d. 15b. Sm. 7d. 6b. SOm. 7d. 5b. 30m. 7d. 18h. Om. 7d. 17b. 50m. 7d. 6b. 30m. 7d. 5b. 40m. 6d. 23b. 30m. 7d. 9b. 4am. 7d. 14h. Om. 7d. lib. Om. 7d. 6h. Om. 1877. Embarked Mails at Landed Mails at Bimonski Moville . T!in«. (Greenwich Time.) Sardinian . . . . Sunday, June 24, 3 45 a.m. Sunday, Jnly 1, 7 50 a.m. 7d. 4b. Sm. Peruvian .. . Sunday, July 1, 5 45 a.m. Sunday, July », 4 15 p.m. 7d. 10b. 30m. Polynesian . . Sunday, July 8, 3 35 a.m. Sunday, July 15, 1(1 5 a.m. 7d. 6b. 30m. Sarmatian . . Sunday, July 15, 4 45 a.m. Sunday, July 22, 9 15 a.m. 7d. 4b. SOm. Moravian . . . Sunday, Sept. 9, 4 30 a.m. Sunday, Sept. 16, 10 25 p.m. 7d. 17b. &5m. Peruvian ... . Sunday, Sept. 23, 3 30 a.m. Sunday, Sept. 30, 1 30 p.m. 7d. 10b. Om. Sarmatian . . Sunday, Oct. 7, 4 10 a.m. Sunday, Oct. 14, 11 a.m. 7d. eh. SOm. 1878. MORAVIAH .. .. Sunday, July 7. 6 50 a.m. Sunday, Jnly 14, 1 p.m.. 7d. 7h. lOm. Polynesian . , Sunday, July 28, 3 15 a.m. Sunday, Aug. 4> 3 30 p.m. 7d. 12b. I5m. Circassian . Sundav, Aug. 11, 8 30 a.m. Sunday, Aug. 18, 7 20 p.m. 7d. 15b. 50m. Polynesian . Sunday, Sept. «, 2 50 a.m. Sunday, Sept. 15, 9 15 a.m. 7d. 6h. 25in. 1879, Circassian .. Sunday, June 22, 2 5 a.m.. Sunday, Polynesian .. Sunday, July 20, 4 10 a.m.. Sunday, Sarmatian .. Sunday, July 27, 2 40 a.m.. Sunday, Sardinian — Sunday, Aug. 10, 8 a.m.. Sunday, Sardinian Sunday, Sept. 21, 4 a.m.. Sunday, Moravian .... Sunday, Sept. 28, 3 40 a.m.. Sunday, PKRUVLiN Sunday, Oct. 5, 2 50 a.m.. Sunday, June 29, July 27, Aug. 8, Aug. 17, Sept.28, Oct. 5, Oct. 12, 2 p.m . . Noon. 2 30 p.m.. 7 30 a.m.. 7 20 a.m.. 11 40 a.m.. 8 30 ajn.. 7d. 7d. 7d. 7d. 7d. 7d. 7d. llh. 55II1. 7b. SOm. lib. SOm. 4h. 90m. 3b. 90m. 8b. Om. Sh. 40di. The Peruvian sailed from Halifax at 7 p.m. on the 27th December, 1879, and arrived in the Mersey at 1 15 p.m. on Sunday the 4th January. Allowiug for difference of tiine, the mn occnpibd only 7 days 14 hours from Halifax to Liverpool. 18 ,'■' \ ■ I nii^rni^n^ ■ .% l!?.V': I mi . i n 'iJ'l ■>'«!■ .ItV.', k ■ I
  • (4 >- O U- X cr O cr z > ZL. < CO. en. < o ex: to. ^fSM cr z z > 14 U •-l >- o X cr O ►4 cr z [4 Z. < en. < o ce: c/i DR. A. W. THOROLD, BI SHOP OF ROCHESTE R, ON A VISIT TO CANADA. Writing of a Summer Trip to Canada by the " Allan " Line, his Lordship says : — " Given three g-ood things — five weeks of holiday, a whole- some liking for salt water, and fifty pounds — can you do better with them than go to Niagara? See what you will get by it. First, you will be boarded and lodged in a ship of a steam fleet, beaten by none in the Atlantic for safety, comfort, discipline, and cheapness : I mean Allan's Canadian Line. You will have at least twenty days (10 each way) of the most pure and invigorating air that human lungs can inhale ; and quite sufficient to set up even a jaded Londoner. You will have a varied, amusing, and by no means unprofitable opportunity of studying human nature among numerous fellow-passengers of all countries, ages, and conditions. You will ascend the St. Lawrence, which is one of the most stately and interesting rivers in the world. You will pass through a district of Canada which will bring you into contact with its oldest civilisation and its most recent industries; its noblest public buildings, and the grandest memories of its early time. You may shoot rapids, gaze on the outskirts of the primeval forest, see r tive Indians on railways, travel in gilded saloons, which at night become bedrooms, or, if going by water, in large steamers, some of which may accurately be described as floating palaces. Everywhere you will hear your native tongue spoken ; you will see your native flag floating in the breeze; you will be surprised, let us hope gratified, by a hearty loyalty ; you will see a young empire, in all the flush and enthusiasm of increasing greatness, governing itself with decision, and developing its resources with such an amazing rapidity, that, as was once said quaintly of the rush of a Canadian spring, if you would only put your head to the ground you would hear the grass grow. Last, but not least, you will see what, all your life afterwarus, you will be glad to have seen, and what, with every returning summer, you will long once more to visit, if but for one short afternoon — nature's most peerless, most indescribable, most unapproach- able, most sublime marvel- -Niagara Falls! 19 " My first impression of the St. Lawrence, so raucli more beautiful than ever 1 expected it to be, quite convinced me that this is the right way of entering North America; and not the less so because the voyage, from land to land, is two days shorter than to New York. " From the grandeur of its site, and the exquisiteness, as well as extent of the views from it, Quebec lias but few rivals. The view from the Esplanade, looking down the river towards Orleans, reminded me of the Bosphorus ; but the noblest prospect is from the Citadel, north over the city and the St. Charles River. You look away towards far-off azure hills, clothed with primeval forest, and in all variety of rolling or peaked outline — one in particular standing by itself, just like Mount Tabor. Then down the river, with its ships and steamers, and smaller craft of all kinds, and the white houses on the Island of Orleans, and on the far horizon, blue with their indescribable blue, a grand mountain range, the like of which we should never see till we returned there agam. CHARLES DICKENS thus wrote of his visit to the Falls of Niagara : — " Between five and six next morning," he says, "we arrived at Buffalo, where we breakfasted ; and being too near the Great Falls to wait patiently anywhere else, we set off by the train, the same morning, at nine o'clock, to Niagara. It was a miserable day ; chilly and raw ; a damp mist falling ; and the trees in that northern region quite bare and wintry. Whenever the rain halted, I listened for the roar, and was instantly straining my eyes in the direction where I knew the Falls must be, from seeing the river rolling on towards them ; every moment expecting to behold the spray. Within a few minutes of our stopping, not before, I saw two great white clouds rising up slowly and majestically from the depths of the earth. That was all. At length we alighted ; and then for the first time, I heard the mighty rush of water, and felt the ground tremble underneath my feet. The bank is very steep, and was slippery with rain and half-melted ice. I 20 I U U4 m o a: u. 34 6 pool ) or 30 6 2869 2871 2872 2873 2874 2875 2876 Liverpool, Quebec, Montreal, Detroit, Chicago, Milwaukee, ) £31 4 Green Lake, and back by same route to Liver- > 34 4 pool j or 39 4 Liverpool, Quebec, Montreal, Detroit, Chicago, Milwaukee, j £31 12 Green Bay, and back by same route to Liver- ^ 34 12 pool lor 39 12 Liverpool, Quebec, Montreal, Detroit, Chicago, St. Paul, 1 £33 10 and back (St. Paul to Lacrosse by river) by same > 36 10 route to Liverpool ) or 41 10 Liverpool, Quebec, Montreal, Chicago, St. Paul, Duluth, / 38 15 6 pnd back by same route to Liverpool j qj, 43 jg g Liverpool, Quebec, Montreal, Detroit, Chicago, Milwaukee, i £35 IC 6 Ashland, steamer to Duluth, and back by same route to ^ 38 15 6 Liverpool ) or 43 15 6 Quebec, Liverpool, Montreal, Sarnia, steamer to Sault f '34 5 Ste Marie, and back by same route to Liverpool (qj. 30 5 q Liverpool, Quebec, Montreal, Toronto, Collingwood, 1 £31 5 steamer to Sault Ste Marie, and back by same route > 34 5 to Liverpool I or 39 6 4- 84 RETURN TICKETS. I Form No8. 2877 2878 2879 2880 2881 2882 2883 2884 2885 2886 ROUTE. FARES, Liverpool, Quebec, Montreal, Sarnia, steamer to Nepigon, aiid back hv same route to Tiivernool. £35 16 6 38 15 6 or 43 15 6 Liverpool, Quebec, Montreal, Toronto, Collingwood, J , £35 15 6 steamer to Nepigon, and back by same route to l 38 15 6 Liverpool ) or 43 15 6 Liverpool, Quebec, Montreal, Samia, steamer to Thunder Hay or Silver Islet, and back by same route t Liverpool o [ 37 19 .. ) or 42 19 Liverpool, Quebec, Montreal, Toronto. Collingwood, \ £34 19 ,0 steamer to Thunder Bay or Silver Islet, and back by J. 37 19 same route to liverpool J or 42 19 Liverpool, Quebec, Montreal, Sarnia, steamer to Duiuth, j „,„ ^ ^ N.P.Ii.H. to St. Vincent and Red River, steamer ( .\ q „ to Fort Garry or Winnipeg, and back bj' same | ^, , q route to Liverpool ) Liverpool, Quebec. Montreal, Toronto, Collingwood, ) „ .„ ^ „ steamer to Duiuth, N.P.R R. to St. Vincent and Red ( **g ^ q River, steamer to Fort Gairy or Winnipeg, and back {^ -. ^ ^^ by same route to Liverpool j Liverpool, Quebec, Montreal, Detroit, Chicago, Milwaukee, i j^j |g q Ashland, and back V>y same route to Liverpool j^j. ^2 15 o i £34 18 Liverpool, Quebec, Montreal, Deti-oit, Chicago, St. Paul, / 37 18 St. Cloud, and back by same route to Liverpool J ,)j, ^2 18 £4.3 5 6 Liverpool, Quebec, Detroit, Chicago, St. Paul, St. Vincent, 1^ ^g ^ g Winnipeg, and back by same route to Liverpool '. ^j, 51 5 g cent, / Liverpool, Quebec, Detroit, Cliicago, St. Paul, St. Vincent, 1 Winnipeg, returning same route to Chicago (or Milvvau-/ £44 15 kee), thence by steamer to Sarnia, O. T. Railway tov, ^j jg q Toronto, boat and rail to Niagara Kails, back to Toronto, f G. T. Railway to Quebec, and thence by steamer tol or 52 15 Liverpool J tiff- NoTB.— TiokctB for tbia Tour are only issaed between tt.o Ist May and the end of October. vl6 ■HiHBl i^ I 4) «> ** 3 4) 3 ai ooo 1 OOO 0) M a here shown separately, but ation with any Returning Ro O OC faO c o a 4) c $ o X M AND RETURN. teainer. UI a; t IQ lO lO 1^ f— ( 1— t ■>*< t- o -^ 1-1 N o -d : S : ll II rag) If «17 10 ' 20 10 or 23 10 en W h 05 Sound Steamers and yans. Top of Mount )U8e, Qorham,Quebec, o 1— t h tes are combin 3 O E ctf 4) OC s M Boston ( and. Que Boston ( and. Fab J, Glon He ^ ^ urning" Rou 5 selected for .C 4) i 4) NEW Y upied on C W New York to Rail), Portl New York to Rail), Portl Washingtor Liverpool . u g - 1 PL. I-H pc; z nd "R te can a h ■o c 3 o QC TO erth o o 1 ct e« o Going" a oing Rou 1 1 1 lENCE on of B FARES. 14 15 17 15 20 15 17 10 20 10 23 10 Q 2; 0* ►utes, the " gly. Any G 4> X ■** •s 4) a I EC, TH g to positi o TT P3 : >«• . " s Gorham, Glen House, Top ngton, Fabyans, Portlam , md Sound Steamers) to (r; E- in selecting Re r either part sin 4) X +^ ■a c 0 _c 'c 1 u 3 TO QUEB ares accordin CO h , Portland, Bosto mers) to New Yor "-'•-..'' > 13 For convenience et cannot be had fo c 3 O OC ■o 4> 1. '5 4> •o 4> X ■»-> E 4.* 4> OC 4) X X ■»- o 4- ■o UVERPOOL F M 3 oco Liverpool, Quebec, of Mount Washi Boston (Rail « New York...... s IH M u a 4> ■o £ s • y- o 4^ ■o ei ~ rrJ 4 29 i u M CQ U s. o a: u. wi o o o ."S (h ^ M O rt « >^ O.S V O CD C« (O (O «s l> l> t- i-l rH 1-1 ■^ l^ o 1-1 r-c (M =« ^ O a o CC 5(3 a 525 CO o CO OO© ooo t^ O eo >-< N (M =^ ^ O to 71 -3 2 k^ a CO o ^ a bf cS ■*^ fzi o t; rr >, o H cS ■U ,o too. ^^ n ^-1 SW > o o ■" f*' O =! 00 o CO CO !0 CO I— I I— 1 1-^ t-O CO 1-1 w w CO ^— \ P • fco-c OS ^-' o a) *§§ wa ^ o - ^ «^ O O "" 1^ O 3 CO w CO CO ri w eq o SCO • a a aj c! §3 « off? cJ" ^ XI Oi « ^ e4_" rC) a 01 H o >^£^ o o M CO C4 (O CO CO t- t^ t^ I— ♦ rH i-H •* t^O I-H rl N =« P. o 0) (C! bO a •s CO uT ,M O O (4 X> u <0 Xi o a o o . O CO I-l C<1 H P^" te _r s CO PC U h PC PC H PC 0) W h !l ooc 1(5 00 -< F-< — M O - 1 - o.- 00 5 OS ^ 3J JV O rJofi b-l *^ "i^ O B ;z; o o o ■ ^ yj da o 'A OD t-t a «o n M o &< o CO C4 0> IS B s-i^ CO <£ c H.>; 0) o !?i 5zi 04 CO et CO 0« iz; H P ■ < •cJ »- ■ n n o p< «H O ■»3 <« M ^ fi O o £? h !S ^ ■2 » ft Szi o •rl o 4> o ■■-1 o s ft d Cf rt ■*» a a •»» ■d ? iS 1 .4 o Si ." o n H a o S M 1^ o M ' E4 Si o l-t 01 m » m H n 4 n } ii CIRCULAR TICKETS FROM LIVERPOOL OR LONDONDERRY, UT OOlTVIICTIOtr WITH TEE aRAlTS TSUKZ AITS OTBEA IUILWA7S, fi®" First Class Steamer and First Class Rail, .mi FARES FOR THE ROUND JOURNEY, ACCORDING TO POSITION OF BERTH OCCUPIED ON OCEAN STEAMER. I ^UT VIA Quebec 8^ T(etuf(p^ via 5Paltimof(e. Form No8. 2569 2570 ROUTE. FARES. To Quebec, Portland, Boston, New York (all Rail),'] £26 5 i Philadelphia, Baltimore, and thence by Steamer to ^ 29 5 j Liverpool J or 34 6 i To Quebec, Portland, Boston, New York (I!ail and) £25 16 6 Steamer), Pliiladelphia, Baltimore, and thence by i 28 10 6 Steamer to Liverpool j or 33 IG 6 2571 2572 2573 2676 To Quebec, Gorliam, Summit, Fabyan, North Conway,^ £29 4 Portland, Boston, New York (all IJail), Philadelphia, }■ 32 4 Baltimore, and thence by Steamer to Liverpool J or 37 '4 To Quebec, Summit, Fabyan, North Conway, Portland, ) £28 16 "6 Boston, New York (Steamer), Philadelphia, Baltimore, > 31 16 6 and thence by Steamer to Liverpool ) or 36 16 6 To Quebec, Gorham, Summit, Wells River, Springfield, ) £29 2 New York (Rail), Philadelphia, Baltimore, and thence > 32 2 by Steamer to Liverpool )or 37 2 To Quebec, Groveton, Fabyan, North Conway, Boston ) „.,_ ,, „ (E. R. R.), Providence, New Haven, New York (Rail), ( Zi \' q Philadelphia, Baltimore, and thence by Steamer to j gV q q Liverpool ) 29 BMHaHM JBJZ OUT via aUEBEC and RETURN via BALTIMORE. i Form Nor. ROUTE. FARES. 1 2577 To Quebec, Slicrbrooko, Wells River, Concord, Boston, l £26 18 New York (Sound Stciiracr) to rhilndclphin, Baltimore, V 28 18 and thence by Steamer to Liverpool ) or 33 18 2579 To Quebec, Montreal, St. John's, White River Junction, ^ Springfield, Now York, Philadelphia, Baltimore, and thence bv Steamer to Livoi'Dool J £25 18 28 18 or 33 18 2580 To Quebec, Montreal, Rouses Point, Albany, New York) £25 18 (Rail to), Philadelphia, Raltimorc, and thence by V 28 18 Steamer to Liverpool ) or 33 18 8589 To Quebec, Montreal, Prescott, Kingston, Toronto, Niagara £28 Falls, Albany, New York, Philadelphia, Baltimore, 31 and thence by Steamer to Liverpool or 36 8592 To Quebec, Montreal, Prescott, Kingston, Toronto, Niagara ) £27 16 Falls, Rochester, Elmira, Ilarrisburg, Philadelphia, [■ 30 16 Baltimore, and thence by Steamer to Liverpool J or 35 16 2598 To Quebec, Montreal, Prescott, Kingston, Toronto, Niagara^ £28 Falls, Elmira, Binghampton, New York, Philadelphia, > 31 Baltimore, and thence by Steamer to Liverpool j or 36 2594 To Quebec, Montreal, Prescott, Fingston, Toronto, Niagara"^ £27 10 Falls, Buffalo, Waverley, Luthlehcm, Philadelphia, S- 30 10 Baltimore, and thence by Steamer to Liverpool j or 35 10 2595 To Quebec, Montreal, Prescott, Kingston, Toronto, Niagara Falls, Rochester, Williamsport, Catawissa, Reading, Philadelphia, Baltimore, and thence by Steamer to | Liverpool j £27 16 30 16 or 35 16 2596 To Quebec, Gorhkm, Summit, Profile House, Wells River, Burlington, Lake Champlain, Lake George, Troy, New York, Philadelphia, Baltimore, and thence by Steamer ' to Liverpool £.30 17 6 33 17 6 or 38 17 6 2598 To Quebec, Sherbrooke, Newport, St. Alban's, Burlington, Lake Champlain, Lake George, Albany, New York, (Rail), Philadelphia, Baltimore, and thence by Steamer to Liverpool £27 30 or 35 30 - u UJ a UJ X o or u. a tn CO. 3 O H «a Z o . iiiiinriiii Ji ;^^ ;•;:,■■• gys* ' ■ ^aawBW* iaiiM«iiiiiiii»*" OUT via aUEBEC and SETUHN via BALTIMORE. Form N08. ROUTE. FARES. 2699 To Quebec, Montreal, Ottawa (by boat), Toronto, Niagara ) "^ lia, > £28 Falls, Buffalo, Waverley, Bethlehem, Philadelphia, V 31 Baltimore, and thence by Steamer to Liverpool ) or 36 2701 To Quebec, Montreal, Prescott, Kingston, Toronto, Niagara) £32 12 6 Falls, Buffalo, Detroit, Chicago, Pittsburg, Philadelphia, j. 35 12 6 Baltimore, and thence by Steamer to Liverpool ) or 40 12 6 2702 To Quebec, Montreal, Prescott, Kingston, Toronto, Detroit, j „„„ o Chicago, Buffalo, Niagara Falls, Albany, New York, ( 'ik 9 Philadelphia, Baltimore, and thence by Steamer to ( , \(. „ « Liverpool ] °^ 4U ^ U 31 CIRCULAR TICKETS FrvOM LIVERPOOL OR QUEENSTOWN. ^" First Class Steamer and First Class Rail. -^ FARES FOR THE ROUND JOURNEY, ACCORDING TO POSITION OF BERTH OCCUPIED ON OCEAN STEAMER. ^UT VIA pALTIMOF(E % T(eTUR]M VIA QuEBEC. Ronto Number. P.R. Form of Ticket. — . 1 t ROUTE. FARES. | . 1 4365 To Baltimore, Rail to Philadelphia, New York, ] £26 Sound Line Steamers to Boston, Eastern / Railroad to Portland, Grand Trunk Railroad V 29 to Quebec, and thence by Steamer to Liver- 1 pool ) or 34 2 4367 To Baltimore, Rail to Philadelphia, New York," Sound Line Steamers to Boston, Eastern R. R. to Portland. Portland and Ogdensburt,' R. R. to Fabyan, Boston C. and M. R. R. to Base of Mount W.ashington, Mount Wash- ington R. R. to Summit of Mount Washing- ton, Stage to Glen House, Stage to Gorham, Grand Trunk R. R. to Quebec, and thence by Steamer to Liverpool £28 13 31 13 or 30 13 3 4368 To Baltimore, Rail to Philadelphia, New York,'^ N. Y., N. H., and H. R. R. to New Haven, Springfield, Conn. River R. R. to South Vernon, C. Vermont R. R. to White River Junction, Passumpsic to Wells River, Boston, Conn, and Mount R. R. to Base of Mount Washington, Mount Washington R, R. to Summit of Mount Washingt!VV » &0 »v:- lb? mis ; : v:i|^ 00 00 Q a! < or ca 2 O < or Z O o X : V ' . : the islands near, were decked with trees, clothed in their richest foliage, the cedars and the pines, with their many hues and shades of green forming a border line around both heaven and earth. It was a scene that made one feel as though standing in abject nakedness before the throne of the r.ord of Creation. To stand there was to be like the sparrow spell-bound and fascinated under the eye of the hawk. When, in an instant, without a moment's warning, the deck of the boat seemed to fall from under my feet, the prow of the boat seemed as though diving down into an abyss, the stern rising fairly out of the water. I could feel that the breath of every soul around me was suspended. The boat was diving down with almost lightning speed, and big tears were to be seen trickling down many a sunburnt face. T felt that the tears had burst from my own eyes, through the sheer excitement of the moment. The engines were still, but I could hear the breathing of the men at the rudder and the wheel, as they did their work in the pilot-house above. We were now fairly on the series of rapids known as the Cedars and the Coteau-du- Lac. Looking over the bulwarks of the boat, nothing was to be seen but the boiling, dancing surge ; over the top of which the boat was gliding like a bird. This continued for nearly half-an-hour, the distance traversed being a little over eleven miles, the total fall in the level in that distance being eighty- two feet six inches. But this fall is not gradual all the way ; it, in fact, is very irregular. Sometimes it was sufficiently steep to shoot the boat along like an arrow, and, at other times, eddying currents would seem to hold, and check, and play with it in its course. When the speed was the fastest, the danger was greatcis':, for at such times, on looking over the bulwarks, the heads of the rocks, which were baying the water back above, were clearly to be seen, and frequently appeared to be only a foot or two under the water. At the bottom of the rapids, the Ottawa river enters the St. Law- rence, the difference in the colour of the two waters being so marked that even after thej' have fairly met, you might see them running along side by side for several miles, until they become mixed with each other. About fifty miles from this 40 point up the river is situate the capital of United Canada. Formerly, when Canada was divided into two provinces, a line down the river Ottawa marked the boundary between Upper and Lower Canada. St. Ann's Rapids, which are slightly out of the course of the St. Lawrence, on the Ottawa river, is the scene of Tom Moore's well-known * Canadian Boat Song.' " At length we neared the Lachine Rapids, the last of the series, situate 16 miles above Montreal. Opposite the village of Lachine, on the south side of the river, there is another village, called Caughnawaga, inhabited by Indians. A some- what celebrated and well-known Indian lives at this village. When approaching the village our boat drew up somewhat towards the shore, and the steam being shut off we came to a pause in our course. Looking out to see the cause of this, I could see a frail bark, two men being seated in it, one of them using a long paddle, which he dipped into the water alter- nately on either side, making towards us. This man was the old Indian pilot, named Baptiste, who for over 40 years had piloted the vessels of the Canadian Navigation Company down the Lachine Rapids. He is now over 60 years of age, but still possesses wonderful agility and power. It was quite a sight to see him paddling his canoe across the stream, and when he seized hold of and climbed up the rope let down the side of the vessel, and jumped on deck, we gave him a hearty cheer. Directly lie had taken his place in the pilot-house, steam was again put on, and we shortly after commenced the descent. These Rapids are not so long as some of the others we had passed down, but they are counted far more dangerous and difficult to navigate. And this I could easily understand when I saw the boat being turned, and, as it were, twisted, about in various directions, whilst going its downward course. There was, in fact, a regular dodging of the rocks which lay embedded in the river, and the tops of which were clearly to be seen from the deck. Several times it appeared as tliough nothing could save us from going on to a rock but slightly in front of us, but in an instant the vessel's course was turned aside, and we passed it in safety. : ;; . 40 i ^l^^v^i .-I < w E- z o mmtmmmm I< i 8 m- ■n " In due course the Victoria Bridge came in view. And then we passed under it, and then for the third time I found myself at Montreal. But my time here was to he shorter now even than on either of the previous occasions, for in an hour or so the mail train was to leave for Quebec, carrying the English mail, and by that train it was necessary I should travel in order to catch the Circassian, on board of which I liad secured a berth for the homeward voyage across the Atlantic." MONTREAL TO LAKE CHAMPLAIN, LAKE GEORGE, AND NEW YORK. Montreal to Rouse's Point (49 miles in 2| hours). Across Victoria Bridge. At St. John's (27 miles) you reach the Richelieu river, which follow upwards, as far as Rouse's Point, where it issues from Lake Champlain. Lake Champlain is no less than 180 miles in length, and varies in breadth from 1 to 10 miles. On the east it is bounded by the green hills of Vermont, on the west by the Adirondack wilderness, rising in Mount Marcy to a height of 5467 feet, and holding out great inducements to the sportsman and pedestrian. This fine sheet of water is navigated as far as Ticonderoga (106 miles). At Plattsburg, the first halting place, was fought the battle of Lake Champlain, on sea and land, 1814. Port Kent is one of the landing places for visitors to Adirondacks. Burlington, opposite, is the seat of Vermont University. At Ticonderoga, where the steamer is left, may still be seen the ruins of a fort, one of the first places captured during the revolutionary war. A stage branch line runs from here, past the falls of the Horicon to Lake George (3 miles). Lake George is smaller than Lake Champlain, but superior to it, if possible, in natural beauty. The steamer sails the entire length (36 miles) to Caldwell, a village where the traveller may remain for the night. Caldwell to Saratoga (31 miles). By a picturesque stage-road to Glensfalls, on the River Hudson; thence by rail in an hour to Saratoga, perhaps the most fashionable spa in 47 s 1 America, its ordinary population of 8000 souls rising some- times to 30,000 during the season (July and August). Sara- toga oilers nothing except an opera house, ball-rooms, and others i)lace8 of amusement, for although the Adirondacks are within a short distiince (Luzerne or ITadley, near a charming little Inkq can be reached in an hour's ride by rail), the immediate vicinity of the place is void of interest. Saratoga to Troy (!32 miles in one hour by rail). Latter part of ride doliglitful, the line passing down the Hudson river, which it crosses near the mouth of the Mohawk and the Cohoes Falls. Troy, a city of 50,000 inhabitants, occupies an alluvial plain on the left bank of the Hudson, overlooked by cliffs. The suburb of West Troy is opposite. Mount Olympus (200 feet in height) to the north of the town, and Mount Ida to the west of it, should be ascended. From Troy by rail to Albany (every hour), or cross over to AVest Troy (where tliere is a United States Arsenal), and travel thence by horse-car to Albany (6 miles) every 16 minutes. Albany, 70,000 inhabitants, was founded by the Dutch, in 1614, and was known up to 1664 as Willemstadt. Since 1 798 it is the capital of New York State. The Erie Canal terminates here. New York can be reached from Albany by rail (143 miles) in four hours. Catskill Mountains. — 48 miles in about five hours, to the Mountain House. Start early. Albany to Catskill. — 37 miles, rail, in 1^ hours. The line follows the left bank of the Hudson. The only town of importance is Hudson, 13,000 inhabitants (33 miles). Athens is opposite. At Catskill Station, cross by ferry. The Catskill Mountains form part of the Appalachian mountain system, and attain a height of nearly 4000 feet. A stage runs from Catskill-landing to the Mountain House (three hours), whence there is a magnificent view of Hudson Valley, with the mountains of New England rising beyond it. Down the Hudson to New York. — 123 miles in about nine hours. The Hudson river was discovered by Henry 4a • ■• * ■* Ul a z ;:^ o ,1 VI. 6 uT < z ;^ o Hudson in 1608, and its scenery rivals that of the Rhine, and in some respects surpasses it. It is the first river, too, which was navigated by a steamer (Fulton, 1807). Oatskill Mountain House to Catskill-landing. — 12 miles by stage in about two hours. The boat passes about 11 a.m. Down the Hudson to New York. — 111 miles in 6^ hours. The npper part of the Hudson, as fiu' as Newburg and Fishkill-landing (51 miles) is distinguished by loveliness ratlier than by grandeur. The principal places passed thus far are Rhine beck-landing (21 miles), with Rondont and its cement manufactories opposite ; and the important city of Poughkeepsie (36 miles), 22,000 inhabitants, backed by Vassar Female College, on a commanding hill. Below Fishkill is the gorge through the " Highlands," which extends to Peekskill, a distance of 17 miles. Butter Hill (1529 feet) rises on the right, Bull Hill opposite. West Point (60 miles), the famous military academy of the United States. Anthony's Nose (1128 feet) and the Dunderbury are passed beyond, and at Peekskill (68 miles), opposite to which is Caldwell-landing, you debouch upon Tappan Lake, ar enlargement of the Hudson, in places four miles wide. Croton (74 miles) lies at the mouth of the Croton river, which supplies New York with an almost unlimited supply of water. Sing Sing (70 miles) is a favourite suburban residence of the New Yorkers. Then fo^ows Tarry Town (85 miles), with its old Dutch church, attended by Washington Irving, whose residence (Sunnyside, at Irvington) is pointed out. The " Palisades," a range of cliffs of columnar basalt, rise opposite. At Hastings the river again grows narrower ; and having passed Yonkers (94 miles) and the conventual school on Mount Vincent, you find yourself within the limits of the city of New York (111 miles). During the revolutionary war this part of the Hudson was defended by Fort Washington and others, all of which have disappeared without leaving a trace behind. NEW YORK, the capital of the sta,te of the same name, and the largest city of the American continent, occupies the larger J] 49 II! portion of Manhattan Island, at the mouth of Hudson River, which hounds it on the west, whilst an arm of the sea, known as East River, separates the city from Long Island. The width of these rivers nowhere exceeds a mile. Opposite to New York, on Long Island, are Brooklyn, AVilliamsburg, and other places which must be looked upon as suburbs of the city, and the same applies to Jersey City and Hoboken, on the western bank of the Hudson or North River. The harbour of New York is one of the finest in the world. Its entrance, at Sandy Hook, is 18 miles from the " battery," at the southern extremity of Manhattan Island. New York was founded in 1614, by the Dutch, who called it New Amsterdam. Its name was changed to that of New York in 1664, when it fell into the hands of the English. At that time it scarcely numbered 2000 inhabitants. It boasts now of a population of 942,377, or, including its suburbs, of 1,600,000 inhabitants. New York to Newport (150 miles) by Fall River steamers, starting daily at 4 or 5 p.m., reaching Newport very early in the morning. The steamer passes up East River and through Hell Gate into the Long Island Sound. This first part of the journey most interesting. Newport (Rhode Island) is one of the most ancient cities of the Union (founded 1637), and up to its evacuation by the British it exceeded New York in commercial importance. It is now one of the most fashionable sea-side resorts. Newport to Boston, 68 miles in two hours, by Old Colony and Newport Railway. You cross channel separating Rhode Island from mainland, and reach Fall River (19 miles), an important manufacturing city of Massachusetts. The line passes through a pleasant country, with numerous manufacturing towns. Alternative Route, New York to Boston, by rail. You pass Newhaven (73 miles), the largest city of Connecticut, the seat of Yale College, one of the best known universities in the States, and the beautiful city of Hartford. Boston, the capital of New England, is the most European-looking city in the United States, and may fairly I J 50 ^ |l-?! boast of its educational institutions, its refinement, and i wealth. The city proper occupies a peninsula, which is con- nected by bridges with the suburban towns of Cambridge, Charlestown, East Boston, and South Boston. Population, 342,000 souls. The suburbs of Boston are charming. BOSTON to WHITE MOUNTAINS & MONTREAL. There is the choice of two routes, one to Portland, Maine, thence by rail to Gorham ; the other direct from Boston to Alton Bay and Wolfboro' or Winnipissigeoe Lake, thence to Conway. - Mount Washington, 6285 feet, is ascended from Gorham or Conway by an easy carriage road. There is an hotel at the top where travellers pass the night. Mount Washington is the most elevated summit of the White Mountains, which cover an area of about 40 square miles, and are considered to rival the mountains of Switzer- land in beauty. The descent from Mount Washington can be effected by means of a railway, similar to that of the Rigi, which takes us to White Mountain House, or by a long Bridle Path, to Crawford House, the latter deserving the preference, Crawford B'ouse (1920 feet) is close to the celebrated Willey's Notch, a narrow defile, 3 miles in length, which should be explored. If time and strength admit ascend Mount Willey from here. It rises to a height of 4200 feet, and commands a most wonderful view. Profile House stands in the centre of the Franconia Mountains, which are a portion of the White Mountains. Proceed by rail to Littleton (25 miles), passing White Mountain House and Bethlehem on the road ; and thence by stage (11 miles). Eagle Cliff and Cannon Mountains close to Hotel. Visit Echo Lake and ascend Mount Lafayette (5280 ft., bridle path). Profile House to Plymouth, 24 miles (stage or car- riage). Th ? road leads through the famous Franconia Notch and down Femigewasset river. Observe the Basin, the F'"me, and Harvaad Falls. (Start to meet mail-train at Plymouth). 61 ..J. % \ i ! At Plymouth Wells River, beautifully situated on the Connecticut River, in Vermont, we change to the Connecticut and Passumpsic Railway. Wells River to Newport is 65 miles, a charming ride. At Newport (65 miles) Ave reach the southern end of Mem- phremagog Lake. Memphremaqog Lake is a beautiful sheet of water, 35 miles in length, and bounded by precipitous cliiFs. About midway the boundary between Vermont and the Dominion of Canada crosses it. Prospect Hill, at the back of the village of Newport, should be ascended ; then proceed by steamer to Magog, at the lower end of the lake (35 miles). The train connects with Montreal and Quebec. The only station of any importance on tlie way to Montreal is St. John's, where the Richelieu River, flowing from Lake Champlain, is crossed. The St. Lawrence is crossed on the Victoria bridge. Alternative Route: Newi)ort to Stanstead (6 miles) by steamer. Thence by train, via Lennoxville and Richmond (136 miles in 7 hours). The first portion of this journey leads through a most picturesque country. This is the most direct route for Quebec. The traveller bound from Montreal to Niagara can per- form the journey all the way by rail, or he can go by the line of steamers plying on Lake Ontario as far as Hamilton, visiting Toronto on the way. Niagara can be reached either by rail from Hamilton or by steamer across the lake from Toronto. Passengers from the States come by Buffalo or Suspeasion Bridge. NIAGARA FALLS. There are excellent hotels on the American as well as on the Canadian side of the river, the former affording the easiest access to the Goat Island ana other sides, the latter the finest view of the Horseshoe Falls. The Niagara River connects Lake Erie with Lake Ontario, 62 ^) i' and is about 36 miles in length. About 22 miles below Buffalo, its point of egress from the former of these lakes, the river shoots over a precipice of rock, about 160 feet in height, and forms the Niagara Falls. Goat Island, in the centre of the river, divides this fall into the Horseshoe Fall (on the Canadian side) and the American Fall, the former being 1800, the latter 900 feet in width, and it has been estimated that no less than 28,000 tons of water are shot over this precipice ever^/ second. An elegant suspension bridge spans the rirer immediately below the Falls. It is 1230 feet long and 256 feet above the river. Lower down the river there is another suspension bridge, for the use of railway carriages and foot passengers. American Side. — Cross bridge to Goat Island, observing the rapids above the falls. Turn to right. Visit Luna Island and the Cave of Winds, behind the American Falls. Descend Biddle's Stairs. Cross over to the new Terrapin Tower, on Iris Islet, at the back of the Horseshoe Falls. Walk round Goat Island, crossing to the outermost of the Three Sisters' Islets, to observe the rapids. Return over Bath Bridge. Prospect Point, close to American Falls, and pass down the inclined railway to a place behind the Falls. Canadian Side. — Cross by ferry. Past the Museum to the 'old site of Table Rock. Then up the river for about a mile to the Burning Spring (inflammable gas). Close by is Chippewa village (battle 1812). Down the river to the upper suspension bridge, and over it back to the American side. If tin?? permits, walk along right bank of river to the Whirlpools (three miles below falls), the Chasm Tower and the Devil's Hole (four miles). The column seen in the dis- tance marks the tomb of the English General Brock, who fell here in 1812. I'rrr NIAGARA TO CHICAGO AND ST LOUIS. Niagara Falls to Toronto, 43 miles in four hours. By rail to Lewiston, a small town on the American side, seven miles below the falls. Queenston, with General Brock's 66 ■MMiH Ill li monument, is opposite. Embark here on board a steamer, which makes two trips across the lake daily. At the mouth of the river (six miles from Lewiston) pass between Niagara Fort on the American and Massasauga Fort on the Canadian side. Having stopped at Niagara, a town on the Canadian side, to receive passengers which have proceeded thither direct by rail (from Clifton), the steamer strikes across the lake, and scarcely having lost sight of the land when the towers of Toronto appear in the distance. Toronto is the largest city in Ontario. It was founded in 1793, and now numbers 75,000 inhabitants. Its harbour is well sheltered, and it boasts of many fine buildings. Toronto to Detroit, 231 miles (by Grand Trunk Rail- way) in ten liours. The principal stations are Guelph (48 miles), Stratford (85 miles), and Sarnia (168 miles), the last station in Canada, at fche point where the River St. Clair leaves Lake Huron. Here cross into Michigan. Detroit, Michigan, on the right bank of the Detroit River, which connects Lake St. Clair with Lake Erie, is one of the oldest (it was founded in 1670) and most important cities in the United States. Its population is 85,000, and both industry and trade are considerable, in which respects it differs favourably from Windsor and other places in Canada on the other side of the river. The streets in the lower part of the town cross at right angles ; those in the upper radiate from the Grand Circus, like the spokes of a wheel. Many of them are exceedingly fine, and shaded by trees. The environs of the city are exceedingly attractive. Detroit to Chicago, 284 miles. The route leads through a fine agricultural country, and through extensive forests, but there is little to attract the attention of travellers. The site of Chicago was temporarily occupied by the early French explorers, in the 17th century, but the first permanent settlement of Europeans only dates from the year 1804, when Fort Dearborn was built, the garrison of which was massacred eight years after by the Indians. In 1830 there were only 12 houses; in 1837, when the population was 4170 souls, the place was incorporated as a city. In 1843 it i I 64 id .1? numbered 7580 mhabitants ; in 1850, 20,260 ; in 1800, 109,063 ; in 1870, 299,370, and it is now said to number more than half a million. Chicago is built on a plain gently sloping down to the shores of the lake, and intersected by the Chicago River, which divides it into three portions. Its position is an exceedingly favourable one for commerce. A canal connects it with the Illinois, and railways with all parts of the Union. It is the leading grain market of the new world, and has besides this, large dealings in lumber, in stock and pickled pork. No visitor should leave without inspecting the grain elevators on the river, the Union cattle yards, the lumber yards, and packing houses. The conflagration of 1871 destroyed 17,450 houses, rendered 98,500 persons homeless, and did damage to the extent of £38,000,000, but the city has arisen from its ashes in renewed splendour, and its wide streets and palatial edifices need not fear comparison with those of any other city of the Union. Chicago to St. Louis. — The route crosses the State of Illinois, for the most part a level prairie country, offering but few attractions to a traveller in search of the picturesque. At Alton (257 miles) the first sight of the mighty Mississippi is obtained, which 3 miles lower down is joined by the Missouri. The scenery about here is very fine. East St. Louis (280 miles) is opposite St. Louis, the river is crossed here by a magnificent bridge of three steel arches, the centre one being 520, the two others 500 feet each wide. They are supported on granite piers. The cost of this noble structure exceeded 4 million dollars. /• St. Louis occupies a series of ridges on the west bank of the Mississippi river, and is the most important city of the west. It was founded in 1764, as a port of the Louisiana Fur Company, but as recently as 1830 it had only 5800 inhabi- tants. In 1860 the population was 160,773, in 1870, 312,963. The German element is very strong, and the Irish likewise are numerous, and have largely supplanted the negro in the hotel service. The lower parts of the city are given up to business, but at some distance from the river there are fine streets and avenues, with noble residences. m 'I V i ST. LOUIS TO CINCINNATI. St. Louis to Louisville. — 304 miles in 12^ hours by day train, in 13f by night train. Cincinnati is 340 miles from St. Louis (12J liours'journey), andtourists who do not propose to visit the Mammoth Cave will proceed direct to that city. The route, generally speaking, leads through an un- attractive prairie and forest region. If it is proposed to visit the Mammoth Cave, the tourist should start with the first train after arrival at Louisville. He will then reach the cave in the afternoon, about 3 p.m. On the following morning, if he is an early riser, a second visit may be paid to the cave, and starting about 9 A.M., he will be back at Louisville at 2.15 p.m., where he passes the night. Louisville, the principal city of Kentucky, has a popula- tion of 130,000 souls, and is situated close to the rapids of the Ohio river, which are shot by steamers only when the water is high. Tobacco is the principal staple of trade at Louisyille. There are also pork-packing establishments, stockyards, grain-elevators, and ironworks. Louisville to Cave City.— 85 miles, rail, in four hours, through pretty country. The Mammoth Cave is reached from Cave City by stnge, nine miles in two hours. There is a decent hotel at its moutli, where travellers can " lay over. " The " Mammoth" is a stalac- tite cavern, similar to that of Adelsburg, and in the opinion of judges who have visited both, it is inferior to it. Tlie Americans, however, look upon it as one of the wonders of the world. It extends for nine miles or more into the bowels of the earth, has its underground lakes and rivers, with eye- less fish, and passages about 200 miles in length. It can be explored only accompanied by guides, who carry oil-lamps or torches. There is a long route and a short route, the former extending over 18, the latter over 12, miles of ground. The long route alone leads to some of the great sights, amongst which are the Audubon Avenue, the Gothic Chapel, the Star Chamber, the Bottomless Pit, the Dead Sea, the Pass el Ihor, 5a n. the River Styx, Lake Letlie (crossed in boats), and Echo River, wliich finds its way hy subterranean passages into Green River. Louisville to Cincinnati. — 110 miles (Louisville, Cin- cinnati, and Lexicon Railway) in 4i hours. The route is not particularly interesting. Cincinnati. — Cincinnati occupies two terraces on the northern bank of the Ohio, which slopes ,upwards Jto the base of the hills. Its river frontage is no less than ten miles in length. The city was founded in 1789, on the site of Fort Washington, but it only increased rapidly in population after the Miami Canal, which divides it into two divisions, had been constructed (1830). In 1840, the population numbered 46,383, in 1870, 216,000 souls, amongst whom were 60,000 natives of Germany. Cincinnati is one of the principal commercial emporiums and manufacturing towns of the West. A suspension bridge, 2252 feet in length (central span 1057 feet), connects the city with Covington, on the Ken- tucky side of the Ohio. It was constructed by J. A. Roebling, the engineer of the Niagara bridge. Another bridge spans the Ohio higher up. Visit Mount Auburn (with numerous villas) and Spring Grove Cemetery, by cars. The latter lies three miles to the north-west of the city, in the Mill Creek Valley, and may be reached also by rail (depot in Fifth-street). CINCINNATI TO BALTIMORE. 597 miles (by Mariette and Cincinnati and Ohio and Bal- timore Railways) in 23^ to 24 hours. The Hcenery between Grafton and Baltimore is amongst the most picturesque to be met with in the United States, and this part of the route should under any circum- stances be travelled by daylight. You should therefore start from Cincinnati by night train, reaching Grafton, at the western foot of the Alleghanies, at 12.50 P.M. in the afternoon. Having enjoyed a good night's rest in a sleeping car, the journey and scenery can be enjoyed. At Harper's Ferry, which is reached about eight in 57 ■; the evening, remain for the night. On the following after- noon, about 2 P.M., resume your journey, and you will arrive at 5.35 in the evening. Cincinnati to Grafton, 300 miles in twelve hours. From Cincinnati to Belpre the route lies through southern Ohio, which, tliough not devoid of beauty, would hardly repay the tourist for losing a night to see it. At Loveland (26 miles) cross the Little Miami Ilivcr ; at Chillicothe (99 miles), the Scioto, which is bounded here by beautiful hills. On reaching Belpre (194 miles), on the Ohio river, the sleepers should rouse themselves. The bridge here is 7042 feet in length, including the approaches, with two spans 350 feet wide each, and 47 others, and it was built within a space of 18 months ! On the other side of the river is Parkersburg, at the mouth of the Little Kanawha, in West Virginia. Petroleum is in the neighbourhood, as well as coal. Petro- leum (217 miles) is the very centre of the oil region. At Clarksburg (277 miles) cross the Monongahela River, and, before reaching Grafton (300 miles), the Tygart's Valley River. It is here the fine scenery begins. Grafton to Harper's Ferry, 199 miles in 7| hours. Take your seat on the left, up the Three Fork and Raccoon Creeks to Newburg (13 miles), and then through a most difficult country, where the route now crosses ravines on bold viaducts, then clings to the mountain sides or passes through tunnels, to Cheat River (24 miles). The Briery Mountains rise on the left, the " backbone of the AUeghanies is seen on the right. Follow Salt Lick Creek upwards, at first through dense v/oods, then through a rocky glen, with laurel shrubs, until you reach Cranberry Summit (38 miles), close to the frontier of Maryland. At Oakland (38 miles), cross the Youghoganey river, which follow upwards for a con- siderable distance, through the " Glades," until you reach Altamount (58 miles), the highest point of the route, 2700 feet above the sea-level. Then down the Crabtree Valley, to Piedmont (74 miles) on the north branch of the Potomac and at the eastern foot of the AUeghanies. Thenceforth follow the general direction of the Potomac river, which forms the m \m^ boundary between Virginia and Maryland, as fur as Harper's Ferry, and beyond. After having passed through the gap of Dan's Mountains, descend the picturesque valley of the Potomac, having Dan's and Wills' Mountains on the left, and the Knobly Mountains on the right, as far as Cumberland (104 miles), a town of some importance, with steel rail mills and other industrial establishments. About five miles below Cumberland the route crosses to the right bank of the Potomac. Cross Patterson's Creek and reach Green Spring Run (117 miles), in a fertile alluvial plain. The south branch of the Potomac (122 miles) is crossed next,' and tlicu the Little Cacapon Creek, after which the route leaves the river some distance to the left, passing through the Paw Paw ridge and Doe Gully Tunnels, and only returning to the bank of the lotomac beyond the gap through Sidelong Hill (146 miles). Soon afterwards the great Cacapon River is crossed, and you reach St. John's Run (152 miles), a station within a couple of miles of Berkley Springs. The two next stations, Hancock (158 miles) and Cherry Run (167 miles), are both on the Potomac, but having crossed Black River (magnificent views) leave that river for a\vhile, and passing through a forest tract first, and a well cultivated country afterwards, reach Martins- burg (180 miles), where there are extensive railway works. It was here the Confederates destroyed 87 locomotives and 400 trucks. The country here about is open and well cultivated. At Vanclievesville (185 miles) cross the Opequan ; pass Kear- ney ville (188 miles) much mentioned during the war, and at Duffields (193 miles) you will find yourself at the head of the Elk branch, which takes you down to the Potomac. You first behold the river through a tunnel, and soon afterwards find yourself at Harper's Ferry (199 miles), at the confluence of the Shenandoah and Potomac, a prosperous place before the war, with an arsenal, which was destroyed on the approach of the Confederates in 1861. The scenery around Harper's Ferry is very beautiful. The river is hemmed in by steep mountains, and the neighbourhood is known as the " Garden-spot of Vir- 59 ■^%. ^ .^. -''' X. ^/^. *rv: IMAGE EVALUATION TEST TARGET (MT-3) 4 1.0 I.I 1^ 128 I JO "^^ 132 m 22 M 1.8 1.25 1.4 1.6 ^ 6" — ► ^ Vi <^ ^ /} ^l VI c*; <-? ^ / y /^ % w Photographic Sciences Corporation 33 WEST MAIN STREET WEBSTER, N.Y. 14.' 80 (716) 873-4503 CIHM/ICMH Microfiche Series. CIHM/ICMH Collection de microfiches. Canadian Institute for HIstoricai Microreproductions institut Canadian de microreproductions historiquea 1980 »» ginia." The tourist should visit the Bolivar Heights above tlie town. Harper's Ferry to Baltimore.— 89 miles in 3^ hours. As far as Point of Rocks (12 miles), at the southern termina- tion of the Catactin Mountain, follow the left bank of the Potomac, and then follow the direction of the Monocoy Valley, which cross at Frederick's Junction (23 miles). Here defeat of General Wallace by the Confederates. You now pass through a limestone region, and then through slate hills, until you reach Mount Airy (38 miles), the summit station between the Potomac and Baltimore. You next pass down the rugged granite valley of the Patapsco, past Mar- riottsville (54 miles), Elysville (01 miles), and Ellicott's Mills (06 miles), to the old relay house station, now called Washington Junction (72 miles). The last bit of the railway journey is by no means the least interesting, for there are ravines, cuttings, and several viaducts, particularly tliat over Gwynn's Falls, close to Baltimore (80 miles), Baltimore, the metropolis of Maryland, occupies an un- even piece of ground to the north of the Patapsco River, which falls into Chesapeake Bay, 14 miles below the city. It is one of the pleasantest and busiest cities of the Union, and rivals Boston and New York as a commercial emporium. Grain elevators line the harbour, and in tlie Canton suburb, to tlie east, are packing-houses, sugar refineries, sawmills, foundries, copper works, &c. The city was founded in 1729, and in 1870 numbered 267,364 inhabitants. It is called the " Monu- mental City," because of its two or three monuments. Charitable institutions abound. Baltimore to Philadelphia.— 98 miles (Philadelphia, Wilmington, and Baltimore Railway) in 3f liours. On leaving the station. Fort Henry, at the mouth of the harbour of Baltimore, is seen on the right. Havre de Grace, at the mouth of the Susr.ehanna into Chesapeake Bay, pass Charleston C43 miles), and Elkton (.52 miles), and beyond the latter cross the proverbial boundary line surveyed by Mason and Dixon, in 1702-67, which became famous as the separation between the free and 00 tlie slave states. Wilmington (70 miles), 30,000 inhabitants, on the Brandywine, a short distance above its confliieuce with the Delaware River, is one of the most important towns of Delaware, with flour mills and numerous manufacturing estab- lishments. At Gray's Ferry (96 miles) cross the Schuyl- kill and enter the city of Philadelphia (98 miles). Philadelphia occupies a level piece of land between the Delaware and the Schuylkill, and to the west of the latter, and only in the suburbs towards the north, is the ground un- dulating and the scenery attractive. Most of the streets intersect each other at right angles, are narrow, and the reverse of attractive. Broad-street, running from north to south, for a length of 23 miles, and Market-street, intersecting it at right angles, divide the town into four divisions. Philadelphia was kounded by William Penn, who pur- chased its site from the Indians, in 1682, but the Swedes had formed a settlement here long before his arrival. The declara- tion of independence was signed here on the 4th of July, 1776, and this event was celebrated by a Centennial Exhibi- tion, held in 1876. The population in 1876 was 817,448 souls, and, next to New York, Philadelphia is the largest city in the United States. Philadelphia to New York.— 87 miles, by Camden Railway, in about four hours ; or by the Pennsylvania Rail- way, 90 miles, in about, diree hours. Baltimor'js to Washington. — 40 uiiles (Baltimore and Ohio Railway) in one hour. The distance between New York and Washington, 228 miles, is performed in nine hours. WASHINGTON. The site of this city was selected by Washington himself, and it was laid out in accordance with his plan, but in spite of the eighty years which have passed since that period only a comparatively small portion of its area has been built upon, and hence the sobriquet of " the city of magnificent distances." Pennsylvania Avenue extends from the Capitol to the Presi- dent's House, a distance of a mile and a half. Broad avenues, named after the States of the Union, radiate from the two 01 . terminal points named, and from other points. Streets running nortli and south arc numbered ; those running east and west are designated by the letters of the alphabet. The Capitol, by far the most important building in Washington, and the prototype of most of the Capitols met with in other cities of the Union, occupies an elevated site a^ the eastern extremity of Pennsylvania avenue, its main front facing east. The corner stone of this building was laid by Washington in 1793. In 1814 the new building was burnt by Admiral Cockburn, but it was restored in 1818, and two wings have been added since 1851, and the old dome has been replaced by one mainly constructed of iron. The length of the building is 751 feet, it covers an area of 1700 square yards, and its dome, surmounted by a statue of Liberty, rises to a height of 396 feet above the ground. The exterior is ornamented with sculpture. Through a bronze door, designed by R. Rogers, and illustrating the lifeof Columbus, you enter the Rotunda beneath the dome. Historical paintings by American artists, and an allegorical painting by C. Brumidfi, of which Washington forms the centre, cover the walls and canopy. By all means ascend to the top of the dome, from which there is a magnifi- cent prospect. The door on the left conducts into the Old Hall of Repre- sentatives, in which statues of celebrated AmericaDS have been placed. The door in front leads to the Library of Congress, (300,000 vols.) and that on the right into the Supreme Court, formerly used as the meeting place of the Senate. The room beneath this court, with curious columns, contains the Law Library. The new House of Representatives is in the south wing of the building, and its strangers' gallery holds 1200 persons. The Senate Chamber occupies the other wing. Other rooms, many of them in the basement, are shown to strangers. i (^ Chief Agencies. — ^ — LIVERPOOL Allan Brothers & Co., James Street. LONDONDERRY ...Allan Brothers & Co., Foyle Street. GLASGOW J. & A. Allan, 70, Great Clyde Street. LONDON Montgomerie & Workman, 17, Grace- church Street. QUEENSTOWN James Scott & Co. DUBLIN John Pollen, 10, Eden Quay. PARIS Alexander Hunter, 7bls, Rue Scribe. HAVRE C. Brown and J. M. Currle. ANTWERP Richard Berns, 32, Marche aux Chevaux. HAMBURG Splro & Co., 38, Admlralltat Strasse. BREMEN Carl L. Bodeker. GRONINGEN,Holland,Prlns & Zwanenburgf. HARLINGEN, do., Prlns & Zwanenburg. ROTTERDAM Ruys & Co. AMSTERDAM Oolgraardt & Bruinnier. COPENHAGEN Johan Rath, Nyhavn, 13. MALMO Johan Brinck. GOTHENBURG J. P. Fehrlund. CHRISTIANIA A. Sharpe. CHRISTIANSAND ...Thomas C. Hansen. STAVANGER J. L. Wathne. TRCNDHJEM J. M. Sellander, Dronningens Gade, 44. MONTE VIDEO William Samson & Co. BUENOS AYRES ...William Samson & Co. QUEBEC Allans, Rae & Co. PORTLAND H. & A. Allan. MONTREAL H. & A. Allan. NEW YORK Leve & Alden, 271, Broadway. CHICAGO AUan & Co., 72 and 74, La Salle Street. HALIFAX S. Cunard & Co. BALTIMORE A. Schumacher & Co. ST. JOHN'S, N.F. ...Hon. Ambrose Shea. ST. JOHN, N.B. ...William Thomson & Co. TORONTO H. Bourller. \ 68 [ STEAM TO i:>^DIA. CITY LINE. Sailing Fortnightly, via Suez Canal, FROM CLASGOW& LIVERPOOL TO CALCUTTA AND BACK TO LONDON. CITY OP DAMASCUS (Building) 8750 Tons. CITYOFAORA 3418 „ CITY 01? LONDON 8818 „ CITY OF VENICE 8306 „ CITY OF MANCHESTEB ..8180 „ CITY OF CAHBIilDGE .. .. 8389 ., CITY0FKHI08 8246 Tons. CITY OF SDINBUBGH .. .. 8818 „ CITYOFCANTEBBUBT.. .. 8818 CITY OF CABTHAOE .. .. 86SO CITY OF MECCA 8890 CITYOFOXFOBD 8888 >• li Belonging to Messrs. George Smith ft Sons, Glasgow. The Stcaniei'8 of this Lino afford excellent opportunities for First-claMS Passengers to the East, being of the highest class, built expressly for the Trade, and fitted up with every modem convenience to ensure the Comfort and Safety of Passengers. rates' "oiF~PASSAGE MONEY. CABIN, which includes every requisite, except Wines and Liquors, £50 I>aB8ongerB retornitiK within Six Month* get a rodnction of Vd ymt cent, on Uoiaeward P«i8iige ; within Twolvo Monthi, 10 por cent. Half-Pare. Free. ... £a5' ... £ao. Children (over Three and under Twelve Years) One Child under* Three (uo Berth provided) * If Two in the same Pakty, to be charged £Talf-Faro. EUROPEAN SERVANTS NATIVE DO NOTE.—Theto Steamers touch at Canal Ports on the Outward and Homeward Pasmgu, [ LIVBBP00L...ALLA2T BBOTHSBS & CO., 19, James Street. AGENTS \ Lojji^N IfONTOOMZBIE A; WOHKHAN, 17, Oracechurch St. OWNERS-aZO, SHITB k SONS, 101, St. Vi¢ Street, aiaegow. \i 64 itlk. mHDTRDHKRAMAYOF CANADA LIVERPOOL TO QUEBEC, in Swnxaer, PORTLAND, U.S., OR EALIFAZ, N.S., in Winter, HT THE ^Ilan Ipim of Jtlantk Stemners, ▲KU THUIOB BT THR GRAND TRUNK R AILWAY. JhE MO^T 'pLE/g/NT, f 0|^FORT/kBLE, AND JjI^ECT t\0UTE MONTREAL, OTl'AWA, KINGSTON, TORONTO, DETROIT, TOLEDO, ST. LDUIS, MILWAUKEE, ST. PAUL, CHICAGO, BUFFALO, NIAGARA FiiLLS. NEW YORK, BOSTON, BALTIMORE, OMAHA, SALT LUKE, COLORADO, DENVER, SAN FRANCISCO, A.n.d all JPoints on the JPcLciJic Coast. OOMNBOllOHB ARB MADH WSTH THB PACIFIC MAIL STEAM-SHIP COMPANY'S LINE To China, Japa^i, Australia, New Zealand, and Vancouver Island. Tickets issued t>om Europe for Tours embracing Quebec, Montreal, Toronto, Ottawa, Ri^er St. Lawrence, Thousand Islands, Niagara Falls, &c., and the principal Cities of the American Continent. Also the Sa|ruenay River ana the Gulf Portit, White Mountains, Lakes George and Champlain, and Saratoga. ROUTES FOH BMITISH SETTLERS FROM LIVERPOOL to MANITOBA and the NORTH-WEST TERRITORIES. By OcMn Mail Stsamer (Allan l.in«) to Qu«bec ; by Qrand Trunk Railway Suebec to Ohicago ; by Ohicago and Nortn-Western, or Ohicago, Mitwaukoo, 8t. Paul Railways from Ohicago to St. PanI ; and by St. Paul and Pacific, and Oanada Pacific Railway* from iSt. Paul to Winnipeg, and points in Manitoba and the Qreat Wheat Lands. Passengers can also go by the Grand Trunk Railway and the Great Lakes to Duluth. Stoamari tall regslarlj from Oollinffwood ui Stmia, rl* Laksi Snroo »&& Superior,, to Solntli, thonee b^ the Sfortliem ^muIo uid Cinada ?Mifle &ailirft;ri, nini&iag pftrallol witli the Bed Biirer, for Xmerion, Suffetin, West Ljaae, Fort darry, and Winnipeg. TECROXrO-HL aJLJEiQ TO OHIOJLO-O. PULLMAN CARS ARE ATTACHED TO ALL DAY AND NIQHT TRAINS. The Grand Trunk Railv^ay is laid v/ith Steel Rails, equipped -with New Rolling Stock, and furnished with every Modern Appliance for the Safety and Convenience of Paseengers. For Rated of Fsmage—Firet Claas and Special Emigrant Fares — or farther infoKxaation. appljr to McMra. ALLAN BliOTHBRS it CO.. Liverpool ; any of their Aeenta in Great Britain^ or Suropa ; and at the Offlcois of the Onuid Tr«nk Bailva/, ai. Old sroad Street, London. 7. S. EBSfTOir, Stosfftwj. BHI