BANCROFT 
 LIBRARY 
 
 THE LIBRARY 
 
 OF 
 
 THE UNIVERSITY 
 
 OF CALIFORNIA 
 
Digitized by the Internet Archive 
 
 in 2007 with funding from 
 
 IVIicrosoft Corporation 
 
 http://www.archive.org/details/californiapacifiOOraymrich 
 
CALIFORNIA, THE PACIFIC NORTHWEST, 
 
 -WORLD'S COL TIMBIA.N ' LJ^POSITION. 
 
 FOUR SI>RING XOURS 
 
 LKA-viNG Boston Af>riIv 24 and PvIay 24, 1893. 
 
 RAYMOND & WHITCOMB, 296 Washington Street (opp. School Street), Boston, Mass, 
 
. . . SEASON OF 1893 . . . ^i/P 'Ili* ' *-' 
 
 FOUR SPRING AND EARLY SUMMER TOURS. 
 
 Colorado, California, the Pacific Northwest, ALASKA, the Yellow- 
 stone National Park, and the World's Columbian Exposition — an 
 82-days' Trip. (See pages 11-117.) 
 
 The Same, Omitting Alaska — a 75-days' Trip. (See pages I 19-143.) 
 
 California, the Sierra Nevada and Rocky Mountains, Colorado, and 
 the Columbian Exposition — a 69 days' Trip. (See pages 145- 
 173.) 
 
 The Canadian Pacific Railway, Alaska, the Northwest, the Yellow- 
 stone Park, and the Exposition — a 52-days' Trip. (See pages 
 1 79- 1 9 1.) _ 
 
 RAYMOND & WHITCOMB, 
 
 206 Washington Street (opposite School Street), Boston. 
 
 AUERICAft PRINTINQ A ENGRAYINQ CO., SO ARCH ST., BOSTON. 
 
THE RAYMOND & WHITCOMB GRAND, 
 RAYMOND & WHITCOMB, Proprietors. OSCAR G. BARRON, Manager. 
 
 uated on 59th St., between Madison and Washington Avenues, facing the Midway Plaisance of the World's Fair 
 Grounds, Chicago. Built especially for the acconannodation of the Raymond & Whitcomb 
 Excursion Parties during the World's Fair. 
 
TOURS ACROSS THE CONTINENT, 
 
 General Information Relating to all Raymond & Whitcomb 
 Excursions to the Pacific Coast. 
 
 Suggestions in Regard to Joining a Party. 
 
 PERSONS desiring to join a Raymond & Whitcomb excursion party should send 
 their names to be registered at as early a date as convenient. A name is regis- 
 tered as soon as an intention to go is expressed, and this registration secures a 
 place in the cars, at hotels where sojourns may be made, and in every way insures mem- 
 bership in the party. No payment of money is required in this connection, and no 
 responsibility is incurred. If circumstances prevent the person from going, notice of 
 the fact should be sent to us, and the name will be taken from the list, and the next 
 applicant permitted to fill the vacancy. Tickets can be taken and paid for at the con- 
 venience of the passenger any time to within about one week of the date of departure; 
 and should the passenger then be prevented from going, the money will be refunded. 
 The advantage of sending in names early is readily seen. In all cases the parties are 
 limited in numbers, and it frequently occurs that parties are filled long before the dates 
 of departure. 
 
 3 
 
Persons are not compelled to come to Boston for the purpose of joining an excur- 
 sion, but may connect with the train at any convenient point along the route. The 
 sleeping-car berths are assigned previous to the date of starting, and those belonging 
 to passengers who join at points on the route are invariably held for them until they 
 are required. 
 
 How Our Parties Travel. 
 
 Two features of our various transcontinental excursions are of special importance. 
 One is the employment of Pullman vestibuled sleeping and composite cars of the latest 
 pattern; the other, the use of dining-cars. The vestibuled train is the latest and 
 greatest development of the idea put forth by George M. Pullman in the sleeping-car 
 — that of providing the most comfortable, the most luxurious, and the safest transit 
 for the railway passenger. We were the first to run vestibuled trains through to the 
 Pacific coast, and also the first to establish a dining-car service between the East and 
 California. In the belief that our patrons demand everything possible in the way of 
 first-class and elaborate service, we have made contracts with the Pullman Palace Car 
 Company to provide these luxurious appointments — vestibuled trains of the newest 
 and most elegant design, with palace sleeping-cars and dining-cars — for all our out- 
 ward California excursions, and also for our returning parties, whenever practicable. 
 
 In all- cases the dining-cars will be supplied with everything afforded by the best 
 markets of the country, as it is intended to make the table equal to that of the leading 
 hotels. By the use of the dining-car three meals a day at regular hours are insured. 
 This is an important consideration to many travelers, to whom delays and detentions 
 may mean not only discomfort, but illness. 
 
 The composite cars are also a valuable innovation, each one containing, besides a 
 commodious smoking-room, a bath-room, a barber's shop, and a well-selected library. 
 
 4 
 
Only two persons are placed in a section of the sleeping-cars (every passenger being 
 entitled to an entire double berth, half a section) and only two persons in each state- 
 room on the Alaska steamer. 
 
 The advantages of a special train service to be enjoyed by our parties under personal 
 escort need not be urged, as they will be readily perceived. In New Mexico, Cali- 
 fornia, Colorado, and elsewhere, facilities for leisurely sight-seeing are gained thereby. 
 In fact, the schedules are arranged expressly for the purpose of affording superior 
 facilities for sight-seeing and for visiting points of note. Ordinary travelers going 
 alone have no such opportunities, often passing the most interesting places in the 
 night. Another consideration, which has much to do with the comfort of a passenger 
 on a long railway ride, is this : Our trains are always run at a safe and moderate rate 
 of speed, thus enhancing the pleasures of sight-seeing and insuring an agreeal^le 
 journey. 
 
 Our parties are always under the charge of competent conductors, who devote their 
 entire time and attention to the welfare and comfort of the passengers, and who 
 superintend all business arrangements. Hotel accommodations are arranged in advance, 
 checked baggage is at all times cared for, and in other particulars the members of the 
 party are relieved of many petty cares and annoyances inseparable from ordinary 
 travel. Thus the tourist is left to the fullest enjoyment of the journey, while appointed 
 agents attend to the task of arranging its details. 
 
 Hints About Clothing. 
 Although the excursions described in this book are to be made in the pleasantest 
 part of the year, and at a time when a mild temperature is likely to prevail, provision 
 should be made to guard against sudden changes. Warm clothing, with light over- 
 
 5 
 
coats, shawls, or convenient wraps, which may be brought into service or discarded, 
 as required, is an essential part of the outfit. In the outward journey through New 
 Mexico, Arizona, and Southern California, and the homeward one by the Northern 
 Pacific or Ogden route, the temperature may be warm, and clothing should be pro- 
 vided accordingly, but wraps should always be at hand for evening use in case of 
 necessity. 
 
 The railway rides through some sections — chiefly across the deserts — may be 
 dusty, and dust is likely to be encountered in journeying about California. This fact 
 should govern, to some extent, the selection of materials for traveling suits, and ren- 
 der " dusters " of special utility. 
 
 Warm underclothing should always be worn. However warm the days may be on 
 the Pacific Coast, the evenings and nights are cool. The dryness of the atmosphere, 
 too, renders a high temperature much less to be dreaded than in the East. As to the 
 San Francisco climate, it is worthy of note that the residents of that city are accus- 
 tomed to wear the same thickness of clothing the year through. The temperature in 
 the northern regions we are to visit is delightful in spring and summer. 
 
 In the Yosemite trip strong and serviceable clothing and a pair of stout walking- 
 shoes or boots will be best ; and these will be useful, of course, in other parts of the 
 excursions, especially in Colorado and the Yellowstone National Park. Visitors to 
 the Yosemite should be content to leave finery behind, and baggage should also be 
 discarded to as great an extent as possible. The same remarks will apply to the 
 Yellowstone National Park, where the traveler should be prepared with clothing 
 which dust cannot injure, good walking-shoes, and wraps for evening wear. There 
 are few nights within the park, even in midsummer, without frosts. Rubbers or 
 "gum " shoes and waterproof coverings will suggest themselves. A piece of mosquito 
 
 6 
 
netting, which can be worn over the face and neck in certain parts of the park, will 
 also be serviceable. 
 
 For the Alaska voyage one should dress as warmly as for an Atlantic Ocean 
 voyage, but no warmer, since that should mean woolens and wraps. Strong and 
 serviceable clothing and stout shoes are prime necessities for Alaska as well as for 
 the National Park. Ladies should remember that the decks of a steamer are always 
 washed down in the morning, and that trailing skirts are under such circumstances 
 undesirable. A gossamer for ladies, a mackintosh for gentlemen, rubber shoes or 
 boots, and umbrellas, are likely to suggest themselves. Most of the sight-seeing is 
 from the steamer's deck, but it is better to be prepared for little land expeditions in 
 all weathers. Rains come frequently and with little heralding, making rubber garments 
 and an umbrella useful companions. Closely-fitting outer garments are of course more 
 convenient on the breezy deck than loose cloaks or shawls. 
 
 Walking over the glaciers is difficult and in places dangerous. At the Muir Glacier, 
 a landing may be desirable, but there is likely to be little traveling done except on the 
 lateral moraines, and no special preparation is desirable for that kind of work beyond 
 what has already been suggested. Alpenstocks and canes can be obtained of the 
 baggage porter on the steamer. Steamer chairs, if desired, can be obtained generally 
 of the deck stewards on the steamer ; and also at Tacoma, Port Townsend, or Vic- 
 toria. They can be leased for the voyage if returned in good condition. 
 
 *' Stop-Over " Privileges. 
 
 Our tickets as a rule allow the holder the privilege of stopping over for about nine 
 months from the date of issue in California, Oregon, or Washington, or at any point 
 on the return trip between the Pacific Coast and Chicago. In the case of the parties 
 
 7 
 
mentioned herein, the returning coupons (excepting, of course, those for the Yellow- 
 stone Park, which expire with the season, and for the World's Fair, which closes 
 November i), will be good until December 31, 1893. 
 
 Member^ of these parties who leave them at any point west of Chicago, afterward 
 coming east independently, can proceed on the regular trains directly through to the 
 Chicago, Rock Island & Pacific station in Chicago by the Albert Lea or Rock Island 
 Route. In order to insure hotel accommodations at The Raymond & Whitcomb 
 Grand, they must notify Carroll Hutchins, agent for Raymond & Whitcomb, at The 
 Raymond & Whitcomb Grand, Midway Plaisance, Chicago, positively one week in 
 advance of their arrival. 
 
 Persons returning eastward independently from Chicago, or any point west thereof, are 
 required to exchange their passage and sleeping-car tickets in Chicago. This may be 
 done either at the Chicago & Grand Trunk Railway ticket office. Blue Island Junction ; 
 at the ticket office in the Dearborn station (Polk street, head of Dearborn street), 
 Chicago; at the city ticket office of the Chicago & Grand Trunk Railway, 103 South 
 Clark street, Chicago, E. H. Hughes, agent ; or at the office of Raymond & Whitcomb, 
 in the Raymond & Whitcomb Grand Hotel, Midway Plaisance, Chicago, Carroll 
 Hutchins, agent. Applications for sleeping-car accommodations must be addressed to 
 Mr. Hutchins or Mr. Hughes. 
 
 Stop-over privileges are allowed at Niagara F'alls, but not elsewhere east of 
 Chicago. In order to avail themselves of the stop at Niagara Falls, passengers can 
 leave Chicago at 3.00 p. m., arrive at Niagara Falls in the morning, and remain there 
 until afternoon. 
 
 Where no dining-cars are ordinarily run, passengers returning independently will be 
 furnished with meals at dining-stations en route. 
 
Persons remaining in San Francisco later than June 12, 1893, should apply, before 
 leaving for the East, to our agent, Clinton Jones, No. 36 Montgomery street, San 
 Francisco, for information and assistance in connection with the signing of the excur- 
 sion ticket, securing sleeping-berths, etc. Persons returning independently can also 
 apply for information or assistance to our Pacific-Northwest agent, A. D. Charlton, 
 No. 121 First street, Portland, Or. 
 
 For any further desired information apply in person or by letter to 
 
 RAYMOND & WHITGOMB, 236 Washington St. (opposite School St.), Boston. 
 
A GRAND TOUR FROM THE ATLANTIC TO THE PACIFIC 
 
 AND A VOYAGE TO 
 
 * ALASKA* 
 
 WITH VISITS TO 
 
 Many Picturesque Places in Colorado, New Mexico, Arizona, California, Oregon, 
 
 Washington, and ALONG THE BRITISH COLUMBIAN COAST, and. 
 
 also in Idaho, Montana, etc., with a week in the 
 
 yellona/stone: national park 
 
 And another week at the 
 
 WORLD'S COLUMBIAN EXPOSITION. 
 
 The Party to Leave Boston Monday, April 24, and to Return Friday, July 14. 
 
 Price of Tickets (ail Traveiing and Hotei Expenses included), $725.00. 
 
 RAYlVlOlSriD & WHIXCOMB, 
 296 Washington Street (opposite School Street), Boston. 
 
SIXTH ANNUAL SPRING EXCURSION 
 
 TO 
 
 COI^ORflLDO, Cai^IFORNia, the Pffl^ClFlC NORXH^WESX, 
 
 ALASKA, 
 
 And the Yellowstone National Park, with a Visit to the 
 MrORI^D*S COI^UMBI^N EXI>OSIXION, 
 
 April 24 to July 14, 1893. 
 
 FOUR complete tours across the continent are included in our excursion arrange- 
 ments for the spring and early summer of 1893. In each instance a full week 
 will be spent at the Columbian Exposition. We shall first describe a trip that is 
 unexampled in extent and variety — a comprehensive journey through the length and 
 breadth of our country, from the Atlantic to the Pacific, and from the Mexico line to 
 Alaska. The Pacific Coast will be traversed for over 3,000 miles, and all its marvels 
 maybe seen — the luxuriant orchards and gardens of Southern California, the Yosemite 
 Valley, the matchless mountain scenery of the Pacific Northwest, and the vast glaciers 
 of Alaska. To these are added the wonderfully picturesque gorges of the Rocky 
 Mountains, "life on the plains," the quaint native life in the far Northwest, the 
 Yellowstone National Park, and Niagara Falls. 
 
 13 
 
No excursion ever planned has surpassed this one in its combination of American 
 wonders. In fact, it would be impossible to bring together in a single tour of like 
 duration — eighty-two days — a greater number of truly grand attractions. 
 
 A Complete Round of Sight-Seeing. 
 Great progress has been made within the past decade in rendering the remoter 
 regions of our vast national domain accessible to the tourist, and united to this fact 
 is the equally important one that our special excursion trains carry to the most distant 
 points comforts and luxuries previously unki^own. After a complete round of Colo- 
 rado, New Mexico, California, and Oregon, the Alaskan voyage will be performed on 
 the staunch and elegant steamship " Queen," the finest vessel in the fleet owned by 
 the Pacific Coast Steamship Company. The steamer trip will occupy ten or eleven 
 days. All the famous scenic points in Southern Alaska which have made the Alaska 
 tour so famous will be visited, including Fort Wrangel, Juneau, the Douglas Island 
 gold mines, Chilkaht, Sitka, and the great Muir Glacier on Glacier Bay. There will 
 be time for landing and sight-seeing at all the chief points of interest, and everywhere 
 the tourists will have unsurpassed opportunities for scanning the wonderful scenery of 
 our northernmost possessions, and for studying the quaint and primitive native life. 
 The entire route from Puget Sound to the farthest northern point reached is lined 
 with scenes of awe-inspiring character — mountains of great height, with almost 
 fathomless depths at their very feet ; cascades, which seem to tumble from the sky 
 Itself; densely wooded shores, whose solitudes have never yet been invaded by man; 
 and vast fields of snow and ice, which glow in the sunlight like plains of gold and 
 silver. Thousands of mountain peaks are seen that no man has ever visited, and 
 that are as yet even unnamed. In Alaska great glaciers, many fold larger than the 
 
 14 
 
grandest ice fields of Switzerland, flow down to the sea, mingling with the floods of 
 the ocean and breaking off in huge masses of fantastical shapes. In no part of the 
 world is there so much wild grandeur encompassed in a voyage of equal duration. 
 
 The earlier parts of the tour, embracing the finest Rocky Mountain scenery of 
 Colorado, the ancient civilization of New Mexico, and the various interests of Cali- 
 fornia from Coronado Beach to Shasta, will be, in their way, equally attractive ; and 
 so will the later weeks, crossing the continent homeward by the northern route, and 
 visiting the matchless Yellowstone Park. The trip will culminate in an .ample stay 
 at the World's Fair at a very desirable season — the early summer. This is an 
 exceptionally interesting feature of the tour. 
 
 The Raymond & Whitcomb Grand Hotel. 
 
 All previous international exhibitions are to be surpassed in extent and interest by 
 the World's Columbian Exposition of 1893. The indications are that there will be a 
 vast concourse of strangers from every part of America and Europe, and that even 
 the increased hotel accommodations of Chicago will be taxed to the utmost. In view 
 of this fact, and for the purpose of providing our patrons with the best possible 
 facilities for visiting the great Fair, and with comfortable and luxurious accommoda- 
 tions while there, we have contracted with a well-known firm of Chicago architects 
 and builders, Barry Brothers, to erect a commodious, first-class hotel, near the 
 Exposition grounds. Work was begun on this building in the autumn, and it is now 
 nearing completion. The site selected is upon three prominent boulevards (where 
 heavy teams are not allowed) and fronting the Midway Plaisance, the main front of 
 300 feet upon Fifty-ninth street, with 250 feet on Washington avenue and 100 feet on 
 Madison avenue. The hotel, in fact, has the largest street frontage of any private 
 
 15 
 
edifice in Chicago. Though within less than i,ooo feet of one of the main entrances 
 to Jackson Park (where the main part of the Exposition is centred) the situation is 
 quiet and retired, being in the midst of a fashionable residence section. The Midway 
 Plaisance, directly in front, will also form a part of the Exposition inclosure, having 
 been set apart for special exhibits, the foreign bazaars, etc. 
 
 The Raymond & Whitcomb Grand, as the establishment is to be known, is of 
 pressed brick, and only four stories in height. The building is fire-proof and of the 
 most substantial character throughout. There are no less than 800 feet of outside 
 exposure, and the courts have a width of 45 feet. There are 325 airy, well-ventilated, 
 and well-lighted sleeping rooms, and between every two rooms is a bath-room and 
 toilet-room, also thoroughly ventilated and well lighted. The bath-tubs are of porce- 
 lain, and the greatest care has been taken in connection with the plumbing and other 
 appointments to secure the best sanitary results. No other hotel in Chicago is so 
 liberally provided with bath-rooms. There are elevators, both for passengers and 
 baggage, and, indeed, every concomitant of a first-class city hotel has been provided. 
 The dining-room is 1 10 feet long and 76 feet wide, and the parlors, reception-rooms, 
 hotel office, bazaar, Raymond & Whitcomb office, etc., are also of liberal proportions. 
 The hotel will be conducted in the best manner, and with all due regard to the quiet, 
 rest, and comfort of our patrons, for whose sole occupancy and use it is intended. It 
 is to be under the experienced management of Oscar G. Barron, the well-known 
 resident proprietor of the Fabyan House, White Mountains, N. H. 
 
 Two stations on the main line of the Illinois Central Railroad are within two squares 
 of the hotel, and two lines of cable railway and an elevated railway are also near at 
 hand, insuring ready means of communication with the city. For the accommodation 
 of our special trains the Illinois Central Railroad Company will establish a station on 
 
 16 
 
their Washington Park Branch, at the corner of Madison avenue and Sixty-first street, 
 only two squares from the hotel. This will be known as Raymond & Whitcomb's 
 Exposition station, and will be solely for the use of our parties. 
 
 The Raymond & Whitcomb Grand Hotel is to be the stopping place of the Alaska 
 party for a full week upon their return from the transcontinental tour. The home- 
 ward journey will thus be pleasantly broken about midway between the Yellowstone 
 National Park and the Eastern cities. 
 
 The time selected for the trip is seasonable, not only for the visit to the far North, 
 but also for the journey across the continent and the tour through California. In 
 June, when the party will reach the Northwest, long days prevail, and there are really 
 only a few hours of darkness. Chicago is to be visited during the early days of July. 
 This party, like all of our other California excursions, it is hardly necessary to say, 
 will have the superior advantages of a special Pullman vestibuled train with a dining-car 
 while crossing the continent. 
 
 Price of Tickets. 
 
 The price of tickets for the excursion, as described at length in the following pages, 
 will be SEVEN HUNDRED AND TWENTY-FIVE DOLLARS. This sum will cover first- 
 class travel overall railway and steamer routes going and returning, -with double 
 berths in Pullman sleeping-cars, and only two persons in each room on board the 
 Alaska steamer; all stage rides to and through the Yellowstone National Park; hotel 
 accommodations according to the itinerary, for the period of the regular tour (eighty- 
 two days), with sojourns at Denver, Coronado Beach, Los Angeles, Redondo Beach, 
 Santa Barbara, San Francisco, Monterey, San Jose, Portland, Tacoma, Seattle, the 
 Yellowstone National Park (at Mammoth Hot Springs, Lower Geyser Basin, Upper 
 Geyser Basin, Yellowstone Lake, and Yellowstone Grand Cafion), Minneapolis, St. 
 17 
 
Paul, The Raymond & Whitcomb Grand in Chicago for one week, etc.; meals in 
 dining-cars, at hotels, dining-stations, or on steamers en route; omnibus or carriage 
 transfers from railway stations to hotels, and vice versa, wherever the same may be 
 needed (Denver, San Diego, Los Angeles, Santa Barbara, San P'rancisco, San Jose, 
 Monterey, Portland, Tacoma, Seattle, Minneapolis, St. Paul, and Chicago); special 
 carriage rides in Manitou, Denver, Pasadena, Santa Barbara, Portland, Minneapolis, 
 and St. Paul; all expenses for transportation, transfer, and care of baggage (to the 
 extent of 150 pounds for each person, all over that amount to be liable to excess 
 charges at regular transportation rates), and the services of conductors — in short, 
 EVERY NEEDED EXPENSE of the entire round trip from Boston back to Boston. 
 
 Price for children between the ages of five and twelve years, six hundred and 
 FORTY DOLLARS. This includes a separate sleeping-berth throughout the entire 
 journey, the same as for an adult. Where no separate berth is required, the price 
 for children between the ages of five and twelve years will be five hundred and 
 eighty-five dollars. 
 
 Price of tickets for the Yosemite Valley trip, thirty-five dollars, in addition to 
 cost of ticket for the regular excursion. See page 175. 
 
 Extra Sleeping-Car Accommodations. 
 
 The cost of an extra double berth (giving an entire section to one person), for the 
 journey between Boston and San Bernardino or San Diego, is $25; drawing-room 
 for one occupant, $67 ; for two occupants, $42 — ^21 for each passenger; for three 
 occupants, entire extra charge, $17. 
 
 The charges for extra sleeping-car accommodations between Los Angeles (or Santa 
 Barbara) and San Francisco areas follows: Extra double berth, $2.50; drawing-room 
 
 18 
 
for one occupant, 56.50; drawing-room for two occupants, $4, or $2 each; drawing- 
 room for three occupants, entire extra charge, $1.50. 
 
 The cost of an extra double berth from San Francisco to Tacoma or Seattle is $y ; 
 drawing-room for one occupant, ^18 ; drawing-room for two occupants, ^i i — $5*5o for 
 each passenger ; drawing-room for three occupants, entire extra charge, $4. 
 
 For an extra double berth from Tacoma to Boston, $21 ; drawing-room for one occu- 
 pant, $58 ; drawing-room for two occupants, $^7 — $18.50 for each passenger ; draw- 
 ing-room for three occupants, entire extra charge, 5i6. 
 
 The itinerary in full and a concise description of the places to be visited will be 
 found in the pages which follow. As the accommodations to be furnished on certain 
 parts of the route are limited, the party will necessarily be restricted in numbers. 
 Persons desirous of becoming members are earnestly requested to enroll their names 
 at as early a date as possible. Tickets must be taken on or before Wednesday, April 
 19, five days previous to the date of departure. 
 
 W. RAYMOND. 
 I. A. WHITCOMB. 
 
 ' Tickets for the excursion, additional copies of this circular, and all needed 
 information can be obtained of 
 
 RAYMOND & WHITCOMB, 296 Washington St. (opposite Sciiooi St.), Boston. 
 
 19 
 
THE TOUR IN OUTLINE. 
 
 From Boston to the Missouri River. 
 
 The party will leave Boston from the Fitchburg Railroad station, Causeway street, 
 at 4.00 p. M., Monday, April 24, in a special Pullman vestibuled train with a dining- 
 car. The early stage of the journey is over the popular Hoosac Tunnel route, and 
 •through a picturesque section of Northwestern Massachusetts. At a distance of 135 
 miles from Boston we enter the portals of the famous Hoosac Tunnel, which pierces 
 the mountains for four and three-quarters miles. This is the longest railroad tunnel 
 on the continent. Near Mechanicville, N. Y., the Hudson River is crossed, and at 
 Rotterdam Junction the train passes from the tracks of the Fitchburg Railroad to those 
 of the West Shore Railroad. This latter line ascends the Mohawk Valley, and 
 traverses the great State of New York, passing through Utica, Syracuse, Rochester, 
 Buffalo, and other important cities. As meals are to be served in the dining-car, there 
 will be no prolonged stay at any station during the early part of the ride. 
 
 Passing through Buffalo, our train continues along the shores of Lake Erie and the 
 Niagara River to Niagara Falls. We cross the Niagara River on the great Suspension 
 Bridge, just above the terrible Whirlpool Rapids, and about two miles below the cat- 
 aract. From this point westward through Canada the route lies over the Southern 
 Division of the Grand Trunk Railway. The St. Clair River is crossed, just below 
 Lake Huron, by means of the great tunnel, the longest work of its kind in the world. 
 From the Canadian cutting to the river edge is 1,950 feet; from the American cutting 
 to the river, 1,800 feet ; the distance across the river is 2,300, making the total length 
 of the tunnel 6,050 feet. The cost of this great work was about $3,000,000. It not 
 
 20 
 
only shortens the line at this point, but greatly facilitates traffic. The line west of the 
 river leading direct to Chicago, 331 miles distant, is the Chicago & Grand Trunk. 
 After traversing Michigan and a little corner of Indiana, we reach the boundary line 
 of Illinois. At Blue Island Junction our train will be transferred to the tracks of the 
 Chicago, Rock Island & Pacific Railway, on which we make our farther journey to 
 Kansas City. 
 
 We cross the northern part of the great State of Illinois, reaching the Mississippi 
 River at Rock Island. This route takes us through Joliet, Morris, Ottawa, La Salle, 
 Peru, Geneseo, ^oline, and other populous cities and towns. Rock Island is a hand- 
 some city, which stands on the east side of the lordly Mississippi, while Davenport, 
 la., is on the opposite bank. Thus far we have followed quite closely the line of 
 march taken by General Winfield Scott at the time of the Black Hawk War. Where 
 the city of Morris stands was fought a sanguinary battle between the Black Hawk 
 Indians and the white settlers, the latter having the assistance of the Pottawattamies. 
 The island, which gave the city of Rock Island its name, is traversed by the railway. 
 The island is owned by the United States Government; and the United States 
 Arsenal, which was erected here after the destruction of the one at Harper's Ferry, 
 Va., in the war of the Rebellion, is near the road. The grounds have been laid out by 
 the government in a very handsome manner, and serve as a charming park for the 
 three adjacent cities — Rock Island, Davenport, and Moline. Where the Kimball 
 House in Davenport stands was signed the treaty with the Indians which opened up 
 Western Illinois, Eastern Iowa, and Southern Wisconsin to white settlement. Black 
 Hawk's village stood upon the site of the city of Rock Island. 
 
 On leaving Davenport our train continues down the west bank of the Mississippi 
 River as far as the flourishing city of Muscatine. Our course is then across the 
 
 21 
 
southeastern corner of Iowa; and at Lineville we enter the State of Missouri, trav- 
 ersing its northwestern section from thence to Kansas City, a distance of 139 miles. 
 Princeton, Trenton, and Cameron are the chief towns on this part of the line. Just 
 before entering Kansas City the road crosses the Missouri River on a high and sub- 
 stantial bridge. 
 
 Kansas City. 
 We shall reach Kansas City early Thursday morning, and spend several hours there. 
 This city lies upon the boundary line of two States — Missouri and Kansas — with its 
 chief population, public buildings, etc., in the former. Kansas City, Mo., contains 
 132,416 inhabitants, and the Kansas division of the city 38,271. Possessing peculiar 
 advantages from being the junction point of a dozen great railroads, Kansas City has 
 made rapid strides within two or three years past. It is the largest depot for agri. 
 cultural implements in the world, the second great beef-packing centre, and the third 
 place of importance in pork-packing. 
 
 The Atchison, Topeka & Santa Fe Railroad. 
 On leaving Kansas City Thursday forenoon, we enter upon the main line of the 
 Atchison, Topeka & Santa Fe Railroad, over which we are to travel upwards of 2,300 
 miles in different stages of our western journey. With several eastern termini and a 
 number of branches to tributary points, the main line of this road reaches out over 
 the great State of Kansas, through a part of Colorado, and then diagonally across 
 the Territory of New Mexico, to connections with the Pacific Coast and Old Mexico. 
 The Santa Fe system comprises, in addition to the main line and its branches, the 
 Atlantic & Pacific, through Arizona and California, the Southern California Railway 
 Company's system, and other important lines. 
 
 22 
 
Kansas and Colorado. 
 
 Our course from Kansas City to the Colorado State line takes us 486 miles within 
 the borders of Kansas. The State embraces in alternation broad, level Valleys and 
 high, rolling prairies, with a gradual rise towards the Rocky Mountains. At Kansas 
 City we are 765 feet above the sea, and at the borders of Colorado 3,418. The highest 
 point in the State is the extreme northwest, which has an elevation of about 4,000 
 feet. The eastern section, through which we pass by daylight, is well watered, well 
 settled, and is devoted largely to corn and wheat, of which the yield is enormous. 
 The western section, with the neighboring parts of Colorado and Nebraska, is given 
 up largely to cattle grazing. 
 
 Entering Colorado a little distance west of Coolidge, we find that the plains look 
 dry and barren, but nevertheless they furnish good grazing. We are at times on what 
 were once famous buffalo grounds. Antelopes are sometimes seen near the track ; 
 and villages of those queer little animals, the prairie dogs, are also common. Deer, 
 like the buffalo, have been driven back from the railroads, and, indeed, the buffalo 
 has been wholly exterminated from these regions. 
 
 Colorado embraces 103,645 square miles. Of the United States, Texas (262,292 
 square miles), California (158,000 square miles), Montana (143,776 square miles), and 
 Nevada (109,740 square miles), only exceed it in area; and of the Territories only 
 New Mexico, Arizona, and Alaska. Upon first entering Colorado, little change will 
 be noticed in the physical aspect of the landscape, except that the prairie gradually 
 becomes more rolling. Las Animas is a thriving cattle centre. At La Junta we 
 diverge from the main line of the Atchison, Topeka & Santa Fe Railroad, for a detour 
 amid some of the great scenic wonders of the Rocky Mountains, and a brief visit to 
 Denver, the " Queen City of the Plains." We proceed first to Pueblo. Our stay 
 
 23 
 
here will be long enough for the party to see something of this busy and progressive 
 young city. 
 
 The Royal Gorge. 
 Leaving Pueblo Friday noon, we shall proceed over the main line of the Denver & 
 Rio Grande Railroad westward in order to visit the famous Royal Gorge. Our 
 course lies through the narrow valley of the Arkansas River. At Florence, thirty- 
 three miles from Pueblo, we are in the centre of the Colorado petroleum district, and 
 above this place are extensive coal deposits. Canon City (forty-one miles) is a large 
 and growing town. The State Penitentiary is near the railroad track on the right, 
 and just beyond are several fine mineral springs. The canon begins just above this 
 point, and for ten miles the scenery is of the wildest and grandest description. 
 Mountains of rock running up almost perpendicularly nearly half a mile in height, 
 and terminating in dizzy pinnacles, seem ready to fall upon the adventurous traveler. 
 The train winds along the course of the rapid stream, and its onward progress seems 
 barred in a hundred places by huge cliffs. The Arkansas, crowded to narrow limits, 
 brawlingly disputes the right of way with the iron steed; and new pictures of wild- 
 ness and grandeur greet the eye at every turn. Every feature of the scenery is on a 
 stupendous scale. 
 
 Manitou Springs. 
 
 Returning to Pueblo after our inspection of the Royal Gorge, we shall continue 
 northward over the main line of the Denver & Rio Grande Railroad to Manitou, 
 where the train will arrive at an early mornmg hour on Saturday. The forenoon will 
 be passed in this delightful place and there will be a carriage ride to aid the visitors 
 in making a sight-seeing round. The principal springs and the large bathing estab- 
 
 24 
 
lishment are in the heart of the village. The Garden of the Gods lies between 
 Manitou Springs and Colorado Springs; and Pike's Peak, which has an elevation of 
 14,147 feet (7,850 feet higher than the town itself), rises in solitary beauty only a few 
 miles away. The Manitou & Pike's Peak Railway, which climbs to the very summit 
 of the mountain, was opened two years ago. The Manitou Grand Caverns are within 
 a short distance of the village, as are also Rainbow Falls. 
 
 Denver. 
 
 Returning to the train Saturday noon we shall continue on still farther northward 
 to Denver, the capital of the Centennial State. Our headquarters while here will be 
 at the new and elegant Brown's Palace Hotel. Omnibus transfers both to and from 
 the hotel are provided, the party arriving in Denver Saturday afternoon, and remain- 
 ing over Sunday. There will be a carriage ride immediately upon arrival. Denver 
 has a population of 126,186, according to the recent census, and is one of the most 
 substantial and progressive cities of the West. Its streets are regularly and hand- 
 somely laid out ; its public and business edifices and its private residences are elegant 
 and substantial ; schools, churches, and newspapers abound ; and, in short, Denver 
 has every sign of thrift, enterprise, wealth, and progress. 
 
 The Raton Pass. , 
 
 We shall go on board the train Sunday night, and leave Denver at an early hour 
 Monday morning, going southward over the Denver & Rio Grande Railroad to Pueblo, 
 and the Atchison, Topeka & Santa Fe to La Junta, and thence to the Pacific coast. 
 
 Crossing the Raton Pass above Trinidad, at an elevation of 7,688 feet, we enter the 
 Territory of New Mexico. Fisher's peak, a very prominent and picturesque elevation 
 
 25 
 
which rises back of Trinidad and 3,628 feet above it, is 9,633 feet high. The railroad, 
 six miles beyond Trinidad, passes through the mining town of Starkville, and ten miles 
 above Starkville crosses the State line, just north of a long tunnel. Meanwhile occa- 
 sional glimpses have been had of the gleaming Spanish Peaks, which are some thirty 
 miles northwest of Trinidad. The railroad follows the general direction of the old 
 " Sante Fe trail," and Dick Wootton's famous old toll-house is seen on the right just 
 north of the summit. The descent on the New Mexico side is quite steep. Raton 
 is situated on the plain, about 1,000 feet below the summit, and is an important trade 
 centre. 
 
 New Mexico. 
 
 This Territory, which came into the possession of the United States after the Mexi- 
 can war, together with Arizona, Colorado, Utah, and Nevada, comprises 121,201 square 
 miles. Much of its surface is an arid waste, but the scenery in many parts of the 
 Territory is very beautiful. Its tablelands are elevated from 5,000 to 7,500 feet above 
 the sea, and snow-capped peaks rise to the height of 11,000 feet and upwards. 
 
 While commercial relations with the East have been established within the present 
 century (though not fully provided for until the opening of the Atchison, Topeka & 
 Santa Fe Railroad), New Mexico and Arizona, together with the southern part of Col- 
 orado, are unquestionably the oldest-settled portions of our country. This region was 
 the home of an ancient civilization for centuries before the first Pilgrim footfall was 
 heard on Plymouth Rock, and before St. Augustine and Jamestown were colonized. 
 Th.t pueblos, or villages of these prehistoric races, are scattered through the valleys of 
 Southern Colorado and Northern New Mexico, and through a large part of Arizona. 
 There are ruins of ancient cities miles in extent; and then there are the curious cliff 
 
 26 
 
dwellings which abound in certain parts of Colorado and Arizona. The ptieblos are 
 now inhabited to a large extent by a strange aboriginal race called Pueblo Indians, 
 but the cliff and cave dwellings have probably been in ruins for ages. Soon after the 
 conquest of Mexico by Cortes in 1 519, the Spaniards overran the country, and it is 
 the old South European civilization that now permeates the life and customs of New 
 Mexico and Arizona, the American element being a very recent importation. The 
 present population of New Mexico is 144,862. 
 
 Near Raton are valuable coal mines. Gold, silver, copper, and other ores are also 
 found in this vicinity. South of Raton lies a rich grazing country dotted with ranches. 
 Springer, the county seat of Colfax, and Wagon Mound are the chief places of 
 importance between Raton and the large and flourishing city of Las Vegas. 
 
 Las Vegas Hot Springs. 
 
 The celebrated Hot Springs of Las Vegas are situated six miles from the city of the 
 same name, and we shall pay them a visit,. our special train being taken thither over 
 the Hot Springs Branch. The springs are forty in number, and are situated at the 
 base of a foot-hill that slopes down to the Rio Gallinas. In their thermal properties 
 they are divided into classes; one including springs of a temperature from 120 to 
 140 degrees Fahrenheit, and the other from 75 to 100 degrees. There are thirty of 
 the former and ten of the latter. Of the whole number only about twenty-five of these 
 springs have been required for the bath-house supply, a single spring furnishing no 
 less than 30,000 gallons of water daily at a temperature of 140 degrees. The warm 
 springs flow from basins, or reservoirs, direct to the bath-houses, while the cooler 
 ones run into large tanks, and are thence conducted into the bath-houses to furnish 
 cold water as desired. 
 
 27 
 
The first improvements were made at the springs in 1846, when an adobe bath-house 
 was erected, and a hospital established there by the United States Army. The first 
 hotel was erected in 1879, ^^^ i^ ^^^^^ standing. The popularity of the resort has 
 made greater demands than the old house was intended to supply, and the large and 
 elegant Montezuma was erected. This establishment is situated on one of the heights 
 above the river, at an elevation of about 6,900 feet above the level of the sea. 
 
 Westward from Las Vegas. 
 
 Returning to Las Vegas, and then going westward, we traverse an undulating and 
 broken country. Some twenty miles from Las Vegas is a picturesque hill known as 
 Starvation Mountain. This is a flat-topped, rocky eminence, with almost perpen- 
 dicular sides, where, tradition says, the Indians surrounded 140 Mexicans, who finally 
 starved to death. Several crosses have been erected on the summit. 
 
 Nearly fifty miles southwest of Las Vegas, in the Pecos Valley, are the ruins of the 
 old Pecos Church, which was established 'by the Spaniards soon after 1529. The 
 railroad runs within about a mile of the spot. A short distance from the church are 
 the ruins of a great city which far antedated that edifice. The faint traces of walls, 
 now gradually being reduced to dust, are all that remain. From the Pecos River 
 there is an ascent by a steep grade to the summit of Glorieta Pass, which has an 
 elevation of 7,537 feet. 
 
 Santa Fe. 
 
 Santa Fe, the capital of New Mexico, will be reached Monday evening by a branch 
 road from Lamy, a distance of eighteen miles, and there will be a halt here until 
 noon of the ensuing day. 
 
San Francisco street is the chief business thoroughfare of the ancient capital. The 
 old buildings are constructed of adobe^ and in the Mexican style. The burro^ a dimin- 
 utive donkey, is made the chief carrier of burdens ; and many of these patient, hard- 
 working little animals are driven into town with packs of wood much larger than 
 themselves. In the centre of the city is the Plaza, or public square, a well-ordered 
 little park, bordered by business houses on three sides and by the old adobe palace 
 on the fourth or north side. In the inclosure is a monument erected in honor of the 
 soldiers who fell at Glorieta and Valverde. The old palace has been the seat of 
 government for at least two and a half centuries. It was occupied by a long line of 
 Spanish governors, and, under United States rule, the ancient edifice has still been 
 used as the governor's residence. The interesting collections of the New Mexican 
 Historical Society have been placed in this edifice. In front of the Exposition 
 Building, near the United States Military Post, is a monument erected in^onorof 
 Kit Carson. Old Fort Marcy, on the hill above the hotel, was established by General 
 Kearney in 1846. Upon the same site De Vargas encamped in 1693. 
 
 The old San Miguel Church, on the south side of the river, is supposed to be the 
 oideSt place of worship on American soil, having a recorded history as far back as 
 1580 Near this edifice is St. Michael's College for boys, erected a few years ago, 
 from the tower of which a very fine view of the city and surrounding country is com- 
 manded. Near the ancient church is an old house, the walls of which are supposed 
 to have great antiquity. They are thought to be the remains of a prehistoric edifice. 
 Just across the creek, returning, are the spacious and highly improved grounds of the 
 * Academy of Our Lady of Light," conducted by the Sisters of Loretto. Directly in 
 the rear of these grounds are the residence and noted gardens of Archbishop Lamy. 
 North, a short distance, is the Cathedral of Santa Fe, which has recently been 
 
 29 
 
rebuilt. East of the Cathedral is located the St. Vincent asylum, or hospital, con- 
 ducted by the Sisters of Charity. Another old church, that of Guadalupe, was, a 
 few years ago, renovated and modernized for the use of the English-speaking Roman 
 Catholics. There are also several Protestant places of worship. 
 
 The Ramona School, situated in the outskirts of the town, is a noble institution for 
 the education of Indian youth, under the direction of Rev. H. O. Ladd. 
 From Santa Fe Southvsrard. 
 
 We shal Heave Santa Fe Tuesday noon, proceeding first to Lamy, where we again 
 join the main line of railway. Near Wallace, thirty-one miles from Lamy, we reach 
 the banks of the Rio Grande del Norte, the chief artery of the water system of the 
 Territory. At this point is th.Q pueblo of Santo Domingo, which is situated upon the 
 bank of the river, within plain sight from the cars. A little farther on is the pueblo 
 of San Felipe. The former tribe numbers nearly i,ooo and the latter between 500 
 and 600. The station at Wallace is upon the reservation of the Santo Domingo tribe. 
 The ///<?^/^ is two miles distant. Three other \nd^2sv pueblos will be passed in the 
 course of the journey, viz. : Sandia, twenty-five miles beyond Wallace ; Isleta, about 
 twelve miles beyond Albuquerque, and Laguna, on the Atlantic & Pacific Rail- 
 road, sixty-six miles from Albuquerque. Bernalillo, twenty miles beyond Wallace 
 and sixteen miles north of Albuquerque, is an old Mexican town that has seen but 
 little change since the railroad invaded its precincts. 
 
 The approach to Albuquerque is picturesque, the Sandia Mountains, which lie at no 
 great distance northeast, adding to the beauty of the scenery. Albuquerque was a 
 populous Mexican town long before the railroad came, having been christened in honor 
 of the Duke of Albuquerque in the days of Spanish rule. The busy, bustling city of 
 today has sprung into existence within the past five years beside the railroad, and is a 
 
 30 
 
typical American town ; while the old town, three miles distant, is almost distinctly- 
 Mexican. The headquarters of the operating department of the Atlantic & Pacific 
 Railroad are at Albuquerque, although the actual junction of that road with the 
 Atchison, Topeka & Santa Fe Railroad is thirteen miles south. 
 
 Leaving Albuquerque by the Atlantic & Pacific Railroad, one of the great exten- 
 sions of the " Santa Fe " system, over which we travel 747 miles, we shall cross the 
 continental divide, 130 miles west of that city and 2,291 feet above it, the greatest 
 elevation being 7,297 feet. There is little at the summit to indicate that one is at the 
 top of a mountain range. At Gallup are extensive coal mines. 
 
 Arizona. 
 
 The line between New Mexico and Arizona is crossed between Manuelito and Allan- 
 town. The road here runs in proximity to some curiously shaped buttes, while pecu- 
 liar red cliffs are seen north of the road. A great mass of rock, with cathedral-like 
 pinnacles, seen near Wingate, is known as the Navajo Church. 
 
 Arizona comprises 113,916 square miles, and is the next largest Territory to New 
 Mexico. It is three times the size of the great State of New York, and, like Cali- 
 fornia, possesses within its wide domain nearly every climate. There is much desert 
 and waste land, but some sections are very productive. The Atlantic & Pacific Rail- 
 road passes through a large part of the best lands in the Territory, although it also 
 crosses great desert sections, where water is had only by running water-trains from the 
 most convenient springs. There are many thousands of square miles of good grazing 
 lands, and the raising of cattle, sheep, and horses is an important and growing industry* 
 There are great tracts of pine timber, which is said to be equal to any found in the 
 East. The mining interests of this region have been extensive for more than 300 
 
 31 
 
years. Gold, silver, and copper are found in various sections of the Territory. In 
 the northern part of Arizona, at a considerable distance from the railroad, is that 
 great wonder of the world — the Grand Canon of the Colorado. 
 
 The famous petrified forests of Arizona are situated' twenty-six miles from Holbrook 
 and some ten miles from the railroad. Holbrook is also the point of departure for the 
 Moqui Indian towns, from ninety to one hundred miles distant. 
 
 The CafXon Diablo and the San Francisco Mountains. 
 
 The Rio Puerco, a small stream along which we have journeyed for some distance 
 before reaching Holbrook, joins the Little Colorado near that place, and the road 
 crosses the latter thirty-two miles farther on, near the lively little town of Winslow. 
 Twenty-six miles beyond Winslow the road crosses the Canon Diablo, an immense, 
 zigzag, yawning chasm in the white and yellow magnesian limestone. The bridge is 
 541 feet long and 222^^ feet in height, or higher than Bunker Hill Monument. It is 
 an iron structure, a model in its way, and cost ^250,000. 
 
 Long before this the magnificent San Francisco Mountains, a group of lofty, snow- 
 clad peaks which rise a few miles north of the railroad at Flagstaff, have begun to 
 attract attention. There are three sharp peaks of purest white, supported by dark 
 shoulders of cedar and pinon-covered heights. The main peaks are Humphrey, Agas- 
 siz, and Humboldt. Mount Humphrey is 12,815 ^^^^ high, and Mount Agassiz is only 
 300 feet lower. The elevation of Flagstaff is 6,935 ^^^t, and the Arizona divide (a spur 
 of the San Francisco Mountains), a dozen miles beyond, is between 200 and 300 feet 
 higher. Near Flagstaff the railroad enters the timber region, and the country assumes 
 a beautiful park-like appearance. Extensive lumber mills are situated at Flagstaff. 
 The Marble Cafion, the deepest portion of the Grand Canon of the Colorado — 6,549 
 
 32 
 
feet in depth — is sixty-five miles distant from this station, and north of the San Fran- 
 cisco Mountains. 
 
 Beyond the San Francisco Mountains there are several detached peaks which 
 appear quite prominent as seen from the railroad. Not far from Ash Fork the rail- 
 road winds through a rocky pass known as Johnson's Canon. At Peach Springs we 
 are nearer the Grand Cafion of the Colorado than we were at Flagstaff, the distance 
 being only twenty-three miles. 
 
 Entering California. 
 
 The Needles, situated on the California side of the Colorado River, — here a broad 
 and rapid stream which is crossed by means of a long bridge, — is where we enter 
 California. There is nothing but a sandy waste for a long distance on each side of 
 the river, but within view at the north are some picturesque mountains which give to 
 the station its name. The Needles is a place of considerable importance, and the 
 Mojave Indians have a reservation near at hand. Proceeding westward the road 
 crosses the great Mojave Desert of California, an elevated tract whereon little else 
 than the yucca palm is seen growing. At Goff's, thirty-two miles west of The 
 Needles, we are at an elevation of 2,580 feet, more than 2,100 feet above the Colorado 
 River. There are numerous lava hills scattered about the eastern section of the 
 desert. 
 
 The Southern California Railway Lines. 
 
 At Barstow Thursday morning we diverge from the main line of the Atlantic & 
 Pacific Railroad, which extends on to Mojave, and continue southward over the 
 Southern California Railway Company's lines, in order to make a detour through 
 Southern California. The Southern California Railway Company's lines cover the 
 
 33 
 
extensive system of the Atchison, Topeka& Santa Fe Railroad in Southern California, 
 or, rather, all of it that is not included by the Atlantic & Pacific Railroad. This 
 latter line of railway extends across Arizona and California, uniting with the Southern 
 Pacific^ Company's road at Mojave. The Southern California lines reach Pasadena, 
 Los Angeles, San Diego, Redlands, Riverside, Redondo Beach, and nearly all the 
 important points in that section of the State. 
 
 Emerging from the Mojave Desert and following up for a time the Mojave River, 
 which farther north disappears altogether in a desert *'sink," our train climbs the 
 slopes of the San Bernardino range towards the Cajon Pass, vi^hich pierces the moun- 
 tain wall not far east of the snow-capped peak known as "Old Baldy." While 
 approaching the pass, and while descending the steep grades on the other side, the 
 traveler enjoys a succession of magnificent views. The summit of the pass is 3,819 
 feet above the sea, or 1,714 feet above Barstow. 
 
 Southern California. 
 
 From the scene of sandy waste and desolation presented by the Mojave Desert, we 
 emerge into the garden of California, a region where the flowers and fruits of the 
 semi-tropics grow in profusion. The transition is a welcome one. Luxuriant orange 
 groves and vineyards take the place of desert sands. The air becomes fragrant with 
 the sweet breath of orange blossoms. Snow-clad peaks rise behind us, and in front 
 is spread out the broad and fruitful valley in which San Bernardino, Redlands, Colton, 
 Riverside, and dozens of other towns are situated. We have meanwhile crossed a 
 portion of San Bernardino county, which, with its 23,472 square miles of area, is 
 larger than four of the New England States — Vermont, Massachusetts, Rhode 
 
 34 
 
Island, and Connecticut combined. Besides oranges and grapes, which constitute the 
 chief products of Southern California, lemons, limes, olives, citrons, figs, pomegran- 
 ates, almonds, English walnuts, and other fruits and nuts, grow here, as do also the 
 cactus, palm, pepper tree, acacia, and eucalyptus. On descending from the moun- 
 tains we pass through the old town of San Bernardino. On a mountain-side at the 
 left, as we approach this city, may be seen the famous Indian arrow-head, a huge dis- 
 coloration of the slopes over a quarter of a mile long. 
 
 Riverside. 
 
 We shall first visit Riverside, nine miles from San Bernardino, and spend half a day 
 there. This is one of the most beautiful towns in California. It is devoted largely 
 to the culture of the orange, and immense quantities of the fruit are annually shipped 
 East. wSome of the finest orange groves' in the country are in or near Riverside. The 
 residents, largely Eastern people, have picturesque homes, surrounded by gardens and 
 shrubbery. Magnolia avenue is a magnificent double driveway divided by a row of 
 pepper trees, and lined for many miles with handsome villas and lovely gardens. 
 
 San Diego and the Hotel del Coronado. 
 
 On leaving Riverside we shall proceed southward over the Southern California 
 line to San Diego. On our arrival at San Diego, Friday morning, May 5, we shall 
 take omnibuses for the famous Hotel del Coronado, Coronado Beach, crossing the 
 bay l)y ferry. 
 
 San Diego county, with its 14,969 square miles, a larger area than any of the New 
 England States except Maine, and nearly twice the size of Massachusetts, is the 
 southernmost county of California, and aajoins Mexico. The city of San Diego, 
 
 35 
 
situated upon its southern sea-coast and only a few miles from the national boundary 
 line, is the oldest of the California mission towns, the first of the mission churches 
 having been planted there in 1769; but it owes its present importance to recent growth. 
 The development of this section has followed the extension of the Santa Fe system 
 into this region. The number of inhabitants is about 16,000. In 1880 the accredited 
 population was 2,637. With a remarkably fine climate, unsurpassed on the whole 
 globe for equability and salubrity, San Diego is naturally a favorite place of resort for 
 Eastern visitors. The fruits of the temperate zone and the tropics here grow side by 
 side ; and the yield, both of vegetables and fruits, is immense. 
 
 The city of San Diego lies on the eastern shore of San Diego Bay. Between the 
 bay and the Pacific Ocean there is a narrow tongue of land which has been converted 
 into a magnificent seaside resort by a wealthy corporation called the Coronado Beach 
 Company. With a matchless ocean beach on one side, stretching away for miles, and 
 a quiet bay on the other, a charming town has arisen. There are broad avenues, parks, 
 and walks, and 20,000 trees have been planted. The most important embellishment 
 of all is the Hotel del Coronado, an immense establishment, which was thrown open 
 to the public Feb. 15, 1888. With a frontage of 1,300 feet, and built in the form of a 
 parallelogram around a grand open court 250 by 150 feet, the hotel covers seven and 
 a half acres. The structure ranges from three to five stories in height, and there are 
 750 rooms, including many spacious public apartments. The dining-room — an 
 especially handsome apartment — has a height of thirty-three feet, an area of 10,000 
 feet unbroken by either post or pillar, and will seat 1,000 persons. The theatre and 
 ball-room is a lofty domed apartment with a surface of 11,000 feet. The rotunda, con- 
 taining the office, covers 3,000 feet. The breakfast-room, which may be connected 
 with the great dining-room, is nearly half as large, covering 4,800 feet. In addition to 
 
 36 
 
these apartments there is a restaurant covering 2,500 feet, and a number of private 
 dining-rooms. An observatory 150 feet high, a cistern capable of holding 500,000 gal- 
 lons of water, an immense ice-plant and cold storage, a powerful electric light plant, 
 thirty billiard tables, and four 85-foot bowling alleys are among the other appointments. 
 It is necessary to use large figures in describing the fittings and appointments of this 
 immense establishment, which is claimed to be unrivaled either in the United States 
 or Europe in point of size. The ice machine has a capacity of twelve tons a day, or 
 the equivalent of that in cold storage, and as the ice is formed from distilled Coronado 
 water, it is purer than natural ice. The building is lighted by 2,500 incandescent 
 electric lamps, besides a great number of arc lights about the grounds. All the elec- 
 tric wires and the pipes for heating the building, etc., are carried from the engine house 
 through a tunnel 350 feet long, nine feet high, and eight feet wide. The water used 
 in the hotel is from the Coronado Springs and is a natural mineral water, with 
 acknowledged medical properties. 
 
 The Hotel del Coronado is an " all the year round " resort, and has speedily attained 
 great popularity on account of its solid merits. It is under the management and direct 
 supervision of the energetic president of the Coronado Beach Company, Mr. E. S. 
 Babcock. 
 
 From San Diego to Los Angeles. 
 
 We shall leave Coronado Beach and San Diego Monday morning, and retrace our 
 way in daylight over a charming section of country previously traversed by night. 
 For a considerable distance we are upon the shore of the ocean, along which are 
 some charming views. On leaving the sea, we enter a region of orange orchards and 
 vineyards. Near San Juan is the old Mission of San Juan Capistrano, in ruins, 
 having been destroyed by an earthquake soon after its erection in 1776. It is visible 
 
from the train. On arrival in Los Angeles, the next stopping-place, The Westminster 
 and The Hollenbeck will be made the headquarters of the party. 
 
 Los Angeles. 
 
 Los Angeles, the metropolis of Southern California, or La Puebla de la Reina de los 
 Angeles (literally the town of the Queen of the Angels, to give its old Spanish title in 
 full), is. situated in the great southern fruit belt, 482 miles south of San Francisco by 
 railway. The town was founded in 1781. It had already attained considerable size 
 at the time of the American conquest, although its chief increase in population, 
 business importance, and wealth has been the result of recent growth. From a little 
 collection of adobe huts it has become a handsome city. With less than 12,000 
 inhabitants in 1880, it had in 1890 increased in population to 50,394. The city has 
 eighty miles of graded streets, and is very brilliantly lighted with electricity. The 
 street-car system includes cable lines, electric railways, and horse-car lines. The city 
 is spread over a large area, and extends far out over a level country beautifully 
 shaded. The old section of the town was irregularly built of adobe; but the march 
 of improvement has left but few relics of early Los Angeles, except the original 
 church, which stands upon Main street, in the midst of all the life and bustle of the 
 rejuvenated city — a quaint reminder of other days. The public buildings are 
 spacious and elegant, and the business blocks in many instances imposing. Among 
 the handsome edifices recently built are a Court House, which cost $410,000; the 
 Young Men's Christian Association Building, costing $150,000; the Burbank The- 
 atre, costing $200,000; City Hall, costing $208,000; a government building, costing 
 $250,000; and the Southern Pacific Company's new station, on Alameda street, foot of 
 Fifth street, costing $250,000. A ride about the city in any direction cannot fail to 
 
 38 
 
delight the stranger. There are substantial evidences of wealth and prosperity on 
 every hand. 
 
 Pasadena. 
 
 Leaving Los Angeles Wednesday morning the party will first make an excursion to 
 include Pasadena and its beautiful surroundings. Pasadena, one of the most favored 
 winter retreats on the Pacific Coast, is charmingly situated nine miles from Los 
 Angeles. The Raymond at East Pasadena, of which Mr. Walter Raymond, of Ray- 
 mond & Whitcomb, is the proprietor, is a mile nearer. Its situation in the higher part 
 of the valley, over 500 feet above Los Angeles and nearly 1,000 feet above the sea, 
 with the noble range of the Sierra Madre towering above it at no great distance in the 
 north, and great stretches of orange orchards and vineyards adorning the gently rolling 
 surface of the country south and east, gives it every advantage of picturesqueness, 
 while no place on the entire Pacific Coast can surpass it for healthf ulness. For miles 
 around the fair surface of the valley and the mountain benches are dotted with hand- 
 some villas, each with its individual surrounding of garden and orchard. Although a 
 place of gardens, vineyards, and groves, the city has a population of over 10,000, and 
 is provided with all modern improvements. Carriages will be in waiting at the station 
 on our arrival, and an extended ride will be taken through the handsome city and 
 its environs. Raymond Hill, which commands a magnificent view, Raymond avenue, 
 Orange Grove avenue, Colorado street, Lamanda Park, and other points in and about 
 Pasadena will be visited. 
 
 Redondo Beach. 
 
 Returning from Pasadena the party will proceed at once by the Southern California 
 Railway directly through Los Angeles to the Redondo Beach Hotel at Redondo 
 Beach. The ride thither is through a pleasant region devoted largely to vineyards 
 
 39 
 
and orange orchards. The beach is a charming spot, and the recent erection of an 
 elegant hotel has enhanced its attractiveness. It is one of the most popular of 
 Southern California's shore resorts. The afternoon and night will be pleasantly 
 passed there. 
 
 We shall leave Redondo Beach Thursday morning, May ii, return to Los Angeles, 
 and thence go at once northward and westward by the Southern Pacific Company's 
 line to Santa Barbara. Twenty-six miles north of Los Angeles, and 1,200 feet above 
 it, is the San Fernando Tunnel. From Saugus we descend through the picturesque 
 Santa Clara Valley. At Camulos is the ranch where Ramona, the heroine of Helen 
 Hunt Jackson's touching story, lived. From San Buenaventura to Santa Barbara the 
 railroad follows the seashore, and many charming views are had, with the broad Pacific 
 Ocean on one side and the mountains and picturesque valleys on the other. 
 
 Santa Barbara. 
 This beautiful city by the sea is one of the best known of all the Southern Pacific 
 resorts. It is delightfully situated upon a gentle slope, with the blue waters of the 
 Pacific on one side and the purple peaks of the Santa Inez Mountains, from 3,500 to 
 4,000 feet high, on the other. Santa Barbara has a population of about 6,000 people, 
 whose homes are embowered in gardens of roses, and shaded by the eucalyptus, palm, 
 pepper, and magnolia. The view oceanward embraces the hill-studded islands of 
 Santa Cruz, Santa Rosa, San Miguel, and Anacapa. We shall make The Arlington 
 and The San Marcos our headquarters during our stay. The surroundings of Santa 
 Barbara are very romantic, and a carriage ride to some of the various points of interest 
 will be a feature of our visit. State street, upon which The Arlington is situated, has 
 been paved with concrete, and is now one of the finest avenues in America. The old 
 
 40 
 
Franciscan Mission, established in 1782, the best preserved of all the old California 
 churches, stands upon an elevated slope back of the town, forming a picturesque 
 object in the outlook towards the rugged mountains. Montecito is a lovely suburb of 
 Santa Barbara, and there are some hot springs on the heights beyond. 
 
 Parties to visit the Yosemite Valley will be made up during the stay in Santa Bar- 
 bara, and will leave that city on different days. Those who proceed directly through 
 to San Francisco will go with the last party, May 19. The dates of departure of the 
 Yosemite excursionists will be made, as far as possible, to meet individual preferences. 
 For particulars about the Yosemite trip see page 175. 
 
 From Santa Barbara to San Francisco. 
 
 The Southern Pacific Company's Santa Barbara branch brings us back to Saugus, 
 where we resume our northward journey over the main line. During the early part of 
 the trip we traverse the western section of the Mojave Desert, through the eastern 
 part of which we journeyed on first entering California. The yucca palms are again 
 found in great abundance, and relieve the desert expanse of its otherwise barren 
 aspect. The fibre is used in the manufacture of paper. 
 
 About 120 miles north of Los Angeles is the famous Tehachapi Pass. The railroad 
 here crosses a group of mountains belonging to the terminating southwestern spur of 
 the Sierra Nevada, at an elevation of 3,964 feet above the sea. It was not so much 
 the elevation as the broken country that presented difiiculties in the way of engineer- 
 ing ; and it was only by a series of bewildering curves, in one of which the road 
 actually crosses its own line, that a practicable route was found across the mountains. 
 The ** loop " is 3,795 feet in length, and the lower track is 78 feet beneath the upper 
 one. The actual point of crossing is at the ninth of the seventeen tunnels that are 
 
 41 
 
encountered between the summit and Caliente. North of these hills are a series of 
 broad plains and wide valleys. The valley of the San Joaquin is followed until its 
 union with the Sacramento, and the road then courses along the borders of the straits 
 and bays until it reaches Oakland. Skirting the shores of San Pablo Bay and rounding 
 the point at San Pablo station, we look across the bay and harbor of San Francisco, 
 and out through the portals of the Golden Gate toward the board Pacific. As the train 
 sweeps on through the outskirts of Oakland, the traveler gains only a hint of the 
 beauty of the place. Leaving Oakland behind us, we speed on to the long pier, from 
 whence a huge ferry-boat conveys us to the San Francisco shore. 
 
 San Francisco. 
 
 The metropolis of the Pacific Coast is one of the most interesting cities in America, 
 and is becoming more beautiful and attractive year by year. It is naturally cosmopol- 
 itan in character, and the visitor can take a foreign jaunt in miniature by walking 
 through certain sections of the town. In some particulars, and notably in its street- 
 car service, which consists largely of *' cable roads," it is in advance of the older cities 
 of the country. With one of the finest harbors on the globe, and occupying an impor- 
 tant position in connection with the world's commerce, its shipping interests are of 
 vast proportions. The growth of the city has been very rapid, especially since the 
 opening of the Central Pacific Railroad in 1869. The population of the city, accord- 
 ing to the late census, is 297,990, an increase of 64,031 in ten years. San Francisco is 
 now eighth in size in the list of American cities, having left Cincinnati behind in the 
 last decade. 
 
 The chief cable-car lines are on Market street and on thoroughfares radiating there- 
 from, viz. : Sutter, Post, Geary, Powell, McAllister, Hayes, Haight, Valencia, and 
 
 42 
 
Castro streets. There are alsb lines on Howard, California, Clay, Jackson, Union, 
 Larkin, and other streets. The " dummy " street lines are the Geary, California, 
 Jackson, and Union street extensions, and the Park & Ocean road. There are, in 
 addition, nearly a score of lines of horse railways running within the city. 
 
 The City Ilall, which has cost ^4,000,000, is between Market, McAllister, and 
 Larkin streets, opposite Eighth street; the Mechanics' Pavilion, on Market street 
 near the City Hall; the branch United States Mint, at the southwest corner of 
 Mission and Fifth streets, may be visited from 9 to 1 1 A. M. ; the Post Office and 
 Custom House are at the corner of Washington and Battery streets, and the chief 
 branch office (Station D) is at the foot of Market street ; the Merchants' Exchange 
 Building, on California street; the San Francisco Stock Exchange, No. 327 Pine 
 street; the old City Hall, corner Kearney and Washington streets; the rooms of 
 the California Pioneers, on Fourth street, near Market street ; Odd Fellows' Hall, 
 corner Market and Seventh streets ; Masonic Temple, corner Post and Montgomery 
 streets; the new Union Club Building, corner of Union square and Stockton street; 
 the Young Men's Christian Association rooms, 232 Sutter street ; San Francisco Art 
 Association, 430 Pine street; Mineralogical Museum of the State Mining Bureau, 24 
 Fourth street; the Free Library (40,000 volumes). Bush street, above Kearney street; 
 Mechanics' Institute (library of 35,000 volumes), 31 Post street; Mercantile Library 
 Building, corner Van Ness and Golden Gate avenues ; Museum of the California 
 Academy of Sciences, on Market street ; and the State Board of Trade, History 
 Building, 743 Market street. 
 
 The chief places of amusement are the following : Baldwin Theatre, Baldwin 
 Hotel, Market street; Alcazar Theatre, 114 O'Farrell, near Stockton; Orpheum 
 Opera House, 119 O'Farrell street, opposite the Alcazar; Bush Street Theatre, south 
 
 43 
 
side of Bush, between Montgomery and Kearney; the new California Theatre (one of 
 the handsomest playhouses in America), Bush, above Kearney; Grand Opera House, 
 Mission, between Third and P'ourth ; Standard Theatre, north side of Bush, between 
 Montgomery and Kearney ; Tivoli Opera House, Eddy, near Market ; Woodward's 
 Gardens, Mission, between Thirteenth and Fifteenth; Grand Chinese Theatre, 814 
 Washington street ; Panorama Buildings, corner Eddy and Mason streets, and corner 
 Tenth and Market streets. 
 
 The greatest curiosity in San Francisco is the Chinese quarter, a rectangular block 
 seven squares in length by three and four in breadth. It is near the business centre, 
 and only a few blocks away from the palaces of the railway millionaires. The houses 
 are nearly all tall, decayed buildings, swarming with tenants. The blocks are cut up 
 into sections by narrow alleys, and filled with squalid underground dens, and attics 
 whose overhanging dormer windows shut out all but a slender patch of sky. The 
 cellars are occupied as shops, factories, or opium dens. The main streets are lined by 
 the stores of the large Chinese merchants. You find yourself in a populous corner of 
 China. Even the fronts of the houses have assumed a Celestial aspect, not only in 
 the signs and placards at the windows and shop fronts, but in the altered architecture 
 and decorations. An interesting experience is to spend a half-hour in watching the 
 performance in a Chinese theatre, and listening to the ear-piercing, mournful music, 
 and then adjourn to a neighboring restaurant, drink genuine Chinese tea in Celestial 
 style, and taste the cakes, preserved watermelon, and sweetmeats. In all the stores 
 and other portions of the Chinese quarter Eastern visitors are received with the great- 
 est courtesy. 
 
 Golden Gate Park, a beautiful tract of 1,013 acres, reclaimed from the sand dunes, 
 is about three and a half miles from the Palace Hotel, and may be reached by several 
 
 44 
 
of the cable-car lines. There are band concerts in the park every Saturday and Sun- 
 day in the afternoon. The Beach, Cliff House, and Seal Rocks are about the same 
 distance beyond the entrance to the park, and may be reached by the Haight street 
 cable cars and a connecting dummy line, and also by the California street cable line, 
 or the Powell and Jackson street line. Sutro Heights are near the Cliff House. The 
 Presidio (a military reservation of 1,500 acres) may be reached by the Union street 
 cable cars and a dummy line. A band plays at the barracks at 2.00 p. M. daily except 
 Thursday and Saturday. Telegraph Hill (elevation 794 feet, and overlooking the city 
 and the bay) is about half a mile from Market street, at the opposite extremity of 
 Montgomery street. 
 
 Our excursionists will have for their headquarters in San Francisco two of the best 
 appointed hotels in the country — The Baldwin or The California. The Baldwin has 
 long enjoyed not merely a local but a continental reputation. It has an unsurpassed 
 location on the northeast corner of Market and Powell streets, in the heart of the 
 shopping district, at an easy walk from Chinatown, and within reach of every part of 
 the city by cable cars from the door. E. J. Baldwin is the proprietor, and Col. R. H. 
 Warfield the manager. The California is in like manner unsurpassed in style or ser- 
 vice by any hotel in the East. It is situated a little farther down town than The Bald- 
 win, on Bush street, near Kearney, and is nearly new. The manager is Mr. A. F. 
 Kinzler. 
 
 From San Francisco to Santa Cruz and Monterey. 
 
 After three days' stay in San Francisco we shall leave that city Tuesday morning. 
 May 23, for a side trip to several delightful resorts on the coast and inland, from 50 
 to 125 miles south of the Golden Gate, returning to the metropolis for a further visit 
 
 45 
 
the following week. We first go to Santa Cruz, eighty miles distant. Our route lies 
 over the narrow-gauge division of the Southern Pacific Company's line, through Ala- 
 meda, Newark, Santa Clara, San Jose, and Los Gatos, and thence through the pictur- 
 esque coast range of mountains. Los Gatos, like San Jose, is famed for its vineyards 
 and fruit orchards. In its course through the mountains, beyond Los Gatos, the road 
 makes many twists and turns. There are several tunnels on this part of the line, one 
 of which is 3,800 feet in length. A part of the way lies through a grand redwood 
 forest; and a short distance beyond Felton, and within half a dozen miles of Santa 
 Cruz, are the " liig Trees," a group of giant redwoods, the Sequoia semper virens of the 
 botanist. The largest of these is said to be 366 feet high and 20 feet in diameter. 
 " Fremont's Tree " contains an aperture in which the late General Fremont and an 
 exploring party camped several weeks, and in which at another time a trapper and his 
 family made their home. Other trees and shrubs grow here in profusion, including 
 the Madrona^ the Manzanita, and the California laurel, or bay tree, together with a 
 variety of ferns, some of which are very beautiful. 
 
 Santa Cruz is situated at one extremity of Monterey Bay, with a picturesque coast 
 and a matchless beach. The forest-clad slopes of the Santa Cruz Mountains are only 
 a few miles away, and form an interesting feature, with a foreground of gardens, groves, 
 and pretty homes. The view in every direction is charming. The cliffs are in places 
 very abrupt, and the sea has carved them into grottoes, natural bridges, and curiously 
 formed towers. There will be a carriage ride here, in which both the beach and the 
 cliffs will be visited. 
 
 The quaint old town of Monterey lies at the opposite extremity of Monterey Bay 
 from Santa Cruz. The two places are only about a score of miles away, but we must 
 travel more than twice that distance around the shore. This is done on the Southern 
 
 46 
 
Pacific Company's broad-gauge Santa Cruz line, which connects with the main line of 
 the Monterey route at Pajaro. There are many magnificent coast views on leaving 
 Santa Cruz, and also near Soquel and Aptos. Watsonville is the most important 
 town on this part of the route. 
 
 Monterey and the Hotel del Monte. 
 
 The party will reach the famous Hotel del Monte, at Monterey, late in the after- 
 noon. Several days are to be devoted to this charming resort. 
 
 Monterey is one of the most interesting of the old Spanish towns on the Pacific 
 Coast, having been associated with the earliest historic events of the State and the 
 earlier province, and is delightfully situated upon the sloping shores of the beautiful 
 bay of the same name. It was California's first capital. The bay of Monterey is a 
 magnificent sheet of water. There is a wealth of color in both sea and sky highly 
 suggestive of Southern Italy. Upon the beaches below Monterey are found many 
 varieties of sea mosses, shells, pebbles, and agates, and some of these are very 
 brilliant in color. The bay is well protected, and is delightfully adapted to yachting; 
 and the lovers of angling also find abundant sport, both on the sea and in neighboring 
 streams. In 1880 Monterey became a fashionable watering-place. 
 
 The site selected for the famous Hotel del Monte was in a stately grove of pine, 
 oak, and cedar, the trees being sufiiciently scattered to admit of the adornment of 
 the grounds by means of driveways, foot-paths, lawns, and beds of flowers. A plat 
 of 126 acres was set aside and inclosed as the hotel grounds, while 7,000 acres more 
 were purchased for other purposes. The fact that the visitor may ride a score of 
 miles over well-kept, macadamized roads, and be nearly all the time within the borders 
 of the hotel company's property, serves to show, in some measure, the vast extent of 
 these possessions. 
 
 47 
 
In its external and internal appearance, and in the social atmosphere and tone 
 which pervade the entire establishment, the Hotel del Monte reminds one infinitely 
 more of a modern English country mansion than of an American watering-place hotel. 
 The general design includes a central edifice, with two extensive wings or annexes, 
 connected with the central structure by arcades, which extend in semi-circular form 
 on each side. There are in the main structure no rooms, and in each annex i6o 
 rooms, or 430 apartments in all. The general size of the rooms is 16 by 19 feet. 
 The verandas are very spacious, and the profusion of flowers about the house makes 
 it especially attractive. There is a magnificent outlook upon shrubs and flowers in 
 every direction. The Laguna del Rey is a beautiful lake, ornamented with a mam- 
 moth fountain ; and the famous beach, with its magnificent bath building, containing, 
 in addition to its great swimming-tank, 210 dressing-rooms, is but a short distance 
 away. Figures, however, convey little impression of the peculiar charm of this 
 elegant and unique resort, upon which many hundreds of thousands of dollars — over 
 a million in fact — have been lavished. In the grounds are the stables, elaborate and 
 complete, stocked with handsome horses and vehicles of all kinds; for riding and 
 driving are favorite pastimes. The " eighteen-mile drive " around the peninsula is 
 one of the grandest in the world. 
 
 The Hotel del Monte is under the personal supervision and management of Mr. 
 George Schonewald, who has been identified with its direction nearly from the start, 
 and to whose taste and skill its immense popularity is largely due. 
 
 From Monterey Northward — San Jose. 
 Leaving the Hotel del Monte Friday afternoon, we shall journey northward to San 
 Jose via Castroville, Pajaro, Gilroy, and Hillsdale. From all these points branch 
 
 48 
 
lines extend, the one from the latter place leading to the famous quicksilver mines at 
 New Almaden, eight miles distant in the mountains west of Hillsdale. 
 
 On our arrival in San Jose we shall proceed to the elegant Hotel Vendome. With 
 a population of about 20,000, San Jose is nevertheless a city of gardens, orchards, 
 and vineyards. It is one of the great centres of the cherry culture. The streets are 
 spacious and lined with shade trees, and the public and many of the private buildings 
 are imposing. Among the former are the Court House, City Hall, and the Normal 
 School, which stands in a park of twenty-eight acres. The State Hospital for the 
 Chronic Insane is at Agnew's, five miles distant. The Vendome occupies, with its 
 surrounding park, a square of twelve acres in the prettiest section of the city. It is 
 one of the neatest and best-equipped hotels in California. 
 
 Mount Hamilton and the Lick Observatory. 
 
 The party will make an excursion by stage on Saturday to the summit of Mount 
 Hamilton, the site of the Lick Observatory. The elevation of the observatory is 4,209 
 feet, and San Jose stands eighty feet above' the sea level. The air-line distance 
 between the two points is only thirteen miles, but the road is twenty-six miles in 
 length. The gradient is in all places kept less than six and a half feet in the hundred 
 (353 feet to the mile), this being maintained through a series of turns no less than 367 
 in number. The road was built by the county of Santa Clara at a cost of over $75,000, 
 in accordance with an agreement made between the supervisors and James Lick a 
 few months before he died. It is a remarkable piece of engineering, and the ride is a 
 constant source of delight, not only through the matchless views of the beautiful 
 Santa Clara Valley and beyond constantly being unfolded, but also by reason of the 
 ease with which it is accomplished. 
 
 49 
 
The observatory, which was founded by Mr. Lick, was erected and fitted up at an 
 expense of nearly ^1,000,000. It is one of the most complete in the world, and it con- 
 tains, with other treasures of science, the world's greatest telescope. The remains of 
 the princely donor rest in the foundation pier of this great instrument. The observa- 
 tory is under the direction of Professor Edward S. Holden, as president of the 
 University of California. No other institution of its kind in the world is so freely 
 accessible to the public, who may even look through the great telescope between the 
 hours of seven and ten o'clock Saturday evenings. Visitors are admitted to the 
 observatory, under proper restrictions, every day in the year. Those who are not 
 fortunate enough to gain a glimpse of the heavens through the great telescope can 
 look through the twelve-inch instrument, which, to most persons, is likely to be quite 
 as satisfactory. The excursion will be made in the roomy and comfortable vehicles 
 of the Mount Hamilton Stage Company. 
 
 From San Jose to San Francisco. 
 
 Leaving San Jose Monday, May 29, the party will proceed northward over the 
 direct line to San Francisco. Menlo" Park, Redwood, San Mateo, and Millbrae are 
 charming places of residence, and scores of pretty villas, with here and there the 
 palatial homes of railway and mining magnates, are seen along the route. At Palo 
 Alto is the recently opened Leland Stanford Junior University. This noble institu- 
 tion of learning was founded in 1885, when the Hon. Leland Stanford and his wife, 
 as a monument to their only child, Leland Stanford, Junior, made a deed of trust to 
 a board of citizens, whereby they dedicated property to the value of $20,000,000 to 
 be expended in the establishment of a university having for its main object the 
 preparation of young men and women for self-maintenance, with facilities also for 
 those higher forms of education which belong to an institution of this magnitude. 
 
 SO 
 
Among the 83,000 acres of land included in the deed were the Vina ranch in Tehama 
 county, containing the largest vineyard in the world, and the famous Palo Alto ranch 
 and stock farm in Santa Clara and San Mateo counties. The corner-stone was laid 
 in 1887, and the institution was formally opened in the autumn of 1891. 
 
 The party will pass Tuesday and Wednesday in San Francisco, at The Baldwin or 
 The California, as before. 
 
 From San Francisco to Portland. 
 
 The journey from California to Oregon will be made on the Southern Pacific Com- 
 pany's Mount Shasta line, which was completed for its entire length Dec. 17, 1887. 
 This is an all-rail route, which extends through the Sacramento Valley, over the Sis- 
 kiyou Mountains, and down through the Rogue, Umpqua, and Willamette Valleys of 
 Oregon. Leaving San Francisco by the Oakland ferry Wednesday afternoon. May 31, 
 the party will proce.ed to. Oakland Pier, where a train of Pullman palace cars will be in 
 waiting. A short distance east of Sacramento the Oregon road branches northward 
 from the Ogden line, passing up the rich and productive Sacramento Valley for its 
 entire length. For over 100 miles the valley has a wide expanse, and the railway goes 
 through Marysville, Chico, Tehama, Red Bluff, Redding, and other large towns. 
 
 The early morning of Thursday finds us in the picturesque valley of the upper Sacra- 
 mento and approaching noble Mount Shasta. Frequent glimpes are had of the snow- 
 white peak long before we reach Sisson's, but from that point the massive mountain 
 is revealed in all its grand proportions. The elevation of the road at this place is 
 only 3,555 feet ; and the mountain, which is eight miles distant, towers to the height 
 of 14,442 feet. Its slopes are covered with everlasting snows far down from its shapely 
 summit; and, as it stands out almost solitary and alone, its height and massiveness 
 are all the more impressive. There are, in fact, three peaks, the central one being 
 
 5' 
 
flanked on the west by a large crater, whose rim is at an elevation of about 12,000 feet. 
 Among the other elevations in this section are Muir's Peak, or Black Butte (6,150 
 feet), the Scott Mountains (9,000 feet), the Siskiyou range (from 6,000 to 8,000 feet), 
 and farther away, Mount Pitt (9,500 feet). The railway strikes across to the Siskiyou 
 range, first descending to and crossing the Klamath River, the second largest stream 
 in California. 
 
 Not far north of the Klamath we cross the line into Oregon, and soon after dive 
 into the Siskiyou Tunnel, losing sight of the great California mountain. On the north 
 side of the range we descend by a wonderful series of curves into the charming valley 
 of the Rogue River, a region of rich farms. Farther north is the valley of the Ump- 
 qua River, and from thence we cross to the valley of the Willamette, which we descend 
 for nearly 200 miles to Portland. This valley, with its vast grain fields and its teem- 
 ing farms, is almost a repetition of the valley of the Sacramento. 
 
 Oregon and Washington. 
 As these two subdivisions of the United States are closely allied in industry and 
 commerce, as well as in geographical features, they should be considered together. 
 Oregon has an area of 95,275 square miles, and the new State of Washington 69,994 
 square miles. The recent census gave the former a population of 312,490 — an 
 increase of 137,722 in ten years and 221,467 in twenty years. Washington was found 
 to have 349,516 — an increase of 274,400 in ten years and 325,561 in twenty years. 
 The Cascade Mountains, a broad volcanic plateau, separate both Oregon and Wash- 
 ington into two unequal divisions. Westward of this mountain chain, from forty to 
 seventy miles distant, is still another and lower range lying along the coast. Within 
 this great basin, about 400 miles in length, are many fertile valleys and the great 
 
 52 
 
"timber region of the Puget Sound district. The climate of this section is mild and 
 equable, with an abundant rain-fall. 
 
 The area east of the Cascade range, extending to the base of the Blue and Bitter 
 Root Mountains, presents many features in marked contrast to those of the coast 
 region. A narrow strip on the north is mountainous and covered with forest, but the 
 greater portion embraces the immense plains and undulating prairies of the Columbia 
 Basin — 150 miles wide and nearly 500 miles long. In this eastern section the 
 temperature is higher in summer and lower in winter than in the coast region, and the 
 ram-fall is only half as great ; but the conditions are, in a large part of the tract, 
 excellent for cereal crops. Agriculture is the leading industry, and wheat the princi- 
 pal product The raising of cattle, sheep, and horses is second in importance only to 
 agriculture. Coal and iron take the leading places among the mineral productions, 
 the principal mines being near Puget Sound. The Columbia River may be navigated 
 for 725 miles, the Willamette for 138 miles, and the Snake for a considerable distance. 
 
 An attempt to form a Territorial government was made as early as 1841, before the 
 dispute about the boundary line arose between the United States and Great Britain. 
 The present dividing line between the United States and the British possessions was 
 established by the treaty of June 15, 1846. In 1853 the Territory was divided, and 
 what was known as the District of Vancouver became Washington Territory. Oregon 
 was organized as a State in 1859, with a population of 52,465; and Washington was 
 admitted to statehood, together with Montana and the two Dakotas, in 1889. 
 
 Portland. 
 
 Arriving in Portland Friday morning there will be an omnibus transfer from the 
 station to the new and magnificent hotel. The Portland. This establishment has been 
 
 53 
 
erected by a company of citizens at a cost of about ^750,000, and is one of the finest 
 hotels on the Pacific Coast. It occupies a whole square in one of the pleasantest and 
 healthiest sections of the city, and has been furnished in a lavish manner. Its manager 
 is Mr. Charles E. Leland, a member of a famous hotel-keeping family, and personally 
 popular through his connection with well-known Eastern hotels. 
 
 Portland has progressed rapidly within the past few years. Populous suburbs are 
 growing up on the east or opposite side of the Willamette, in connection with the rail- 
 road shops, flouring mills, and other manufacturing establishments. Although 
 Astoria was settled as early as 181 1, the first white man is supposed to have landed 
 upon the present site of Portland in 1843. The founders of Portland were two New 
 England men ; and, in bestowing a name upon the place, it is said to have been actually 
 a toss-up whether the chief city of Maine or the city at the head of Massachusetts Bay 
 should bear the honor of the designation. The business thoroughfares are lined with 
 fine edifices, and some of the residences on the upper streets are very tasteful, as well 
 as elegant and costly. The Chinese, who form a large element in the population, are 
 seen everywhere. " Chinatown " is not a contracted quarter, as in San Francisco and 
 Los Angeles, but is scattered along the best portion of Second street for a dozen squares 
 or more. Many of the churches and school buildings are imposing, and the same may 
 be said of the Post Office and some of the other public edifices. The recent census 
 gave Portland a population of 47,294, while its dependent suburbs — East Portland 
 and Albina — were credited with 10,481 and 5,104 respectively. 
 
 From the slopes back of the city the views are magnificent. Mount Hood (11,025 
 feet) is here the dominant feature in the landscape, lifting its proud head above the 
 far-stretching forests; while the beautifully rounded snow-clad top of Mount St. 
 Helen's (9,750 feet) and other mountains are also in sight. There will be a carriage 
 
 54 
 
ride through the finest business and residence portions of the city, and to the heights 
 above. 
 
 On the Columbia River. 
 
 A trip up the Columbia River by rail and back by boat is to occupy the day Satur- 
 day. The party will leave Portland in the morning by the Union Picific Railway and 
 go as far as Bonneville, where a steamer of the Union Pacific's Dalles route will be 
 taken for the return. We are here in the heart of the Cascade range, and the 
 scenery is wonderfully picturesque. Castle Rock, a massive mountain, stands boldly 
 forth on the north shore i,ooo feet high. A little way below, on the same side of 
 the river, is Cape Horn, a bold headland of basaltic rock, which forms above it a 
 picturesque little bay. On the opposite cliffs, marking the Oregon shore, are several 
 falls, which almost rival in loftiness those in the Yosemite Valley. The Union Pacific 
 Railway runs almost beneath the spray of Multnomah Falls, which in two great 
 plunges descend 800 feet. The falls are situated in a romantic gorge. The Bridal 
 Veil, the Latourelle, and the Oneonta are three beautiful falls, the latter being nearly 
 as high as Multnomah. At other points flashes of foam, high amid the trees of the 
 mountain-side, mark the presence of unnamed and unvisited cascades. 
 
 Other strange objects of interest are the tall pillars of rock which rise from the 
 water or from the narrow shelf of shore along which the railway trains are seen 
 creeping. Rooster Rock and the Pillars of Hercules are the most prominent of 
 these. In places the cliffs crowded the river so closely that the men who did the 
 blasting for the railway were let down from above by slings. We gradually get 
 below the mountains, and then new pictures of beauty are formed by the tall 
 symmetrical snow pinnacle of Mount Hood, which rises now behind us. Washougal, 
 La Camas, and Vancouver are towns upon the Washington shore, the latter being 
 _ 55 
 
only six miles above the mouth of the Willamette, and an important military post. 
 It occupies the site of old Fort Vancouver. 
 
 Rounding a point from the Columbia into the Willamette, the remainder of the 
 journey is on the latter river. While on the Willamette, the view from the steamer's 
 deck is even more enchanting than on shore, since it includes much more of the sur- 
 roundings. Three miles above its mouth, five snow-capped peaks are visible at once. 
 With the exception of Mount Tacoma (14,444 feet), these mountains are exceeded in 
 loftiness by many hundred elevations in the Rocky Mountain chain; but here the 
 beholder is nearly at the sea-level, while no other high mountains are near, so that the 
 glittering silver crowns seem supreme, towering far above every other object. 
 
 From Portland to Tacoma. 
 
 The journey from Portland to Tacoma, a distance of 145 miles, will be made upon 
 the Northern Pacific Railroad, Monday afternoon, June 5. At Goble, thirty-eight 
 miles from Portland, the train is taken upon the large ferry-boat " Tacoma,'' and con- 
 veyed across the Columbia River to Kalama, on the right or Washington bank of the 
 stream. For eight miles the road then follows the Columbia, and for a farther dis- 
 tance of eighteen miles it extends up the east bank of the Cowlitz River. Then it 
 crosses to the valley of the Chehalis, and from thence to the valley of the Puyallup, 
 at the mouth of which, and on the shores of Puget Sound, the city of Tacoma lies. 
 
 The Alaska Voyage. 
 On arriving at Tacoma, we shall go at once on board the Alaska steamer, "The 
 Queen," which is to be our home during the coming eleven days. This vessel is the 
 finest of the Pacific Coast Steamship Company's fleet, and the fact that she is under 
 
 56 
 
the command of Captain James Carroll will render the voyage especially desirable. 
 "The Queen," already one of the most staunch, comfortable, and best-appointed 
 vessels in the Pacific Coast service, has been put in the best possible condition for 
 Alaska tourist travel. New and commodious staterooms have been placed upon the 
 upper or hurricane deck, and furnished in the most comfortable and elegant style. 
 These rooms, which are intended for two passengers, each having only two berths, 
 have been reserved for the members of our party exclusively, together with other deck 
 rooms of the best class. Captain Carroll's intimate knowledge of all the attractive 
 points upon the Alaska route, and the fact that the voyage is to be devoted to the 
 service of the passengers wholly, and not to freighting purposes (freight being carried 
 upon other steamers), will serve to make the trip enjoyable in the fullest degree. 
 
 Puget Sound. 
 
 The first part of our voyage lies through the waters of picturesque Puget, Sound. 
 This body of water has an area of 2,000 square miles, with an irregular shore line of 
 1,594 miles. The shores are generally densely wooded with gigantic fir trees, and at 
 several points are immense saw mills. There are many islands, and for the most part 
 they are or have been covered with timber like the mainland. There is deep water 
 everywhere, and at hundreds of places large ships could be loaded directly from the 
 shore, if necessary. The lumber and coal trade of the sound is very great, and con- 
 stantly increasing. Besides the mines in the Puyallup Valley near Tacoma, there are 
 others near Seattle, from which 1,000 tons of coal a day are shipped, and others on 
 Vancouver Island. Iron ore has also been found contiguous to the coal fields near 
 Seattle, and also near Port Townsend. The shores of the sound are in many places 
 abrupt, and high mountains seem to environ this beautiful body of water. From 
 
 57 
 
Commencement Bay, at its southern extremity, and also on the broader part of the 
 sound, Mount Tacoma becomes a prominent landmark ; while farther north Mount 
 Baker replaces it with its handsome cone of snow. The latter is situated in the 
 northern part of Whatcom county, near the line of British Columbia, about thirty 
 miles from the sound, and has an elevation of 10,800 feet. Northward of Puget 
 Sound, and extending to the Gulf of Georgia, lies Washington Sound. In this region 
 are San Juan, Orcas, Fidalgo, Lopez, and many lesser islands belonging to the same 
 group. At the head of the broad peninsula west of the sound, extending towards the 
 Strait of Juan de Fuca, and forming the northwestern extremity of the State of Wash- 
 ington, is the noble Olympic range of mountains, from 6,000 to upwards of 8,000 feet 
 in height. These latter elevations constitute a grand feature in the outlook from the 
 deck of the steamer while crossing the sound. 
 
 Tacoma, Seattle, and Port Townsend, Wash., and Victoria, B. C, are the chief 
 cities on Puget Sound, but in our northward voyage we shall pay them only brief 
 visits. Time will be afforded for a fuller inspection on our return. 
 
 Along the East Coast of Vancouver Island. 
 
 Vancouver Island stretches along the coast of British Columbia 200 miles, in a 
 northwesterly direction, and our course lies through the inward channels and strafits. 
 From Victoria we turn northward through Haro Strait, which, with the San Juan 
 Islands, lying easterly, has become historic through the contention of the United 
 States and Great Britain over the international boundary, trouble having arisen in 
 consequence of the somewhat ambiguous phraseology of an old treaty. The question 
 was whether this channel or Rosario Strait, one of the lesser channels lying farther 
 eastward toward the mainland, was meant as the boundary line. The emperor of 
 
Germany, then king of Prussia, to whom the Interpretation of the treaty was left, in 
 1872 decided in favor of Haro Strait, and thus threw into the United States the valuable 
 group of islands referred to. The view from the steamer's deck is superb. Mount Baker, 
 the noble Olympic range south of Victoria and across Juan de Fuca Strait, hundreds 
 of other peaks on the islands and the mainland, and even distant Mount Tacoma, 
 when the atmosphere is exceedingly clear, may be seen ; while the picturesque shores 
 of the archipelago through which we are passing form ever-changing visions of beauty. 
 Emerging from Haro Strait, probably through Active Pass, we are for a time in the 
 broader waters of the Strait of Georgia, and skirting Galiano, Valdes, and Gabriola 
 Islands, which lie along the coast of Vancouver. 
 
 The passengers are quite likely to awaken the succeeding morning near Nanaimo, 
 an old Hudson Bay Company's post seventy miles north of Victoria. Near that town 
 are extensive coal mines, where our steamer will probably stop for fuel on her south- 
 ward trip, coal for the present voyage having been obtained previous to our embarka- 
 tion. The mines here are of immense value, as the coal is of unsurpassed quality for 
 steaming purposes. Their discovery by the late Richard Dunsmuir was wholly acci- 
 dental. He chanced to be riding a horse down through the forest, when the animal 
 stumbled over an outcropping of lignite. A partner who originally put in ;[f 1,000 to 
 develop the property, later on sold his interest to Mr. Dunsmuir for ;^ 150,000, and 
 another who invested the same amount withdrew at the end of ten years with ;^ 50,000. 
 A railway runs from Victoria to Nanaimo and the Wellington mines, and the telegraph 
 reaches thus far; but beyond, the traveler is shut out from the happenings in the 
 world at large. For the nonce we may give ourselves over to the full enjoyment of 
 scenery unrivaled in any part of the globe. We continue through the Strait of 
 Georgia, which narrows when Lasqueti and Texada Islands are reached. 
 
 59 
 
The view of the mountains, especially of those on the mainland, is superB. Long 
 lines of snow peaks, tossed into fantastic forms and gleaming in the declining sun 
 like silver and gold, fill the eastern horizon. There is a series of wonderful fiords, 
 penetrating the coast in some instances for loo miles or more north of Burrard Inlet, 
 known successively as Howe Sound, Jervis Inlet, Desolation Sound, Toba, Bute, 
 Loughborough, Knight, Kingcombe, Seymour, and Belize Inlets; These are invari- 
 ably lined with high mountains, the waters at their foot being of untold depths. 
 
 About Jervis and Bute Inlets are peaks between 8,000 and 9,000 feet high. A 
 group of needle-like spires near the latter, 8,100 feet high, is especially notable. The 
 whole region is uninhabited except by a few scattered Indian tribes ; and the same 
 may almost be said of the northwestern two-thirds of Vancouver Island, where, in 
 fact, no signs of human life are discernible except around a few saw mills, salmon 
 canneries, and two or three native villages. We enter Discovery Passage, the first of 
 the river-like channels through which we are to journey for many hundreds of miles, 
 passing on the right Cape Mudge, and from an expansion of the passage caused by an 
 indentation of the Vancouver shore, known as Menzies Bay, pass into the famous 
 Seymour Narrows. Through this contracted channel the tides rush with great velocity, 
 sometimes running nine knots an hour. The steamer is so timed as to go through the 
 Narrows with a favoring tide. Discovery Passage, and also Johnstone Strait, which 
 is beyond, lying between Vancouver Island and the mainland, are lined with mountains 
 of from 3,000 to 6,000 feet elevation. Farther inland on both sides are still higher 
 peaks, of which occasional glimpses are had. In the interior of the island are moun- 
 tains over 8,000 feet high. Down many of the heights cascades are seen coursing, 
 especially after a recent rain. 
 
 Johnstone Strait is fifty-five miles in length, and is succeeded by a lesser stretch of 
 
 60 
 
water called Broughton Strait, which lies between Vancouver and Malcolm Islands. 
 On Cormorant Island, opposite the Nimkeesh River, is the Indian village of Alert Bay 
 and also a cannery. At the south extremity of the town is a native burial ground, 
 where the graves are quaintly decorated with flags and rude carvings. These Indians 
 are mainly of the Nimkeesh tribe, although there are also some of the Kwawkewlths, 
 who come chiefly from Fort Rupert above, towards the head of Vancouver Island. 
 The latter are among the most degraded people living on the coast, and, notwithstand- 
 ing the efforts of the missionaries, remain to a large extent in paganism. The conical 
 peak seen on Vancouver Island, and long visible, is Mount Holdsworth (3,040 feet). 
 When the open water is reached north of Broughton Strait, Fort Rupert, an old Hud- 
 son Bay Company's post, and now an Indian agency, is seen on the left. 
 
 Above Vancouver Island. 
 
 We now leave Vancouver Island, its northern and northwesternmost capes, Com- 
 merell and Scott, with the string of Scott Islands, being seen at the left after Queen 
 Charlotte's Sound is entered. This body of water, less than forty miles in extent, and 
 the still smaller Milbank Sound, farther north, are alrnost the only places where, even 
 und^r the proper conditions for such things, the steamer is exposed to the roll of the 
 ssa, unlass it becomes necessary to follow an outside course near Sitka instead of 
 threidi ng some of the narrow and intricate passages. We look westward over the 
 broad expanse of the Pacific Ocean. The vessel soon passes from Queen Charlotte's 
 Sound under the lee of Calvert Island, and enters the landlocked channel of Fitzhugh 
 Sound. . Hvire again we have superb scenery on either side, the mountains of Calvert 
 Island culminating in an exceedingly sharp peak known as Mount Buxton (3,430 feet), 
 theretrosoective view of which is fine. The soundings for the most part indicate very 
 
 61 
 
deep water. As we approach the northern extremity of the sound, where Burke 
 Channel opens out on the right, opposite Hunter Island, the scenery increases in 
 grandeur, the lesser and nearer hills being clothed to their summits with coniferous 
 trees, while the more distant elevations are covered with snow. From Fisher Channel 
 the vessel turns sharply to the left and enters the narrow Lama Passage, which, far- 
 ther on, itself makes an abrupt turn northward. On the shores of Campbell Island, at 
 McLaughlin's Bay, is the Indian town of Bella-Bella, and near it are some curiously 
 adorned graves of the natives. To this point the Indians come from Bella-Kula, eighty 
 miles up Burke Channel, in the mountains, to trade. The northern entrance to Lama 
 Passage, through which we emerge into the broad Seaforth Channel, with its multi- 
 tude of picturesque islands, is extremely narrow. More fine scenery awaits us at this 
 point, the grouping of mountains being grand in the extreme. 
 
 Another turn in our remarkably devious course, and we are steaming northward 
 through Milbank Sound, through whose broad entrance we again look out to the open 
 sea. Islands and mountains are innumerable, and there is a constant panorama of 
 lovely scenery. A prominent object seen on the approach to Milbank Sound is Hel- 
 met Peak, on Lake Island; and another farther north, is Stripe Mountain, on the 
 north side of Dowager Island. The latter is 2,020 feet high, and is marked by a great 
 land-slip down its southwest face. Leaving Jorkins' Point, the southern extremity of 
 the great Princess Royal Island, to our left, we contine our course almost directly 
 northward through the long and narrow Finlayson Channel, some twenty-four miles 
 long, with an average width of two miles. The bold shores of this picturesque water- 
 way are densely wooded to a height of 1,500 feet or more, precipitous peaks rising in 
 places to the height of nearly 3,000 feet, with still higher mountains showing behind 
 with stripes and patches of snow. Waterfalls of great height here add a new element 
 
 62 
 
of beauty to the scenery. A contraction of the channel, known for twenty miles as 
 Graham Reach, and for the next ten miles as Fraser Reach, brings us to the northern 
 end of Princess Royal Island, where we turn westward through McKay Reach into 
 Wright Sound. 
 
 Grenville Channel, which we enter from Wright Sound, and which lies between 
 Pitt Island and the mainland, is for fully fifty miles as straight as an arrow, and here 
 are fresh scenes of wonderful beauty and sublimity — mountains several thousand feet 
 in height, which no man has ever visited and as yet unnamed ; cascades which seem 
 to tumble from the sky itself, and densely wooded shores where solitude reis^ns 
 supreme. Some of the distant hills seen through the openings are seamed by glaciers 
 and avalanches. From an expansion of this channel we pass through a narrow strait 
 known as Arthur Passage, which has Kennedy Island on the right, and the large Porcher 
 Island on the left. There are many fine mountain peaks on both islands, one on Ken- 
 nedy Island gaining an elevation of 2,765 feet. Just above Kennedy Island the Skeena 
 River enters from the east. We soon reach the broad waters of Chatham Sound 
 through Malacca Passage, and for some distance course along the shores of the Tsinip- 
 sean Peninsula, passing both Old Metlakahtla, — the scene of Mr. William Duncan's 
 early labors, successes, and struggles, — and Port Simpson, an important post of the 
 Hudson Bay Company, established as early as 1831, on the right. The Tsimpsean 
 Peninsula is thirty-two miles in length, and, but for a narrow neck of land betvvern the 
 Skeena and Work Channel, would be an island. It takes its name from the tril-e of 
 Indians inhabiting it. These were until recent years the mortal enemies of the Ilai- 
 das, who live on the Queen Charlotte Islands and in the Prince of Wales Archipelago, 
 the former being on the British, and the latter on the American, side of the line. It 
 was mainly from this tribe that Mr. Duncan gained his converts. In 1887 Mr. Dun- 
 63 
 
can and about 600 of the Indians removed from Old Metlakahtla to Annette Island in 
 the Alexandrian Archipelago, on the American side, to save themselves from further 
 annoyance at the hands of the Church of England; while Bishop Ridley continued in 
 possession of the old settlement with about 120 natives, who chose to remain rather 
 than leave their old home. The church at Old Metlakahtla, now a cathedral, built by 
 the Indians themselves, like everything else about the village, under Mr. Duncan's 
 direction, is, by the by, the largest place of worship in all British Columbia. 
 
 Continuing northward through Chatham Sound, there are many fine views of dis- 
 tant mountain ranges, one of which, lying back of Port Simpson, culminates in the 
 massive Mount McNeill {4,300 feet). 
 
 Alaska. 
 
 Leaving the picturesque Portland Inlet on our right, into which enter the Nass River, 
 Observatory Inlet, and the far-reaching Portland Canal, we soon cross, in latitude 54 
 degrees, 40 minutes, the boundary line between British Columbia and Alaska. 
 
 Before proceeding farther on our journey, let us examine into the extent and physi- 
 cal condition of our northernmost and westernmost possession, — the land we have 
 crossed a continent to see, — for all we have yet viewed is only preparatory to Alaska. 
 
 ThaA the area of Alaska is vast, is a well-known fact ; but few persons who are not 
 versed in statistics realize that it is nearly one-sixth as large as the entire United 
 States, and more than one-seventh as large as the whole of Europe. It exceeds in 
 domain three of the largest States of our Union, — Texas, California, and Montana, — 
 or all that portion of the United States lying east of the Mississippi River and north 
 of Georgia and the Carolinas. England, Ireland, Scotland, and Wales, together with 
 
 64 
 
Prussia, Spain, and Italy, might all be placed within its borders, with an area to spare 
 that would measure within twenty-eight square miles of the territory of Switzerland ; 
 for Alaska covers no less than 580,107 square miles. The islands upon its coast have 
 an area of 31,205 square miles, or nearly as much as the,State of Maine. The Alexan- 
 der Archipelago, lying north of the British Columbian boundary line and along South- 
 ern Alaska, of itself contains several thousand islands. The Aleutian Chain has an 
 area of 6,391 square miles. The general coast line of the Territory is 4,750 miles in 
 extent, or within less than a thousand miles of all the rest of our sea line on the 
 Atlantic, the Pacific, and the Gulf of Mexico put together. Inclusive of islands, bays, 
 rivers, etc., to the head of tide water, Alaska figures up 26,376 miles of shore line. 
 The island of Attn, the farthest of the Aleutian Chain, is as far west of San Fran- 
 cisco as Bangor is east of it, and in fact 2,090 miles west of Sitka. It is as far from 
 the northern to the southern point of Alaska as from Maine to Florida, and as far from 
 its eastern boundary to its westernmost as from Washington to California. It con- 
 tains in Mount St. Elias the highest mountain on the North American Continent 
 (19,500 feet), unless the unmeasured Mount Wrangel, a volcano in eastern Central 
 Alaska, at the forks of Copper River, in the Chugatch Alps, is found to be higher, as 
 lately claimed. Mount St. Pllias belongs to the third highest range in the world. Its 
 great river, the Yukon, computed to be not less than 3,000 miles long, is navigable for 
 a distance of 2,000 miles, and is from one to five miles in width for 1,000 miles, while 
 its five mouths and the intervening deltas have a breadth of seventy miles. The 
 glaciers surrounding Mount St. Elias are estimated to be 20,000 square miles in 
 extent. 
 
 One of the most popular errors extant about Alaska has reference to its climate. 
 The winters of northern and interior Alaska are undoubtedly very severe j but the 
 
 6s 
 
coast south of the Aleutian Islands — the. whole of Southern Alaska, in fact — being 
 under the influence of the Kurisiwo, or Black Current of Japan, possesses in reality a 
 mild climate. A record of eight degrees below zero is the lowest that has been regis- 
 tered at Sitka in fifty years, and only four times during that entire period did the 
 mercury descend below the zero point. Fort Wrangel, although farther south than 
 Sitka, is warmer in summer and colder in winter, because it is farther removed from 
 the great equalizer — the ocean current. The Queen Charlotte Islands, on the other 
 hand, have a very mild climate. 
 
 The native population of Alaska, with the exception of a single tribe, — the Tinnehs, 
 found in the interior, — estimated by the census reports of 1880 at something over 
 31,000 altogether, is not of Indian origin. Whether Mongolian, Aztec, or both, 
 remains to be proven. Persons who have devoted attention to the subject have 
 found much in the language, customs, and arts of the Haidas, the most remarkable of 
 these tribes, to support the Aztec theory, while there is also much to suggest Japanese 
 or Chinese origin. According to the census reports, there are five distinct tribes, viz. : 
 the Innuit, or Esquimaux; the Aleuts, inhabiting the Aleutian Islands; the Tinnehs ; 
 the Thlinkets, of Southern Alaska ; and the Haidas. Those mostly seen by the tourists 
 are Thlinkets, but at Wrangel there are likely to be some Haidas. 
 
 The United States paid Russia the sum of $7,200,000 for the country in 1868. The 
 seal fisheries, the monopoly of which has recently been extended by the government 
 for the second time, has returned a good rate of interest on this expenditure. The 
 fisheries are valued at $3,000,000 a year, and the gold production is large and of grow- 
 ing importance. So far from being a barren, bleak, untenantable country, as the 
 opponents of the purchase scheme so strongly contended, Alaska is likely to become 
 one of the richest parts of our national domain. 
 
 66 
 
Along the Alaskan Coast. 
 In entering Alaska from British Columbian waters, the voyager crosses Dixon 
 Entrance, as the channel north of Dmidas Islands, and between Prince of Wales and 
 Queen Charlotte Islands, is called. One of the first points of land seen jutting into 
 American waters is Cape Fox, so named by Vancouver. Near here, at Fort Tongas, 
 the United Slates formerly maintained a military post, and later a custom house, but 
 both have been given up. The, situation at Fort Tongas renders rain very frequent, 
 and the excessive rain-fall of ii8 inches is said to have been recorded in a single year. 
 From Dixon Entrance we course northward through Clarence Strait, which is over 
 loo miles long and nowhere less than four miles in width. We are now within that 
 remarkable geographical area known as the Alexander Archipelago, a bewildering 
 collection of mountain-studded islands, rocks, straits, inlets, and passages, as yet but 
 partially explored. Throughout the whole of Clarence Strait we have the great Prince 
 of Wales Island on the west. At Port Chester, on Annette Island, which is one of 
 the Gravina group, Mr. Duncan has founded the new Metlakahtla, and is rapidly build- 
 ing up a substantial town, with a church, schools, and self-supporting industrial estab- 
 lishments. North of the Gravina group lies Revilla Gigedo Island, with its varied 
 and picturesque shores; while upon the left Casaan Bay is an indentation of Prince of 
 Wales Island. The several islands are mountainous, and the views at all points are 
 exceedingly fine. 
 
 Fort Wrangel. 
 
 After passing Etoline, Zarembo, and some lesser islands, and emerging from 
 Clarence Strait, we reach Fort Wrangel, an old Russian settlement that stands at the 
 head of Wrangel Island, and at the mouth of the Stikine River, one of the water- 
 ways that lead to the Cassiar mining region in the interior of British Columbia. The 
 
 67 
 
place has lost its old importance, and is given over chiefly to the Stikine tribe, a branch 
 of the Thlinket race, but is interesting to the stranger as possessing the best display 
 of totem poles he is likely to see. The totem pole is a sort of ancestral emblem 
 formerly held in high esteem, but fast disappearing. The natives are divided into 
 families, or clans, of which the Raven, the Wolf, the Whale, and the Eagle are the 
 chief representatives, and, as tradition relates, the progenitors. Thus the represen- 
 tation of these animals or birds, with their commingling in case of intermarriages, 
 becomes a sort of family crest. United with the rude carvings of heads, various strik- 
 ing events in the career of the family are sometimes depicted. The poles are from 
 twenty to sixty feet in height, and from two to five feet in diameter, the carving being 
 in front, while the rear portion is hollowed out to make them light enough to erect. 
 These carved emblems are placed in front of the house; and in some of the totem 
 poles seen among the Haidas, where the oldest and best-executed specimens are found, 
 a doorway was cut through the trunk of the totem for ingress and egress. It was also 
 customary to ornament the top with a figure wearing a Tyhee hat, in case the house- 
 holder was a chief, and upon this would be cut a series of rings, corresponding with 
 the number of "pot-latches" (a feast with gifts) with which the inmate had honored 
 his friends. The totem poles seen at Wrangel are interesting specimens, though not 
 of the highest order of totem carving. The natives generally carve their household 
 implements, and even their paddles and wooden-mounted fish-hooks, into hideous 
 shapes. This is true especially of the Haidas, who are also expert workers in silver. 
 Silver bracelets and bangles, carved horn spoons (now becoming rare), Chilkaht 
 blankets, and black stone carvings (from Skidegate, on the Queen Charlotte Islands) 
 are the curios mostly sought after by tourists throughout Alaska and at British 
 Columbian ports. The spoons are made from the horn of the mountain goat. 
 
 68 
 
Another quaint relic is the curiously carved rattles of the shamans or medicine-men. 
 In addition to the totem poles in front of the habitations at Wrangel, there were some 
 curiously marked graves, one being surmounted by a huge carving of a wolf. This 
 has lately been removed from its former site to another part of the village, near the 
 saw mill. Some of the dwellings at Wrangel have two totem poles, one representing 
 the male side and the other the female side of the house. Indeed, "women's rights " 
 prevail among the Alaskans to an extent that gives the mother the prominent place on 
 the totem instead of the father. In one instance a pole is surmounted by the image of 
 a bear, while no other carving is shown upon the column except the footprints of the 
 animal, made apparently while he climbed to his present eminence. 
 
 The Alaskans have many strange customs, one of which is for the young women to 
 besmear their faces with a hideous black paint, which is said to be put on to preserve 
 their complexions. Another is the wearing of the labrette, a silver, ivory, bone, or 
 wooden ornament that is thrust through the under lip. A Thlinket woman is not 
 always an object of beauty under favoring circumstances, and certainly a blackened 
 face and a labrette do not serve to make her look anywise prettier. 
 
 There are at Wrangel a flourishing school and mission. 
 
 Northward from Fort Wrangel. 
 
 Resuming our voyage, we turn westward from Fort Wrangel, and, entering Wrangel 
 Narrows, steam northward and out through the mouth of Souchoi Channel into Prince 
 Frederick's Sound. On emerging from the Narrows new visions of grandeur await 
 our wondering gaze. A range of high mountains is seen upon the opposite shore, 
 strongly marked in black and white patches of rock and snow. From one of the 
 elevations rises a remarkable monolith called the Devil's Thumb. In one place a 
 
 69 
 
huge glacier, the blue ice succeeding the pure white of the snow fields, pours its frozen 
 flood nearly down to the sea. The glacier has been named in honor of the late Car- 
 lisle Patterson, of the United States Coast Survey. As we sail nearer and beyond, 
 we see that it comes transversely from the mountains, turning a corner to reach its lower 
 slopes; while at one point a great mass seems to overhang from the mountain side. 
 Another great glacier succeeds this one, with great prongs running back among the 
 peaks, and then a third. The distant mountain tops, when viewed under varying 
 effects of shadow and sunshine, or under the flooding golden sheen of a sunset, pre- 
 sent no end of entrancing pictures. 
 
 Leaving Prince Frederick's Sound, we sail northward through Stephen's Passage, 
 which has for the greater part the mainland, on the right, and Admiralty Island, on the 
 left, as its boundaries. 
 
 Taku Inlet and its Glaciers. 
 
 Meanwhile we pass Holkham Bay, where, in 1876, the first placer mining in Alaska 
 was begun, and Taku Inlet, a great fiord entering from the east, where there are 
 glaciers running down to the water's edge, evidences of which are seen in floating 
 masses of ice — miniature icebergs. Captain Carroll is accustomed to enter Taku 
 Inlet, and to obtain a supply of ice for the ship at first hands. The glacier at the 
 head of the inlet is magnificent, extending across between two hills with a perpen- 
 dicular wall of ice upwards of 100 feet high. The ice appears singularly pure and 
 free from earth and stones, both the masses of ice which are floating about, and the 
 great crystal mass that forces its way into the sea, sparkling in the sunlight as if encrusted 
 with myriads of gems. The spectacle here presented is hardly inferior to that of the 
 Muir Glacier farther north. 
 
 70 
 
Juneau and the Gold Mines on Douglas Island. 
 
 Leaving Taku Inlet to the right, we ascend Gastineaux Channel, a river-like body of 
 water that separates the mainland from Douglas Island, and soon reach the mining 
 town of Juneau, the most populous settlement in all Alaska. Here, on a narrow strip 
 of land, at the foot of a deep ravine flanked by precipitous mountains, is a cluster of 
 white houses. Half a mile away, and reached by a muddy foot path, is an Auk village. 
 Beyond the village is a native burial-place. A few miles back of Juneau, up the 
 narrow and picturesque ravine or gulch, lies the Silver Bow mining basin; and on the 
 opposite side of the narrow channel, at the foot of the heights, are the buildings con- 
 nected with the famous Treadwell gold mine. This settlement dates back only to Oct. 
 I, 1880, when Joseph Juneau and Richard Harris, two mining prospectors, camped 
 upon its site. The place was named Harrisburg, after one of the prospectors, and the 
 region was denominated the Juneau district, in honor of the other. Notwithstanding 
 this mixed nomenclature, the naval officers made the muddle the deeper by naming the 
 harbor in honor of Commander Rockwell, of the United States steamer "Jamestown.*' 
 Finally, in 1882, the miners decided that the town should be called Juneau, and Juneau 
 it remains. 
 
 There are numerous shops about the place, and the pursuit of curios is made a 
 pastime by the tourists. Natives from the Chilkaht country frequently come as far 
 south as here ; and the celebrated Chilkaht dancing blankets, gradually becoming very 
 rare, are likely to be seen, with furs, carvings, and silver ornaments. An excellent 
 weekly paper, \.\\q /uneati Mining Record, is published here, and there is also a flourish- 
 ing mission school. The surroundings of Juneau are very picturesque. Both shores 
 are densely wooded, and it is amazing to see how tenacious of life are the firs and 
 cedars which find root on slopes but slightly removed from the perpendicular. Here, 
 
 71 
 
as elsewhere, there is a rich and tangled mass of undergrowth. Cascades — some of 
 which on Douglas Island are of large extent — pour down the mountain-sides, ming- 
 ling their roaring floods with the waters of the sea. 
 
 We are likely to next visit the Treadwell mine, across on Douglas Island. Here a 
 crushing mill of 240 stamps — the largest in the world — is in operation, and the out- 
 put is said to reach $150,000 per month. The ore is of low grade —from $4. to $g 
 per ton — but it is practically inexhaustible, and is so economically worked that 
 the profits are necessarily large. The mine itself is on the mountain-side, and has 
 been worked largely as an open quarry. Operations were begun in real earnest at this 
 mine in July, 1885, since which time there have been extensive improvements and 
 enlargements. 
 
 There are other valuable claims on Douglas Island and near Juneau. Ex-Governor 
 Swineford, ia one of his last reports, expresses the belief that this region will become 
 one of the most prolific gold fields in the world. At the Treadwell mine the ore 
 actually in sight is estimated to be worth five times the sum the United States paid 
 for the entire Territory. 
 
 Northward Again and up Lynn Canal. 
 
 As Gastineaux Channel has not been fully surveyed above Juneau, our steamer 
 returns to Stephen's Passage before proceeding northward. We soon reach Lynn 
 Canal, a remarkable fiord that extends sixty miles directly north into the mountains, 
 there terminating in two forks, named respectively the Chilkaht and Chilkoot Inlets. 
 The scenery surpasses in grandeur all that has been seen in more southern latitudes. 
 High mountains line the shores, and no less than nineteen great glaciers pour their 
 icy floods down their sides. Two of these, the Eagle Glacier and the Davidson 
 
 72 
 
Glacier — the latter on the west near the head of the channel — are especially notable. 
 The Davidson Glacier was so named in honor of Professor George Davidson, the 
 astronomer, who explored its lower slopes in his visits to the Chilkaht country in 
 1867 and 1869. As we sail in front, the lower slopes of the glacier are screened by a 
 growth of trees 'that has sprung up on its terminal moraine. Above the trees it is 
 seen pouring down through a rocky gorge, below which it spreads out like a fan to 
 ' the breadth of three miles. There is, in fact, a glacier in almost every ravine ; and 
 as the supply of vegetation is greatly lessened, the really Arctic appearance of the 
 landscape becomes very marked. 
 
 At Pyramid Harbor, which is near one of the Chilkaht villages, from which miners 
 depart for the Yukon country, is the northernmost point reached by the Alaska 
 steamers; viz., latitude 59 degrees, 10 minutes, and 36 seconds. The summer days in 
 these latitudes are notably long, there being only two or three hours of appreciable 
 darkness. 
 
 The Great Muir Glacier, in Glacier Bay. 
 
 We now turn our attention to the crowning glory of this veritable wonderland — 
 the great Muir Glacier, in Glacier Bay. This we reach by retracing our way south, 
 ward through Lynn Canal to the point where its waters mingle with those of Cross 
 Sound or Icy Strait, from whence we turn northwestward into Glacier Bay, an indenta- 
 tion which extends about thirty miles in that direction, with a breadth of from eight 
 to twelve miles in its lower reach, and narrowing to about three miles at its upper end^ 
 where seven enormous glaciers descend to its waters. The peninsula enclosed by 
 Glacier Bay, Cross Sound, and the Pacific Ocean, is from thirty to forty miles wide, 
 and contains numerous lofty mountains, including Mounts Crillon (15,900 feet), Fair- 
 weather (15,500 feet), Lituya (10,000 feet), D'Agelet (9,000 feet), and La Perouse 
 
 73 
 
(ii,300 feet). These form the southern extremity of the Mount St. Elias Alps. All 
 these noble summits are seen from the steamer's deck while ascending Glacier Bay, 
 together with the picturesque White Mountains, which line the east, between Glacier 
 Bay and Lynn Canal; but Mount St. Elias itself is too far north to be visible. Van- 
 couver found a wall of ice extending across the mouth of the bay in 1794, and it was 
 not until 1880 that Glacier Bay occupied a place on any printed map. Near the mouth 
 of the bay is a group of low islands named after Commander Beardslee, of the United 
 States Navy, and composed of loose material, evidently glacial debris. Willoughby 
 Island, near the middle of the bay, is a bare rock, about two miles long and 1,500 feet 
 high, showing glacial furrows and polished surfaces from the bottom to the top. The 
 Muir Glacier enters an inlet of the same name, near the head of the bay, in latitude 58 
 degrees, 50 minutes north, and longitude 136 degrees, 40 minutes west of Greenwich. 
 It was named for Professor John Muir, the Pacific Coast geologist, who in 1879 was, 
 with Rev. S. Hall Young, of Fort Wrangd, the first to explore the glacier. It was 
 not until 1883 ^^^^ Captain Carroll began bringing tourists hither. 
 
 The glacier enters the sea with a gigantic front two or three hundred feet above the 
 water, and a mile wide. Imagine a wall of blue ice, splintered into columns, spires, 
 and huge crystal masses, with grottoes, crevices, and recesses, higher than Bunker 
 Plill Monument, and of such far-reaching extent ! It is a spectacle that is strangely 
 beautiful in its variety of form and depth of color, and at the same time awful in its 
 grandeur and suggestion of power. And not alone is the sight awe-inspiring. The 
 ice mountain is almost constantly breaking to pieces with sounds that resemble the 
 discharge of heavy guns or the reverberations of thunder. At times an almost deafen- 
 ing report is heard, or a succession of them, like the belching of a whole park of artil- 
 lery, when no outward effect is seen. It is the breaking apart of great masses of ice 
 
 74 
 
within the glacier. Then some huge berg topples over, with a roar and gigantic plash 
 that is heard and felt for miles, the waters being thrown aloft in clouds of spray. A 
 great pinnacle of ice is seen bobbing about in a wicked fashion, perchance turning a 
 somersault in the flood before it settles down to battle for life with the sun and the 
 elements on its seaward cruise. The waves created by all this terrible commotion even 
 rock the huge steamer, and wash the shores miles away. There is scarcely an inter- 
 val of ten minutes in the day or night without some exhibition of this kind. There 
 are mountains each side of the glacier, the ones upon the right or east shore being 
 more elevated. High up on the bare walls are seen the scoriated and polished surfaces 
 produced by glacial action, indicating that once the ice stream was thousands of feet 
 thick. The present glacier is retrograding quite rapidly, as may be seen by many evi- 
 dences of its former extent, as well as by the concurrent testimony of earlier visitors. 
 On either side is a moraine half a mile wide, furrowed and slashed by old glacial 
 streams, which have given place to others higher up the defile as the glacier recedes. 
 On the west side the stumps of an ancient forest, supposed to be pre-glacial, have been 
 uncovered. Notwithstanding the contiguity of the ice and the generally frigid sur- 
 roundings, blue bells and other flowers are found blooming. In the centre of the ice 
 stream, about two miles from its snout, is an island of rock, the summit of some peak 
 the great glacier mill has not yet ground down. 
 
 Professor George Frederick Wright, who has a world-wide fame on account of his 
 investigations of ancient glacial action, devoted a month's study to the Muir Glacier 
 in 1886, and made some interesting experiments to determine its rapidity of motion. 
 The main body of the glacier, says Professor Wright, occupies a vast amphitheatre, 
 with diameters ranging from thirty to forty miles. Nine main streams of ice unite to 
 form the grand trunk of the glacier. These branches come from every direction north 
 
 75 
 
of the east and west line across the mouth of the glacier; and no less than seventeen 
 sub-branches can be seen coming in to join the main streams from the mountains near 
 the rim of the amphitheatre, making twenty-six in all. The width of the ice where the 
 glacier breaks through between the mountains is 10,664 feet; but the water front, as 
 previously remarked, is only a mile wide. The central part of the mass moves more 
 rapidly than the sides, and formerly extended about a quarter of a mile beyond the 
 corners. It should be said that the front frequently changes its aspect, in consequence 
 of the breaking away of huge masses, and sometimes the sides project beyond the 
 centre section. The depth of the water 300 yards south of the ice front, according to 
 Captain Hunter, is 516 feet near the middle of the channel. In recent years a still 
 greater depth has been noted by Captain Carroll, a short distance in front of the 
 glacier. Professor Wright's measurements showed the front to be 250 feet high at the 
 extremity of the projecting angle. Gleaming masses of crystal, veritable icebergs, 
 wrenched from the descending glacier, float about the bay, driven hither and thither 
 by wind and tide. As from five-eighths to seven-eighths of the bulk of an iceberg are 
 supposed to be beneath the surface, some of these bergs must be of huge proportions. 
 The measurements made by Professor Wright and his companions, to determine the 
 rate of motion, developed some interesting facts. In this connection it should be 
 remembered that the calculations made as to the rapidity of glacial movement by De 
 Saussure, Agassiz, Tyndall, and others have been based upon measurements of the 
 Swiss glaciers, which are small and shallow, when compared with the enormous ice 
 streams of Alaska, Greenland, and the polar seas. Observations made upon different 
 sections of the Muir Glacier led Professor Wright to these conclusions: That a 
 stream of ice, presenting a cross-section of about 5,000,000 square feet (5,000 feet wide 
 by about 1,000 feet deep), is entering the inlet at an average rate of forty feet per day 
 
 76 
 
(seventy feet in the centre, and ten feet near the margin of movement), making about 
 200,000,000 cubic feet per day during the month of August. 
 
 In the summer of 1890 Professor Reed, of the Case School of Applied Science, 
 Cleveland, O., made an elaborate series of observations, and was led to different 
 conclusions. His opinion is that the glacier flows at a much less rapid rate than 
 Professor Wright's figures would indicate. 
 
 The steamer generally approaches the glacier front to within a safe distance, near 
 enough, however, for a close examination of its formidable wall, and there is also time 
 for a landmg and a limited exploration of its surface and surroundings. 
 
 Sitka. 
 
 Leaving Glacier Bay with reluctance, we shall steam away for Sitka, the capital of 
 Alaska. There are two routes thither — one through Cross Sound, or Icy Strait, 
 and the other through Peril Strait, or Pogibshi Channel. Peril Strait lies between 
 Chichagoff and Baranoff Lslands. Sitka is on the western shore of the latter, inside 
 Kruzoff Island. It is very picturesquely situated, with a noble background of 
 mountains, while the bay is dotted with scores of beautiful green islands. Across the 
 bay on Kruzoff Island is the extinct volcano, Mount Edgecumbe, 2,800 feet in eleva- 
 tion. Mount Verstovaia rises sentinel over the town, to a height of 3,212 feet. Mount 
 Edgecumbe (and also Mount Fairweather) received its name from the intrepid navi- 
 gator. Captain James Cook, who visited these shores in May, 1778, in the course of 
 his third and last voyage to the Pacific Ocean. Sitka was founded in 1804 by Baron 
 Baranoff, the first Russian governor of Russian America, four years after his original 
 settlement at Starr i Gavan Bay — a few miles north of the present site — had been 
 destroyed by the natives, in the first year of its existence. There are many reminders 
 
 11 
 
of Russian occupation, the chief of which are the old Baranoff Castle — a plain-looking 
 block edifice, which stands on Katalan's Rock, near the water — and the Greek Church. 
 The castle is the third edifice erected on the same site by the Russians, the first 
 having been burned, and the second destroyed by an earthquake. Several other large 
 structures, built during Russian occupancy, remain, and serve for barracks, court rooms, 
 etc. The principal street of the town, and almost its only one, extends from the 
 wharf to the Greek Church, and then, bending around the corner of that notable 
 edifice, winds along the beach to the Presbyterian Mission. 
 
 If the visitor continues his walk in that direction, he will discover a romantic path 
 through the woods by Indian River. A little square at the left of the main street near 
 the water — beyond which is the modest residence of the governor of the Territory, — 
 was once a Russian shipyard. Stretching along the shore to the left is the native town 
 or rancherie^ where 800 or i,opo Sitkans live in the peculiar kind of frame houses com- 
 mon to other parts of Southern Alaska. Nothing in the form of totem poles is seen here, 
 although the Sitkans, once a powerful, insolent, and really dangerous tribe, have many 
 customs common to other Alaskan peoples. A small part of the old stockade which 
 kept the natives without the Russian town after prescribed hours still remains, 
 although most of the barricade was destroyed after the withdrawal of the American 
 troops in 1877. On the slopes back of the native rancherie are the burial-grounds of 
 the Russians and the Sitkans, and the remains of an old block house that commanded 
 an angle of the stockade. Katalan's Rock bears the name of an ancient chief who 
 vhad his habitation there. The Greek Church, with its green roof and bulging spire, is 
 the most picturesque edifice in the town, and is one of the chief centres of attraction. 
 It contains some quaint pictures on ivory, with settings of silver and other metal. 
 Although few Russians are left in Alaska, the Russian government expends about 
 
 78 
 
$50>oooayear in maintaining this church and others at Kodiak and Ounalaska. In the 
 belfry is a chime of six sweet-toned bells brought from Moscow. The old Russian 
 mill still stands beyond the church; but the tea garden, clubhouse, and race course 
 are decayed and practically forgotten. The Presbyterian Mission, established in 1877 
 by Rev. Sheldon Jackson, D. D., and Mrs. A. R. McFarland, and now under the 
 charge of Rev. Alonzo E. Austin, is the largest in Alaska, 
 
 The Return Trip. 
 Sitka is accounted the end of the northward voyage, although situated many miles 
 south of Glacier Bay and Pyramid Harbor. We have yet nearly 1,000 miles of water 
 passage to accomplish before reaching Victoria, Port Townsend, and the other Puget 
 Sound points. Our track will be in the main over the same magnificent course we 
 have come, with the omission of the more northward portion. There will perhaps be 
 landings at several points, including Juneau and Fort Wrangel, although this is not 
 certain, and the trip will possess fresh interest from the fact that much of the scenery 
 missed in the night during the northbound passage will now be visible. Even with 
 the same grand scenes to gaze upon and nothing else, the experience would be 
 enchanting; for the grand panorama along the Alaskan and British Columbian coast 
 is matchless in its beauty, variety, and true grandeur. The return will occupy five or 
 six days, but the exact times of arrival or departure cannot be predicted with any 
 degree of exactitude in a voyage of such extent. It is expected that the Puget Sound 
 ports will be reached not later than Friday, June 16, and probably by Thursday, June 15. 
 
 Victoria, B. C. 
 As part of a day will be spent at Victoria, the capital of British Columbia, there 
 will be time to see something of that pretty city. British Columbia, which extends I 
 
 79 ! 
 
from the Rocky Mountains to 'the Pacific, and from the northern boundary lines of 
 Washington, Idaho, and Northwestern Montana to Alaska and the Arctic Ocean, 
 comprises about 350,000 square miles. Victoria is a beautiful city of about 15,000 
 inhabitants, charmingly situated at the southeastern extremity of Vancouver Island. 
 Fort Victoria, a subsidiary depot of the Hudson Bay Company, — the chief depot then 
 being at Fort Vancouver, on the Columbia River, — was established in 1843; and in 
 1848, at the time of the " Cayuse War," it became an important position for sending 
 supplies to the interior. In 1858, about the time of the gold-mining excitement on 
 the Fraser and the Skagit, New Georgia and New Caledonia, as the main coast and 
 interior had previously been designated, became by royal edict British Columbia, and 
 in 1866 the colony of Vancouver Island was united therewith. Fort Victoria, mean- 
 while, became the city of Victoria. 
 
 Victoria presents many interesting* features to the stranger. The business avenues 
 have a substantial appearance, and all the streets are wide and well kept. Most of 
 the dwellings have in front of them or surrounding them pretty gardens in which 
 flowers abound through a large part of the year. The government buildings, five in 
 number, and built in Swiss style, comprising the Parliament House, government 
 printing-office, land and works departments, government offices, messenger's residence, 
 and the Provincial Museum, occupy a prettily adorned square just across James's 
 Bay. In front of these is a granite shaft erected to the memory of Sir James Doug- 
 las, the first governor of the colony. There is a populous " Chinatown," and, mingled 
 with the Mongolians on the streets, are many Songhish Indians. 
 
 Port Townsend. 
 
 After leaving Victoria " The Queen" will continue on to the American ports on 
 Puget Sound, the first of which is Port Townsend, situated at the head of the Strait of 
 
 80 
 
Juan de Fuca, and the port of entry for the whole Puget Sound district. With every 
 
 possible advantage in the way of situation and climate, and with the prospect of early 
 
 railroad communication with the rest of the world, this place is making very rapid 
 
 progress. 
 
 Seattle. 
 
 From Port Townsend we proceed to Seattle, the remarkable city that has been built 
 up on the east shores of the sound, — twice built up, in fact, — nearly the entire busi- 
 ness section of the place having been burned in June, 1889. '^^^ ^^^w Seattle is more 
 substantial and handsomer than the old one, and in many ways a gratifying indication 
 <lf the pluck, energy, and business enterprise of her citizens. With a population of 
 43,914, according to the late census, against 4,533 i^ 1880, the city is already one of 
 the leading Pacific Coast points, and its many interests are constantly increasing in 
 importance. Nearly ^7,000,000 was expended in 1889 in the erection of new build- 
 ings ; while in street railways, street grading, and other public improvements, a further 
 sum was added, making an aggregate expenditure of $13,547,979 in a single year. In 
 ,the city and suburbs, no less than 3,465 buildings were constructed. Some of the 
 schools, churches, and several of the public buildings — notably the County Court 
 House — are imposing edifices. Numerous railway lines enter here, and there are 
 also steamer connections with near and distant points. The Northern Pacific Railroad 
 Company has a line running to Tacoma, and there are also several lines of steamboats 
 between the two cities. Seattle is charmingly situated between the waters of the 
 sound and Lake Washington, a body of fresh water thirty miles in length. Our hotel. 
 The Rainier, has a magnificent prospect overlooking the sound. 
 
 It may be deemed advisable to divide the party for the visits to Seattle and Tacoma. 
 Both cities will be included, one section seeing Seattle first and the other Tacoma. 
 
 81 
 
Tacoma. 
 
 At the head of Puget Sound lies another beautiful city — Tacoma — which had 
 scarcely an existence a dozen years ago. In 1880 the number of inhabitants was 1,098. 
 In 1890 it was 35,858. This place derived much of its early importance from being 
 the terminus of the Northern Pacific Railroad, which line, however, is now connected 
 with all other important points on the Northwest Pacific Coast. Its manufacturing 
 interests are large and constantly increasing. The city occupies a high bluff, over- 
 looking the sound and the Puyallup Valley, at the head of which stands the giant 
 snow peak of Mount Tacoma. Many of the new buildings, including the Opera House 
 block, are really magnificent, and there are also a great number of handsome resi- 
 dences. The buildings erected in a single year (1889) cost $5,901,195. During our 
 visit to Tacoma the party will make its headquarters at The Tacoma. 
 
 Over the Cascade Division of the Northern Pacific Railroad. 
 
 We shall leave Tacoma and Seattle on our homeward journey, via the Northern 
 Pacific Railroad, Monday, June 19. The first part of our trip will lie over the pictur- 
 esque Cascade Division of this great transcontinental line. The section of Western 
 Washington traversed is mountainous, and the views are greatly diversified. The 
 traveler first ascends the fruitful Puyallup Valley, the great hop-growing region of the 
 Pacific Coast, where, in the hop-picking season, the strange sight is presented of 2,000 
 or more Indians laboring in the fields, some of the copper-skinned workers coming 
 many hundred miles to gain employment. The great snow dome of Mount Tacoma is 
 seen ahead of us, and in varying aspects as we speed along, now west of this monarch 
 of the hills, and then north. At South Prairie and beyond, we are in proximity to the 
 great coal fields of the State. The ascent of the Green River discloses some charm- 
 
 82 
 
ing caiion scenery. At an elevation of 2,809 ^^^^ we pass through the Stampede Tun- 
 nel, which has an extent of 9,850 feet and is lighted by electricity. 
 
 We descend on the east side of the Cascade range into the broad valley of the 
 Yakima River, which is reached within five miles of the tunnel, and followed for 165 
 miles. This stream is from 200 to 300 feet wide for much of the way, and forms one 
 of the most important tributaries of the Columbia. EUensburg, the county seat of 
 Kittitas, is the first town of importance reached after crossing the mountains, although 
 several new places are springing into existence in the vicinity of the coal mines. 
 EUensburg is one of the growing cities of the young State, and, notwithstanding its 
 devastation by fire in 1889, is a populous and handsome place. 
 
 Eastern Washington. 
 
 Crossing the Columbia River near Pasco, we traverse two growing counties of 
 Washington — Whitman and Spokane. In the latter, more especially, several impor- 
 tant towns have come into being along the road, including Sprague, Cheney, and 
 Spokane, the latter being the only one of the three that had any existence before the 
 railway was built. Cheney contains a handsome academy, the gift of Benjamin P. 
 Cheney, of Boston, in whose honor the town was named. Spokane is a large and 
 flourishing city, which, like Seattle and EUensburg, has suffered a baptism of fire. 
 The place has been rebuilt in a more substantial way than ever, and has already taken 
 its stand among the most enterprising and important cities of the far West. Of its 
 20,000 population, three-quarters have been acquired in three years, and 19,000 in five 
 years. Long lines of magnificent business blocks line the prmcipal streets, and there 
 are on every hand evidences of prosperity based in the first instance on the splendid 
 water power. 
 
 83 
 
Idaho. 
 
 Nineteen miles east of Spokane the boundary line between Washington and the 
 newest State of the American confederation — Idaho — is crossed. The Northern 
 Pacific Railway traverses a very narrow strip of the northern part of the last-named 
 State, the distance from the western border to the eastern being about seventy-eight 
 miles only. Rounding the upper extremity of Lake Pend d'Oreille, the road ascends 
 Clark*s Fork, a turbulent stream which flows down through a succession of wild 
 gorges, to the Bitter Root Mountains. The new State of Idaho has 84,229 inhabitants, 
 according to the recent census. 
 
 Montana. 
 
 Near Clark's Fork station we pass out of Idaho and into the new State of Montana, 
 which, with its 143,776 square miles, is very nearly as large as the great States of New 
 York, Pennsylvania, and Illinois combined. It has more than 1,000,000 acres in excess 
 of the whole of New England. There are in Montana nearly 40,000,000 acres of 
 grazing lands, and 16,000,000 acres which are suitable for farming, in addition to its 
 vast wealth in mines. The railroad traveler is likely to declare that the region is prac- 
 tically treeless, and yet the State contains no less than 14,000,000 acres of forests, or 
 more than are comprised in the State of Michigan. Montana was organized as a 
 Territory in 1864, a year after Idaho ; and until 1880 there was not a mile of railroad 
 within its borders. It was admitted to Statehood in 1889, and in 1890 was credited 
 with a population of 131,769. Entering Montana in the extreme northwestern corner, 
 where Clark's Fork makes its way through the Bitter Root Mountains, we reach 
 Heron, a town of several hundred inhabitants in the midst of a forest. One hundred 
 and thirty-five miles east of Heron, and fourteen miles west of Missoula, the Coriacan 
 
 84 
 
Defile is reached, and the track crosses Marent Gulch by means of a trestle bridge 866 
 feet long and 226 feet high. A little farther on are other trestle bridges, one of which 
 is 112 feet high. 
 
 Missoula, the county seat of Missoula county, is beautifully situated at the western 
 gateway of the Rocky Mountains, on the north side of Missoula River, near its junc- 
 tion with the Bitter Root and the Hell Gate. It was formerly an isolated and remote 
 frontier post, but the railroad has made it a stirring town. 
 
 We are now approaching the main range of the Rocky Mountains, although the 
 actual continental divide lies 106 miles east of Missoula. The road follows up Hell 
 Gate River, passing through Hell Gate Canon, which, however, is less of a canon than 
 a valley, being from two to three miles wide. We are in the midst of a placer-mining 
 region; and the river, ordinarily clear, is in summer stained by the deposits of dirt 
 from the tributary streams, along which many mining-camps are located. Some of the 
 mines are very rich ; and a large amount of the gold production of Montana, amount- 
 ing to nearly $9,000,000 annually, has come therefrom. There is some grand mountain 
 scenery in the vicinity, the snow-covered peaks of Mount Powell being promment 
 south of the railroad. 
 
 Crossing the Rocky Mountains at the Mullan Tunnel, which has an elevation 
 of 5,548 feet above the sea, we descend the eastern slopes of the great continental 
 divide, and approach Helena. This city, with a population of about 15,000, is situ- 
 ated at the eastern base of the Rocky Mountains and on both sides of the famous 
 Last Chance Gulch, which yielded over $10,000,000 worth of nuggets and gold dust. 
 Helena contains many handsome buildings, and is the commercial and financial centre 
 of the new State, as well as its capital. Continuing eastward from Helena, the road 
 passes through a mining region, and forty-two miles from that city crosses the Mis- 
 
 8s 
 
souri River. It follows up that stream, amid much wild scenery, to Gallatin City, 
 where the three rivers forming the Missouri — viz.: the Gallatin, Madison, and Jeffer- 
 son — unite. We keep on through the Gallatin Valley, and 120 miles from Helena reach 
 Bozeman, another flourishing and bustling town. Ascending through Rock Cafion, 
 we cross the Belt range of mountains at an elevation of 5,572 feet above the sea level. 
 Near the summit the hills are pierced by a tunnel 3,500 feet in length. Livingston, the 
 diverging point for Yellowstone Park travelers, and a large and growing town, will 
 be reached early Thusday morning. 
 
 Up the Yellowstone Valley. 
 
 From Livingston a branch of the Northern Pacific Railroad extends up the Yellow- 
 stone Valley to Cinnabar, a distance of fifty-one miles, and there is a stage ride of only 
 seven miles from thence to the Mammoth Hot Springs. The scenery along this part 
 of the line is bold and striking. We are already amid the mountains; and at the 
 upper end of Paradise Valley the massive form of Emigrant Peak, 11,034 feet in 
 height, becomes a prominent landmark. The chief objects of interest above this point 
 are the Sphinx and the " Devil's Slide." The latter consists of two enormous dikes of 
 trap-rock on the steep slopes of Cinnabar Mountain. 
 
 The Yellowstone National Park. 
 
 The reservation known as the Yellowstone National Park, set apart for public uses 
 by an act of Congress passed in 1872, originally covered a tract of about sixty-five 
 miles in length, from north to south, and about fifty-five miles in width, from east to 
 west, lying chiefly in Northwestern Wyoming, and over-lapping, to a small extent, the 
 boundary of Montana, on the north, and of Idaho, on the west. This gave an area of 
 
 86 
 
about 3,575 square miles, a tract that was nearly as large as the States of Rhode 
 Island and Delaware combined, and nearly half as large as the State of Massachusetts. 
 To this was added in 1891 a forest reservation of nearly 2,000 square miles, compris- 
 ing the country adjacent to the former park on the south and east. Thus the area of 
 the national reservation has been extended eight miles south and about twenty-four 
 miles east. The name " park" is perhaps misleading, as it is exceedingly diversified, 
 containing numerous parks, or open tracts, as the name '* park " has been bestowed 
 in the mountain sections of Colorado, besides high mountains and beautiful lakes. The 
 Rocky Mountain chain crosses the southwestern portion in an irregular line, leaving 
 by far the greater expanse on the eastern side. The lowest elevation of any of the 
 narrow valleys is 6,000 feet, and some of them are from 1,000 to 2,000 feet higher. 
 The mountain ranges which hem in these valleys are from 10,000 to upwards of 11,000 
 feet in height. Electric Peak (in the northwest corner of the park, not far back of 
 Mammoth Hot Springs) having an elevation of 11,300 feet. The drainage of the park 
 area is divided among three distinct systems — the Yellowstone River, which has 
 about three-fifths and runs in a sinuous course from the southeast to the northwest 
 corner of the park, mainly through deep canons, and the Madison and Snake Rivers, 
 which have about one-fifth each. In 187 1 Dr. F. V. Hayden made his preliminary 
 survey, the report of which prompted Congress to set aside the tract as a public park. 
 Since that time Dr. Hayden and his assistants have made further surveys of the 
 region, and his twelfth annual report for 1878 (issued in 1883) gives the fullest infor- 
 mation about the park yet published. For several years past Mr. Arnold Hague, 
 with a corps of scientific assistants, has been making a series of careful surveys of 
 the region. " The number of geysers, hot springs, mud pots, and paint pots," said 
 Mr. Hague in 1887, "exceeds 3,500; and if to these be added \.\v^ fumaroles and 
 
 87 
 
solfataras^ the number of active vents would probably be doubled." The same 
 authority enumerates seventy-five active geysers in the four principal basins. 
 
 The park is under the care of the Secretary of the Interior, and the present super- 
 intendent is Captain George S. Anderson, of the United States Cavalry. The regula- 
 tions against the marring or removal of geyser or hot spring deposits are necessarily 
 strict, and are impartially enforced. 
 
 Mammoth Hot Springs. 
 
 We shall first visit Mammoth Hot Springs, arriving there early Thursday afternoon, 
 and remaining until the ensuing day. 
 
 The springs have built up a series of remarkable terraces on the west side of a little 
 plateau, or basin, i,ooo feet above the Gardiner River, into which their waters flow. 
 On the opposite side of the river rises the long, rugged mass of Mount Evarts, which 
 has an elevation of 7,600 feet, 1,213 feet higher than the hotel. The whole plateau 
 and the steep slopes extending down to the river are mainly composed of carbonate of 
 lime deposits, resulting from springs now extinct. There are no active geysers at 
 the present time in this basin ; but two large cones of extinct springs stand at no 
 great distance from the hotel, and are almost the first objects to attract attention. 
 These are " Liberty Cap," an isolated shaft forty-five feet in height and twenty in 
 diameter at its base, and the " Giant's Thumb," or " Liberty Cap No. 2," about 100 
 yards distant and smaller. Both show signs of considerable age, and are gradually 
 crumbling away. All around are a number of shallow basins ; and in other parts of 
 the plateau are cavities and caverns, from which hot springs probably flowed at some 
 period more or less remote. The beautiful terraces, now in process of formation just 
 below the active springs, are the most interesting objects to be seen, however. The 
 
recent deposits, on which the springs are at present found, occupy about 170 acres, and 
 the total area covered by the travertine is about two square miles. There are seventy- 
 five active springs, varying in temperature from 80 to 165 degrees Fahrenheit, in all of 
 which algae have been found growing. This vegetation, according to the investigations 
 of Mr. Walter H. Weed, of the United States Geological Survey, has been found to 
 play an important part in the formation of the travertine, and in producing its varied 
 coloring. There are eight well-defined benches, or terraces. These are ornamented 
 with beautifully-formed basins, over the rims of which the water finds its way in gentle 
 rivulets and miniature cascades. The walls present the most delicate arabesques, and 
 fretted stalactites depend from the edges. Rich cream and salmon tints predominate, 
 but these deepen into shades of red, brown, green, and yellow ; while the turquoise 
 blue of the waters affords a striking contrast of color. The principal objects of 
 interest are the " Liberty Cap " and " Thumb," already mentioned; the active springs, 
 i' Pulpit Basins," " Marble Basins " and "Blue Springs," on the main terrace ; and 
 " Cleopatra's Bowl," " Cupid's Cave," and the " Orange Spring," which are higher 
 and farther back. 
 
 On the Road to the Geysers. 
 
 Leaving the hotel at Mammoth Hot Springs, the party will proceed to the Lower 
 and Upper Geyser Basins via the Norris Geyser Basin. This journey and the subse- 
 quent trips about the park will be made in comfortable wagons. The early part of 
 the ride lies over a road which ascends the banks of Glen Creek to the Golden Gate 
 and Rustic Falls, near which is Kingman's Pass, 7,300 feet above the sea. On the 
 plateau above, from which a grand view is had of Electric Peak, Quadrant Mountain, 
 Bell's Peak, and Mount Holmes, Swan Lake is situated. Near Beaver Lake are the 
 
famous Obsidian Cliffs, a ridge of volcanic glass from 150 to 250 feet high and 1,000 
 feet in length. 
 
 The Norris, or Gibbon Geyser Basin. 
 This is the first of the geyser basins encountered in our round of the park, and 
 likewise the highest, its elevation above the sea being 7,527 feet. There are numer- 
 ous springs and a few veritable geysers, the chief of these being the " Monarch." Dr. 
 Peale enumerates ninety-seven springs of various kinds within this basin. The pecu- 
 liarities here noticed are the absence of any very great accumulation of deposits, and 
 the newness of some of the important geysers. The " Monarch " is a powerful geyser 
 which is in eruption once in about every twenty-four hours. It emits a stream to the 
 height of about 100 feet. The "Hurricane" is a fierce, roaring spring that is 
 expected to develop into a geyser, and the "Growler" is the significant name of 
 another vigorous steam and water vent. The " New Crater " broke out with great 
 vigor in 1890, but is now less violent. The "Minute Man "is a small geyser near 
 the road. 
 
 Gibbon Falls. 
 The road from the Norris Basin southward crosses a ridge, and, descending there- 
 from to the Gibbon Meadows, or Elk Park, soon enters the wild canon of the Gibbon 
 River. A new road has been constructed, forming a continuation of the old route 
 along the river bank. This follows the river to a point below the picturesque Gibbon 
 Falls, and is eventually to be extended to theFirehole Basin (or Lower Geyser Basin)^ 
 thus avoiding a series of difficult hills. The falls, which are eighty feet in height, are 
 seen to great advantage from the new roadway, which at this point occupies a high 
 perch directly in front of the cataract. 
 
 90 
 
The Lower Geyser Basin. 
 
 The Fountain Hotel in the Lower Geyser Basin will be reached at a seasonable after- 
 noon hour. This basin is a wide valley, with an area of between 30 and 40 square miles, 
 having an elevation of 7, 1 50 feet, or only 90 feet less than the Upper Geyser Basin, from 
 six to ten miles distant. Above this the surrounding plateau rises from 400 to 800 feet, 
 the slopes being heavily timbered. In this section Dr. Hayden's party found 693 
 springs, including the Egeria Springs of the Midway Basin, among which the " Excel- 
 sior " Geyser and " Prismatic " Lake are counted. The chief points of interest visited 
 by tourists are the " Fountain " Geyser and " Mammoth Paint Pots," which are situ- 
 ated near each other. The " Fountain " is a very handsome geyser, and is in eruption 
 five or six times daily. The " Paint Pots " constitute one of the chief wonders of the 
 park. In a crater forty feet or more in diameter, there are numerous mud springs, in 
 which the material cast forth has the appearance of paint of different shades. The 
 pasty material is exceedingly fine to the touch, and, as it bubbles up, generally assumes 
 for a moment some floral form. Nearly two miles distant easterly, but rather difficult of 
 access, is another group of geysers and springs, including the " Great Fountain,*' one 
 of the most powerful geysers in the park. It is in eruption every forty-six hours, and 
 throws water to the height of from 125 to 150 feet. 
 
 The *' Excelsior" Geyser and ''Prismatic'* Lake. 
 
 In the ride between the Lower and Upper Basins, a halt will be made in the Midway 
 Geyser Basin for the purpose of inspecting the great " Excelsior " Geyser, '* Turquoise " 
 Spring, and " Prismatic " Lake, all of which lie on the west bank of the river. The 
 "Excelsior," the largest geyser known in the world, was in a state of great activity 
 during 1888, after a period of inaction lasting about six years. The eruptions occurred 
 
 91 
 
at intervals of about an hour, and were very powerful. A great dome of water, often 
 accompanied by lavatic stones, was thrown into the air to a height of between 200 and 
 300 feet, while the accompanying column of steam rose 1,000 feet or more. Early in 
 1889 the geyser again ceased action, but in 1890 it resumed its work for a short time, 
 but with diminished force. Nevertheless, its eruptions, which occurred every two 
 hours, were grand spectacles. The crater is an immense pit 330 feet in length and 
 200 feet in width at the widest part, the cliff-like and treacherous walls being from 
 fifteen to twenty feet high from the boiling waters to the surrounding level. The 
 name of " Cliff Cauldron " was given it by the Hayden Survey in 1871, and it was 
 not until some years later that it was discovered to be a powerful geyser. " Hell's 
 Half Acre " is another expressive title given to this terrible pit. Two rivulets pour 
 forth from the cauldron and from the neighboring springs, and the deposits along 
 their channels are very brilliantly colored. 
 
 The " Turquoise " Spring, near the *' Excelsior," is beautiful in its rich tints of blue, 
 and " Prismatic " Lake, also near at hand, is another wonderful display of color. 
 
 The Upper Geyser Basin and its Wonders. 
 
 About five miles above the " Excelsior " Geyser we come to the Upper Geyser Basin. 
 Here, in a nearly level tract inclosed by low hills, with the Firehole River flowing 
 through it and mainly upon the east side, are found the chief geysers of this mar- 
 velous region. The basin has an area of about four square miles, and a general 
 elevation of 7,240 feet. There are here forty geysers, nine of which are large, besides 
 many beautiful hot springs. The Upper Basin group includes, with others, the follow- 
 ing : "Old Faithful," "Castle," " Bee Hive," " Giant," " Giantess," " Grotto," " Grand," 
 "Oblong," "Splendid," "Comet," "Fan," "Mortar," "Riverside," "Turban," "Saw 
 
 92 
 
Mill," " Lion," and " Lioness." These are scattered over the surface of the basin, 
 chiefly along the river bank, " Old Faithful " being at the southern extremity, and the 
 ** Fan," " Mortar," and " Riverside " at the northern end, near where the wagon road 
 enters the basin. The " Grotto," " Giant," " Oblong," and " Castle " are near the road. 
 The*' Bee Hive," with its handsome cone, from which the geyser takes its name, 
 together with the *' Giantess " and *' Lion " group, is upon the opposite side of the river 
 from the hotel. The '* Lone Star " Geyser, celebrated on account of the size and beauty 
 of its cone, is between four and five miles south of the hotel. On the new road lead- 
 ing to the " Lone Star," or near it, is a picturesque fall known as Kepler's Cascade. M any 
 beautiful springs are in proximity to the geysers, forming objects of interest second 
 only to the mammoth fountains of hot water. The subterranean forces are never at 
 rest, and the Upper Geyser Basin at all times presents a strikingly wierd scene. 
 Strange sights and sounds greet the visitor on every side. Clouds of steam arise 
 from a dozen different localities, some of the springs being hidden in the timber which 
 covers the neighboring mountain-sides. There are daily eruptions of some of the 
 geysers, while others have longer intervals of quiescence. "Old Faithful" makes a 
 magnificent display once an hour, and is one of the handsomest geysers in the park. 
 
 From the Upper Geyser Basin to Yellowstone Lake. 
 
 A new route has been opened from the Upper Geyser Basin to Yellowstone Lake, 
 which is much easier to traverse than the old one, which led over the dangerous steeps 
 of *' Mary's Mountain." It passes over the continental divide twice, and affords 
 splendid views of Shoshone Lake and a portion of the park not otherwise seen. The 
 road emerges upon the lake at West Bay, or "The Thumb," near which are some 
 interesting springs and "paint pots," and also one active geyser known as the 
 
 93 
 
"Union." A small steamboat plies upon the lake between West Bay and the hotel 
 near the outlet. Lunch will be taken at this point and the remainder of the stage 
 ride to the Lake Hotel will occupy most of the afternoon. 
 
 Yellowstone Lake. 
 This large and beautiful sheet of water lies at an elevation of 7,741 feet, according 
 to the latest measurements of the United States Geological Survey. It covers a 
 superficial area of 139 square miles, with an irregular shore line of about 100 miles, 
 and is the largest lake in North America at this altitude. Upon a bluff at the entrance 
 of a little bay near the outlet a new and commodious hotel has been built. The view 
 from this point is charming. In the southeast are some of the highest mountains in 
 the park — including Eagle Peak (11,100 feet), Silver Tip (ic,ooo feet). Mount Chit- 
 tenden (10,000 feet), Cathedral Peak (10,500 feet) Mounts Doane, Langford, and 
 Stevenson (all three over to,ooo feet), and other landmarks of the Absaroka, or 
 Hoodoo range. In the south are Flat Mountain, Mount Hancock, and Mount Sheri- 
 dan (10,200 feet). The latter is the highest of the Red Mountains, near Heart Lake. 
 These peaks are blue in the distance, and the scenery is suggestive of the picturesque- 
 ness of the Swiss lakes. About three and a half miles from the hotel, at an elevation 
 of 8,000 feet above the sea, is a natural bridge. A little stream has worn its way 
 down through a rock wall, and directly under the arch is a fall of about forty feet. 
 
 The 'Falls and Grand Canon of the Yellowstone. 
 
 Leaving the Lake Hotel Tuesday morning, we shall proceed to Yellowstone Falls 
 and the Grand Canon of the Yellowstone. We pass on our way a wonderful object 
 known as the " Mud Volcano." It is a pit about twenty feet in depth, and from a 
 capacious opening on one side at the bottom boiling mud surges forth with great 
 
 94 
 
vehemence. The road follows the west bank of the river nearly all the way, and a 
 few miles from our destination passes Sulphur Mountain or Crater Hills, an extensive 
 deposit of sulphur in a region of hot springs, one of which, at the base of the hill 
 near the road, is especially active. 
 
 Upon an elevated plateau above the river, nearly a mile from the former house, a 
 new and capacious hotel, litted up with modern improvements, has been built. In its 
 approach to the hotel the road crosses Cascade Creek, just above the pretty Crystal 
 Cascades. The Yellowstone Falls are two in number. At the head of the Upper 
 Fall the river has a width of about eighty feet, and the waters plunge over a shelf 
 between walls that are from 200 to 300 feet in height, upon a partially submerged reef 
 109 feet below. Dense clouds of spray and mist veil fully one-third of the cataract 
 from view. 
 
 Half a mile below this fall is the Lower or Great Fall, which is grander and more 
 impressive than the other, though not more picturesque. Here the waters pour into 
 the fearful abyss of the Grand Canon, the sheer descent being 308 feet. The wooded 
 slopes of the gorge tower far above the flood, and one has to descend a steep incline to 
 reach a platform which serves as a good view point at the verge of the fall. The best 
 views, however, are had farther down the trail, where many favoring points afford an 
 outlook into the wonderful canon. Clouds of mist ascend from the foot of the falls, 
 and the walls are covered with a rank growth of mosses and algcB. 
 
 The caiion may well be considered the greatest of the park marvels. The height of 
 the plateau at the falls is 7,800 feet. It increases slightly northeastward, until, in 
 passing the mountains, it has an elevation of about 8,000 feet. There may be deeper 
 canons elsewhere, but they cannot exceed in impressive beauty the marvelously pict- 
 ured rift through which the Yellowstone winds its way after its last grand leap. A 
 
 95 
 
narrow trail runs along the western edge, and there are many jutting points from 
 which new vistas are opened through this enchanted land. The walls are in places 
 perpendicular, though generally sloping; while at the bottom is the fretted and fuming 
 river, a ribbon of silvery whiteness or deep emerald green. Along the bottom of the 
 canon are domes and spires of colored rock, some of them hundreds of feet in height, 
 yet reduced to much smaller proportions by the distance. On the apex of one of 
 these pillars is an eagle's nest. But the gorgeous coloring of the canon walls is its 
 distinguishing feature. The beholder is no longer left in doubt as to the reason for 
 bestowing the name of Yellowstone upon this remarkable river. The beautifully 
 saffron-tinted walls give the explanation. There are other tints in opulence. Crimsons 
 and greens are seen with all their gradations and blendings. Emerald mosses and 
 foliage form the settings for dashes of bright rainbow colors. 
 
 From the Cation to the Mammoth Hot Springs. 
 
 From the Grand Canon of the Yellowstone a road extends directly west to Norris 
 Geyser Basin, which is about a dozen miles distant. The latter part of the way is 
 beside the Upper Gibbon River. The Virginia Cascades, which are at the side of the 
 stage road, form one of the prettiest sights in the park. From the Norris Geyser 
 Basin Hotel, where we dine, we proceed to Mammoth Hot Springs, arriving at the 
 latter point in the afternoon. 
 
 It may be deemed advisable to divide the party for the round of the park. In that 
 case one section will reverse the order of travel described in the foregoing pages. 
 
 From the Yellowstone National Park Eastward. 
 Taking our departure from the hotel at Mammoth Hot Springs Thursday, June 29, 
 by stage, the party will proceed to Cinnabar, where our Pullman palace cars will be 
 
 96 
 
in waiting. Our route takes us back to Livingston on the Park Branch, and then 
 eastward on the main line of the Northern Pacific Railroad. For some 350 miles we 
 follow the banks of the Yellowstone. Billings, named in honor of Hon. Frederick 
 Billings, a former president of the Northern Pacific Railroad, is a flourishing town of 
 1,500 inhabitants, 1,020 miles from Tacoma and 891 miles from St. Paul. Twenty- 
 eight miles east of Billings is Pompey's Pillar, a mass of sandstone about 400 feet 
 high, on the side of which Captain William Clark, the explorer, carved his name, 
 July 25, 1806. At Big Horn the railroad passes through a tunnel 1,100 feet long, and 
 immediately after crosses the Big Horn River on a bridge 600 feet in length. Custer, 
 Forsyth, and Miles City are places named in honor of military heroes. The latter is 
 a young city of considerable importance, and a few miles west of it is Fort Keogh. 
 Friday afternoon we shall reach Glendive, a growing town near the eastern line of 
 Montana and the last point of importance within that State. 
 
 Thirty-six miles east of Glendive and one mile west of Sentinel Butte, we pass out 
 of Montana, through which we have journeyed on the main line of railway 780 miles. 
 The succeeding 367 miles lie within the new State of North Dakota. Both North and 
 South Dakota were admitted to statehood in 1889, together with Montana and Wash- 
 ington. The former has a population of 182,425. 
 
 Pyramid Park or the " Bad Lands." 
 
 On entering North Dakota, we soon find ourselves in the famous ** Bad Lands." 
 The mighty forces of water and fire have here wrought strange confusion. Buttes 
 from 50 to 150 feet high are seen, with rounded summits, steep sides, and variegated 
 bands of color. The black and brown stripes are due to veins of impure lignites, 
 from the burning of which are derived the shades of rcdj while the raw clay varies 
 97 
 
from a glaring white to a dark gray. The mounds are in every conceivable form, and 
 are composed of different varieties of argillaceous limestone, friable sandstone, and 
 lignite, lying in successive strata. The coloring is very rich. Between these curiously 
 shaped elevations are ravines and gulches through which streams meander; aud there 
 are occasional park-like tracts that afford nutritious grazing for cattle. The term 
 *'Bad Lands," as applied to this region and generally understood, is certainly a mis- 
 nomer. The old French voyageurs described the region as " nuiuvaises terres pour 
 traverser^'^ meaning that it was a difficult country to travel through, and the term has 
 been carelessly translated and shortened into " Bad Lands." 
 
 The region lying east of the remarkable section just referred to is devoted chiefly to 
 cattle grazing. The appearance of the country is that of a rough, rolling prairie, with 
 here and there a bold elevation in butte form. Between Mandan and Bismarck the 
 railroad crosses the Missouri River on a magnificent three-pier iron bridge, which 
 cost $1,000,000. The thriving city of Bismarck, which lies on the east side of the 
 Missouri, is the capital of North Dakota. Jamestown is another flourishing place, 
 and east of there we pass through the great Red River wheat belt. The famous 
 Dalrymple farms comprise some 75,000 acres of land. Fargo, the financial metropolis 
 of the Red River Valley, is a stirring city. It is situated 251 miles from St. Paul. 
 
 Minnesota. 
 
 The State of Minnesota which we enter at Moorhead, embraces 83,530 square miles, 
 and in 1890 contained a population of 1,300,017. Its elevation is from 1,000 to 1,800 
 feet above the ocean, and there are within its borders upwards of 7,000 small lakes. 
 The Northern Pacific Railroad traverses this great empire of the West from the Red 
 River to St. Paul, and in an important easterly extension from Brainerd to Duluth and 
 
Ashland, on the shores of Lake Superior. There are also several important branches. 
 Among the principal towns passed through during this part of our journey are Glyn- 
 don, Lake Park, Detroit (which is beautifully situated near Detroit Lake), Perham, 
 Wadena, Verndale, Little Falls, Sauk Rapids, and Anoka. We shall be due in 
 Minneapolis Saturday noon, July i. 
 
 Although less than thirty years old, Minneapolis has a population of 164,780 — an 
 increase of 117,893 in ten years — and its builders can hardly keep pace with the 
 demands of trade and the calls of new-comers for residences. Its streets and avenues 
 are spacious, and in many instances lined with trees ; while its business blocks are 
 among the most substantial and elegant in the country. Its immense manufacturing 
 interests are headed by twenty-five flouring mills, which turned out 7,000,000 barrels 
 of flour, and by fifteen lumber mills, in which 343,000,000 feet of lumber, valued at 
 $30,000,000, were cut in 1890. These figures have since increased. Our stay in 
 Minneapolis will be at the West Hotel. There will be a carriage ride Saturday after- 
 noon through the most interesting business and residence sections of the city. 
 
 St. Paul. 
 
 The party will proceed from Minneapolis Monday morning to the sister city of St. 
 Paul, only ten miles distant. There will be a transfer from the Union station in the 
 latter city to the Hotel Ryan. St Paul is a city of recent and very rapid growth, 
 although the oldest-settled portion of that empire of the Northwest, Minnesota. 
 It was long an Indian town, and in 1680 was visited by Father Hennepin. The first 
 white settlement was founded in 1838, and a Catholic mission was called St. Paul's ; 
 hence the name of the city. The town was incorporated in 1849 with a population of 
 400, and the city in 1854, with a population of 4,500. The St. Paul of today has a 
 
 99 
 
population of 133,156, according to the recent census, and is one of the handsomest 
 as well as one of the busiest cities in America. Its wholesale trade amounts to 
 over $72,000,000 per year. It is the capital of the State and the county seat of 
 Ramsey county. Its situation, at the head of navigation on the Mississippi River, 
 was at the outset greatly in its favor, and the centering here of the great railway 
 systems of the Northwest has given it still greater importance. The public buildings 
 of St. Paul, and many of the business edifices, are truly magnificent structures. 
 Summit avenue, which leads toward Fort Snelling, is lined with handsome residences. 
 The Fort is situated on the high banks of the Mississippi River near the mouth of the 
 Minnesota River. There will be a carriage ride Monday afternoon. 
 
 From St. Paul Eastward. 
 
 Taking the train at the Minneapolis & St. Louis Railway station Tuesday evening, 
 we continue our journey eastward. The Albert Lea route, over which we travel, is a 
 part of the popular Rock Island system, being made up of the following named roads : 
 The Minneapolis & St. Louis Railway from Minneapolis to Albert Lea, Minn.; the 
 Burlington, Cedar Rapids & Northern Railway from Albert Lea to West Liberty, la., 
 and the Chicago, Rock Island & Pacific Railway thence to Chicago. This line trav- 
 erses some of the richest portions of Southern Minnesota and Northeastern Iowa, and 
 then crosses the northern part of the great State of Illinois. The train proceeds 
 southward across some half-dozen counties of Minnesota, passing through several 
 flourishing places, including Waseca and Albert Lea. Reaching the borders of Iowa, 
 portions of eleven counties in that rich and productive State are passed through. 
 Cedar Rapids and Davenport are the chief Iowa cities lying upon this line. Between 
 Davenport and Rock Island the Mississippi is crossed by a magnificent bridge. The 
 
 100 
 
party will arrive at the Raymond & Whitcomb Exposition station on the Illinois 
 Central Railroad in Chicago (Madison Avenue and Sixty-first street) Wednesday 
 afternoon, July 5, and be transferred at once to the Raymond & Whitcomb Grand 
 Hotel, Midway Plaisance, Madison and Washington avenues. The Raymond & Whit- 
 comb Grand has already been described on pages 15 - 17. The stay at this splendid 
 hotel will continue until Wednesday afternoon, July 12. 
 
 The "World's Columbian Exposition. 
 
 One distinguishing advantage of the location of The Raymond & Whitcomb Grand 
 within one-fifth of a mile of the Exposition grounds will be found in this, that it will 
 greatly economize time and strength. The members of the party will be able to visit 
 the grounds and buildings, day by day, much more leisurely and comfortably than if 
 they were living at a distance. Considering the magnitude of the Exhibition, this is 
 a very important consideration. 
 
 All the other nations of the earth are uniting with our own on this occasion in a 
 comprehensive exhibit of the world's progress in manufactures, science, and the arts. 
 It was fitting that America should become the scene of the ninth in the series of great 
 world's fairs, inaugurated by the London exhibition of 1851, and especially appropriate 
 that this form of observance should be chosen to mark an event so fraught with interest 
 and importance to mankind. It was a happy selection, also, that made Chicago, a 
 city thoroughly typical of American progress, the place of celebration. The national 
 government has co-operated with the people in the great work of organization and 
 preparation, and the citizens of Chicago, with characteristic energy and commendable 
 liberality, have added millions of dollars and untiring personal effort in furtherance 
 of the gigantic enterprise. So vigorously was the work pushed that the great exhibi- 
 
 lOI 
 
tion palaces were in full readiness for dedication at the appointed time, in October, 
 1892 — the true anniversary year — but, in accordance with the original design, and to 
 ensure thoroughness in every detail of the preparations, the opening of the Exposition 
 was deferred until the spring of 1893. The time thus given to the work of organiza- 
 tion will bring gratifying results, and thus the exhibition will be complete at the out- 
 set. The opening will find every feature in full display, and for the six months ensuing 
 Chicago will be the world's chief centre of attraction. 
 
 The site selected for the Exposition is that part of the South Park System known 
 as Jackson Park and the Midway Plaisance. The North line of Jackson Park is about 
 seven miles from the City Hall. Jackson Park has a frontage of one and a half miles 
 on Lake Michigan, and contains nearly 553 acres of ground. The Midw^ay Plaisance, 
 which forms the connecting link between Jackson and Washington Parks, and on 
 which The Raymond & Whitcomb Grand fronts, is one mile long and 600 feet wide* 
 making an additional area of about 80 acres. 
 
 There will be upon the Exposition grounds about 125 buildings for general or 
 special exhibits, covering an area of over 200 acres. As some of the great buildings 
 have galleries in addition to ground-floor space, the actual exhibition area is much in 
 excess of these figures. In fact, the main buildings in themselves contain a floor 
 area of 199.7 acres, the ground space covered being no less than 159.3 acres. 
 
 Entering the grounds at Fifty-ninth street, the Women's Building is seen near at 
 hand on the right, the Illinois Building on the left, and farther away, in the latter 
 direction, the Art Palace. Beyond this latter edifice, or flanking it, is the splendid 
 • array of State Buildings. In front, across an arm of the lagoon (a large area being 
 given over to water surface), is the Fisheries Building, while to the right, beyond a 
 broader expanse of water, is the Government Building, with its great dome. Near 
 
 102 
 
the shore of the lake are some of the foreign buildings, including those of Great 
 Britain and Mexico. Directly south stretches the lagoon, with a wooded island which 
 is to be the scene of an elaborate floral display. West of the lagoon, and directly 
 south of the Women's Building, is the Horticultural Building. Beyond this and the 
 lagoon rises a mass of domes and pinnacles belonging to the other great exhibition 
 edifices. The largest structure of all, the Palace of Manufactures and the Liberal 
 Arts, stands between the lagoon and the lake, bordered on the south by the Great 
 Basin. West of it are ranged the Electrical Building, the Hall of Mines and Mining, 
 and the Transportation Building. At the head of the Great Basin stands one of the 
 most beautiful structures of all, the Administration Building, surmounted by an 
 ornate dome. In the rear of this edifice is the railway terminal station, and directly 
 south is Machinery Hall and its huge annex. The Agricultural Buildings stand south 
 of the Great Basin ; and beyond, upon the lake shore, are the Forestry and Dairy 
 Buildings. Beyond the east end of the Basin are a great Music Hall and a Casino. 
 The live stock exhibit will be in the extreme southern end of the inclosure. A large 
 area in the northern part of the grounds is assigned to foreign buildings. There is 
 scarcely a nation on the earth that is not represented in this vast collection of 
 wonders, and in many instances special buildings have been erected to serve both as 
 national headquarters and as the focal point of the mo^t valued contributions. 
 
 Notwithstanding the fact that the chief buildings, with one or two exceptions, are 
 intended for temporary use only, there is no appearence of hasty construction or 
 cheapness. Most of the structures are covered with a decorative substance called 
 "staff," which may be fashioned into any required design and colored in any desired ^ 
 tint, and which hardens on exposure with an ivory-like surface. Thus the most ornate 
 architectual effects are produced and the great edifices are made to present the 
 
 103 
 
appearance of veritable marble palaces. Most of the great buildings are elevated on 
 platforms slightly raised above the common level of the grounds, and this adds to their 
 prominence and stateliness. 
 
 The water-ways admit of navigation, by gondolas and electric launches, through a 
 large part of the park. All the chief buildings may be reached by water, or by an 
 elevated railway — the Intra-mural. Jinrikshas, the famous man-carriage of the 
 Japanese, will be brought into service to aid the visitor in reaching different parts of 
 the grounds, while a movable sidewalk, or multiple-speed railway, has also been intro- 
 duced. 
 
 Many of the special exhibits and foreign villages are located on the Midway Plaisance. 
 This space will abound in novel features, and the visitor will there find ample means 
 of recreation and amusement. It will be literally a concourse of all nations of the 
 earth, with attractions drawn from every clime. Strange peoples will be found in their 
 native garb, following their home vocations, and a dozen places of amusement will 
 represent the peculiar dramatic, musical, and terpsichorean performances of as many 
 lands. Cafes with native surroundings and characteristic viands are scattered through 
 this strange domain. In the fair grounds proper fully 150 restaurants and cafes, with 
 an estimated seating capacity of from 60,000 to 80,000 persons, will be in operation. 
 
 In size the Chicago Fair will greatly exceed all its predecessors. The London 
 exhibition of 1851 was nearly equalled by a single building in the Paris exhibition of 
 1889, and it will be exceeded by at least one of the palaces of industry in Chicago. 
 The Paris exhibition of 1889 occupied 234 acres. . The Chicago exhibition fills 633 
 acres. Paris had 1,000,000 square feet under roof. Chicago will have five times 
 as much. The buildings alone will cost nearly three times as much as the total 
 expense of the last Paris fair. " In its scope and magnificence," says a government 
 
 104 
 
report, " this exposition stands alone. There is nothing like it in all history. It 
 easily surpasses all kindred enterprises, and will amply illustrate the marvelous genius 
 of the American people in the great domains of agriculture, commerce, manufactures, 
 and invention, virhich constitute the foundation on which rests the structure of our 
 national glory and prosperity." The great Manufactures and Liberal Arts Building 
 is of mammoth proportions in comparison with the largest structures in the world, 
 any one of which could readily be placed in one of its corners. 
 
 In place of only $10,000,000, as originally contemplated, about $18,750,000 has 
 already been expended, while the operating expenses are computed at some 
 $2,500,000 additional, making an aggregate expenditure of about $21,250,000. The 
 receipts from visitors, which will provide for some of this expenditure, are estimated 
 at $10,000,000. In furtherance of their own participation in the great fair, foreign 
 governments have appropriated nearly $5,000,000 and the States and Territories nearly 
 $5,000,000 
 
 From Chicago Homeward. 
 
 The party will be transferred from The Raymond & Whitcomb Grand to Raymond 
 & Whitcomb's Exposition station Wednesday afternoon, July 12, and will leave Chi- 
 cago for the East at 3 o'clock. The homeward route is by way of the Illinois Central 
 Railroad to Harvey, 111., and thence over the Chicago & Grand Trunk and Grand 
 Trunk Railways to Suspension Bridge, and the West Shore and Fitchburg Railroads 
 from Suspension Bridge to Boston. The tourists will arrive at Niagara Falls, N. Y., 
 Thursday morning and remain there until late in the afternoon. The day can be 
 spent in an inspection of the great cataract and the other attractions of the place, the 
 time being ample for a round of all the chief points of interest. The station is in 
 proximity to Prospect Park, the Rapids, and the entrance to Goat Island, and also 
 
 105 
 
near the upper suspension bridge that leads across to the Canada shore just below the 
 falls. Leaving Niagara Falls, from the New York Central & Hudson River Railroad 
 station, we proceed eastward over the West Shore Railroad line, the route lying 
 through the Central part of New York, and thence by way of the Fitchburg Railroad 
 to Boston, where the party will arrive Friday morning, July 14. 
 
 The tour will be carried out in accordance with the following itinerary, subject only 
 to such slight variations as may be necessary in hours of arrival and departure, on 
 account of changes in the time of regular trains and steamers, or similar reasons : — 
 
 ITINERARY. 
 
 Monday, April 24. First Day. — Leave Boston from the Fitchburg Railroad station, Causeway 
 street, at 4.00 p. m., and proceed westward by the Hoosac Tunnel route. The transcontinental journey 
 will be made in a special train of elegant vestibuled Pullman palace cars, including a palace dining-car. 
 On arrival at the station members of the party should check their baggage to Denver, Col. The checks 
 will be taken up by the baggage master of the party, who will attend to th^ delivery, collection, and trans- 
 portation of the baggage during the trip. Tags are supplied with the exrursion tickets, and these, with 
 the owner's name and home address plainly inscribed thereon, should be attached to every trunk, valise, 
 or other piece of baggage, to serve as a ready means of identification. Hand luggage must be looked 
 after by the passenger. 
 
 Tuesday, April 25. Second Day. — On the West Shore Railroad en route westward; arrive at 
 Buffalo at 9.50 a. m. ; leave Buffalo at 10.00 a. m. ; from Suspension Bridge westward via the Grand 
 Trunk Railway; from Port Huron westward on the Chicago & Grand Trunk Railway. 
 
 Note. — Railway time changes at Port Huron, Mich., from Eastern standard, or 75th meridian, to 
 Central standard, or goth meridian — one hour slower. 
 
 Wednesday, April 26. Third Day. — From Blue Island Junction westward via the Chicago, Rock 
 Island & Pacific Railway. 
 
 106 
 
Thursday, April 27. Fourth Day.— Arr'wo. at Kansas City at 6.00 a.m.; leave Kansas City at 
 11.30 A. M., via the Atchison, Topeka & Santa Fe Railroad, and proceed westward through Kansas. 
 
 Note. — Railway time changes at Dodge City, Kan., from Central standard, or 90th meridian, to 
 Mountain standard, or 105th meridian — one hour slower. 
 
 Friday, April 28. Fifth Day. — Arrive at Pueblo at 10.00 a. m. ; leave Pueblo at 12.00 m., via the 
 Denver & Rio Grande Railroad for a visit to the famous Royal Gorge; return to Pueblo, and thence 
 proceed over the Denver & Rio Grande Railroad to Manitou. 
 
 Saturday, April 29. Sixth Day. — Arrive at Manitou at an early hour, the cars being placed upon a 
 side track. Carriage ride, with visits to the Garden of the Gods, Ute Pass, Rainbow Falls, etc. ; leave 
 Manitou at i.oo p. lA.^via the Denver & Rio Grande Railroad, and arrive in Denver at 4.00 p. m. ; omni- 
 bus transfer from the Union station to Brown's Palace Hotel, and a carriage ride about the city, visiting 
 the principal places of interest. 
 
 Sunday, April 30. Seventh Day. — In Denver. Omnibus transfer from the hotel to the cars at 
 g.oo p. M. 
 
 Monday, May i. Eighth Day. — Leave Denver soon after midnight via the Denver & Rio Grande 
 Railroad ; from Pueblo southward via the Atchison, Topeka & Santa Fe Railroad ; arrive at Las Vegas, 
 N. M., at 11.30 A. M,; thence by the Hot Springs Branch to Las Vegas Hot Springs, arriving there 
 at 12.00 M. ; leave Las Vegas Hot Springs at 3.00 p. m., and Las Vegas at 3.30 p. m. ; cross the Glorieta 
 Pass by daylight, and proceed from Lamy Junction to Santa Fe by branch line; arrive at Santa Fe at 
 10.00 p. M., the passengers remaining on the cars. 
 
 Tuesday, May 2. Ninth Day.— At Santa Fe, Leave Santa Fe, via the Atchison, Topeka & Santa 
 Fe Railroad, at 12.00 m. ; arrive at Albuquerque at 4.00 p. m. ; leave Albuquerque, via the Atlantic & 
 Pacific Railroad (Atchison, Topeka & Santa Fe system), at 5.00 p. m. 
 
 Wednesday, May 3. Tenth Day.— En route through Arizona on the Atlantic & Pacific Railroad. 
 
 Thursday, May 4. Eleventh Day.— Arr'wt at Barstow, Cal., at 5.00 a. m. ; thence south via the 
 Southern California Railway (Atchison, Topeka & Santa Fe system); arrive at San Bernardino at 11.00 
 A. M., and at Riverside at 12,00 m. ; leave Riverside at 8.00 p. m. 
 
 Note. — Railway time changes at Barstow from Mountain standard, or 105th meridian, to Pacific 
 standard, or 120th meridian — one hour slower. 
 
 107 
 
Friday, May 5. Twelfth Day. — Arrive at San Diego at 7.00 a. m. ; omnibus transfer from the 
 station to the Hotel del Coronado, Coronado Beach, E. S. Babcock, manager. 
 
 Saturday, May 6. Thirteenth Day.— Ai the Hotel del Coronado, Coronado Beach. 
 
 Sunday, May 7. Fourteenth Day- — At the Hotel del Coronado, Coronado Beach. 
 
 Monday, May 8. Fifteenth Day. — Omnibus transfer from the Hotel del Coronado to the station of 
 the Southern California Railway, and leave San Diego at 8.40 a. m., by the coast line; arrive in Los 
 Angeles at 1.17 p. m. ; omnibus transfer to The Westminster, O. T. Johnson, proprietor, M. M. Potter, 
 manager, and The Hollenbeck, E. G. Fay & Son, proprietors. 
 
 Tuesday, May 9. Sixteenth Day. — In Los Angeles. 
 
 Wednesday, May 10. Seventeenth Day.— Leave Los Angeles at 9.00 a. m., by the Southern Cali- 
 fornia Railway, and arrive at Pasadena at 9.28 a. m.; carriage ride, visiting the most picturesque sections 
 of the city, including Raymond Hill, Raymond avenue, Orange Grove avenue, Colorado street, etc. ; 
 leave Pasadena at 12.58 p. m., and arrive at Redondo Beach, via the La Ballona division of the Southern 
 California line; at 2.15 p. m. ; to the Redondo Beach Hotel, G. W. Lynch, manager. 
 
 Thursday, May II. Eighteenth Day. — Leave Redondo Beach by the Southern California road at 
 7.35 A. M., and Los Angeles by the Southern Pacific road at 9.25 a. m., and arrive at Santa Barbara at 
 1.45 p. M. ; omnibus transfer to The Arlington, C. C Wheeler, manager, and The San Marcos, F. A. 
 Shepard, manager. 
 
 Friday, May 12. Nineteenth Day. — In Santa Barbara. Carriage ride, with visits to the most inter- 
 esting and picturesque parts of the city and its surroundings. 
 
 Note. — The carriage ride may be taken on any of the days during the stay here. 
 
 Saturday, May 13. Twentieth Day. — In Santa Barbara. 
 
 Sunday, May 14. Twenty first Day. — In Santa Barbara. 
 
 Monday, May 15. Twenty-second Day. — In Santa Barbara. 
 
 Tuesday, May 16. Tiventy -third Day. — In Santa Barbara. 
 
 Wednesday, May 17. Twenty-fourth Day. — In Santa Barbara. 
 
 Thursday, May 18. Twenty-fifth Day. — In Santa Barbara. 
 
 108 
 
Friday, May 19. Twenty-sixth Day. — In Santa Barbara. Omnibus transfer to the Southern 
 Pacific Company's station, and leave Santa Barbara at 9. 17 A. M. ; dinner at the station dining-room, 
 Saugus ; supper at the station dining-room, Mojave. 
 
 Note. — Parties for the Yosemite Valley will be made up during the stay at Santa Barbara, to leave 
 on different days. Seepage 175. 
 
 Saturday, May 20. Twe?ity-sevenih Day. — On the Southern Pacific Company's line en route 
 northward; breakfast at the st.ition dining-room, Lathrop; arrive at Oakland Pier at 9.20 A. M., and in 
 San PVancisco by ferry at 9.45 A. M.; transfer from the Oakland ferry, foot of Market street, in the 
 coaches of the United Carriage Company, to The Baldwin, E. J. Baldwin, proprietor. Col. R. H. War- 
 field, manager, and The California, A. F. Kinzler, manager. 
 
 Sunday, May 21. Twenty-eighth Day. — In San Francisco. 
 
 Monday, May 22. Twenty-7tinth Day. — In San Francisco. 
 
 TufiSDAY, May 23. Thirtieth Dxy. — Transfer from The Baldwin and The California to the Alameda 
 ferry, foot of Market street, and leave San Francisco by the Santa Cruz Division of the Southern Pacific 
 Company's line at 8. 15 A. M. ; visit the " Big Trees " en route, and arrive in Santa Cruz at 1.00 p. m. ; 
 lunch at the Pacific Ocean House, W. J. McCollum, proprietor, the Sea Beach Hotel, J. T. Sullivan, 
 proprietor, the Pope Holise, Mrs. Pope, proprietor, or the Riverside House, Fred Barson, proprietor; 
 carriage ride, visiting the beach, cliff, etc, ; leave Sania Cruz at 3.40 p. m., and proceed to Monterey via 
 Pajaro, arriving at Hotel del Monte station at 6.15 p.m.; carriage transfer to the Hotel del Monte, 
 George Schonewald, manager. 
 
 Wednesday, May 24. Thirty-first Day. — At Hotel del Monte, Monterey. 
 
 Thursday, May 25. Thirty-second Day. — At Hotel del Monte, Monterey. 
 
 Friday, May 26. Thirty-third Day. — At Hotel del Monte, Monterey. Transfer to the Hotel del 
 Monte station and leave at 1.38 p. m. ; arrive in San Jose at 4.21 p. m. ; omnibus transfer to the Hotel 
 Vendome, George P. Snell, Manager. 
 
 Saturday, May 27. Thirty-fourth Day. — In San Jose. Stage excursion to the Lick Observatory, 
 on the summit of Mount Hamilton, leaving the Hotel Vendome in the morning, and returning in the 
 afternoon. 
 
 109 
 
Sunday, May 28. Thirty-fifth Day. — In San Jose. 
 
 Monday, May 29. Thirty-sixth Day. — In San Jose. Transfer to the Southern Pacific Company's 
 station (broad guage division) and leave at 4.21 p. m. ; arrive in San Francisco (station corner of Third 
 and Townsend streets) at 6.10 p. m. ; transfer to The Baldwin and The California in the coaches of the 
 United Carriage Company. 
 
 Tuesday, May 30. Thirty-seventh Day. — In San Francisco. 
 
 Wednesday, May 31. Thirty-eighth Day. — In San Francisco. Transfer from The Baldwin and 
 The California to the Market street ferry in the coaches of the United Carriage Company, and leave San 
 Francisco by ferry at 4.30 p. m. ; leave Oakland Pier in Pullman palace cars, via tiie Southern Pacific 
 Company's line at 5.00 p. m. ; arrive in Sacramento at 8.40 p. m., and leave at 9.00 p. m. 
 
 Thursday, June i. Thirty-ninth Day. — During the day on the Southern Pacific Company's Oregon 
 line en route through the upper valley of the Sacramento, through the Mount Shasta region, over the 
 Siskiyou Mountains, and down through the valley of the Rogue River. 
 
 Friday, June 2. Fortieth Day. — On the Southern Pacific Company's Oregon line en route through 
 the valley of the Willamette ; arrive in Portland at 7.35 a. m. ; omnibus transfer to The Portland, Charles 
 E. Leland, manager ; carriage ride through the business and finest residence portions of the city, and also 
 to the park, which affords a grand view of the city, the river, and the mountains. 
 
 Saturday, June 3, Forty-first Day. — Transfer to the Union Pacific station and leave Portland at 
 8.45 A. M.,fora trip up the most picturesque parts of the Columbia River; return by steamer down 
 the Columbia and up the Willamette ; arrive in Portland at 5.30 p. m. ; transfer from the Ash street dock 
 to The Portland. 
 
 Sunday, June 4. Forty-second Day. — In Portland. 
 
 Monday, June 5. Forty-third Day. — In Portland. Omnibus transfer from The Portland to the 
 Northern Pacific Railroad station, and leave at 2.00 p. m. ; arrive at Tacoma wharf at 8.00 p. m., and go 
 on board the Pacific Coast Steamship Company's steamer " Queen," Capt. James Carroll, for the Alaska 
 voyage. 
 
 IIO 
 
Tuesday, June 6. Forty-fourth Day. 
 Wednesday, June 7. Forty-fifth Day. 
 Thursday, June 8. Forty-sixth Day. 
 Friday, June 9. Forty-seve?ith Day. 
 Saturday, June 10. Forty-eighth Day. 
 Sunday, June 11. Forty-ninth Day 
 Monday, June 12, Fiftieth Day. 
 Tuesday, June 13. Fifty-first Day. 
 Wednesday, June 14. Fifty-second Day. 
 Thursday, June 15. Fifty-third Day. 
 
 On the Alaska trip, visiting Fort Wrangel, Juneau, 
 Douglas Island, Chilkaht, the great Muir Glacier in 
 Glacier tJay, Sitka, etc. The steamer will return to 
 Port Townsend, Seattle, anu Tncoma not later than 
 Friday, June 16 — probably on Thursday. 
 
 Note, — On the Alaska trip steamer time varies from day to day as the voyage tends westward. The 
 time at Sitka, the westernmost point reached (135 degrees and 52 minutes west from Greenwich), is about 
 one hour slower than Pacific standard. 
 
 Note. — On the return the steamer will remain at Victoria, B. C., and Port Townsend long enough to 
 permit of an inspection of those cities. Both Seattle and Tacoma will also be visited, and for the better 
 accommodation of all it may be deemed advisable to divide the party into two divisions, one of which will 
 visit Seattle first and the other Tacoma. The Rainier, De L. Harbaugh, manager, in Seattle, and The 
 Tacoma, W. K. Hatch, manager, in Tacoma, will be the sojourning-places in those cities, and there will 
 be coach transfers to and from the hotels. 
 
 Friday, June 16. Fifty-fourth Day. — In Seattle and Tacoma. 
 
 Saturday, June 17. Fifty-fifth Day. — In Seattle and Tacoma (the two divisions exchanging places 
 via the Northern Pacific Railroad line). 
 
 Sunday, June 18. Fifty-sixth Day.— In Seattle and Tacoma. 
 
 Monday, June 19, Fifty-seventh Day. — In Seattle and Tacoma. Omnibus transfers from the hotels 
 to the stations, and leave Seattle at 2.55 p. m., and Tacoma at 3.50 p. m., via the Northern Pacific Rail- 
 road. 
 
 Tuesday, June 20. Fifty-eighth Day. — Arrive at Spokane at 7.00 a. m., when the cars will be 
 placed upon a side track ; leave Spokane at 6.00 p. m. 
 
 Ill 
 
Wednesday, June 21. Fifty-ninth Day. — On the Northern Pacific Railroad en route eastward 
 through Idaho and Montana; arrive at Helena at 12.40 p. m. ; leave Helena at 10.35 p* m. 
 
 Note. — Railway time changes at Hope, Id., from Pacific standard, or 120th meridian, to Mountain 
 standard, or 105th meridian — one hour faster. 
 
 Thursday, June 22. Sixtieth Day. — Arrive at Livingston at 3.45 a. m., and proceed thence via the 
 National Park Branch of the Northern Pacific Railroad to Cinnabar; leave Cinnabar by stage at 10.30 
 A. M. ; arrive at Mammoth Hot Springs Hotel at 12.30 p. m. 
 
 Friday, June 23. Sixty-first Day. — Leave Mammoth Hot Springs by. stage at 8.00 a. m., for the 
 tour through the park; arrive at Norris Geyser Basin at 12.30 p. m. ; dinner there; leave Norris Geyser 
 Basin at 1.30 p. m., passing near the principal geysers in this basin, including the ** New Crater," the 
 " Monarch," and later near the Gibbon Falls; arrive at the Lower Geyser Basin, Fountain Hotel, at 
 6.30 p. M. 
 
 Saturday, June 24. Sixty-second Day. — Leave the Lower Geyser Basin at 8.00 a. m., and visit the 
 Midway Geyser Basin, which contains the " Excelsior" Geyser (*' Hell's Half Acre "), ** Turquoise" 
 Spring, and "Prismatic" Lake; arrive at the Upper Geyser Basin Hotel at 11.00 a. m. The hotel is 
 situated near " Old Faithful," the ** Bee Hive," *' Giantess," ** Castle," and others of the great geysers. 
 
 Sunday, June 25. Sixty -third Day. — At the Upper Geyser Basin. 
 
 Monday, June 26. Sixty-fourth Day. — Leave the Upper Geyser Basin at 8.00 A..M., and proceed 
 to Yellowstone Lake via West Bay or '* The Thumb ; " arrive at West Bay at 11.00 a. m., and lunch there ; 
 leave at 2.00 p. m. ; arrive at Yellowstone Lake at 5.00 p. m. 
 
 Tuesday, June 27. Sixty-fifth Day.— V.fai\& Yellowstone Lake at 10.00 a.m.; arrive at Grand 
 Canon Hotel at i.oo p. m. 
 
 Wednesday, June 28. Sixty-sixth Day. — Leave Grand Canon Hotel at 10.30 a. m. ; arrive at 
 Norris Geyser Basin at 12.30 p. m. ; lunch there; leave Norris Geyser Basin at 1.30 p. m. ; arrive at 
 Mammoth Hot Springs Hotel at 5.30 p. m. 
 
 Thursday, June 29. Sixty-seventh Day. — Leave Mammoth Hot Springs at 2.00 p.m.; arrive at 
 Cinnabar at 3.30 p. m. ; leave Cinnabar via the National Park Branch of the Northern Pacific Railroad 
 
 112 
 
at 4.15 P. M., and arrive at Livingston at 6.15 p. m. ; leave Livingston at 6.40 p. m. on the Northern 
 Pacific Railroad, main line. 
 
 Note.— In case it is deemed advisable to divide the party for the round of travel through the park, 
 one division will reverse the foregoing itinerary. 
 
 Friday, June 30. Sixty-eighth Day, — On the Northern Pacific Railroad en route through Montana 
 and North Dakota. 
 
 NoTK. — Railway time changes at Mandan, N. D., from Mountain standard, or losth meridian, to 
 Central standard, or 90th meridian — one hour faster. 
 
 Saturday, July i. Sixty-ninth Day. — On the Northern Pacific Railroad en route through North 
 Dakota and Minnesota. Arrive in Minneapolis at 11.40 a. m.; omnibus transfer to the West Hotel, John 
 T. West, proprietor ; in the afternoon carriage ride, with visits to the chief business and residence sections 
 of the city, the great flour mills, the bridge below St. Anthony's Falls, the Exposition Building, the Sus- 
 pension Bridge, etc. 
 
 Sunday, July 2. Seventieth Day. — In Minneapolis. 
 
 Monday, July 3. Seventy-first Day, — Transfer from the West Hotel to the Union station and leave 
 Minneapolis at 9.55 a. m. ; arrive in St. Paul at 10.30 a. m.; omnibus transfer to the Hotel Ryan, Eugene 
 Mehl & Son, proprietors; in the afternoon, carriage ride, visiting the finest business and residence sec- 
 tions, the Capitol, Summit avenue, etc. 
 
 Tuesday. July 4, Seventy-second Day. — In St. Paul. Transfer from the Hotel Ryan to the station 
 of the Minneapolis & St Louis Railway, and leave St. Paul via the Albert Lea route at 7.00 p. m. 
 
 Wednesday, July 5 Seventy-third Day. — Through Iowa and Illinois on the Chicago, Rock Island 
 & Pacific Railway (Albert Lea route). Arrive at Blue Island Junction about i.oo p. m., and at Messrs. 
 Raymond & Whitcomb's Exposition station, on the Illinois Central Railroad, Chicago, at 2.30 p. m.; 
 transfer to The Raymond & Whitcomb Grand. 
 
 Thursday. July 6. Seventy-fourth Day.— In Chicago. 
 
 Friday, July 7. Seventy-fifth Day. — In Chicago. 
 
 Saturday, July 8. Seventy-sixth Day. — In Chicago. 
 
Sunday, July 9. Seventy seventh Day. — In Chicago, 
 
 Monday, July 10. Seventy-eighth Day. — In Chicago. 
 
 Tuesday, July 11. Seventy-ninth Day, — In Chicago. 
 
 Wednesday, July 12. Eightieth Day. ^\nOa\C2i%o. Transfer from The Raymond & Whitcomb 
 Grand to Raymond & Whitcomb's Exposition station, and leave Chicago at 3.00 p. m. ; to Harvey, 111., 
 over the Illinois Central Railroad, and thence eastward over the Chicago & Grand Trunk Railway. 
 
 Note. — Passengers who return to Chicago independently must notify Carroll Hutchins, agent for 
 Messrs. Raymond & Whitcomb, at The Raymond & Whitcomb Grand, Midway Plaisance, Chicago, at 
 least one week in advance of their arrival, in order to insure hotel accommodations. 
 
 Members of the party who return eastward independently from Chicago or any point west thereof 
 will be required to exchange their eastbound passage and sleeping-car coupons at the ticket office of the 
 Chicago & Grand Trunk Railway, at Chicago & Grand Trunk Railway Crossing, Blue Island Junction ; 
 or at the Dearborn station (Polk street, at the head of Dearborn street), Chicago ; or at the city ticket 
 office of the Chicago & Grand Trunk Railway, 103 South Clark street, Chicago, E. H. Hughes, agent; 
 or at Raymond & Whitcomb's office in the Raymond & Whitcomb Grand Hotel, Midway Plaisance, 
 Carroll Hutchins, agent. All applications in advance for sleeping-berths should be addressed to Mr. 
 Hutchins or Mr. Hughes. Niagara Falls is the only point east of Chicago where ** stop-over " privileges 
 are permitted. 
 
 Thursday, July 13. Eighty-first Day. — Arrive at Niagara Falls, N. Y., at 8.30 a. m., and remain 
 there until afternoon ; leave Niagara Falls via the West Shore Railroad at 4.42 v. m., from the New 
 York Central Railroad station. 
 
 Note. — Railway time changes at Port Huron, Mich., from Central standard, or 90th meridian, to 
 Eastern standard, or 75th meridian — one hour faster. 
 
 Friday, July 14. Eighty-second Day. — From Rotterdam Junction eastward via the Fitchburg 
 Railroad ; arrive in Boston (Fitchburg Railroad station. Causeway street) at 10.00 a. m. 
 
 In the course of the tour the excursionists will pass through the following States 
 and Territories: States — Massachusetts, Vermont, New York, Michigan, Indiana, 
 Illinois, Iowa, Missouri, Kansas, Colorado, California, Oregon, Washington, Idaho, 
 
 114 
 
Montana, Wyoming, North Dakota, and Minnesota (i8). Territories — New Mexico, 
 Arizona, and Alaska (3) ; and also the Provinces of Ontario and British Columbia (2) 
 in the Dominion of Canada. The distances traveled, not including the side trip to the 
 Yosemite Valley or the incidental carriage rides, but reckoning only the regular 
 journeys by railway, stage, and steamer, will be as follows : — 
 
 Table of Distances. 
 
 MILBS. 
 
 From Boston to Rotterdam Junction, N. Y., Fitchburg Railroad 212 
 
 ** Rotterdam Junction to Suspension Bridge, West Shore Railroad 292 
 
 " Suspension Bridge to Port Huron, Mich., Southern Division of the Grand Trunk Railway 180 
 
 '• Port Huron, Mich., to Blue Island Junction, Chicago & Grand Trunk Railway 311 
 
 '• Blue Island Junction to Kansas City, Mo., Chicago, Rock Island & Pacific Railway 50X 
 
 " Kansas City to Pueblo, Col., Atchison, Topeka & Santa Fe Railroad 635 
 
 ** Pueblo to Parkdale and return (102 miles), Pueblo to Manitou(5i miles), Manitou to Denver 
 
 (81 miles), and Denver to Pueblo (120 miles), Denver and Rio Grande Railroad 354 
 
 ** Pueblo to La Junta, and thence to Las Vegas, N. M. (279 miles). Las Vegas to Las Vegas Hot 
 
 Springs and return (12 miles), Las Vegas to Lamy (65 miles), Lamy to Santa Fe and return 
 
 (36 miles), and Lamy to Albuquerque (68 miles), Atchison, Topeka & Santa Fe Railroad 460 
 
 " Albuquerque to Barstow, Cal. , Atlantic & Pacific Railroad 747 
 
 ** Barstow to San Bernardino (8i miles), San Bernardino to Riverside (9 miles), and Riverside to 
 
 San Diego (133 miles), Southern California Railway Company's line 223 
 
 ** San Diego to Los Angeles, Southern California Railway Company's line 127 
 
 ** Los Angeles to Redondo Beach and return. Southern California Railway Company's line 45 
 
 ** Los Angeles to Pasadena and return. Southern California Railway Company's line.. ' 18 
 
 ** Los Angeles to Santa Barbara (110 miles), and Santa Barbara to San Francisco (528 miles). 
 
 Southern Pacific Company's Railway 638 
 
 Distances carried forwaru 4»743 
 
MILES. 
 
 Distances brought forward 4»743 
 
 From San Francisco to Santa Cruz, Southern Pacific Company's Santa Cruz (narrow gauge) Division 80 
 " Santa Cruz to Monterey (47 miles), and Monterey to San Jose (74 miles), Southern Pacific Com- 
 pany's Monterey line - 121 
 
 ** San Jose to the summit of Mount Hamilton and return, Mount Hamilton Stage Company 52 
 
 ** San Jose to San Francisco, Southern Pacific Company's Monterey line 50 
 
 ** San Francisco to Portland, Southern Pacific Company's Mount Shasta route 772 
 
 " Portland to Bonneville and return, Union Pacific Railway and steamer i. . 103 
 
 " Portland to Tacoma, Wash., Pacific Division Nortliern Pacific Railroad 145 
 
 " Tacoma to Sitka and return to Seattle, Pacific Coast Steamship Company's steamer " Queen " 
 — Tacoma to Victoria (no miles), Victoria to Fort Wrangel (680 miles), Fort Wrangel to 
 Juneau (199 miles), Juneau to Douglas Island (3 miles), Douglas Island to Chilkaht(89 miles), 
 Chilkaht to Muir Glacier in Glacier Bay (191 miles), Muir Glacier to Sitka via Icy Strait 
 (147 miles), Sitka to Nanaimo (1,027 miles if route via Juneau and Fort Wrangel is taken, or 
 745 outside Baranof Island and through Duke of Clarence Strait), Nanaimo to Victoria 
 (78 miles), and Victoria to Seattle via Port Townsend (74 miles), distances given in nautical 
 
 miles 2,598 
 
 Add to above for difference between nautical and geographical, or statute miles 397 
 
 ** Seattle to Tacoma, Northern Pacific Railroad 41 
 
 " Tacoma to Livingston, Northern Pacific Railroad 904 
 
 " Livingston to Cinnabar, Yellowstone Park Branch of Northern Pacific Railroad 51 
 
 " Cinnabar to Mammoth Hot Springs, stage 7 
 
 " Mammoth Hot Springs to Norris Geyser Basin, stage 22 
 
 " Norris Geyser Basin to Lower Geyser Basin, stage 20 
 
 ** Lower Geyser Basin to Upper Geyser Basin, stage 8 
 
 " Upper Geyser Basin to Yellowstone Lake, stage 33 
 
 '* Yellowstone Lake to Grand Canon of the Yellowstone, stage 18 
 
 Distances carried forward 10,165 
 
 116 
 
MILES. 
 
 Distances brought forward 10,165 
 
 From Grand Canon of the Yellowstone to Mammoth Hot Springs, stage 33 
 
 Mammoth Hot Springs to Cinnabar, stage 7 
 
 Cinnabar to Livingston, Yellowstone Park Branch of Northern Pacific Railroad 51 
 
 Livingston to St. Paul, Northern Pacific Railroad ijoo/ 
 
 St. Paul to Albert Lea, Minn. , Minneapolis & St. Louis Railway 120 
 
 Albert Lea to West Liberty, la., Burlington, Cedar Rapids & Northern Railway 191 
 
 West Liberty to Chicago (Raymond & Whitcomb Exposition station), Chicago, Rock Island & 
 
 Pacific Railway and Illinois Central Railroad 220 
 
 Raymond & Whitcomb Exposition station to Harvey, 111., Illinois Central Railroad 14 
 
 Harvey to Port Huron, Mich., Chicago & GrandTrunk Railway 308 
 
 Port Huron to Suspension Bridge, Southern Division of Grand Trunk Railway 180 
 
 Suspension Bridge to Rotterdam Junction, N. Y., West Shore Railroad 292 
 
 Rotterdam Junction to Boston, Fitchburg Railroad 212 
 
 Total 12 ,800 
 
 117 
 
HOTEL DEL MONTE, MONTEREY. 
 
A DELIGHTFUL TOUR 
 ACROSS THE CONTINENT 
 
 AND THROUGH THE 
 
 PACIFIC N0KTHWE8T 
 
 WITH VISITS TO 
 
 Colorado, New Mexico, Arizona, California, Oregon, Wasliington, the Picturesque Columbia 
 River, Puget Sound, British Columbia, Montana, 
 
 THE YELLOWSTONE HATIOKAL PARK, 
 
 AND THE 
 
 World's Columbian Hxposition. 
 
 The Party to Leave Boston Monday, April 24, and to Return Friday, July 7. 
 
 Price of Tickets (aii Traveling and Hotei Expenses Inciuded), - $600.00. 
 
 RltYMOND ©• AVHIXCONIB, 
 
 296 Washington Street (opposite School Street), Boston. 
 
 119 
 
Tentli AiiDual Spring Excursion to Colorado, Calllornla, 
 THE PACIFIC NORTHWEST, 
 
 And the YELLOWSTONE NATIONAL PARK, with a visit to 
 THE COLUMBIAN EXPOSITION. 
 
 APRIL. 24: TO JULY T, 1803. 
 
 OUR annual spring excursion across the continent and through the wonderfully pict- 
 uresque regions of the Pacific Northwest, which has been exceedingly popular 
 during the past nine years, will be made as attractive as ever the coming season. 
 This trip is like the excursion already described, except that the Alaska voyage is 
 omitted. The outward journey through Colorado, New Mexico, and Arizona will possess 
 peculiarinterest on account of its many attractive features. The tour through California 
 extends from one end of the Golden State to the other, and could not well be made 
 more comprehensive, including, as it does, its famous picturesque points, its groves 
 and gardens, all its prominent cities, and all its great seashore, health, and pleasure 
 resorts. The journey from California to Oregon is to be made over the magnificent 
 Mount Shasta route, and the round of travel through Oregon, Washington, and the 
 Puget Sound Region will be quite elaborate, so that little that is possible in the way 
 of sight-seeing is left undone. The return trip lies over the entire length of the Northern 
 
 121 
 
Pacific Railroad from Portland and Tacoma to St. Paul, inclusive of its picturesque 
 Cascade Division, and a week will be passed in inspecting the matchless wonders of 
 the Yellowstone National Park. Another week is to be devoted to the World's 
 Columbian Exposition. '' 
 
 The tour will thus be made to include Kansas City, the famous Royal Gorge, Mani- 
 tou Springs, Denver, Las Vegas Hot Springs, Santa Fe, Riverside, San Diego and 
 Coronado Beach, Redondo Beach, Los Angeles, Pasadena, Santa Barbara (the 
 Yosemite Valley and Big Tree Groves on a side trip if desired), San Francisco, 
 Monterey, Santa Cruz, San Jose, the summit of Mount Hamilton, Sacramento, the 
 Mount Shasta region, Portland, the Columbia River, Multnomah Falls, Tacoma, 
 Seattle, Port Townsend, Victoria, B. C, Spokane, Lake Pend d'Oreille, Helena, all the 
 places of interest within the Yellowstone National Park, St. Paul, Minneapolis, and 
 the Niagara Falls, together with the greatest exhibition of the products of human 
 skill and industry that the world has seen — a truly grand list of places to be visited, 
 indicating a far-reaching round of travel along almost the whole extent of the southern, 
 western, and northern borders of ouk country. An examination of a map of the 
 United States, with the adjacent British possessions on the Pacific Coast, will give 
 the best idea of the wide extent and comprehensiveness of this pleasure trip. 
 Comfort and Luxury in Travel. 
 
 A feature of special attractiveness will be the luxurious accommodations for travel. 
 The journey will be made in a magnificent train of vestibuled Pullman palace cars, 
 with a Pullman palace dining-car included, as already described on pages 4 and 5. The 
 vestibuled train is the latest development of the Pullman palace car, and combines 
 many comforts and luxuries hitherto unattainable in railway traveling. The adoption 
 of a dining-car service across the continent is a feature of speciarl importance to the 
 
passenger, whose meals are thus assured at regular hours, in spite of enforced delays 
 or any other untoward circumstance. Competent conductors will accompany the 
 party to study the welfare of its members. 
 
 The route of the excursion will be set forth very briefly, inasmuch as it is the same 
 that has been described in the foregoing pages in connection with the Alaska tour. 
 We would refer the reader to pages 13-58 and 79-100 for a detailed description of 
 the regions to be traversed, the population, industries,' and characteristics of the cities 
 that will be visited, and the principal objects and places of interest to sight-seers ; 
 and to pages 15-17 and 101-105 for an outline of the main features of the World's 
 Fair, and of our elaborate provision for the entertainment of the party in Chicago 
 upon its return from the Pacific Coast. These descriptive pages may be read to 
 advantage in connection with the itinerary to be given hereafter. 
 
 The itineraries of the two parties are identical from the time of starting, April 24, 
 until their arrival in Los Angeles, May 8. They travel together on the outward 
 journey, and will be together in Santa Barbara, and while e7i route from Santa Barbara 
 to San Francisco. With these exceptions they will travel separately after reaching 
 Los Angeles; but the same points, both in California and the Pacific Northwest, will 
 be visited (with the exception of Alaska), tliough on different dates. The return 
 journey from Tacoma, with the Yellowstone National Park side trip, will be dupli- 
 cated, and both parties will stop one week in Chicago for the Exposition. The 
 sketch of the former trip is therefore wholly applicable to this one, with the single 
 exception of the voyage from Tacoma to Alaska and return. 
 
 Price of Tickets. 
 
 The price of tickets for the excursion, as described in the following pages, will be 
 SIX HUNDRED DOLLARS. This sum will cover first-class travel over all railway and 
 
 123 
 
steamer routes going and returning, with double berths in Pullman sleeping-cars; all 
 stage rides to and through the Yellowstone National Park ; hotel accommodations 
 according to the itinerary, for the period of the regular tour (seventy-five days), with 
 sojourns at Denver, Coronado Beach, Redondo Beach, Los Angeles, Santa Barbara 
 San Francisco, Monterey, San Jose, Portland, Seattle, Victoria, Tacoma, the Yellow- 
 stone National Park (at Mammoth Hot Springs, Lower Geyser Basin, Upper Geyser 
 Basin, Yellowstone Lake, and Yellowstone Grand Canon), Minneapolis, St. Paul, 
 The Raymond & Whitcomb Grand in Chicago for one week, etc. ; meals in dining- 
 cars, at hotels, dining-stations, or on steamers en route ; omnibus or carriage transfers 
 from railway stations to hotels, and vice versa^ wherever the same may be needed 
 (Denver, San Diego, Los Angeles, Santa Barbara, San Francisco, Monterey, San Jose, 
 Portland, Seattle, Victoria, Tacoma, Minneapolis, St. Paul, and Chicago) ; special 
 carriage rides in Manitou, Denver, Pasadena, Santa Barbara, Portland, Victoria, Min- 
 neapolis, and St. Paul ; all expenses for transportation, transfer, and care of baggage, 
 (to the extent of 150 pounds for each person, all over that amount to be liable to 
 excess charges at regular transportation rates), and the services of the conductors, — 
 in short, every needed expense of the entire round trip from Boston back to 
 Boston. 
 
 Price for children between the ages of five and twelve years, five hundred and 
 fifteen dollars. This includes a separate sleeping-berth throughout the entire 
 journey, the same as for an adult. Where no separate berth is required, the price for 
 children between the ages of five and twelve years will be four hundred and 
 SIXTY dollars. 
 
 Price of tickets for the Yosemite Valley trip, thirty-five dollars, in addition to 
 cost of ticket for the regular excursion. See page 175. 
 
 124 
 
Extra Sleeping-Car Accommodations. 
 
 The cost of an extra double berth (giving an entire section to one person), for the 
 journey between Boston and San Bernardino or San Diego, is $25 ; drawing-room 
 for one occupant, ^67 ; for two occupants, ^42 — ;^2i for each passenger; for three 
 occupants entire extra charge, $iy. 
 
 The charges for extra sleeping-car accommodations between Los Angeles (or Santa 
 Barbara) and San Francisco are as follows : Extra double berth, $2.50; drawing-room 
 for one occupant, $6.50; drawing-room for two occupants, ^4, or $2 each; drawing- 
 room for three occupants, entire extra charge, $1.50. 
 
 The cost of an extra double berth from San Francisco to Tacoma is $y ; drawing- 
 room for one occupant, ^18; drawing-room for two occupants, $11 — $5.50 for each 
 passenger; drawing-room for three occupants, entire extra charge, $4. 
 
 For an extra double berth from Tacoma to Boston, $21 ; drawing-room for one 
 occupant, ^58; drawing-room for two occupants, ^37 — ^18.50 for each passenger; 
 drawing-room for three occupants, entire extra charge, ^16. 
 
 A complete outline of the trip is given on following pages. The party will neces- 
 sarily be limited in numbers. An early registration is therefore desirable. Tickets 
 must be taken on or before Wednesday, April 19 — five days previous to the date of 
 departure. W. RAYMOND. 
 
 I. A. WHITCOMB. 
 
 • Tickets for the excursion, additional copies of this circular, and all needed 
 information can be obtained of 
 
 RAYMOND & WHITCOMB, 296 Washington St. (opposite School St.), Boston. 
 
A SKETCH OF THE TRIP. 
 
 From the Atlantic to the Pacific Coast. 
 
 Setting out from Boston in special Pullman vestibuled cars, with a dining-car 
 attached, by the Hoosac Tunnel and West Shore route, at 4.00 p. m., Monday, April 
 24, the tourists will proceed westward through Massachusetts and New York. From 
 Suspension Bridge the train will continue over the Southern Division of the Grand 
 Trunk Railway to Port Huron, Mich., the Chicago & Grand Trunk Railway from Port 
 Huron to Blue Island Junction, 111., and the Chicago, Rock Island & Pacific Railway 
 from the latter place to Kansas City. The train will reach Kansas City Thursday 
 morning, and halt there several hours. (See pages 20-22.) 
 
 From this point through Kansas and into Colorado, and later on through New Mex- 
 ico, we travel over the Atchison, Topeka & Santa Fe Railroad. The State of Kansas 
 is traversed for 486 miles, — from Kansas City to the Colorado line, — far enough to 
 afford the traveler a pretty thorough inspection of this section of the *' great plains." 
 
 At La Junta we diverge from the main line of the Atchison, Topeka & Santa Fe 
 Railroad for a detour amid some of the great scenic wonders of the Rocky Mountains. 
 We go first to Pueblo over a branch of the Santa Fe line, and from thence over the 
 Denver & Rio Grande Railroad to the famous Royal Gorge, a part of the Grand Canon 
 of the Arkansas. The train will pass through the gorge and then return, and, continu- 
 ing on through Pueblo, proceed to Manitou, where there will be a carriage ride and 
 other opportunities for sight-seeing Saturday forenoon, April 29. In the afternoon 
 the train is to run to Denver, where, after the party has been transferred to Brown's 
 
 126 
 
Palace Hotel, another carriage ride will follow. We spend Sunday in Denver and 
 leave in the night for Las Vegas Hot Springs, traveling once more from Pueblo via 
 La Junta over the Atchison, Topeka & Santa Fe track. (Pages 23-25.) 
 
 Crossing the boundary line between Colorado and the Territory of New Mexico at 
 the summit of the Raton Mountains, we traverse the latter for nearly 500 miles 
 before reaching the borders of Arizona. Las Vegas Hot Springs is six miles from the 
 city of Las Vegas. From this place we cross the Glorieta mountains, and visit the 
 quaint old capital of the Territory — Santa Fe — a city which today is more Mexican 
 than American. On leaving Santa Fe, we descend the Rio Grande Valley through a 
 number of Mexican and native towns, and reach Albuquerque, from which we turn 
 westward towards Arizona and California. Our passage through Arizona on the 
 Atlantic & Pacific road will be rendered interesting, as we are to see the Caiion Diablo, 
 and journey near the lofty San Francisco Mountains. (Pages 26-32.) 
 
 Southern California. 
 
 We cross the Colorado River into Southern California at the Needles, and enter 
 upon a desert plain, from which we emerge through the Cajon Pass over the Southern 
 California Railway into the cultivated valley around San Bernardino, on Thursday, 
 May 4. From San Bernardino the train proceeds to Riverside, one of the most beauti- 
 ful towns upon the Pacific Coast, and the centre of the orange culture, and thence to 
 San Diego, reaching there Friday morning. The magnificent Hotel del Coronado, on 
 Coronado Beach, on the opposite side of San Diego Bay, will be the abiding place 
 from that time until Monday morning. (Pages 33-37.) 
 
 From San Diego we return northward to Los Angeles, and from that city go imme- 
 diately to Redondo Beach (page 39) for a two-days' stay, coming back to Los Angeles 
 
 127 
 
(page 38) Wednesday morning. On Thursday there will be an excursion to Pasadena 
 and its delightful neighborhood (page 39), Friday, like Wednesday, is to be devoted 
 to Los Angeles itself, and Saturday morning, May 13, the party will take the Southern 
 Pacific train for Santa Barbara. 
 
 Considerable time is assigned to Santa Barbara (page 40), as the parties for the 
 Yosemite Valley will be made up here. Instead of going in one large body, those 
 who intend to visit the Valley will take their departure in small bodies on different 
 days. This will be to the advantage of all. The dates of departure of the several 
 detachments will be arranged as far as possible to meet individual wishes. There 
 will be a carriage ride at Santa Barbara, and ample time to see both that city and the 
 Yosemite Valley without hurry or unnecessary fatigue. The Yosemite trip is described 
 on pages 175-178. 
 
 San Francisco and Vicinity — Portland. 
 
 Those members of the party who go directly north without visiting the Yosemite 
 are to leave Santa Barbara Friday, May 19, and arrive in San Francisco the following 
 day. For an outline of the route, including the wonderful "Loop," see pages 41-42. 
 The headquarters of the tourists in San Francisco (pages 42-45) will be at two of the 
 the finest city hotels on the Pacific coast, — the Baldwin or The California, — and 
 nearly ten days will be spent there first and last. 
 
 Departing from San Francisco, Friday, May 26, for visits to the popular resorts 
 south of that city, the party will proceed first to Santa Cruz, where the " Big Trees," 
 the beach, the cliffs, and other sights will be seen. The journey will then be con- 
 tinued to Monterey and the famous Hotel del Monte. Three days are assigned to 
 this charming resort. (See pages 45-48.) Leaving Monterey Monday afternoon we 
 shall proceed to San Jose. (Page 49.) In that city the Hotel Vendome will be the 
 
 128 
 
sojourning place of the party until Thursday afternoon, June i. On Tuesday there 
 will be an excursion by stage to the summit of Mount Hamilton, where the lick 
 Observatory is situated. (Page 49.) The party is to return to San Francisco for the 
 second time on Thursday, and remain there until Monday afternoon, June 5. 
 
 On the departure from San Francisco for Portland, Ore., by the Southern Pacific 
 Company's line, the route will be first to Sacramento, the capital of California 
 (page 51), and thence northward up the entire length of the great Sacramento Valley, 
 past Mount Shasta, over the Siskiyou range, and down through the valley of the 
 Rogue River. Portland will be reached Wednesday morning, and the party will have 
 a carriage ride through the city and the park, which commands a magnificent view of 
 the Willamette Valley, with Portland in the foreground and snow-clad mountam 
 peaks in the distance. The following day is to be devoted to a trip by rail up the 
 noble Columbia River to Bonneville and return by steamer — one of the most 
 picturesque river voyages in the world. (Pages 53-56.) In Portland the mag- 
 nificent new hotel. The Portland, will be the resting place. 
 
 Puget Sound and Eastward. 
 
 Leaving Portland by the Northern Pacific Railroad Friday morning, June 9, several 
 days are to be passed upon Puget Sound and in the interesting cities lying upon its 
 shores. First visiting Seattle (page 81), we shall make our headquarters at The 
 Rainier. On Saturday, taking one of the steamers of the Puget Sound & Alaska 
 Division of the Northern Pacific Company, the party will proceed down the sound 
 to Victoria, touching at Port Townsend (page 80) on the way. Sunday will be 
 passed at Victoria. (Page 79.) The British Columbian capital contains much to 
 interest the stranger. There will be a carriage ride Saturday afternoon, immediately 
 
 129 
 
upon arrival. The party will stop at The Driard. The boat will return to Tacoma 
 Monday morning, and the passengers will be transferred to The Tacoma. (Page 82.) 
 The party will turn eastward Tuesday afternoon, June 13, first journeying across the 
 Cascade Mountains and through Eastern Washington, over the Northern Pacific Rail- 
 road. This line ascends the valley of the Puyallup, and, crossing to the Green River, 
 makes its way to the Stampede Pass, where it pierces the mountains by means of a 
 tunnel nearly 10,000 feet in length. Emerging on the eastern face of the mountains, 
 it descends to the Yakima River, which stream is followed down to its confluence 
 with the Columbia. After crossing the Columbia near Pasco we continue through 
 Eastern Washington, a distance of 165 miles farther, in a slightly altered course, the 
 railway bending northward in order to round Lake Pend d'Oreille and the Coeur 
 d'Alene hills. This brings us through Sprague, Cheney, and Spokane. Spokane 
 (page 83) is destined to be one of the great manufacturing and business centres of the 
 West. It is already an important railway centre. We then cross the northern end 
 of Idaho, ascend Clark's Fork, and traverse Western Montana while approaching the 
 Yellowstone National Park. (Pages 84-86.) 
 
 The Yellowstone National Park. 
 
 We shall reach the Park via the branch of the Northern Pacific Railroad from 
 Livingston to Cinnabar Thursday, June 15, and pass an entire week in inspecting its 
 marvels. The same grand round will be made that is described in connection with 
 the Alaska tour on pages 86-96. This is more extended than tourists generally 
 take-, since it includes a visit to the picturesque Yellowstone Lake and a longer sojourn 
 at the leading points of interest than is usually made. The Mammoth Hot Springs 
 will first be visited. On Friday morning the party will enter upon its journey through 
 
 130 
 
the Park in commodious and comfortable stages, and the various rides from place to 
 place will be found a source of enjoyment aside from the wonders they disclose. The 
 forenoon's jaunt takes the visitor up through the romantic " Golden Gate," out past 
 the " Obsidian Cliffs," and to the Norris Geyser Basin. It is here that the first gey- 
 sers are seen. From Norris Geyser Basin we journey southward to Fountain Hotel 
 in the Lower Geyser Basin, passing through the Gibbon Canon, and near the Gibbon 
 Falls. The main attractions in the Lower Geyser Basin are the " Fountain " Geyser, 
 and the " Mammoth Paint Pots." Midway between the Lower and Upper Basins are 
 the Great " Excelsior" Geyser, " Turquoise " Spring, and " Prismatic " Lake, all veri- 
 table marvels in their way. The " Excelsior " is the largest known geyser in the world. 
 We visit them Saturday morning and spend Sunday at the Upper Geyser Basin Hotel. 
 
 The Upper Geyser Basin contains all the great geysers except the ones we have 
 named and one or two others, and is therefore the chief centre of attraction, so far as 
 jthese things are concerned. The great fountains are scattered through the basin, the 
 " Fan," " Mortar," and " Riverside " being at one extremity and " Old Faith- 
 ful " at the other. The latter is quite near the hotel, and its hourly displays may 
 be watched without leaving the veranda. The " Grotto," " Splendid," " Giant," and 
 "Oblong" are near the northern end of the basin, all except the " Splendid" being 
 quite near the road. The "Castle " is also beside the road and nearer the hotel, and 
 the " Bee Hiv'e," " Giantess," and the " Lion " group are on the east bank of the Fire- 
 hole River, opposite the hotel. The " Grand " is half a mile below, on the same side. 
 
 After our visit to the Upper Basin we shall proceed on Monday via the new stage 
 road to Yellowstone Lake. This part of our journey takes us over the continental 
 divide and back again. After visiting West Bay, or "The Thumb," we go on to the 
 outlet of the lake, where a large hotel has been erected. Yellowstone Lake lies at an 
 
 131 
 
elevation of 7,741 feet, with high mountains upon one side and an exquisitely beauti- 
 ful shore line. Some of the mountain peaks are between 3,000 and 4,000 feet above 
 the lake. 
 
 The Yellowstone Falls and Caiion will next claim our attention. The river here 
 flows in a deep channel bordered by high walls of many hues. The visitor may in 
 places look down into an abyss 1,000 feet or more deep, whose walls are masses of 
 brilliant color. Into this great chasm pour all the floods of the Yellowstone. 
 
 From this place we return by a direct route to Norris Geyser Basin, passing the 
 Virginia Cascades on the way, and thence continue on to Mammoth Hot Springs, 
 thus terminating our park journey, with the exception of the farther stage ride to 
 Cinnabar, where our special train will be found in waiting. 
 
 Eastward from the Yellowstone Region. 
 
 We shall leave the Yellowstone National Park Thursday, June 22, and returning 
 on our train to Livingston, there resume our journey over the main line of the Northern 
 Pacific Railroad (pages 96-98) down the Yellowstone Valley and across Montana, 
 North Dakota and Minnesota to Fargo and Minneapolis, arriving at the latter place 
 Saturday, June 24. We shall visit the two great sister cities of Minnesota — Minneap- 
 olis and St. Paul — in the order named, and a carriage ride will aid in each instance to 
 give the stranger a comprehensive idea of the many interesting features to be seen. 
 (Pages 99,100.) The party is to leave St. Paul Tuesday evening, June 27, by the 
 Albert Lea Route, a part of the popular Rock Island system, being made up of the 
 following named roads: The Minneapolis & St. Louis Railway from Minneapolis to 
 Albert Lea, Minn.; tiie Burlington, Cedar Rapids & Northern Railway from Albert 
 Lea to West Liberty, la. ; and the Chicago, Rock Island & Pacific Railway thence to 
 Chicago. This line traverses some of the richest portions of Minnesota, Iowa, and 
 132 
 
Illinois. The party will be due in Chicago, at Raymond & Whitcomb's Exposition 
 station, Madison avenue and Sixty-first street, Wednesday afternoon, and will be 
 transferred to the Raymond & Whitcomb Grand Hotel, Midway Plaisance, Madison 
 and Washington avenues. 
 
 The World's Fair and then Home. 
 
 A stay of seven days at the Columbian Exposition is provided for. The Raymond 
 & Whitcomb Grand, which has been built expressly for the accommodation of our 
 parties, and will be found described at length on pages 15-17, is situated only 1,000 
 feet from one of the main entrances to the Fair grounds. There will thus be no waste 
 of time or strength in visiting the exhibition. For an account of the scope of the 
 Exposition, the buildings, grounds, and general arrangements, the reader is referred 
 to pages 101-105. The stop in Chicago will justly be considered one of the most 
 attractive parts of the entire tour. 
 
 The city of Chicago itself is not the least interesting feature of the vast display. 
 No other American city could so fully illustrate the country's enterprise, push, and 
 substantial progress. It covers an area of no less than 180 square miles, its frontage 
 on the lake extending 21 miles, and its extreme length between its north and south 
 lines being 24 miles. If extends back from the lake from 5 to 11 miles. London 
 covers 118 square miles, and Paris 30. It is a typical American city, and yet cosmo- 
 politan. Outside of London, it is doubtful if any city in the world can show as large 
 and as varied foreign population as Chicago. Of its 1,208,669 inhabitants in 1890, 
 only 292,463 were American, 384,958 being German, 215,534 Iri^h, 54,209 Bohemian, 
 52,756 Polish, 45,877 Swedish, 44,615 Norwegian, 33,785 English, 12,963 French, 11,927 
 Scotch, 9,977 Russian, 9,921 Italian, and 9,891 Danish, while Canadians, Hollanders, 
 ^33 
 
Hungarians, Roumanians, Welsh, Swiss, and Mongolians were also numbered by 
 thousands. No less than 35 steam railway lines enter the city. There are 2,335 i^iles 
 of streets, 74 miles of boulevards, and 396 miles of street railway tracks. The public 
 parks cover 2,123 acres; Washington and Jackson on the South side, Lincoln on the 
 North side, and Douglas, Garfield, and Humboldt on the West side, being the chief 
 of these. Fifty-six bridges cross the Chicago River and its branches, and there are 
 three tunnels beneath the streams. There are 221 school edifices valued at over 
 ^5^1 1,000,000, with 2,920 teachers and 139,000 pupils. The police force includes 1,900 
 men, and the fire department 913, with 89 fire-engine houses. There are 1,370 
 employes in the post-office. The great fire of 187 1 swept over 2,100 acres, destroying 
 18,000 buildings, and $192,000,000 worth of property, and rendered 100,000 persons 
 homeless. The city contains 465 places of public worship, and 32 regular places of 
 amusement. The press is represented by 531 different journals, of which 26 are daily 
 publications. Several of the latter are German, and one each Swedish and Nor- 
 wegian, while several other languages are represented by the weeklies. The water- 
 works plant represents a value of $50,000,000, and has a capacity of 300,000,000 gallons 
 daily. One of the supply tunnels extends four miles out into the lake. 
 
 Leaving Chicago Wednesday afternoon, July 5, the party will be transferred from 
 The Raymond & Whitcomb Grand to Raymond & Whitcomb's station, from which the 
 train will start for the East at 3.00 o'clock. The route is via the Illinois Central Rail- 
 road to Harvey, and thence by the Chicago & Grand Trunk and Grand Trunk Rail- 
 ways to Niagara Falls. We shall arrive at Niagara Falls Thursday morning, and the 
 day may be passed in visiting the great cataract and its surroundings. (Page 105.) 
 The train will leave Niagara Falls Thursday afternoon, and arrive in Boston Friday 
 morning, July 7, via the West Shore and Fitchburg, or Hoosac Tunnel, route. 
 
 134 
 
In the course of the tour the party will pass through the following States and Terri- 
 tories : States — Massachusetts, Vermont, New York, Michigan, Indiana, Illinois, 
 Iowa, Missouri, Kansas, Colorado, California, Oregon, Washington, Idaho, Montana, 
 Wyoming, North Dakota, and Minnesota (i8) ; Territories — New Mexico, Arizona 
 (2) ; and also the Provinces of Ontario and British Columbia (2) in the Dominion of 
 Canada. 
 
 The itinerary in detail will be as follows, subject only to such slight variations as 
 may be necessary on account of changes in the hours of departure and arrival of 
 regular trains and steamers, or similar reasons: — 
 
 ITINERARY. 
 
 Monday, April 24. First Day. — Leave Boston from the Fitchburg Railroad station. Causeway 
 street, at 4.00 p. m., and proceed westward by the Hoosac Tunnel route. The transcontinental journey 
 will be made in a train of magnificent Pullman vestibuled palace cars, including a palace dining-car. 
 On arrival at the station members of the party should check their baggage to Denver, Col. The checks 
 will be taken up by the baggage-master of the party, who will attend to the delivery, collection, and 
 transportation of the baggage during the trip. Tags are supplied with the excursion tickets, and these, 
 with the owner's name and home address plainly inscribed thereon, should be attached to every trunk, 
 valise, or other piece of baggage, to serve as a ready means of identification. Hand luggage must be 
 looked after by the passengers. 
 
 Tuesday, April 25. Second Day. — On the West Shore Railroad en route westward; arrive at 
 Buffalo at 9.50 a. m. ; leave Buffalo at 10.00 a. m. ; from Suspension Bridge westward via the Grand 
 Trunk Railway; from Port Huron westward on the Chicago & Grand Trunk Railway. 
 
 Note. — Railway time changes at Port Huron, Mich., from Eastern standard, or 75th meridian, to 
 Central standard, or 90th meridian — one hour slower. 
 
 Wednesday, April 26. Third Day, — From Blue Island Junction westward via the Chicago, Rock 
 Island & Pacific Railway. 
 
Thursday, April 27. Fourth Day. — Arrive at Kansas City at 6.00 a.m.; leave Kansas City at 
 11.30 A. M., via the Atchison, Topeka & Santa Fe Railroad, and proceed westward through Kansas. 
 
 Note. — Railway time changes at Dodge City, Kan., from Central standard, or 90th meridian, to 
 Mountain standard, or 105th meridian — one hour slower. 
 
 Friday, April 28. Fifth Day.— Kxx'wo. at Pueblo at 10.00 a. m. ; leave Pueblo at 12.00 m., via the 
 Denver & Rio Grande Railroad, for a visit to the famous Royal Gorge ; return to Pueblo, and thence 
 proceed over the Denver & Rio Grande Railroad to Manitou. 
 
 Saturday, April 29. Sixth Day. — Arrive at Manitou at an early hour, the cars being placed upon 
 aside-track; carnage ride, visiting the chief points of interest, including the Garden of the Gods, Ute 
 Pass, Rainbow Falls, etc. ; leave Manitou at i.oo p. m. via the Denver & Rio Grande Railroad, and 
 arrive in Denver at 4.00 p. m. ; omnibus transfer from the Union station to Brown's Palace Hotel, and a 
 carriage ride about the city, visiting the principal places of interest. 
 
 Sunday, April 30. Seventh Day. — In Denver. Omnibus transfer from the hotel to the cars at 
 9.00 p. M. 
 
 Monday, May i. Eighth Day. — Leave Denver soon after midnight via the Denver & Rio Grande 
 Railroad ; from Pueblo southward via the Atchison, Topeka & Santa Fe Railroad ; arrive at Las Vegas, 
 N. M.,at 11.30 A. M. ; thence by the Hot Springs Branch to Las Vegas Hot Springs, arriving there at 
 12.00 M. ; leave Las Vegas Hot Springs at 3.00 p. m., and Las Vegas at 3.30 p. m. ; cross the Glorieta 
 Pass by daylight, and proceed from Lamy Junction to Santa Fe by branch line; arrive at Santa Fe at 
 10.00 p. M., the passengers remaining on the cars. 
 
 Tuesday, May 2. Ninth Day. — Ai Santa Fe. Leave Santa Fe, via the Atchison, Topeka & Santa 
 Fe Railroad, at 12.00 m.; arrive at Albuquerque at 4.00 p. m.; leave Albuquerque, via the Atlantic & 
 Pacific Railroad (Atchison, Topeka & Santa Fe system), at 5.00 p. m. 
 
 Wednesday, May 3. Tenth Day. — En route through Arizona on the Atlantic & Pacific Railroad. 
 
 Thursday, May 4. Eleventh Day. — Arrive at Barstow, Cal., at 5.00 a. m. ; thence south via the 
 Southern California Railway (Atchison, Topeka & Santa Fe system); arrive at San Bernardino at 11.00 
 A. M., and at Riverside at 12.00 m. ; leave Riverside at 8.00 p. m. 
 
 Note. — Railway time changes at Barstow from Mountain standard, or 105th meridian, to Pacific 
 standard, or 120th meridian — one hour slower. 
 
 136 
 
Friday, May 5. Twelfth Day. — Arrive at San Diego at 7.00 a. m. ; omnibus transfer from the 
 station to the Hotel del Coronado, Coronado Beach, E. S. Babcock, manager. 
 
 Saturday, May 6. Thirteenth Day. — At the Hotel del Coronado, Coronado Beach. 
 
 Sunday, May 7. Fourteenth Day. — At the Hotel del Coronado, Coronado Beach. 
 
 Monday, May 8. Fifteenth Day. — Omnibus transfer from the Hotel del Coronado to the station of 
 the Southern California Railway, and leave San Diego at 8.40 a. m. by the coast line; arrive at Redondo 
 Beach at 2.15 p. m. ; to the Redondo Beach Hotel, G. W. Lynch, manager. 
 
 Tuesday, May 9. Sixteenth Day.— At Redondo Beach. 
 
 Wednesday, May 10, Seventeenth Day. — Leave Redondo Beach by the Southern California Rail- 
 way at 7.35 a.m., and arrive in Los Angeles at 8.29 a. m. ; omnibus transfer to The Westminster, 
 O. T. Johnson, proprietor, M. M. Potter, manager, and The Hollenbeck, E. G. Fay & Son, proprietors. 
 
 Thursday, May 11. Eighteenth Day. — Omnibus transfer to the Southern California Railway Com- 
 pany's station, and leave Los Angeles at 9.00 a. m.; arrive at Pasadena at 9.28 A.M.; carriage ride, 
 visiting the most picturesque sections of Pasadena, including Raymond Hill, Raymond avenue, Orange 
 Grove avenue, Colorado street, etc.; leave Pasadena on the return at 12.58 p. m., and arrive in Los 
 Angeles at 1.25 p. m. ; omnibus transfer to the hotels. 
 
 Friday, May 12. Nineteenth Day. — In Los Angeles. 
 
 Saturday, May 13. Twentieth Day. — Omnibus transfer from the hotels to the Southern Pacific 
 Company's station, and at 9.25 a. m. leave Los Angeles; arrive at Santa Barbara at 1.45 p. m. ; omnibus 
 transfer to The Arlington, C. C. Wheeler, manager, and the San Marcos, F. A. Shepard, manager. 
 Carriage ride, with visits to the most interesting and picturesque parts of the city and its surroundings. 
 
 Note. — The carriage ride may be taken on any of the days during the stay here. 
 Sunday, May 14. Twenty-first Day. — In Santa Barbara. 
 Monday, May 15. Twenty-second Day. — In Santa Barbara. 
 Tuesday, May 16. Twenty -third Day. — In Santa Barbara. 
 Wednesday, May 17. Twenty-fourth Day. — In Santa Barbara. 
 
Thursday, May i8. Twenty-fifth Day. — In Santa Barbara. 
 
 Friday, May 19. Twenty-sixth Day. — In Santa Barbara. Omnibus transfer to the Southern 
 Pacific Company's station, and leave Santa Barbara at 9,17 a. m.; dinner at the station dining-room, 
 Saugus ; supper at the station dining-room, Mojave. 
 
 Note, — Parties for the Yosemite Valley will be made up during the stay at Santa Barbara, to leave 
 on different days. See page 175. 
 
 Saturday, May 20. Twenty-seventh Day. — On the Southern Pacific Company's line en route 
 northward ; breakfast at the station dining-room, Lathrop ; arrive at Oakland Pier at 9.20 a. m., and in 
 San Francisco by ferry at 9.45 a. m. ; transfer from the Oakland ferry, foot of Market street, in the 
 coaches of the United Carriage Company, to The Baldwin, E. J. Baldwin, proprietor, Colonel R. H. 
 Warfield, manager, and The California, A. F. Kinzler, manager. 
 
 Sunday, May 21. Twenty-eighth Day. — In San Francisco. 
 Monday, May 22. Twenty-ninth Day. — In San Francisco. . 
 Tuesday, May 23. Thirtieth Day. — In San Francisco. 
 Wednesday, May 24. Thirty-first Day. — In San Francisco. 
 Thursday, May 25. Thirty-second Day. — In San Francisco. 
 
 Friday, May 26. Thirty-third Day. — Transfer from The Baldwin and The California to the 
 Alameda ferry, foot of Market street, and leave San Francisco by the Santa Cruz Division of the South- 
 ern Pacific Company's line at 8.15 a. m. ; visit the *' Big Trees" en rotUe, and arrive in Santa Cruz at 
 lioo p. M. ; lunch at the Pacific Ocean House, W. J. McCollum, proprietor, the Sea Beach Hotel, J. T. 
 Sullivan, proprietor, the Pope House, Mrs. Pope, proprietor, or the Riverside House, Fred Barson, 
 proprietor; carriage ride, visiting the beach, cliff, etc.; leave Santa Cruz at 3.40 p. m., and proceed to 
 Monterey via Pajaro, arriving at Hotel del Monte station at 6. 15 p. M. ; transfer to the Hotel del Monte^ 
 George Schonewald, manager. 
 
 Saturday, May 27. Thirty-fourth Day. — At the Hotel del Monte, Monterey. 
 
 Sunday, May 28. Thirty-fifth Day. — At the Hotel del Monte, Monterey. 
 
 ■38 
 
Monday, May 29. Thirty-sixth Day.— At the Hotel del Monte, Monterey. Transfer to the Hotel 
 del Monte station, and leave at 1.38 p. m. ; arrive at San Jose at 4.21 p. m. ; transfer to the Hotel Ven- 
 dome, George P. Snell, manager. 
 
 Tuesday, May 30. Thirty-seventh Day. — In San Jose. Stage excursion to the Lick Observatory 
 on the summit of Mount Hamilton, leaving the Hotel Vendome in the morning and returning in the 
 afternoon. 
 
 Wednesday, May 31. Thirty-eighth Day, — In San Jose. 
 
 Thursday, June i. Thirty-ninth Day. — Transfer to the Southern Pacific Company's station 
 (broad-gauge line) and leave San Jose at 4.21 p. m. ; arrive in San Francisco (station corner of Third and 
 Townsend streets) at 6. 10 p. m. ; transfer to The Baldwin and The California in the coaches of the United 
 Carriage Company. 
 
 Friday, June 2. Fortieth Day. — In San Francisco. 
 
 Saturday, June 3. Forty-Jirst Day, — In San Francisco. 
 
 Sunday, June 4. Forty -second Day. — In San Francisco. 
 
 Monday, June 5. Forty-third Day. — In San Francisco. Transfer from The Baldwin and The Cali- 
 fornia to the Market street ferry in the coaches of the United Carriage Company, and leave San Francisco 
 by ferry at 4.30 p. m. ; leave Oakland Pier in Pullman palace cars via Southern Pacific Company's line, 
 at 5.00 p. M. ; arrive at Sacramento at 8.40 p. m., and leave at 9.00 p. m. 
 
 Tuesday, June 6. Forty-fourth Day. — On the Southern Pacific Company's Oregon line en rotite 
 through the Upper Valley of the Sacramento, through the Mount Shasta region, over the Siskiyou Moun- 
 tains, and down through the valleys of the Rogue and Umpqua Rivers. 
 
 Wednesday, June 7. Forty-fifth Day. — On the Southern Pacific Company's Oregon line en route 
 through the valley of the Willamette ; arrive in Portland at 7.35 A. m. ; omnibus transfer to The Portland, 
 Charles E. Leland, manager; carriage ride through the business and finest residence sections of the city, 
 and also to the park, which affords an extended view of the city, the river, and the mountains. 
 
 Thursday, June 8. Forty-sixth Day. — Transfer to the Union Pacific Station, and leave 
 Portland at 8.45 a. m. for a trip up the most picturesque parts of the Columbia River; return by 
 
steamer down the Columbia and up the Willamette; arrive in Portland at 5.30 p. m. ; transfer to 
 The Portland. 
 
 Friday, June 9. Forty-seventh Day. — Transfer from The Portland to the Union station, and leave 
 Portland, z//« the Northern Pacific Railroad, at 8.00 a. m. ; arrive in Seattle at 5.05 p.m.; omnibus 
 transfer to The Rainier, DeL. Harbaugh, manager. 
 
 Saturday, June 10. Forty-eighth Day. — In Seattle. Transfer from The Rainier to the wharf 
 of the Puget Sound & Alaska Division of the Northern Pacific Company, and leave Seattle at 10.15 
 A. M. on steamer "City of Kingston ; " lunch on board the steamer; arrive at Port Townsend at 1.15 
 p. M. ; leave Port Townsend at 1.30 p.m.; arrive in Victoria, B. C, at 4.30 p.m.; transfer to The 
 Driard, Redon & Hartnegel, proprietors; carriage ride, visiting various parts of the city, including 
 Beacon Hill, Government House, the Government Buildings, etc., and also Esquimalt (the British 
 naval station), and Gorge. 
 
 Sunday, June II. Forty-ninth Day.— \viN\c\.or\z.. Go on board the steamer of the Puget Sound 
 & Alaska Division of the Northern Pacific Company in the evening (transfer from the hotel), and leave 
 Victoria at a late hour; stateroom berths furnished. 
 
 Monday, June 12. Fiftieth Dg.y. — Arrive in Tacoma at an early hour; at 6.30 a. m. omnibus 
 transfer to The Tacoma, William K. Hatch, manager. 
 
 Note. — It may be deemed advisable to divide the party into two divisions for the visits to Seattle 
 and Tacoma. Both cities will be visited. 
 
 Tuesday, June 13. Fifty-first Day. — In Tacoma or Seattle. Transfers from the hotels to the 
 stations, and leave Seattle at 2.55 p. .m., and Tacoma at 3.50 p. m. via the Northern Pacific Railroad. 
 
 Wednesday, June 14. Fifty-second Day. — On the Northern Pacific Railroad en route through 
 Idaho and Montana. 
 
 Note. — Railway time changes at Hope, Id., from Pacific standard, or 120th meridian, to Mountain 
 standard, or 105th meridian — one hour faster. 
 
 Thursday, June 15. Fifty-third Day. — Arrive at Livingston at 3.45 a. m., and proceed thence to 
 Cinnabar via the National Park Branch of the Northern Pacific Railroad ; leave Cinnabar by stage 
 at 10.30 A. M., and arrive at Mammoth Hot Sprmgs at 12.30 p. m. 
 
 140 
 
Friday, June i6. Fifty-fourth Day. — Leave Mammoth Hot Springs by stage at 8.00 a. m. for the 
 tour through the park ; arrive at Norris Geyser Basin at 12.30 p. m. ; dinner there : leave Norris Geyser 
 Basin at 1.30 p. m., passing near the principal geysers in the basin, including the " Monarch," and later 
 near the Gibbon Falls; arrive at the Fountain Hotel, Lower Geyser Basin, at 5.30 p. m. 
 
 Saturday, June 17. Fifty-fftk Z>aj'.— Leave Fountain Hotel at 8.00 a. m., and visit the Midway 
 Geyser Basin, which contains the " Excelsior " Geyser (** Hell's Half Acre ") *' Turquoise " Spring, and 
 " Prismatic" Lake; arrive at the Upper Geyser Basin Hotel at 11.00 a m. The hotel is situated near 
 " Old Faithful," the " Bee Hive," the ** Giantess," the ** Castle," and other great geysers. 
 
 Sunday, June 18. Fifty-sixth Day — At the Upper Geyser Basin. 
 
 Monday, June 19. Fifty-seventh Day. — Leave the Upper Geyser Basin at 9.00 a. m., and proceed 
 to Yellowstone Lake via West Bay or the "Thumb;" arrive at West Bay at 11.00 a. m. ; lunch there, 
 and leave at 2.00 p. m. ; arrive at Yellowstone Lake Hotel at 5.00 p. m. 
 
 Tuesday, June 20. Fifty-eighth Day. — Leave Yellowstone Lake by stage at 10.00 a. m. ; arrive at 
 Grand Canon Hotel at i.oo p. m. 
 
 Wednesday, June 21. Fifty-ninth Day. — Leave Grand Canon Hotel at 10.30 a. m.; arrive at 
 Norris Geyser Basin at 12.30 p. m. ; lunch there, and leave at 1.30 p. m. ; arrive at Mammoth Hot 
 Springs Hotel at 5.00 p. m. 
 
 Note. — In case it is deemed advisable to divide the party for the round of travel through the park, 
 one division will reverse the foregoing itinerary. 
 
 Thursday, June 22. Sixtieth Day. — Leave Mammoth Hot Springs at 2.00 p. m.; arrive at Cinna- 
 bar at 3.30 p. m. ; leave Cinnabar, e^/Vz the National Park Branch of the Northern Pacific Railroad, at 
 4.15 p M. ; arrive at Livingston at 6. 15 p. m. ; leave Livingston at 6.40 p. m. on the Northern Pacific's 
 main line. 
 
 Friday, June 23. Sixty first Day. — On the Northern Pacific Railroad en route through Montana 
 and North Dakota. 
 
 Note. — Railway time changes at Mandan, N. D., from Mountain standard, or 105th meridiauf to 
 Central standard, or goih meridian — one hour faster. 
 
 14T 
 
Saturday, June 24. Sixty-second Day. — On the Northern Pacific Railroad en route through North 
 Dakota and Minnesota; arrive in Minneapolis at 11.40 a.m.; omnibus transfer to the West Hotel, 
 John T. West, proprietor; carriage ride in the afternoon, visiting the chief business and residence por- 
 tions of the city, the great flouring mills, the bridge below St. Anthony's Falls, the Exposition Building, 
 the Suspension Bridge, etc. 
 
 Sunday, June 25. Sixty -third Day. — In Minneapolis. 
 
 Monday, June 26. Sixty-fourth Day. — In Minneapolis. Transfer to the Union station, and leave 
 Minneapolis at 9.55 a. m. ; arrive in St. Paul at 10.30 p. m. ; omnibus transfer to the Hotel Ryan, Eugene 
 Mehl & Son, proprietors ; in the afternoon carriage ride, visiting the chief business and residence por- 
 tions of the city, the Capitol, Summit avenue, etc. 
 
 Tuesday, June 27. Sixty-fifth Day. — In St. Paul. Transfer to the station of the Minneapolis & 
 St. Louis Railway, and leave St. Paul via the Albert Lea route at 7.00 p. m. 
 
 Wednesday, June 28. Sixty-sixth Day. — Through Iowa and Illinois on the Chicago, Rock Island 
 & Pacific Railway (Albert Lea route). Arrive in Chicago (Raymond & Whitcomb's Exposition station) 
 at 2.30 p. M. ; transfer to The Raymond & Whitcomb Grand. 
 
 Thursday, June 29. Sixty-seventh Day. — In Chicago. 
 
 Friday, June 30. Sixty-eighth Day. — In Chicago. 
 
 Saturday, July i. Sixty-ninth Day. — In Chicago. 
 
 Sunday, July 2. Seventieth Day. — In Chicago. 
 
 Monday, July 3. Seventy-first Day. — In Chicago. 
 
 Tuesday, July 4. Seventysecond Day, — In Chicago. 
 
 Wednesday, July 5. Seventy-third Day. — In Chicago. Transfer from The Raymond & Whit- 
 comb Grand to Raymond & Whitcomb's Exposition station, and leave Chicago at 3.00 p. m. ; to Harvey, 
 111., over the Illinois Central Railroad, and thence eastward via the Chicago & Grand Trunk Railway. 
 
 Note. — Passengers returning to Chicago independently must notify Carroll Hutchins, agent for 
 Messrs. Raymond & Whitcomb, at The Raymond & Whitcomb Grand, Midway Plaisance, Chicago, at 
 least one week in advance of their arrival, in order to insure hotel accommodations. 
 
 142 
 
Members of the party who return eastward independently from Chicago or any point west thereof will 
 be required to exchange their eastbound passage and sleeping-car coupons at the ticket office of the 
 Chicago & Grand Trunk Railway, at Chicago & Grand Trunk Railway Crossing, Blue Island Junction ; 
 or at the Dearborn station (Polk street, at the head of Dearborn street), Chicago ; or at the city ticket 
 office of the Chicago & Grand Trunk Railway, 103 South Clark street, Chicago, E. H- Hughes, agent; 
 or at Raymond & Whitcomb's office in the Raymond & Whitcomb Grand Hotel, Midway Plaisance, 
 Carroll Hutchins, agent. All applications in advance for sleeping-berths should be addressed to Mr. 
 Hutchins or Mr. Hughes. Niagara Falls is the only point east of Chicago where " stop-over " privileges 
 are permitted. 
 
 Thursday, July 6. Seventy-fourth Day. — Arrive at Niagara Falls, N. Y., at 8.30 a. m., and remain 
 there until afternoon ; leave Niagara Falls at 4.42 p. m., and proceed eastward via West Shore Railroad. 
 
 Note. — Railway time changes at Port Huron, Mich., from Central standard, or 90th meridian, to 
 Eastern standard, or 75th meridian — one hour faster. 
 
 Friday, July 7. Seventy-fifth Day.— From Rotterdam Junction eastward via the Fitchburg Rail- 
 road. Arrive in Boston 'Fitchburg Railroad station. Causeway street) at 10.00 a. m. 
 
 TABLE OF DISTANCES. 
 
 MILKS. 
 
 From Boston up to departure from Portland, Or. (Seepages 11 5- 116.) 5)92 1 
 
 " Portland to Seattle, Northern Pacific Railroad 186 
 
 " Seattle to Victoria, B. C, and return to Tacoma, Puget Sound & Alaska Division of the 
 
 Northern Pacific Company 195 
 
 " Tacoma to Cinnabar, Northern Pacific Railroad 955 
 
 " Cinnabar through Yellowstone National Park and return, by stage 148 
 
 " Cinnabar to Boston. (See page 117.) ; 2,595 
 
 Total 10,000 
 
 143 
 
A Magnificent Sight-seeing Tour 
 
 XH ROUGH 
 
 COLORADO 
 
 ^^° CALIFORNIA 
 
 With Visits to tKe Most Picturesque Regions of the Rocky Mountains and Attractive 
 
 Points on the Pacific Coast, including Coronado Beach, Los Angeles, 
 
 Pasadena, Santa Barbara, San Francisco, Monterey and 
 
 Mount Hamilton, and on the Return Journey, Salt Lake City, Glenwood Springs, 
 Marshall Pass, the Royal Gorge, Manitou and Denver ; also a week at the 
 
 WORLD'S COLUMBIAN EXFOSITIOH. 
 
 THE PARTY TO LEAVE BOSTON MONDAY, APRIL 24, AND TO RETURN SATURDAY, JULY 1. 
 
 Price of Tickets (all Traveling and Hotel Expenses Included), - $475.00 
 
 RAYMOND & WHITCOMB, 
 
 296 'Washington Street (opposite School Street), Boston. 
 
 us 
 
Thirteenth Annual Spring Excursion 
 
 COLORADO AND CALIFORNIA, 
 
 WITH A VISIT TO THE 
 
 COIvUNlBIAN EvXF^OSITlON. 
 
 April 24 to July 1, 1893. 
 
 THE Pacific coast from San Diego to San Francisco, and the Rocky Mountains of 
 Colorado, will be the principal objective points of a third party of tourists 
 leaving Boston in company with the two parties already described in this book. 
 On the outward trip and in California the round of sight-seeing will be substantially 
 the same. The homeward route, on the other hand, is to be entirely distinct. It 
 embraces a different series of States and Territories, viz. : Nevada, Utah, Colorado 
 from its western to its eastern border, and Nebraska, and also different and more 
 comprehensive views of the Rocky Mountains, together with the Sierra Nevadas. 
 This tour accordingly has its own special attractions. Like the others it includes a 
 full week's stay at the Raymond & Whitcomb Grand Hotel in Chicago for a visit to 
 the World's Columbian Exposition. 
 
 147 
 
The time selected for these tours is the best that can be had for sight-seeing. It is 
 after the close of the rainy season, when the Yosemite Valley and other places of 
 interest are thoroughly accessible to travel, and when the face of Nature wears its 
 loveliest smile. While the trip is planned liberally as to time, the sojourns at differ- 
 ent points are no longer than is necessary to see the places visited in a thorough and 
 at the same time leisurely manner. The journey is accomplished in the shortest period 
 commensurate with this purpose ; and thus persons who might find it inconvenient to 
 absent themselves from business or home ties for several months can see California in 
 the most comprehensive manner, yet without any loss of time. California may be 
 reached more quickly than we make the journey, but the traveler who rushes across 
 the country at express speed sees and enjoys but little of the scenery on the way, and 
 probably misses altogether interesting points that may be reached by side trips. In 
 both California and Colorado many delightful places lie off the beaten track. 
 
 The passengers will not be hurried over any section of the route where it is desir- 
 able to stop, and the sojourns at different points in New Mexico, California, Utah, 
 and Colorado, with the various side trips, are sufficient to encompass a great amount 
 of sight-seeing. As in the other excursions, a special time schedule will be observed, 
 so that the picturesque parts of the route will be passed over by daylight. 
 
 Although most of the outward route is covered by the itineraries of the other excur- 
 sions, this party will have its own programme and its own special train of Pullman 
 vestibuled sleeping-cars, dining-car, etc. In fact, it separates from the others alto- 
 gether on the fifth day out, at La Junta, Colo. While the Alaska and the Northwest 
 parties visit the Royal Gorge, Manitou, and Denver on the outward journey, the Cali- 
 fornia and Colorado tourists reserve these points for the return trip, when they will 
 be approached from the west. Inasmuch, however, as the route of this party for the 
 
 148 
 
entire distance from the Atlantic Coast to San Bernardino, Cal., and also the various 
 places to be visited in California, have been described at length in connection with 
 the Alaska tour, the programme for this excursion up to the departure from San Fran- 
 cisco will here be outlined only in brief. Detailed information about the various 
 places to be seen, which should be consulted in connection with the itinerary to be 
 given hereafter, will be found on pages 20-51. The reader is also referred to 
 pages 15-17 for an account of The Raymond & Whitcomb Grand, which is to be 
 the stopping place in Chicago on the return, and to pages 101-105 for a complete 
 sketch of the arrangements for the World's Fair. 
 
 Eleven parties have made this excursion under our direction in former successive 
 years with the utmost possible satisfaction. The Yosemite Valley may be visited 
 or omitted, as the traveler may prefer. Whether the valley be included or left out, 
 the tour, in the conditions under which it is made and the places and scenes which it 
 includes, is as enjoyable as any that can be made within the limits of the United 
 States in an equal space of time. The round trip, including a week at the Exposition, 
 calls for only a little over two months. 
 
 Cost of the Tour. 
 
 The price of tickets for the excursion, as described in the following pages, will be 
 FOUR HUNDRED AND SEVENTY-FIVE DOLLARS. This sum wiU cover first-class travel 
 over all routes, going and returning, with side trips to Las Vegas Hot Springs, Santa 
 Fe, Riverside, San Diego, Redondo Beach, Santa Barbara, Santa Cruz, Monterey, 
 San Jose, Mt. Hamilton, Marshall Pass, and Manitou Springs, and with double berth 
 in Pullman sleeping-cars; hotel accommodations according to the itinerary, for the 
 period of the regular tour (sixty-nine days), with sojourns at hotels at Las Vegas Hot 
 
 149 
 
Springs, Los Angeles, Coronado Beach, Redondo Beach, Santa Barbara, San Fran- 
 cisco, Monterey, San Jose, Manitou Springs and The Raymond & Whitcomb Grand 
 in Chicago tor one week; meals while traveling, in dining-cars, or at hotels or dining- 
 stations en route ; omnibus or carriage transfers from railway stations to hotels, and 
 vice versa, wherever needed (in Los Angeles, San Diego, Santa Barbara, San Francisco, 
 Monterey, San Jose, Manitou, and Chicago) ; special carriage rides in Pasadena, Santa 
 Barbara, Santa Cruz, and Denver; all expenses for transportation, transfer and care of 
 baggage (to the extent of 150 pounds for each full ticket and 75 pounds for each child's 
 ticket, all in excess of these amounts being liable to extra charge at customary rates), 
 and the services of conductors — in short, every needed expense of the entire 
 round trip from Boston back to Boston. 
 
 Price for children between the ages of five and twelve years three hundred and 
 FIFTY-FIVE dollars. This covers a separate sleeping-car berth throughout the entire 
 route, the same as for an adult. Where no separate berth is required, the price for 
 children between the ages of five and twelve years will be three hundred and ' 
 
 FIFTEEN DOLLARS. 
 
 Price of tickets for the Yosemite trip, thirty-five dollars, in addition to cost of 
 ticket for the regular excursion. (See page 175.) 
 
 Extra Sleeping-Car Accommodations. 
 
 The cost of an extra double berth (giving an entire section to one person) for the 
 journey between Boston and Los Angeles is $21; drawing-room for one occupant, 
 $S^'i for two occupants, $37 — $18.50 for each passenger ; for three occupants, entire 
 extra charge, $16. 
 
 From Los Angeles (or Santa Barbara) to San Francisco : Extra double berth, $2.50; 
 
 150 
 
drawing-room for one occupant, $6. 50 ; for two occupants ^4 — $2 for each passenger ; 
 for three occupants, entire extra charge $1.50. 
 
 From San Francisco to Boston: Extra double berth ;ji2i ; drawing-room for one 
 occupant, $58 — for two occupants, $37 — $18.50 for each passenger — for three occu- 
 pants, entire extra charge, $16. 
 
 A sketch of the tour is given in brief in the following pages. Persons desirous of 
 joining this party should register their names as early as convenient. The tickets 
 must be taken on or before Wednesday, April 19 — five days previous to the date of 
 departure. W. RAYMOND. 
 
 LA. WHITCOMB. 
 
 ' Tickets for the excursion, additional copies of this circular, and all needed 
 information can be obtained of 
 
 RAYMOND & WHITCOMB, 296 Washington St. (opposite Scliool St.), Boston. 
 
 'SI 
 
THE JOURNEY IN BRIEF. 
 
 Crossing the Continent Westward. 
 
 Our special Pullman vestibuled train, with dining-car, starting with the California 
 and Colorado party to cross the continent, will leave Boston from the Fitchburg Rail- 
 road station, Causeway street, at 4.00 P. M., Monday, April 24. Passing through the 
 Hoosac Tunnel in the evening, we shall reach Buffalo by the West Shore route 
 Tuesday morning, and, later, Niagara Falls. The river is crossed at Suspension 
 Bridge, two miles below the great cataract, and we journey through a pleasant section 
 of the Canadian Province of Ontario on the Southern Division of the Grand Trunk 
 Railway. From Port Huron our route lies through Michigan, a little corner of 
 Indiana, and into Illinois, over the Chicago & Grand Trutik Railway. At Blue Island 
 Junction we enter upon the Chicago, Rock Island & Pacific Railway, continuing across 
 the great State of Illinois and considerable sections of Iowa and Missouri. Much of 
 Illinois and Iowa will be seen during Wednesday's journey. The Mississippi River is 
 crossed between Rock Island, Ilk, and Davenport, la., and the Missouri River the 
 succeeding morning just before reaching Kansas City. (See pages 20-22.) 
 
 After a brief visit to Kansas City (page 22), we continue our westward journey, 
 entering here upon the Atchison, Topeka, & Santa Fe Railroad for a long ride 
 through Kansas, Colorado, New Mexico, Arizona, and Southern California. Thurs- 
 day will be devoted chiefly to Eastern Kansas, which is naturally its most populous 
 section. Soon after passing Coolidge we enter Colorado, and then New Mexico, 
 crossing the Raton Mountains a short distance south of Trinidad. Our travels 
 
 152 
 
through this Territory will be quite extended, and visits will be paid to its two 
 most attractive points — Las Vegas Hot Springs, and Santa Fe, its ancient capital — on 
 Saturday, Sunday, Monday, and Tuesday. (Pages 23-30.) Then we continue on, by 
 way of Albuquerque, over the Atlantic & Pacific Railroad through Arizona (page 31), 
 and enter California at the crossing of the Colorado River, near the Needles. After 
 traversing the desolate Mojave desert we turn southward through the Cajon Pass of 
 the San Bernardino Mountains, and, at length, on Thursday, May 4, find ourselves in 
 the garden of Southern California. 
 
 In California. 
 
 The first town reached is San Bernardino. Continuing thence by the Southern 
 California Railway to Riverside (page 35), we there pass the latter part of the day in 
 inspecting the charms of that beautiful city of groves and gardens. We then journey 
 westward to Pasadena (page 39) and Los Angeles, pausing long enough in the former 
 place to enjoy a carriage ride through the charming city and its picturesque environs. 
 Saturday and Sunday will be passed in Los Angeles (page 38), and on Monday we go 
 southward to San Diego and its famous seashore resort, Coronado Beach (pages 
 35-37), where we are to remain until Thursday, May 11. 
 
 Returning to Los Angeles from San Diego we first make an excursion to Redondo 
 Beach (page 39), and then proceed to Santa Barbara by the Southern Pacific line, 
 being due there Saturday evening, Maj- 13. Several days are assigned to Santa Bar- 
 bara (page 40) in the itinerary, but it should be noted that the Yosemite Valley parties 
 are made up during this period to leave on different days. Personal preferences in 
 regard to the date of leaving for this trip will be observed as far as possible. There 
 will be ample time to see Santa Barbara, including a carriage ride, and also to visit 
 the Big Tree Groves and the Yosemite Valley. 
 
 153 
 
San Francisco (pages 42-45), the metropolis of the Pacific Coast, will come next in 
 order, the party arriving there Tuesday morning, May 23, for a stay of six days, to be 
 followed later by another visit of five days' duration. 
 
 Leaving San Francisco Monday morning, May 29, the members of the party will 
 proceed by the Southern Pacific Company's narrow-gauge line to Santa Cruz (page 
 46). The " Big Trees " will be visited on the way, and there will be a carriage ride to 
 the beach and along the picturesque cliffs in Santa Cruz. Monterey and the magnifi- 
 cent Hotel del Monte (page 47) will be the next point of interest, the party remaining 
 there until Saturday. We shall then proceed to San Jose (page 49) to remain at the 
 Hotel Vendome four days, save that Monday, June 5, will be devoted to a stage excur- 
 sion (page 49) to the Lick Observatory on the summit of Mount Hamilton, the party 
 leaving the Hotel Vendome in the morning and returning at night. San Francisco 
 will be reached on the return, Wednesday, June 7. 
 
 From San Francisco Eastward. 
 
 The party will leave San Francisco on its homeward journey Monday afternoon, 
 June 12. The route from San Francisco will be by the Southern Pacific Company's 
 line across Central California and Nevada into Utah ; thence into Colorado over the 
 Rio Grande Western and Denver & Rio Grande Railroads (recently converted from 
 narrow gauge to standard gauge, so that no change of cars is necessary) ; from Denver 
 to the Missouri River via the Union Pacific Short line, and thence across Iowa by the 
 Chicago, Rock Island & Pacific Railway. In order that the magnificent mountain 
 scenery may be enjoyed, arrangements have been made to cross the Sierra Nevada by 
 daylight. As far as Port Costa, thirty-two miles out, we follow the route over which 
 we approached San Francisco. At that point we cross the Straits of Carquinez on 
 
 154 
 
the mammoth steam ferry-boat " Solano," the largest craft of its kind in the world ; 
 and for a farther distance of over 2,500 miles our course is over fresh ground. From 
 Benicia, on the opposite side of the straits, we soon speed away towards Sacramento 
 and the far-away mountains, through a region of wheat fields, gardens, and vineyards. 
 We shall reach Sacramento in the night, and Tuesday morning will be devoted to 
 sight-seeing there. 
 
 Sacramento. 
 This city, the capital of California, around which cluster many thrilling memories of 
 the early days of the State, is now a handsome place of about 30,000 inhabitants. 
 " Sutter's Fort " was established in 1841, two years after John A. Sutter settled here, 
 and the town itself was founded in 1848. Riots, fires, and floods were among its early 
 experiences. The streets are regularly laid out, and many of them are lined with 
 handsome residences and business blocks. The tourist is likely to be interested chiefly 
 in the Capitol and the Crocker Art Gallery. The Capitol, which cost ^3,000,000, is 
 an imposing edifice, in a beautiful park, adorned with trees and flowers, and in its 
 main design is a copy of the Capitol at Washington. The dome rises to a height of 
 220 feet. The building was finished in 1869. The State Library contains over 60,000 
 volumes. The Crocker Art Gallery contains the finest collection of paintings and 
 statuary on the Pacific Coast. This institution was given to the city by Mrs. E. B. 
 Crocker. Sacramento is also a famous fruit growing, packing, and shipping center. 
 
 Across the Sierra Nevadas. 
 Leaving Sacramento Tuesday noon we cross the American River a short distance 
 above the city, and then begin the ascent of the mountains that form the eastern 
 border of California — the great wall of the Sierra Nevada, or " Snowy range." This 
 
 155 
 
mountain chain is about 9,000 feet in height, and the pass to which we climb has an 
 elevation of 7,017 feet. 
 
 A few miles beyond Colfax the railroad "doubles Cape Horn." The road here 
 rounds a mountain promontory on a little shelf 2,000 feet above the bed of the 
 American River, which appears at this height like a slender thread of silver. Stretch- 
 ing away to the right is a deep ravine, bordered by mountam walls, along which may 
 be seen lh3 stage road, leading to the old mining town of Iowa Hill. The Soutiiern 
 Pacific Company's line ascends the mountains beside the American River Canon, 
 and many magnificent views are had of that gigantic rift, while Bear and Yuba River 
 Valleys also furnish some grand scenery. All along this part of the route may be 
 seen many traces of the old placer mining, and of the later hydraulic process, which 
 washed away even the hills themselves. 
 
 In the passage over the mountains the traveler is treated to an extensive 
 acquaintance with that necessary — though to the sight-seer rather aggravating — 
 device, the snow-shed. These wonderful wooden tunnels cover over forty miles of 
 the Central Pacific Railway, and cost from $8,000 to $12,000 per mile. In some 
 places where masonry was needed, the cost was $30,000 per mile. They were 
 suggested by the practical mind of the late Charles Crocker. From Sacramento 
 to Summit, 105 miles, the ascent is 6,987 feet; and of this 5,258 feet — only seven 
 yards less than a mile — are made in sixty-two miles, from Clipper Gap to Summit. 
 The ascent from Shady Run to summit, a distance of thirty-one miles, is 2,881 feet, 
 or over half a mile. Just east of the Summit, upon the north, Donner Lake is seen, 
 and the railroad follows down the canon of Cold Stream Creek and Donner Creek to 
 Truckee. On Donner Creek is Starvation Camp, where, in the winter of 1846-47, 
 Donner and his party, a company of eighty-two persons, met with privation and 
 
 156 
 
disaster. Thirty-six of the number perished, and, of a party of thirteen who went out 
 for help, ten more were forced to succumb. Relief was sent, but all the survivors 
 could not be saved, and the heroic Mrs. Donner remained behind to die with her 
 husband. 
 
 On the eastern side of the mountains the grade is not as heavy as it is on the western 
 slope, and the descent is to the great inclosed continental plateau, which is lifted over 
 4,000 feet above the sea. For over 1,200 miles the road is continued at that or a 
 greater elevation, only once reaching a level slightly less than 4,000 feet. 
 
 Nevada. 
 
 Passing through Truckee, the last California town of importance, we enter the State 
 of Nevada, about twenty miles farther on. Soon after we reach Reno, one of the 
 liveliest and most flourishing towns of the Silver State. Nevada has an area of 104, 1 25 
 square miles, and is therefore nearly as large as Colorado. The Southern Pacific 
 Company's Ogden line traverses it for 449 miles, and the route presents all the 
 characteristic scenery for which this State is famed, comprising bold and rugged 
 mountains capped with snow, and wide stretches of desert plain. Wadsworth, Hum- 
 boldt, Winnemucca, Battle Mountain, Carlin, Elko, and Wells are places of more or 
 less importance. The entire population of the State is 44,327. Indians, generally 
 Shoshones or Piutes, are frequently seen about the stations. One of the wonderful 
 natural features of the great Nevada and Utah Basin, sometimes called the great 
 American desert, is found in the numerous " sinks." The Plumboldt, Carson, Truckee, 
 and many other streams empty into lakes that have no visible outlets. The Great 
 Salt Lake is one of these vast " sinks." 
 
 157 
 
Utah. 
 
 The Territory of Utah is reached just east of Tecoma, 680 miles from San Francisco 
 and 154 miles from Ogden. The scenery is similar to that of Nevada. We approach 
 the shores of the Great Salt Lake, about ninety miles west of Ogden, just beyond the 
 station of Kelton. This remarkable inland sea covers about 3,000 square miles, its 
 greatest length being ninety-three miles, and its greatest width forty-three miles. The 
 elevation of the lake above the ocean is upwards of 4,200 feet, or higher than the top 
 of the Alleghany Mountains. Its mean depth is about sixty feet, and there are numer- 
 ous small islands, with one or two of considerable size. While the Atlantic Ocean 
 contains 3)^ per cent of solids. Great Salt Lake has 14 per cent. Promontory Point, 
 where the last spike uniting the iron bands, which had stretched out from the Atlantic 
 and from the Pacific, was driven May 10, 1S69, is fifty-two miles from Ogden. From 
 this latter point we proceed thirty-six miles south by the Rio Grande Western Railway 
 to the capital of Mormondom. 
 
 Salt Lake City. 
 
 Salt Lake City, or Zion, as it is called by the Latter-Day Saints, is beautifully situ- 
 ated. It covers a wide expanse, and has a mixed population of Mormons and Gentiles. 
 It is emphatically a city of cottage homes. The streets are wide and shaded, and in 
 each are two swift-flowing streams of pure mountain water. The lines of shade trees, 
 with groups of fruit trees and luxuriant gardens, make the city seem one mass of 
 foliage. Spurs of the Wahsatch Mountains rise to a great height a few miles distant 
 on the east and north, and twelve miles west are other rugged ranges. There are 
 copious sulphur springs near the city, and rich silver mines are in the mountains, 
 twenty miles or more away. 
 
 Among the edifices demanding attention are the Tabernacle and the unfinished 
 
 158 
 
Temple. The former is a vast building, oval in form, 233 by 133 feet, with a roof 
 seventy feet from the floor. There are seats for 8,000 persons, and above the platform 
 is a large organ. The Assembly House, a smaller edifice than the Tabernacle, but 
 finished much more elaborately, is intended as a place of worship in the winter season. 
 It contains an organ and numerous frescoes depicting scenes in the history of the Mor- 
 mon church. The Endowment House, of which so much has been written, was for- 
 merly in the same inclosure. The Temple, nearby, was begun a quarter of a century 
 ago, and when finished will be 200 feet high and of proportionate size. It is built of 
 granite brought from Cottonwood Canon. Among the other buildings are the former 
 residence of Brigham Young, the Gardo House, the tithing ofiices, and the gigantic 
 warehouse of "Zion's Cooperative Mercantile Institution," known in short as the 
 " Co-op Store." Camp Douglas, the headquarters of the United States troops, is 
 finely situated upon a plateau above the city. 
 
 The population of Salt Lake City, according to the recent census, is 44,843, an 
 increase of 24,075 in ten years. Ogden has 14,889 inhabitants, and the population of 
 the entire territory is 207,905. 
 
 Over the Rio Grande Western Railway from Salt Lake City, 
 
 Leaving Salt Lake City Thursday noon the party will proceed eastward over this 
 road. The line crosses the Wahsatch range and the main continental divide, and 
 leads through several wonderfully picturesque canons and gorges. Southward from 
 the Mormon capital the line takes the traveler up the valley of the Jordan to the 
 flourishing Mormon town of Provo, which is situated upon the shores of the beautiful 
 Utah Lake, a body of fresh water nearly 300 feet higher than the Great Salt Lake, 
 into which it discharges through the Jordan. 
 
 Beyond Provo the railway turns eastward and ascends the Spanish Fork and Clear 
 _______ 159 
 
Creek to Soldier Summit, one of the low passes in the southern part of the Wahsatch 
 range. Provo is 4,^17 feet above the sea; and at Soldier Summit, forty-five miles 
 beyond, the elevation is 7,464 feet, or 3,237 feet above the level of Salt Lake City. At 
 the summit the view is not extended, as the mountains rise higher on either side. 
 The road descends on the east slope by the side of the South Fork of the Price River, 
 which it follows some seventy miles. Twenty-two miles below the summit is Castle 
 Gate, formed by cliffs on each side of the roadway, leading to Castle Canon. The 
 Green River, a large and swelling stream, is crossed 190 miles from Salt Lake City 
 and some fifty or sixty miles north of its junction with the Grand River, which the 
 railway follows up for over 200 miles. The Colorado State line is reached about 270 
 miles from Salt Lake City. 
 
 Glenwood Springs. 
 
 East of Grand Junction we ascend the valley of the Grand River, passing the Roan, 
 or Book Mountains. We are now upon the recent extension of the Denver & Rio 
 Grande Railroad. Glenwood Springs is a new and very attractive health resort, 
 situated at the confluence of the Grand River with the Roaring Fork, in a picturesque 
 valley surrounded by forest-clad hills. Its altitude is about the same as that of Denver 
 — 5,200 feet — and the town, which had about 200 inhabitants in 1885, has now a 
 population of over 2,500. The place is handsomely laid out, with broad and regular 
 streets intersecting each other at right angles. 
 
 The fame of Glenwood Springs is due primarily to its marvelous hot mineral waters. 
 A sanitarium or bath-house, costing $100,000, has been erected, and in the rear of 
 this commodious structure is the largest swimming pool of hot spring water in the 
 world. The " Big Pool " covers upwards of an acre, and the waters are kept freshly 
 supplied from the hot springs, which pour into the great inclosure 2,000 gallons per 
 
 160 
 
minute, the inflow being reduced to the requisite temperature by evaporation. A 
 fountain of cold water rises in graceful jets from the midst of the warm pool. The 
 depth of the pool is graduated from three and a half to five and a half feet, and the 
 floor is of pressed brick, the walls being of red sandstone. The pool is uncovered. 
 Hundreds may participate in the delights of a swim at the same time, while hundreds 
 of others may watch the bathers from the bordering promenades. The elegant bath- 
 house contains a large number of bath-rooms with porcelain tubs, together with dress- 
 ing and lounging room for each bath-room, ladies' parlor, smoking and reading rooms, 
 physician's oflice, etc. 
 
 On a beautiful terrace above the swimming pool a large and costly hotel is being 
 erected to meet the increasing demands of health and pleasure seekers. This is to be 
 a capacious and elegantly appointed establishment, containing large, airy, and well- 
 lighted chambers, ample public apartments, roomy verandas, and every concomitant 
 of a health and pleasure resort of the best class. The surroundings are of the most 
 picturesque character, and many charming excursions can be made in the neighboring 
 mountains and cafions. The hotel, which is to be known as "The Colorado," will be 
 opened early in the summer, under the proprietorship of Mr. W. Raymond of Ray- 
 mond & Whitcomb, with Mr. A. W. Bailey as manager. The train will halt at Glen- 
 wood Springs several hours. 
 
 Glenwood Springs to Denver. 
 
 On leaving Glenwood Springs Friday afternoon the traveler passes through the 
 cafion of the Grand River for a distance of about eighteen miles. Here the mountain 
 walls rise in towering columns and gigantic turrets to a height of 2,000 feet, while a 
 torrent roars and plunges between. In places the rocks are flaming red. On emerg- 
 ing from Grand River Caiion, we pass through an open, rolling country for thirty or 
 
 161 
 
forty miles, at the farther side of which we come to Eagle River Canon, where the 
 abrupt walls are dotted with mining camps. The canon ends at the picturesque little 
 mining town of Red Cliff. The scenery between here and Leadville, thirty-three 
 miles distant, is very beautiful. Lofty mountains are seen on every side. 
 
 We cross the continental divide at Tennessee Pass, which has an elevation of 
 10,418 feet, — only 142 feet less than two miles, — and yet this is called "a compara- 
 tively low and easy pass," as such things are classed in Colorado. 
 
 A dozen miles southeast of Tennessee Pass lies Leadville, the great " Carbonate 
 Camp," which first became famous in 1859 as California Gulch. Between 1859 and 
 1864, $5,000,000 in gold dust was washed from the ground of this gulch. Then the 
 place was nearly abandoned, but in 1876 carbonate beds of silver were discovered, 
 and the " camp " was again populated. The name of Leadville was now bestowed 
 upon it, and from a small figure the population rose to about 30,000. The recent 
 census made the population 10,384. The elevation of the city is 10,200 feet. From 
 Leadville we descend the valley of the Arkansas to Salida. The train will remain at 
 Salida over night, and Saturday forenoon will be devoted to an excursion by narrow- 
 gauge cars to the summit of the famous Marshall Pass and return. 
 
 As the train enters the mountain range on the west to begin the ascent to Marshall 
 Pass glorious views are had of many towering peaks. Mount Shavano and Ouray 
 being among the most prominent. Both these mountains were named in honor of Ute 
 chiefs. Mount Ouray has an elevation of 14,055 feet, while Mount Shavano is 194 
 feet higher. As we approach the summit of the pass (10,852 feet in elevation), in 
 many twists and turns, Ouray rises before us like a great snow dome near at hand. 
 Meanwhile the long line of elevated peaks belonging to the Sangre de Cristo range 
 has come into view — a glorious chain of snow summits, many of the beautiful white 
 
 162 
 
pyramids reaching above 14,000 feet. The maximum grade of the railway over which 
 we ride is 211 feet to the mile, and there are curves that reach 24 degrees in 100 feet. 
 At one place the train goes five or six miles, and is then directly opposite its former 
 position, but 1,000 feet above. In the middle of a snow-shed the cars finally come to 
 a halt, and we are again on the ridgepole of the continent, and over two miles above 
 the level of the sea. 
 
 Returning to Salida after a short stay at the summit, we resume the Pullman train 
 and proceed down the Arkansas River through the Grand Cafion and the Royal Gorge 
 to Pueblo, and thence via Colorado Springs to Manitou. A little distance below Salida 
 the marvelous scenery of the Grand Canon of the Arkansas begins. For nearly 100 
 miles the river and the railway keep close companionship, and the course of the former 
 afforded the only practicable route for the latter through this mountainous range. 
 This part of the route has already been described on page 24. Arriving at Manitou 
 Saturday evening the party will be transferred to the Barker House and the Cliff 
 House, to remain until Monday evening. For a sketch of Manitou see page 24. The 
 ascent of Pike's Peak may be made on Monday with ease by the new cog railroad. 
 Denver (page 25) will be reached in the night, Monday, the train being side-tracked, 
 and Tuesday will be devoted to that city, a carriage ride being a feature. 
 
 From Denver Eastward. 
 
 The party will leave Denver via the Omaha & Denver Short Line of the Union 
 Pacific Railway, Tuesday evening, June 20. This road joins the main line at Jules- 
 burg, 198 miles east of Denver. We enter the State of Nebraska not far from Jules- 
 burg, and continue along the banks of the South Platte River until it unites with the 
 North Platte, eighty miles farther east, from which point the railway follows the main 
 
 163 
 
Platte nearly to its mouth. Nebraska has an area of 75,995 square miles, — a greater 
 area than England and Wales, or some 11,000 miles more than the six New England 
 States combined, — and yet it is said that few States have so little waste land. The 
 section of the State we enter first is in the centre of the cattle region. The eastern 
 part of the State, which is richly cultivated and contains many populous towns, will 
 be traversed by daylight. 
 
 Omaha is a lively and flourishing city of 140,452 inhabitants. This is a gain of 109,- 
 934 in ten years. It is finely situated on the western shore of the Missouri River. 
 The business section covers a level plateau, and contains many fine structures. It is 
 an active and enterprising business centre, and commands a large amount of trade in 
 every branch. Foundries, smelting works, lead works, flouring mills, nail factories, 
 oil factories, pork-packing houses, distilleries, and breweries are found here on a large 
 scale. 
 
 Crossing the Missouri River by the magnificent Union Pacific Bridge to Council 
 Bluffs, we enter o'lice more upon the Chicago, Rock Island & Pacific Railway. This 
 line passes through much of the richest and most interesting portions of Iowa, and 
 some of the most populous and thriving towns and cities of that State. Crossing the 
 Mississippi River between Davenport and Rock Island, Illinois is reached, and we 
 continue at once toward Chicago, arriving at the Raymond & Whitcomb Exposition 
 station on the Illinois Central Railroad, and transferring thence to the Raymond & 
 Whitcomb Grand Hotel, early Thursday afternoon. 
 
 The Exposition — Chicago to Boston. 
 
 A stay at the Columbian Exposition for a full week is provided for. The general 
 scope of this great World's Fair will be found described on pages 101-105, while pages 
 
 164 
 
15-17 give an account of the new Raymond & Whitcomb Grand, which has been built 
 for the exclusive accommodation of our various parties. The stop here will be a 
 fitting culmination of the journey. 
 
 The homeward route, the party leaving Chicago Thursday afternoon, June 29, will 
 be from the Raymond & Whitcomb station to Harvey, 111., by the Illinois Central 
 Railroad ; thence to Port Huron, via the Chicago & Grand Trunk Railway ; across the 
 St. Clair River by the new tnnnel, and thence to Suspension Bridge, via the Southern 
 Division of the Grand Trunk Railway. After a visit to Niagara Falls (page 105), on 
 Friday, the journey will be resumed, the party taking the West Shore Railroad to 
 Rotterdam Junction and the Fitchburg Railroad, through the Hoosac Tunnel, thence 
 to Boston, arriving at the Causeway street station Saturday forenoon, July i. 
 
 In the course of the tour the excursionists will pass through the following States 
 and Territories: States — Massachusetts, Vermont, New York, Michigan, Indiana, 
 Illinois, Iowa, Missouri, Kansas, Colorado, California, Nevada, and Nebraska (13); 
 Territories — New Mexico, Arizona, and Utah (3); and also the Province of Ontario 
 in Canada. 
 
 Subject only to such slight variations as may be required because of changes in the 
 time of running regular trains, or similar causes, the itinerary in detail will be as 
 follows : — 
 
 ITINERARY. 
 
 Monday, April 2^ First Day. — Leave Boston from the station of the Fitchburg Railroad, Cause- 
 way street, at 4.00 p. m., and proceed westward z//a the Hoosac Tunnel route in a train of magnificent 
 vestibuled Pullman palace cars, including a dining-car. On arrival at the station, members of the party 
 should check their baggage to Las Vegas Hot Springs. The checks will be taken up by the baggage- 
 master of the party, who will attend to the delivery, collection, and transportation of the baggage during 
 the trip. Tags are supplied jvith the excursion tickets, and these, with the owner's name and home 
 
 165 
 
address plainly inscribed thereon, should be attached to every trunk, valise, or other piece of baggage, to 
 serve as a ready means of identification. Hand luggage must be looked after by the passengers. 
 
 Tuesday, April 25. Second Day. — On the West Shore Railroa.l, arriving at Buffalo at 9.50 a. m., 
 and at Suspension Bridge at 11.00 a. m., thus crossing the Niagara River by daylight ; from Suspension 
 Bridge westward «//« the Southern Division of the Grand Trunk Railway; from Port Huron, Mich., 
 westward on the Chicago & Grand Trunk Railway. 
 
 NoTH. — Railway time changes at Port Huron, Mich., from Eastern, or 75th meridian, to Central, or 
 90th meridian — one hour slower. 
 
 Wednesday, April 26. Third Day. — From Blue Island Junction, 111., westward z/zV? the Chicago, 
 Rock Island & Pacific Railway. 
 
 Thursday, April 27. Fourth Day. — Arrive in Kansas City, Mo., at 6.00 a. m.; leave Kansas 
 City at 11.30 a. M. z/iVi the Atchison, Topeka & Santa Fe Railroad, and proceed westward through 
 Kansas. 
 
 Note. — Railway time changes at Dodge City, Kan., from Central, or 90th meridian, to Mountain, or 
 105th meridian — one hour slower. 
 
 Friday, April 28. Fifth Day. — On the Atchison, Topeka & Santa Fe Railroad, en route through 
 Colorado and New Mexico. Arrive at Las Vegas Hot Springs at a late hour, and remain on the sleep- 
 ing-cars until morning. 
 
 Saturday, April 29. Sixth Day. — At Las Vegas Hot Springs; stay at The Montezuma, Clark 
 D. Frost, manager. 
 
 Sunday, April 30, Seventh Day. — At Las Vegas Hot Springs. 
 
 Monday, May i. Eighth Day. — Leave Las Vegas Hot Springs at 12.00 m., and Las Vegas at i.oo 
 p. M. ; cross the Glorieta Pass by daylight ; from Lamy to Santa Fe over a branch line, arriving at the 
 latter place about 8.00 p. m. ; remain on the cars. 
 
 Tuesday, May 2. Ninth Day.— At Santa Fe. Leave Santa Fe via the Atchison, Topeka & Santa 
 Fe Railroad, at 12.00 m.; arrive at Albuquerque, N. M., at 4.00 p. m. ; leave Albuquerque, via the 
 Atlantic & Pacific Railroad, at 5.00 p. m. 
 
 166 
 
Wednesday, May 3. Tenth Day. — En route through Arizona on the Atlantic & Pacific Railroad. 
 
 Note. — Railway time changes at Barstow from Mountain standard, or 150th meridian, to Pacific 
 standard, or 120th meridian — one hour slower. 
 
 Thursday, May 4. Eleventh Day. — Arrive at Barstow, Cal., at an early hour, and thence southward 
 z/zVi the Southern California Railway Company's line; arrive at San Bernardino at 11.00 a. m., and at 
 Riverside at 12.00 m ; leave Riverside at lo.oo p. m. for Pasadena. 
 
 Friday, May 5. Twelfth Day. — Arrive at Pasadena at 8.00 a. m. ; carriage ride, visiting the most 
 beautiful sections of Pasadena, including the Raymond Hill, Raymond avenue, Orange Grove avenue, 
 Colorado street, etc. ; leave Pasadena, z/zia: the Southern California Railway, at 12.58 p. m. ; arrive at 
 Los Angeles at 1.25 p. M. ; omnibus transfer to The Westminster, O. T. Johnson, proprietor, M. M. 
 Potter, manager, and The Hollenbeck, E. G. Fay & Son proprietors. 
 
 Saturday, May 6. Thirteenth Day. — In Los Angeles. 
 
 Sunday, May 7. Fourteenth Day. — In Los Angeles. 
 
 Monday, May 8. Fifteenth Day. — Transfer from the hotels to the Southern California Railway, 
 Company's station, and leave Los Angeles at 8.15 A. m. ; arrive at San Diego at 12.50 p. M.; omnibus 
 transfer from the station to the Hotel del Coronado, Coronado Beach, E. S. Babcock, manager. 
 
 Tuesday, May 9. Sixteenth Day. — At Hotel del Coronado, Coronado Beach. 
 
 Wednesday, May 10. Seventeenth Day. — At Hotel del Coronado, Coronado Beach. 
 
 Thursday, May n. Eighteenth Day. — Transfer from the Hotel del Coronado to the Southern 
 California station, and leave San Diego at 8.40 a. m. by the Coast line; arrive at Redondo Beach at 2.15 
 p. M. ; to the Redondo Beach Hotel, G. W. Lynch, manager. 
 
 Friday, May 12. Nineteetith Day. — At Redondo Beach. 
 
 Satwrday, May 13. Twentieth Day. — Leave Redondo Beach by the Southern California Railway 
 at 3.40 p. M., and leave Los Angeles, via the Southern Pacific Company's line, at 4.55 p. m»; arrive in 
 Santa Barbara at 9.35 p. m. : omnibus transfer to The Arlington, C. C. Wheeler, manager, and the San 
 Marcos, F. A. Shepard, manager. 
 
 167 
 
Sunday, May 14. Twenty -first Day. — In Santa Barbara. 
 
 Monday, May 15. Twenty-second Day. — In Santa Barbara. Carriage ride, with visits to the most 
 interesting and picturesque parts of the city and its surroundings. 
 
 NoTB. — The carriage drive can be taken on any day of the stay in Santa Barbara. 
 
 Tuesday, May 16. Twenty-third Day. — In Santa Barbara. 
 
 Wednesday, May 17. Twenty-fourth Day. — In Santa Barbara. 
 
 Thursday, May 18. Twenty-fifth Day. — In Santa Barbara. 
 
 Friday, May 19. Twenty-sixth Day. — In Santa Barbara. 
 
 Saturday, May 20. Twenty-seventh Day. — In Santa Barbara. 
 
 Sunday, May 21. Twenty-eighth Day. — In Santa Barbara. 
 
 Monday, May 22. Txventy-ninth Day. — Transfer from The ArUngton and The San Marcos to the 
 station, and leave Santa Barbara by the Southern Pacific Company's line at 9.17 a. m.; dinner at the 
 station dining-room, Saugus ; supper at the station dining-room, Mojave. 
 
 Note. — Parties for the Yosemite Valley will be made up during the stay at Santa Barbara, to leave 
 on different days. See page 175. 
 
 Tuesday, May 23. Thirtieth Day. — On the Southern Pacific Company's line en route northward; 
 breakfast at the station dining-room, Lathrop; arrive at Oakland Pier at 9.20 a. m., and in San Fran- 
 cisco by ferry at 9.45 a. m. ; transfer from the Oakland ferry, foot of Market street, in the coaches of 
 the United Carriage Company, to The Baldwin, E. J. Baldwin, proprietor, Colonel R. H. Warfield, 
 manager, and The California, A. F. Kinzler, manager. 
 
 Wednesday, May 24. Thirty-first Day. — In San Francisco. 
 
 Thursday, May 25. Thirty-secoJtd Day. — In San Francisco. 
 
 Friday, May 26. Thirty-third Day. — In San Francisco. 
 
 Saturday, May 27. Thirty-fourth Day. — In San Francisco. 
 
 Sunday, Mav 28. Thirty fifth Day. — In San Francisco. 
 
 168 
 
Monday, May 29. Thirty-sixth Day. — Transfer from The Baldwin and The California to the 
 Alameda ferry, foot of Market street, and leave San Francisco by the Santa Cruz Division of the 
 Southern Pacific Company's line at 8.15 a. m. ; visit the "Big Trees '* ^« r<7«/^, and arrive in Santa 
 Cruz at i.oo p. m.; dinner at the Pacific Ocean House, W. J. McCoUum, proprietor, the Sea Beach 
 Hotel, J. T. Sullivan, proprietor, the Pope House, Mrs. Pope, proprietor, or the Riverside House, Fred 
 Barson, proprietor; carriage ride, visiting the beach, cliff, etc.; leave Santa Cruz at 3.40 p. M.,and 
 proceed to Monterey via Pajaro, arriving at Hotel del Monte station at 6.15 p. m.; carriage transfer to 
 the Hotel del Monte, George Schonewald, manager. 
 
 Tuesday, May 30. Thirty -seventh Day. — At Hotel del Monte, Monterey. 
 
 Wednesday, May 31. Thirty-eighth Day. — At Hotel del Monte, Monterey. 
 
 Thursday, June i. Thirty-ninth Day. — At Hotel del Monte, Monterey. 
 
 Friday, June 2. Fortieth Day. — At Hotel del Monte, Monterey. 
 
 Saturday, June 3. Forty-first Day. — Transfer to the Hotel del Monte station, and leave at 1.38 
 p. M. ; arrive in San Jose at 4.21 p. m. ; omnibus transfer to the Hotel Vendome, George P. Snell, 
 manager. 
 
 Sunday, June 4. Forty-second Day. — In San Jose. 
 
 Monday, June 5. Forty-third Day. — In San Jose. Stage excursion to the Lick Observatory, on 
 the summit of Mount Hamilton, leaving the Hotel Vendome in the morning, and returning in the 
 afternoon. 
 
 Tuesday, June 6, Forty-fourth Day. — In San Jose. 
 
 Wednesday, June 7. Forty-fifth Day. — In San Jose. Transfer to the Southern Pacific Company's 
 station, and leave San Jose at 4.21 p. m. ; arrive in San Francisco at 6.10 p. M. ; transfer from the Third 
 and Townsend streets station to The Baldwin and The California in the coaches of the United Carriage 
 Company. 
 
 Thursday, June 8. Forty-sixth Day. — In San Francisco. 
 
 Friday, June 9. Forty-seventh Day. — In San Francisco. 
 
 Saturday, June to. Forty-eighth Day. — In San Francisco. 
 
 169 
 
Sunday, June ii. Forty-ninth Day. — In San Francisco. 
 
 Monday, June 12. Fiftieth Day. — Transfer from The Baldwin and The California to the Oakland 
 ferry, foot of Market street, and leave San Francisco at 4.00 p. m. ; from Oakland Pier eastward, via the 
 Southern Pacific Company's Ogden line, in a train of Pullman palace cars, inclusive of a Pullman palace 
 dining-car ; arrive at Sacramento at 8.00 p. m. 
 
 Tuesday, June 13. Fifty-first Day. — In Sacramento; leave at 12.30 p.m., and cross the Sierra 
 Nevadas by daylight. 
 
 Wednesday, June 14. Fifty-second Day. — En route through Nevada and Utah. Arrive at Ogden, 
 U. T., at 11.00 p. M., and leave there via the Rio Grande Western Railway without change of cars. On 
 arrival at Salt Lake City the train will be side-tracked during the night and the succeeding forenoon. 
 
 Note. — Railway time changes at Ogden from Pacific standard, or 120th meridian, to Mountain 
 standard, or 105th meridian — one hour faster. 
 
 Thursday, June 15. Fifty -third Day. — In Salt Lake City. Leave at i.oo p. m. via the Rio Grande 
 Western Railway. 
 
 -Friday, June 16. Fifty fourth Day. — On the Rio Grande Western and Denver & Rio Grande 
 Railroads en route through Colorado. Arrive at Glenwood Springs at 8.00 a. m. ; leave Glenwood 
 Sprmgs at i.oo p. M. ; pass through the canon of the Grand River, the caiion of the Eagle River, and over 
 Tennessee Pass by daylight ; arrive at Leadville at 7.00 p. m. ; leave Leadville at 9.00 p. m.; arrive at 
 Salida at 12.00 midnight. 
 
 Saturday, June 17. Fifty-fifth Z>^j/.~Side trip on the Denver & Rio Grande Railroad from 
 Salida to the summit of Marshall Pass and return on narrow gauge cars, leaving Salida at 7.45 a. m., and 
 returning at 12.45 p- m. ; leave Salida at i.oo p. M., and proceed over the main Une of the Denver & Rio 
 Grande Railroad through the Royal Gorge, etc. ; arrive at Manitou Springs at g.oo p. m. ; omnibus trans- 
 fer to the Barker House and Cliff House. 
 
 Sunday, June 18. Fifty-sixth Day.— At Manitou Springs, 
 
 Monday, June 19. Fifty-seventh Day.— At Manitou Springs. Transfer from the hotels to the sta- 
 tion, and leave at 10.00 p. m. via the Denver & Rio (irande Railroad. 
 
 170 
 
Tuesday, June 20. Fifty -eighth Day. — In Denver. The cars will be placed upon a side track to 
 remain until afternoon ; leave Denver at 5.00 p. m. via the Omaha and Denver Short Line of the Union 
 Pacific Railway; breakfast, lunch, and dinner on dining-car. Carriage ride, visiting the capitol and other 
 leading places of interest. 
 
 Wednesday, June 21. Fifty-ninth Day. — On the Union Pacific Railway ^« ri7w/?<f through Nebraska; 
 arrive at Omaha at 4.00 p. m. and at Council Bluffs at 4.30 p. m. ; leave Council Bluffs at 5.30 p. m. via 
 the Chicago, Rock Island & Pacific Railway. 
 
 Note. — Railway time changes at North Platte, Neb., from Mountain standard, or 105th meridian, 
 to Central standard, or goth meridian — one hour faster. 
 
 Thursday, June 22. Sixtieth Day. — On the Chicago, Rock Island & Pacific Railway en route 
 through Iowa and Illinois; arrive in Chicago (Raymond & Whitcomb's Exposition station on the Illinois 
 Central Railroad) at i.oo p. m. ; transfer to The Raymond & Whitcomb Grand. 
 
 Friday, June 23. Sixty-first Day. — In Chicago. 
 
 Saturday, June 24. Sixty-second Day. — In Chicago. 
 
 Sunday, June 25. Sixty-third Day. — In Chicago. 
 
 Monday, June 26. Sixty-fourth Day. — In Chicago. 
 
 Tuesday, June 27. Sixty-fifth Day.— In Chicago. 
 
 Wednesday, June 28. Sixty-sixth Day.-- In Chicago. 
 
 Thursday, June 29. Sixty-seventh Day. — In Chicago. Transfer from The Raymond & Whitcomb 
 Grand to Raymond & Whitcomb's Exposition station, and leave Chicago at 3.00 p. M. ; to Harvey, 111., 
 on the Illinois Central Railroad, and thence eastward via the Chicago & Grand Trunk Railway. 
 
 Note. — Passengers returning to Chicago independently must notify Carroll Hutchins, agent for 
 Messrs. Raymond & Whitcomb, at The Raymond & Whitcomb Grand, Midway Plaisance, Chicago, at 
 least one week in advance of their arrival, in order to insure hotel accommodations. 
 
 Members of the party who return eastward independently from Chicago or any point west thereof will 
 be required to exchange their eastbound passage and sleeping-car coupons at the ticket office of the 
 Chicago & Grand Trunk Railway, at Chicago & Grand Trunk Railway Crossing, Blue Island Junction ; 
 or at the Dearborn station (Polk street, at the head of Dearborn street), Chicago; or at the city ticket 
 
 171 
 
office of the Chicago & Grand Trunk Railway, 103 South Clark street, Chicago, E. H. Hughes, agent; 
 or at Raymond & Whitcomb's office in the Raymond & Whitcomb Grand Hotel, Midway Plaisance, 
 Carroll Hutchins, agent. All applications in advance for sleeping-car berths should be addressed to 
 Mr. Hutchins or Mr. Hughes. Niagara Falls is the only place east of Chicago where " stop-overs " are 
 allowed. 
 
 Friday, June 30. Sixty -eighth Day. — Arrive at Niagara Falls, N. Y., at 9.00 a. m., and remain 
 until afternoon ; leave Niagara Falls at 4.42 p. m., and proceed eastward via the West Shore Railroad. 
 
 Note. — Railway time changes at Port Huron, Mich. , from Central standard, or 90th meridian, to 
 Eastern standard, or 75th meridian — one hour faster. 
 
 Saturday, July i. Sixty-ninth Day. — From Rotterdam Junction eastward via the Fitchburg 
 Railroad; arrive in Boston (Fitchburg Railroad station. Causeway street) at 10.00 a. m. 
 
 Table of Distances. 
 
 MILES. 
 
 From Boston to Rotterdam Junction, N. Y., Fitchburg Railroad 212 
 
 '* Rotterdam Junction to Suspension Bridge, West Shore Railroad. 292 
 
 " Suspension Bridge to Port Huron, Mich., Southern Division of the Grand Trunk Railway 180 
 
 " Port Huron, Mich., to Blue Island Junction, Chicago & Grand Trunk Railway 311 
 
 " Blue Island Junction to Kansas City, Mo., Chicago, Rock Lsland & Pacific Railway 501 
 
 " Kansas City, Mo., to Las Vegas, N. M.,(786 miles), Las Vegas to Las Vegas Hot Springs 
 and return (12 miles), Las Vegas to Lamy (65 miles), Lamy to Santa Fe and return (36 miles), 
 
 and Lamy to Albuquerque (68 miles), Atchison, Topeka & Santa Fe Railroad 967 
 
 ** Albuquerque to Barstow, Atlantic & Pacific Railroad 747 
 
 ** Barstow to Riverside (90 miles). Riverside to Los Angeles (70 miles), Los Angeles to San 
 Diego and return (254 miles), and Los Angeles to Redondo Beach and return (45 miles), 
 
 Southern California Railway Company's line 459 
 
 *' Los Angeles to Santa Barbara (no miles), and Santa Barbara to San Francisco (528 miles), 
 
 Southern Pacific Company's Railway 638 
 
 Distances carried forward 4,307 
 
 172 
 
MILES. 
 
 Distances brought forward 4*307 
 
 From San Francisco to Santa Cruz, Southern Pacific Company's narrow gauge line 80 
 
 ** Santa Cruz to Hotel del Monte, Monterey (47 miles), and thence to San Jose (74 miles), 
 
 Southern Pacific Company's Monterey line 12 1 
 
 San Jose to the summit of Mount Hamilton and return, Mount Hamilton Stage Company.... 52 
 
 San Jose to San Francisco, Southern Pacific Company's Monterey line 50 
 
 San Francisco to Ogden, U. Ter,, Southern Pacific Company's Ogden line 835 
 
 Ogden to Grand Junction, Colo., Rio Grande Western Railway 328 
 
 Grand Junction to Salida, Denver & Rio Grande Railroad 239 
 
 Salida to Marshall Pass and return, Denver & Rio Grande Railroad (narrow gauge) 50 
 
 Saiida to Manitou Springs (148 miles), and Manitou Springs to Denver (81 miles), Denver & 
 
 Rio Grande Railroad 229 
 
 Denver to Council Bluffs, Union Pacific Railway 572 
 
 Council Bluffs to Chicago (Raymond & Whitcomb Exposition station), Chicago, Rock Island 
 
 & Pacific Railway, and Illinois Central Railroad 498 
 
 Raymond & Whitcomb Exposition station to Harvey, 111., Illinois Central Railroad 14 
 
 Harvey to Port Huron, Mich., Chicago & Grand Trunk Railway 308 
 
 Port Huron to Suspension Bridge, Southern Division of Grand Trunk Railway 180 
 
 Suspension Bridge to Rotterdam Junction, N. Y., West Shore Railroad 292 
 
 Rotterdam Junction to Boston, Fitchburg Railroad 212 
 
 Total 8,367 
 
 '73 
 
W. RAYMOND, 
 
 Proprietor. 
 
 QLENWOOD SPRINGS, COLO. 
 
 A. W. BAILEY, 
 
 Manager. 
 
THE YOSEMITE VALLEY. . 
 
 A Side Trip in Connection with the Three California 
 
 Excursions. 
 
 THE wonderful Yosemite Valley may be visited to the best possible advantage in 
 connection with the three excursions that have been described in the foregoing 
 pages. Each of these parties will be in Southern and Central California during 
 the latter part of May. By that time the roads into the valley are usually well settled, 
 the country is fresh with the flowers and foliage of spring, and the waterfalls are full. 
 The Yosemite trip includes also the famous Big Tree Groves. 
 
 The valley lies in the heart of the wSierra Nevada Mountains, 150 miles nearly 
 due east from San Francisco. The principal features of the Yosemite are, first, 
 the near approach of its walls to verticality ; second, their great height, not only 
 absolutely, but as compared with the width of the valley itself; and, third, the small 
 amount of debris at the base of the cliffs. The floor of the valley is a generally level 
 or rolling wooded park, ranging from half a mile to a mile in width. It is immediately 
 bordered by cliffs, nearly or quite vertical, rising to heights ranging from over half a 
 mile to almost one mile above the valley. Elevations above the sea are as follows : 
 Floor of the valley, 4,000 feet; El Capitan, 7,300 feet; Cathedral Rocks, 6,660 feet; 
 Gl-acier Point, 7,200 feet ; Half Dome, 8,737 feet ; Three Brothers, 7,830 feet ; North 
 Dome, 7,568 feet; Washington Column, 5,875 feet. The waterfalls are hardly less 
 marvelous than the cliffs — the Yosemite, 2,600 feet in height, the highest fall in the 
 known world; the Bridal Veil, dashing into spray from an altitude of 900 feet; and 
 
 175 
 
the Vernal and Nevada falls of the Merced river, 400 and 600 feet in height and of 
 large volume. 
 
 The Big Tree Groves, Calaveras and Mariposa best known, are found only on the 
 western slope of the Sierra, at an elevation of 5,000 to 7,000 feet. The largest growth 
 is 115 feet in circumference, the greatest height 325 feet, and some of these giants are 
 from 1,500 to 2,000 years old. 
 
 It has been deemed advisable to make the visit to the Yosemite Valley and the Big 
 Trees a side or supplementary trip, at a slight additional expense, the same as in pre- 
 vious years, rather than to include itin the regular round. This course is taken in order 
 that every person may exercise his or her own preference in the matter, not only in 
 reference to making the trip, but also in regard to the time to be occupied in connection 
 therewith. As will be seen from the itineraries of the regular tours on pages 108, 137, 
 and 168, an unusual allowance of time has been given to Santa Barbara and San Fran- 
 cisco. The Yosemite may be visited during this interval, with a sufficient stay in the 
 valley, without slighting either of the cities named. The parties for the valley will 
 leave Santa Barbara on different days during the advertised halt there, and rejoin 
 those of their associates who do not go to the valley in San Francisco. 
 
 Berenda, 304 miles from Los Angeles and 178 miles from San Francisco, is the 
 point of departure from the main line of the Southern Pacific Railroad. A branch 
 road extends from Berenda to Raymond, twenty-one miles, from which latter point the 
 stages run. The stage transportation will be furnished by the Yosemite Valley Stage 
 & Turnpike Company. No horseback riding is now required to reach either the 
 Yosemite Valley or the Mariposa Groves of Big Trees. The distance from Raymond 
 to the Wawona Hotel, Big Tree Station (formerly known as Clarke's), is only thirty- 
 four miles, and from thence to the valley twenty-six miles. Special and very advan- 
 
 176 
 
tageous arrangements have been made for the accommodation of the members of our 
 parties, and the expense of the trip will be comparatively light. 
 
 The cost of the ticket, covering rail way and stage transportation from Berenda to the 
 Big Trees and Yosemite Valley, returning to Berenda, is thirty-five dollars. As 
 the trip will be made during some portion of the period allotted to the sojourn in Santa 
 Barbara, or San Francisco, some of the hotel coupons will remain unused. All such 
 will be redeemed, thus lessening the cost. The sleeping-car ticket (good from Los 
 Angeles to San Francisco) will be taken up before Berenda is reached, and cannot be 
 used on a subsequent date. Therefore, Yosemite Valley excursionists who desire 
 sleeping-car or drawing-room car places from Berenda to San Francisco will be 
 required to pay for the same. Hotel accommodations at Wawona and in the Yosemite. 
 Valley, and meals en route^ are also extra. The entire cost of the trip, including 
 transportation, board, meals, excursions in and about the valley, etc., after deducting 
 the value of unused hotel coupons in the regular excursion ticket book, will be less 
 than $50. 
 
 As it is essential that all arrangements for stage transportation and hotel accommo- 
 dations shall be made in advance of the arrival of the parties in California, persons 
 desiring to make the trip are requested to purchase their stage tickets for the Yosemite 
 tour when the general excursion tickets are taken before starting from the East. 
 
 Tourists usually spend about three days in the valley, the headquarters being at 
 the Stoneman House. This is sufficient time for a leisurely viewing of the wonderful 
 scenery. The Big Trees are visited en route while returning from the valley to Ray- 
 mond. With a three days* stay, exactly one week is required for the trip from Santa 
 Barbara via the Yosemite and the Big Trees to San Francisco, the itinerary being 
 substantially as follows : — 
 
 177 
 
ITINERARY. 
 
 First Day. — Leave Santa Barbara by the Southern Pacific Company's line at 9.17 a. m. ; dinner at 
 the station dining-room, Saugus ; supper at the station dining-room, Mojave. 
 
 Second Day. — Arrive at Berenda at 3.25 a. m., and Raymond (by the Southern Pacific Company's 
 Yosemite Division) at 5.50 a. m. ; breakfast at Raymond; leave Raymond by the Yosemite Stage and 
 Turnpike Company's stages at 7.00 a. m. ; lunch at Ahwahnee ; arrive at the Wawona Hotel, Wawona, 
 at 6.00 p. M. 
 
 Third Day. — Leave Wawona by stage at 6.00 a. m. ; arrive in the Yosemite Valley, Stoneman 
 House, at 12.00 noon. 
 
 Fourth Day.— In the Yosemite Valley. 
 
 Fifth Day. — In the Yosemite Valley. 
 
 Sixth Day. — In the Yosemite Valley. Leave the Stoneman House by stage at i.oo p. m.; arrive at 
 the Wawona Hotel, Wawona, at 7.00 p. m. 
 
 Seventh Day. — Leave Wawona by stage at 7.00 a. m. via the Mariposa Grove of Big Trees ; lunch 
 at Ahwahnee; arrive at Raymond at 6.00 p. m.; supper at Raymond; leave Raymond by the Southern 
 Pacific line at 7.00 p. m. 
 
 Eighth Day. — On the Southern Pacific Xva^ en route northward; breakfast at the station dining- 
 room, Lathrop; arrive at Oakland Pier at 9.20 a. m., and in San Francisco by ferry at 9.45 a. m. 
 
 • Tickets for the Yosemite trip in connection with any of our transcontinental 
 excursions, additional copies of this circular, and all needed information can be 
 obtained of 
 
 RAYMOND & WHITCOMB, 296 Washington Si. (opposite Scliool St.), Boston. 
 178 
 
A SPLENDID TOUR TO 
 
 • ALASKA • 
 
 IN CONNECTION WITH 
 
 A JOURNEY ACROSS THE CONTINENT BY THE CANADIAN PACIFIC RAILWAY, 
 
 INCLUDING VISITS TO 
 
 Winnipeg, Banff Hot Springs, the Glacier of the Selkirks, Victoria, 
 
 ALASKA, the PACIFIC NORTHWEST, the YELLOWSTONE NATIONAL PARK, and the 
 COLUIVLBIAN EXPOSITION. 
 
 THE PARTY TO LEAVE BOSTON WEDNESDAY, MftY 24, AND TO RETURN FRIDAY, JULY 14. 
 
 Price of Tickets (all traveling and hotel expenses included), $550.00 
 
 RAYMOND »• AVHIXCOMB, 
 
 296 Washington Street (opposite School Street), Boston. 
 
 179 
 
Third Annual Spring Excursion to 
 
 The Canadian Rocky Mountains, the Pacific Northwest, 
 
 ^V ALASKA ^^ 
 
 And the Yellowstone National Park, with a Visit to the 
 
 Columbian Exposition. 
 
 NIAY 24 TO JULY 14, 1893. 
 
 OUR third annual spring excursion across the continent by the Canadian Pacific 
 Railway, and thence to Alaska, returning by the Northern Pacific road, and includ- 
 ing the Yellowstone National Park, has been arranged for the accommodation of 
 persons who may not be able to join the earlier party for California and Alaska, and of 
 those who wish to omit Colorado and California from their round of travel. The tourists 
 in this instance also will visit the World's Columbian Exposition on the return journey. 
 Their route is to be from Boston to Montreal, and thence westward via Winnipeg and 
 the entire Canadian Pacific line, through the grandest railroad scenery on the conti- 
 nent, that of the Canadian Rocky Mountains. At Tacoma the party will join the one 
 whose tour was described in the first part of this book, and will continue with it 
 throughout the Alaska voyage and until the return to Boston. 
 
 i8i 
 
An outline of the trip is given below. The price of tickets is $550. This includes 
 all traveling and hotel expenses, transfers, and carriage rides mentioned in the itinerary, 
 with an entire double berth (half a section) in the sleeping-cars, and one-half a state- 
 room (not more than two persons in each stateroom) on the steamer during the 
 
 Alaska voyage. 
 
 W. RAYMOND. 
 I. A. WHITCOMB. 
 
 For tickets (which must be taken on or before Saturday, May 20, four days previous 
 to the date of departure) and all information regarding the excursion, address 
 
 RAYMOND & WHITCOMB, 296 Washington St. (opposite Soliool St.), Boston. 
 
 A TRANSCONTINENTAL TOUR. 
 
 Journeys Through the Grandest Scenery in America. 
 
 As the May party makes both the Alaska voyage and the homeward journey in con- 
 nection with the Alaska excursion already described, the only part of the trip calling 
 for separate mention is that which lies between Boston and Tacoma on the outward 
 route. The reader will find the remainder of the journey outlined as follows: The 
 general features of our spring tours, page 3; Seattle and Tacoma, page 81 ; from 
 
 182 
 
Tacoma to Sitka and return, page 56 ; Portland and vicinity, page 53 ; the eastbound 
 trip over the Northern Pacific road, including the Yellowstone Park, page 82; Min- 
 neapolis and St. Paul and thence to Chicago, page 99 ; the stay at the World's Fair, 
 pages 15 and 1 01 ; and from Chicago homeward, page 105. The descriptive pages 
 here referred to should be read in connection with the itinerary to be given hereafter. 
 
 From Boston to the Summit of the Rockies. 
 
 The party will leave Boston from the Southern Division station of the Boston and 
 Maine Railroad (the Lowell station) at 9 o'clock Wednesday morning, May 24, and 
 arrive in Montreal in the evening. The headquarters there will be at the Windsor 
 Hotel, on Dominion Square. There is to be a carriage ride Thursday morning to the 
 principal churches, the business parts of the city, and Mt. Royal Park. The view from 
 the mountain is most beautiful, including the entire city, the river and its islands, the 
 Victoria Bridge, and a large extent of country. 
 
 After a day in Montreal we leave that city Thursday evening by Canada's great 
 national highway, the Canadian Pacific Railway. The distance to the Pacific ocean is 
 over 2,900 miles. Passing Ottawa in the night, the route on Friday traverses a lake 
 and timber region, and the following day skirts for nearly 200 miles the rocky shores 
 of Lake Superior. We arrive in Winnipeg early Sunday morning. Winnipeg is the 
 capitol of Manitoba, has some 28,000 inhabitants, and is well situated on the Assini- 
 boine and Red Rivers. The famous Hudson Bay Company has its headquarters here. 
 The Manitoba is a fine new hotel. We leave Winnipeg Monday afternoon. May 29, 
 and between that city and the mountains cross nine hundred miles of wheat fields 
 succeeded by broad plains. 
 
 Entering the Rocky Mountains at Canmore we have for four days a constant succes- 
 
 183 
 
sion of the grandest views. Our first stop is at Banff, where in the heart of the 
 mountains, amid scenery of the most impressive character, the Dominion government 
 has made a reservation of a tract twenty-six miles long and ten miles wide, inclusive of 
 a remarkable group of hot sulphur springs, as a national park. A hotel, which cost 
 over $300,000 and contains every modern luxury, including baths supplied from the 
 hot springs, has been erected by the railway company, and roads and bridle paths to 
 the various points of interest in the vicinity have been constructed. After a day's 
 rest at Banff we resume our westward journey through the range. At Stephen we are 
 at an elevation of 5,296 feet, and at the summit of the Rocky Mountains. Mount 
 Stephen towers 8,240 feet above our heads, or over 13,500 feet above the sea level, a 
 bold, precipitous peak of very striking form. High, towards its castellated summit, 
 are two glaciers, one being seen upon the eastern approach and the other upon pass- 
 ing its massive front. 
 
 A peculiarity of the ascent of the Rockies from the plains to the point of highest 
 elevation above sea level, is that it is almost imperceptible, being continued over hun- 
 dreds of miles at an average of not more than fifteen feet to the mile. Then sud- 
 denly, on the western slope, the descent from the Rockies into the valley, or gorge, 
 between that range and the Selkirks, is made in one grand downward plunge. The 
 descent is by a grade of 234 feet to the mile, and involves some of the most daring 
 engineering, as well as the finest appliances of train running, to be found upon any 
 railway in the world. Although the total length of the Wapta, or Kicking Horse 
 River, is only forty-seven miles, its descent is 2,800 feet. Down beside this rapid 
 stream the railway twists and turns, now far above its turbulent waters, and then at 
 its level, while on every side are new and startling pictures of grandeur. At Golden, 
 a mining town forty-four miles west of the summit and 2,746 feet below it, we emerge 
 
 184 
 
from the canon. The broad river ahead of us is the Columbia, moving northward ; 
 and the supremely beautiful mountains beyond are the Selkirks, rising from their 
 forest-clad bases, and lifting their ice-crowned heads far into the sky. 
 
 The Selkirks and the Cafions Beyond. 
 
 Crossing the Columbia north of Donald the railroad enters the Selkirks through 
 the Gate of Beaver River. A little way up the Beaver the line crosses to the right 
 bank, where, notched into the mountain-side, it rises at the grade of ii6feettothe 
 mile, and the river is soon left i,ooo feet below. There are numerous bridges across 
 the ravines, which are generally the beds of mountain torrents. The greatest of these 
 structures crosses Stony Creek — a noisy rill flowing at the bottom of a V-shaped 
 channel, 295 feet below the rails. Reaching the summit and descending toward the 
 west we are soon directly in front of the Great Glacier of the Selkirks. We halt here, 
 at the Glacier House, from Thursday until Friday afternoon. The Glacier is between 
 one and two miles away, and may easily be reached. A good path has been made to 
 the great ice field, which is miles in extent and several hundreds of feet thick. 
 
 Resuming our westward journey, we descend the Selkirks beside the winding Ille- 
 cillewaet through scenes of surpassing beauty. A short distance below Glacier House 
 is the Loop, where the railway describes a succession of bewildering twists and curves. 
 The mountain views are often superb, and every turn of the devious pathway brings 
 .fresh scenic marvels. The second crossing of the Columbia is at Revelstoke. We 
 have traveled across the mountainous peninsula formed by the great bend of the 
 Columbia, a distance of seventy-eight miles, while the river flows over 200 miles and 
 descends 1,050 feet. From the Columbia the road ascends by an easy grade to Eagle 
 Pass, in the Gold or Columbia Range, west of which lies the interior lake region of 
 
 i8s 
 
British Columbia. The Eagle River leads us down to the Great Shuswap Lake. The 
 railway crosses an arm of the lake at Sicamous Narrows, and then encircles the 
 southern sweep of Salmon Arm. Descending westward, we reach the Thompson 
 River Valley. Kamloops, the principal town of this region, is situated at the 
 junction of the north fork of the Thompson and the main stream. t 
 
 At Savona's Ferry the lake ends, the mountains draw near, and the series of Thomp- 
 son River Canons leading westward to the Fraser River is entered. At Lytton the 
 canon suddenly widens to admit the Fraser, the chief i^river of the Province, which 
 comes down from the north between two great lines of mountain peaks. The 
 scenery becomes even wilder than before. Six miles below Lytton the train crosses 
 the Fraser by a steel cantilever bridge, high above the water. The line follows the 
 right wall of the canon from this point onward. The roadway in many places was 
 carved from the solid rock, the river being left surging and swirling hundreds of feet 
 below. The principal canon of the Fraser begins four miles below North Bend, and 
 thence to Yale, a distance of twenty-three miles, the scenery is both interesting and 
 startling. The great river is forced between vertical walls of black rocks, and foams 
 and roars against impending masses. The railway is cut into the cliffs 200 feet or 
 more above, and the jutting spurs of rock are pierced by tunnels in quick succession. 
 Below Yale the canon widens, and is soon succeeded by a broad, level valley, with 
 rich soil and heavy timber. At Mission Junction we take a branch line southward to 
 New Whatcom, on Puget Sound, and thence we proceed to Seattle. 
 
 The party will arrive in Seattle Saturday afternoon, June 3, remain there over Sun- 
 day, go Monday morning to Tacoma, and take the Alaska steamer there Monday 
 night. On the return from Alaska, Portland and the Columbia River will be visited, 
 and the party will then proceed eastward over the Northern Pacific route and through 
 
 186 
 
the Yellowstone National Park. It will spend one week in Chicago and be due in 
 Boston Friday, July 14. 
 
 The total distance to be traveled on this excursion is 10,502 miles. The itinerary, 
 subject to slight possible changes, will be as follows : — 
 
 ITINERARY. 
 
 Wednesday, May 24. First Day. — Leave Boston from the station of the Southern Division of the 
 Boston & Maine Railroad, Causeway street (the *' Lowell " station), at 9.00 a. m. Baggage should be 
 checked to Montreal z/zrt Plymouth. From Boston to Montreal via the Boston & Maine, Concord & 
 Montreal, and Canadian Pacific Railways. Dinner at the Pemigewasset House, Plymouth, N. H. 
 Arrive in Montreal at 8.25 p. m. ; omnibus transfer to the Windsor Hotel, George W. Swett, manager. 
 
 Thursday, May 25. Second Day. — In Montreal. Carriage ride, visiting the principal churches, 
 the business parts of the city, Mt. Royal Park, the Grey Nunnery, etc. Transfer to the Canadian 
 Pacific station, and leave Montreal at 8.20 p. m. 
 
 Friday, May 26. Third Day. — ^« r^«/.? vsrestward in Ontario; meals in Canadian Pacific dining- 
 car. 
 
 Saturday, May 27. Fourth Day. — En route westward around the north shore of Lake Superior. 
 
 Sunday, May 28. Fifth Day. — Arrive in Winnipeg at an early hour. Omnibus transfer to The 
 Manitoba, Fred W. Sprado, manager. 
 
 Monday, May 29. Sixth Day. — In Winnipeg. Transfer to the Canadian Pacific Railway station, 
 and leave at 3.00 p. m. 
 
 Tuesday, May 30. Seventh Day. — En route through Assiniboia and Alberta. 
 
 Wednesday, May 31. Eighth Day. — Arrive at Banff at 6.45 a. m. ; transfer to the BanjEE Springs 
 Hotel, W. L. Mathews, manager. 
 
 Thursday, June i. Ninth Day. — Transfer from the Ban£E Springs Hotel, and leave Banff at 6.45 
 A. M. ; cross the Rocky Mountains through the Kicking Horse Pass, descend to the Columbia River at 
 Donald, and ascend the Selkirk Mountains ; arrive at Glacier House, near the Great Glacier of the 
 Selkirks, at 2.00 p. m., and remain until the ensuing day. 
 
 187 
 
Frtday, June 2. Tenth Day. — Leave Glacier House at 2.25 p. m., continue westward down the 
 lUecillewaet, across the Columbia the second time at Revelstoke, and through the Gold range and the 
 lake region, and later descend the Thompson River Canon. 
 
 Saturday, June 3. Eleventh Day. — Through the Fraser River Canon and from Mission Junction 
 by branch line to New Whatcom, Wash. ; thence by the Great Northern Railway, via Fairhaven, to 
 Seattle; arrive in Seattle at 5.40 p, m., and transfer to The Rainer, DeL. Harbaugh, manager. 
 
 Sunday, June 4. Twelfth Day. — In Seattle. 
 
 Monday, June 5. Thirteetith Day. — Transfer to the Northern Pacific station, and leave Seattle at 
 9.25 A. M. ; arrive in Tacoma at 10.55 a. m. ; transfer to The Tacoma, W. K. Hatch, manager; in the 
 evening go on board the steamer " Queen," Captain James Carroll, for the Alaska voyage. 
 
 Tuesday, June 6. Fourteenth Day. 
 
 Wednesday, June 7. Fifteenth Day. 
 
 Thursday, June 8. Sixteenth Day. 
 
 Friday, June 9. Seventeenth Day. 
 
 Saturday, June 10. Eighteenth Day. 
 
 Sunday, June 11. Nineteenth Day. 
 
 Monday, June 12. Twentieth Day. 
 
 Tuesday, June 13. Twenty first Day. 
 
 Wednesday, June 14. Twenty-second Day* 
 
 Thursday, June 15. Twenty-third Day. 
 
 Note. — On the return the steamer will remain at Victoria, B. C, and Port Townsend long enough 
 to permit of an inspection of those cities. 
 
 Friday, June 16. Twentyfourth Day. — In Portland. Carriage ride through the finest residence 
 and business sections of the city, and to the park, which affords a magnificent view. 
 
 Saturday, June 17. Twenty-fifth Day. — Transfer to the Union Pacific station, and leave Portland 
 at 8.45 A. M. for a trip up the most picturesque parts of the Columbia River; return by steamer down 
 the Columbia and up the Willamette ; arrive in Portland at 5.30 p. m. ; transfer to the hotel. 
 
 Sunday, June 18. Twenty-sixth Day. — In Portland. 
 
 On the Alaska voyage, visiting Fort Wrangel, 
 Juneau, Douglas Island, Chilkaht, the great Muir 
 Glacier in Glacier Bay, Sitka, Nanaimo, etc. The 
 steamer will probably return on Thursday, June 
 15. The party will leave Tacoma by the first train, 
 and proceed to Portland, where the passengers 
 will be transferred to The Portland, Charles E. 
 Leland, manager. 
 
Monday, June 19. Twenty-seventh Day. — Transfer from The Portland to the Northern Pacific 
 station, and leave for the East at 8.00 a. m. in Pullman palace sleeping cars. 
 
 Tuesday, June 20. Twenty-eighth Day. — Arrive at Spokane at 7.00 a. m., and leave at 6.00 p. m. 
 
 Wednesday, June 21. Twenty-ninth Day. — En route through Idaho and Montana; arrive at 
 Helena at 12.40 p. m. ; leave Helena at 10.35 p* m- 
 
 Thursday, June 22. Thirtieth Day. — Arrive at Livingston at 3.45 a. m., and proceed thence to 
 Cinnabar via the Yellowstone Park Branch ; from Cinnabar to Mammoth Hot Springs by stage, arriving 
 at Mammoth Hot Springs at 12.30 p. m. 
 
 Friday, June 23. Thirty-first Day. — Leave Mammoth Hot Springs by stage at 8.00 a. m. ; arrive 
 at Norris Geyser Basin Hotel at 12.30 p. m.; lunch there; leave at 1.30 p. m. ; arrive at Fountain Hotel, 
 Lower Geyser B?.sin, at 6.30 p. M. 
 
 Saturday, June 24. Thirty-second Day. — Leave Lower Geyser Basin at 8.00 a. m., visiting the 
 " Excelsior " Geyser, " Prismatic " Lake, and ** Turquoise " Spring in the Midway Geyser Basin ; arrive 
 at Upper Geyser Basin Hotel at 11.00 a. m. 
 
 Sunday, June 25. Thirty-third Day. — At the Upper Geyser Basin. 
 
 Monday, June 26. Thirty-fourth Day. — Leave Upper Geyser Basin at 8.00 a. m. ; arrive at West 
 Bay, or Thumb of Yellowstone Lake, at 11.00 A. M. ; lunch there; leave West Bay at 2.00 p. m.; arrive 
 at Yellowstone Lake Hotel at 5.00 p. m. 
 
 Tuesday, June 27. Thirty-fifth Day. — Leave Yellowstone Lake Hotel at 10.00 a.m.; arrive at 
 Grand Canon Hotel at i.oo p. M. 
 
 Wednesday, June 28. Thirty-sixth Day. — Leave Grand Canon Hotel at 10.30 a. m.; arrive at 
 Norris Geyser Basin Hotel at 12.30 p. m. ; lunch there; leave at 1.30 p. m. ; arrive at Mammoih Hot 
 Springs at 5.30 p. m. 
 
 Thursday, June 29. Thirty-seventh Day. — Leave Mammoth Hot Springs at 2.00 p. m.; arrive at 
 Cinnabar at 3.30 p. m. ; leave Cinnabar at 4.15 P. M.; arrive at Livingston at 6.15 p. M., and continue 
 eastward over the Northern Pacific Railroad. 
 
 Friday, June 30. Thirty-eighth Day. — En route through Montana and North Dakota. 
 
 189 
 
Saturday, July i. Thirty-ninth Day. — Arrive in Minneapolis at 11.40 a. m. ; transfer to the West 
 Hotel, John T. West, proprietor; carriage ride in the afternoon, with visits to the chief business and 
 residence sections, the bridge below St. Anthony's Falls, etc. 
 
 Sunday, July 2. Fortieth Day. — In Minneapolis. 
 
 Monday, July 3. Forty-first Day. — Transfer to the Union station and leave Minneapolis at 9.55 
 a. m. ; arrive in St. Paul at 10.30 a. m. ; transfer to the Hotel Ryan, Eugene Mehl & Son, proprietors. In 
 the afternoon carriage ride, visiting the Capitol, Summit avenue, and other principal places of interest. 
 
 Tuesday, July 4. Forty second Day. — In St Paul. Transfer to the station of the Minneapolis & 
 St. Louis Railway, and leave St. Paul by the Albert Lea route at 7.00 p. m. 
 
 Wednesday, July 5. Forty-third Day. — Arrive in Chicago, Raymond & Whitcomb's Exposition 
 station, at 2.30 p. m. ; transfer to the Raymond & Whitcomb Grand Hotel. 
 
 Thursday, July 6. Forty-fourth Day. — In Chicago. 
 
 Friday, July 7. Forty-fifth Day. — In Chicago. 
 
 Saturday, July 8. Forty-sixth Day. — In Chicago. 
 
 Sunday, July 9. Forty-seventh Day. — In Chicago. 
 
 Monday, July 10. Forty-eighth Day. — In Chicago. 
 
 Tuesday, July 11. Forty-ninth Day. — In Chicago. 
 
 Wednesday, July 12. Fiftieth Day. — In Chicago. Transfer to the Raymond & Whitcomb station, 
 and leave at 3.00 v. m. ; from Chicago to Harvey via the Illinois Central Railroad ; from Harvey eastward 
 through Indiana, Michigan, and Ontario via the Chicago & Grand Trunk and Grand Trunk Railways. 
 
 Note. — Passengers who return to Chicago independently must notify Carroll Hutchins, agent for 
 Raymond & Whitcomb, at The Raymond & Whitcomb Grand, Midway Plaisance, Chicago, at least one 
 week in advance, in order to insure hotel accommodations. 
 
 Members of the party who return eastward independently from Chicago or any point west thereof 
 will be required to exchange their eastbound passage and sleeping-car coupons at the ticket office of the 
 Chicago & Grand Trunk Railway at Chicago & Grand Trunk Railway Crossing, Blue Island Junction ; or 
 at the Dearborn station (Polk street, at the head of Dearborn street), Chicago ; or at the city ticket office 
 
 190 
 
of the Chicago & Grand Trunk Railway, 103 South Clark street, Chicago, E. H. Hughes, agent ; or at 
 Raymond & Whitcomb's office in The Raymond & Whitcomb Grand, Midway Plaisance, Carroll Hutchins, 
 agent. All applications in advance for sleeping-car berths should be addressed to Mr. Hutchins or Mr. 
 Hughes. Niagara Falls is the only point east of Chicago where stop-over privileges are permitted. 
 
 Thursday, July 13. Fifty-first Day. — Arrive at Niagara Falls, N. Y., at 8.30 a. m., and remain until 
 afternoon ; leave Niagara Falls by the West Shore Railroad at 4.42 p. m. 
 
 Friday, July 14. Fifty-second Day. — From Rotterdam Junction eastward by the Fitchburg Rail- 
 road; arrive in Boston at 10.00 a. m. 
 
 Standards of Time. 
 
 Eastern Standard. — From Boston to Port Arthur, Ont. 
 
 Central Standard, one hour slower than Eastern time. — From Port Arthur to Brandon, Manitoba. 
 
 Mountain Standard, two hours slower than Eastern time. — From Brandon to Donald, B. C. 
 
 Pacific Standard, three hours slower than Eastern time. — From Donald to Tacoma, Wash. 
 
 Steamer Time. — On the Alaska voyage steamer time varies from day to day as the voyage tends 
 westward. The time at Sitka, the westernmost point reached (135 degrees and 52 minutes west from 
 Greenwich), is reckoned one hour slower than Pacific standard. 
 
 Pacific Standard, three hours slower than Eastern time. — From Tacoma to Hope, Id, 
 
 Mountain Standard, two hours slower than Eastern time. — From Hope to Mandan, N. D. 
 
 Central Standard, one hour slower than Eastern time. — From Mandan to Port Huron, Mich. 
 
 Eastern Standard. — From Port Huron to Boston. 
 
 191 
 
BOOKS OF AMERICAN TRAVEL. 
 
 A Partial List of Guides for the Transcontinental Tours. 
 
 SHE books of travel and adventure relating to the Pacific Coast and to the different 
 parts of the country passed through in the various routes across the continent are 
 legion. Numerous guide books of a local character may be bought in the princi- 
 pal localities visited, but there is alack of comprehensive books of this class covering 
 the long transcontinental lines. Crofutt's is unquestionably the most comprehensive. 
 The pul)lications of the several railroad companies are generally very useful in this 
 connection, and the same may be said regarding maps. 
 
 The Crest of the Continent, by Ernest Ingersoll, is a graphic description of the scenery 
 on the line of the Denver & Rio Grande route. 
 
 Over the Range to the Goldeit Gate^ by Stanley Wood, is another excellent work 
 devoted largely to the same route. 
 
 The Great Northwest, a guide book and itinerary for the use of travelers over the 
 Northern Pacific Railroad and its allied lines, is published by Riley Brothers, St. Paul. 
 Persons desirous of gaining information relative to the ancient ruins in Colorado, 
 New Mexico, Arizona, etc., will find maps and interesting papers by W. H. Jackson 
 and W. H. Holmes in the Tenth Annual Report (Professor H.ayden's) of the United 
 States Geological and Geographical Survey — the volume for 1876. The Seventh Annual 
 Report of the United States Geological and Geographical Survey (for 1873) ^"^ *^^ 
 
 193 
 
Smithsonian Institution Reports for 18^4 and i86g also contain articles upon the same 
 subject. 
 
 The Round Trip from the Hub to the Golden Gate, by Susie C. Clark, is a new and 
 entertaining account of a journey to the Pacific Coast and back again by a member of 
 one of our excursion parties. Published by Lee & Shepard, Boston. 
 
 A History of the Northern Pacific Railroad, by E. V. Smalley, is an account of that 
 great enterprise from the time of its inception, in 1834, to the opening of the road, in 
 1883. 
 
 Dominion of Canada. 
 
 There are innumerable books about Canada, but little has been written in book- 
 form about the scenery on the Canadian Pacific Railway. The most useful hand-book 
 for the traveler is the admirably prepared Time Table, with Notes, published by the 
 company. An illustrated pamphlet entitled The New Highway to the Orient, also 
 issued by the company, contains much of interest. 
 
 W. H. H. Murray has written a book of travel (1888) entitled Daylight Land. It is 
 a glowing account of a journey over the Canadian Pacific Railway. 
 
 B. C. i88y, A Ramble in British Columbia, by J. A. Lees and W. J. Clutterbuck, is 
 a book of travel issued in 1888. 
 
 Among the Selkirk Glaciers, by William Spottswood Green (London, 1890), is the 
 fullest account of the Selkirk mountains yet published. 
 
 California* 
 The most complete and exhaustive work upon California and the Pacific Coast is 
 comprised in Hubert Howe Bancraft*s series of volumes, published by the Bancroft 
 Company, San Francisco, 
 
 194 
 
All About Pasadena and Its Vicinity^ by Charles Frederick Holder, is a compre- 
 hensive guide book, published by Lee & Shepard, of Boston. It is sold at %\ (cloth 
 binding), and 50 cents (paper covers), and will be forwarded by mail from this office 
 on receipt of price. 
 
 Southern California, by Theodore S. Van Qyke, sets forth the advantages of that 
 region both as a place of interest to the tourist and for permanent residence. Cali- 
 fornia of the South, by Walter Lindley, M. D., and J. P. Widney, M. D., is a new work 
 published by D. Appleton & Co., of New York. Other works relating to Southern 
 California are the following: The Climate of Southern California: Its Relation to 
 Health, by P. C. Remondino, M. D. ; The Climate of Southern California : Its Relation 
 to Disease, by W. A. Edwards, M. D. ; Californian Fruits, by E. J. Wickson ; and 
 Orange Culture, by A. C. Fish. 
 
 Some of the publications of the railway companies contain much valuable informa- 
 tion. The Southern Pacific Company have issued ihQ Southern Highway, Shasta — 
 the Keystone of California Scenery (by E. McD. Johnstone), California Resorts, That 
 Wonderful Country (for the farmer and fruit grower). West by South, Half South (by 
 Mr. Johnstone), and a Climatic Map of California. 
 
 Major Ben. C. Truman has recently written a guide entitled Southern California^ 
 which may be had free by addressing \V. F. White, Traffic Manager, Chicago, or any 
 of the agents of the Atchison, Topeka & Santa Fe Railroad. 
 
 Yosemite : Where to Go, and What to Do, by Lewis Stornaway, can be found at the 
 California book-stores. 
 
 Hand-book of the Lick Observatory, by Professor Edward S. Holden, is invaluable to 
 persons who visit Mount Hamilton. 
 
 195 
 
A Pacific Coast Scenic Tour^ by Henry T. Finck, is a recently published book 
 descriptive of scenery from Southern California to Alaska, etc. 
 
 Among other books on California are /// the Heart of the Sierras^ by J. M. Hatch- 
 ings ; Santa Barbara and Around There^ by Edwards Roberts ; Ramona, by Helen 
 Hunt Jackson ; and California as It Is and WaSy by William H. Thomes (also 
 author of On Land and Sea and Lewey and /, two books of early adventure on the 
 Pacific Coast. 
 
 Wild Flowers of the Pacific Coast and Wild Flowers of the Rocky Mountains ^ by 
 Emma Homan Thayer, are two superbly illustrated books, published by Cassell 
 & Co., of New York. The illustrations are from water-color paintings executed by- 
 Mrs. Thayer, and reproduce with fidelity every shade of color in the originals. 
 
 Oregon and Washington. 
 
 The Wealth and Resources of Oregon and Washington^ by C. N. Miller (1889), issued 
 by the Union Pacific Railway Co., is the latest work relating to the Pacific Northwest. 
 
 Washington Irving's Astoria and Lewis and Clark's narrative of their expedition 
 give interesting accounts of the early explorations in Oregon and other parts, of the 
 Pacific Northwest. 
 
 The Northwest, an illustrated monthly publication devoted to the Northwest, is 
 issued from St. Paul at $1.50 per year. E. V. Smalley is the editor and publisher. 
 
 Alaska. 
 
 The earliest accounts of the region now denominated Alaska are probably to be 
 found in the narratives of the early voyages of Captain Cook and Vancouver, and in 
 J. Von Straehlin's Account of the New Northern Archipelago (published in London, 
 
 196 
 
1774)- A work by Baron Ferdinand von Wrangel, on the Russian possessions in 
 America, was published in St. Petersburg in 1839. 
 
 There are many accounts of Alaska in the United States government reports, and 
 the speeches of Charles Sumner in the Senate {1867) and Nathaniel P. Banks in the 
 House of Representatives (1868) will be perused with peculiar interest. Volume 28 
 of Hubert Howe Bancroft's History of the Pacific States of North America gives an 
 historical sketch of the country, and popular accounts will be found in Hartwig's 
 Polar Worlds Hours at Home, the Atlantic Monthly for June, 1867, Harper s Magazine 
 for 1867 and 1869, Lippiitcotf s Magazine for February and November, 1868, and the 
 American fournal of Science iox 1867 and 188 1. 
 
 Among the later books relating to Alaska are the following : — 
 
 Travel and Adventure in the Territory of Alaska, by Frederick Whymper (1869). 
 
 Alaska and its Resources, by William Healey Dall (1870). 
 
 Alaska attd Missions on the North Pacific Coast,hy Rev. Sheldon Jackson, D. D., (1880). 
 
 The Seal Islands of Alaska, by Henry W. Elliott (1881). 
 
 Amojig the Alaskans, by Julia McNair Wright (1883). 
 
 Fifth Avenue to Alaska, by Edwards Pierrepont (1884). 
 
 Along Alaska's Great Rtver,\iyYxQdi^x\^ Schwatka (1885). Lieutenant Schwatka 
 was also the author of an account of a voyage to Alaska printed in Wonderland, a pam- 
 phlet issued by the passenger department of the Northern Pacific Railroad in 1886'atnd 
 subsequently, and devoted to the Yellowstone National Park and the Pacific Northwest. 
 
 Alaska, Its Southern Coast, and the Sitkan Archipelago, by E. R. Scidmore (1885). 
 
 A Trip to Alaska, by George Wardman (1885). 
 
 Our Arctic Provinces, by Henry W. Elliott (1886). 
 
 Our New Alaska ; or. The Seward Purchase Vindicated, by Charles, Hallock (i!830]j. 
 
 197 
 
Report oil Education in Alaska, by Rev. Sheldon Jackson, D. D (1886). 
 
 Shores and Alps of Alaska, by H. W. Seton-Karr (1887). 
 
 Thirtee7t Years of Travel and Exploratioii in Alaska, by W. H. Pierce (edited by 
 Professor and Mrs. J. H. Carruth). 
 
 Picturesque Alaska^ by Abby Johnson Woodman (1889). 
 
 The Ice Age in North America and its Bearings on the Antiquity of Man, by G. 
 Frederick Wright ([889) ; published by D. Appleton & Co., New York. Chapter II. of 
 this work is devoted to the glaciers of the Pacific Coast, and Chapter III. to Professor 
 Wright's experiences on the Muir Glacier in 1866. 
 
 The New Eldorado, a Summer Jour 7tey to Alaska, by Maturin M. Ballou (1890). 
 This is one of Mr. Bailouts latest volumes of travels. It is devoted in part to the 
 Yellowstone National Park. 
 
 The Wonders of Alaska, by Alexander Badlam, published by the Bancroft Com- 
 pany, San Francisco (1890). This and Miss Scidmore's work are the nearest approach 
 to the guide-book form of anything extant. 
 
 A Woman^s trip to Alaska, by Septima M. CoUis (1890). 
 
 Alaskana (the legends of Alaska in poetic form), by Dr. !>ushrod W. James, 1892. 
 
 The Yellowstone National Park. 
 
 The latest and most useful handbook for the visitor to the American Wonderland is 
 the /Practical Guide to Yellowstone National Park, by A. B. Guptill, illustrated and 
 published by F. Jay Haynes. A pocket edition (50 cents) may be obtained at Mam- 
 moth Hot Springs. 
 
 The Fifth Annual Report of the United States Geological and Geographical Survey 
 (fpr^Bjl) contains Dr. F. V. Hayden's original account of the Yellowstone Park 
 
 198 
 
region ; and the subsequent volumes also contain much relating thereto, the fullest 
 and most exhaustive account yet prepared appearing in the Twelfth Report (for 1878). 
 Part II. (503 pages), together with numerous maps, includes interesting contributions 
 by W. H. Holmes on the Geology of the Park, Dr. A. C. Peale on Thermal Springs, 
 and Henry Gannett on the Topography of the Park. An interesting paper on the 
 Formation of Travertine and Silicious Sinter by the Vegetation of Hot Springs^ by Walter 
 Harvey Weed, will be found in the Ninth Annual Report of the United States Geological 
 Survey (J. W. Powell, director), for 1887--88 ; and a paper on Obsidian Cliffs^ by Joseph 
 P. Iddings of the Survey, appeared in the Seventh Annual Report for ,1885-86. 
 
 The American Encyclopcedia, fohnson's New Universal Encyclopcedia, Picturesque 
 America^ Scribner's Magazine, ior 187 1, '72, and ^^2}^ Lippincotfs Magazine for 1880, 
 The Southern Magazine for 187 1, Appleton's Journal for 1881, Nature for 1872, Cham- 
 ber^ s Journal iox 1882, and the United States Census Report iox 1880, all contain articles 
 relating to the park; and the later works on geology by Geikie, Dana, and LeConte 
 have scientific references to its marvels. 
 
 There are many books of travel relating to the park, and among them are The Great 
 Divide, by Lord Dunraven ; James Richardson's Wonders of the Yellowstone ; Horse- 
 back Rides through the Yelloivstone Park, by H. J. Norton; Camp and Cabin, by 
 Rossiter W. Raymond; Rambles in Wonderland, by Edwin J. Stanley; y4 Pilgrimage 
 to Geyser Land ; or, Montana on Muleback, by Ellsworth Spencer; Rambles Overland ^ 
 by Rev. Almond Gunnison, D. D. ; and The New Eldorado (elsewhere mentioned), sby 
 Maturin M. Ballon. 
 
 A complete list of all works having reference to the Yellowstone Park (published 
 previous to 1882), and also lists of authorities on the thermal springs of all parts of 
 the world, will be found in Hayden's T^velfth Report (Part II., pages 427-499). 
 
 199 
 
Mr. Arnold Hague's paper — Geological History of the Yellowstone National Park — 
 appears in the "Transactions of the American Institute of Mining Engineers for 
 1887." 
 
 It should be said that some of the books enumerated in the foregoing pages are out 
 of print, and obtainable only in the libraries. 
 
 Photographs. 
 
 Jackson's Photographic views of scenery in Colorado, New Mexico, etc., may be 
 ordered of the W. H.Jackson Photograph Company, 161 5 Arapahoe street, Denver, 
 Col. Catalogues will be sent on application. W. K. Vickery, 108 Grant avenue, San 
 Francisco, is agent in that city for the company. 
 
 In San Francisco choice photographs may be obtained of I. W. Taber & Co., No. 8 
 Montgomery street. Fine photographic views (large or small sizes) of California 
 scenery may be had of Taber & Co. 
 
 W. H. Partridge, No. 2832 Washington street, Boston, has a large assortment of 
 Alaska views. Catalogues will be sent on application. These views may be purchased 
 at Sitka, and also views taken by Edward de Groff, a local photographer. 
 
 F. J. Haynes, of St. Paul, Minn., has made a specialty of photographing the geysers 
 and other wonders of the Yellowstone National Park. His views are sold at the 
 Mammoth Hot Springs, and also at No. 392 Jackson street, St. Paul, where tourists 
 will be welcomed at all tim^s. Catalogues will be sent from St. Paul on application. 
 
 British Columbia views may be obtained of Notman, Montreal ; Ross, Best & Co., 
 Winnipeg; a,nd Mrs. R. Maynard, Victoria. 
 
A. SERIES OK EXCURSIONS 
 
 TO THE 
 
 WORLD'S Columbian Exposition. 
 
 Magnificent Vestibuled Trains of Pullman Palace Sleeping and Dining-Cars, a New and Elegant 
 
 First-Glass Hotel near the Fair Grounds, and the Best Possible Facilities 
 
 for Seeing the Great Exhibition. 
 
 For the purpose of providing the best possible facilities for visiting the World's 
 Columbian Exposition, in Chicago, May i to October 30, we have made the most 
 elaborate plans. Special trains of vestibuled Pullman palace cars, comprising both 
 sleeping and dining-cars of the latest and most elegant design, will leave Boston at 
 frequent intervals during the entire season, constituting nearly a daily service. There 
 will be every week (with only one exception) at least four trains, and at times this 
 number will be increased to five and six trips a week. 
 
 Two routes will be followed, the period of sojourn in Chicago being the same. 
 The trains leaving Boston Monday, Tuesday, Wednesday, Thursday, or Friday, will 
 depart from the Fitchburg Railroad station, Causeway street, and go westward via 
 the Fitchburg (Hoosac Tunnel route). West Shore, Grand Trunk (Southern Division), 
 and Chicago & Grand Trunk lines. Every Saturday forenoon a train will leave the 
 Southern Division station of the Boston & Maine system. Causeway street (Boston 
 & Lowell station), the route westward being over the Boston & Maine, Concord Sc 
 
 201 
 
Montreal, Central Vermont, Grand Trunk, and Chicago & Grand Trunk Railways. 
 Sunday will be passed at Niagara Falls, the train resuming its westward journey 
 Monday morning soon after midnight. The westbound trains by the Fitchburg route 
 go through to Chicago without delays at any point, arriving at their destination the 
 succeeding evening. Niagara Falls will be visited on the return. The parties going 
 westward via the Boston & Maine and Grand Trunk route return from Chicago 
 direct, the visit to Niagara Falls being made on the outward trip. 
 
 Recognizing the fact that ordinary hotel accommodations would be inadequate, we 
 have built an elegant and commodious hotel of the best class, which will meet the 
 requirements of the most exacting traveler. The Raymond & Whitcomb Grand, 
 Oscar G. Barron, manager, situated on Fifty-ninth street, Washington and Madison 
 avenues, is made of fire-proof materials, the walls being of pressed brick, and every 
 luxurious appointment of a modern first-class hotel has been introduced. A well- 
 lighted and thoroughly well-ventilated bath and toilet room communicates with every 
 sleeping-room. For a full description of the hotel see page 15 of this circular. A 
 special railway station within two squares of the hotel, which, like the hotel, is to be 
 used solely for our passengers, will further enhance the comfort of the tourist. 
 
 Every needful item of expense, inclusive of first-class railway fare, a double berth 
 (half a section) in the sleeping-cars, meals in the dining-cars en route, hotel accom- , 
 modations for one week, transfers to and from the hotel, twelve admissions to the 
 Exposition grounds, care of baggage, and services of conductors, is included in each 
 ticket. 
 
 Further details, copies of the special Exposition circular, and all required informa- 
 tion, may be obtained of 
 
 RAYMOND & WHITCOMB, 296 Washington St. (opposite Scliooi St.), Boston, Mass. 
 
Grand Summer and Autumn Tours, 
 
 In July, August, and September, 1893. 
 
 ALASKA VIA THE CANADIAN PACIFIC RAILWAY. 
 
 Parties will leave Boston July 8, and 22 for two unsurpassed tours of 56 days over the most pictur- 
 esque routes in the world. The outward journey from ocean to ocean to be by the Canadian Pacific 
 Railway, and the return by the Northern Pacific Railroad, with a week in the Yellowstone National Park. 
 
 THE ROCKY MOUNTAINS OF COLORADO. 
 
 Parties will leave Boston June 5, July 17, August 28, September 11, and October 9, and Chicago eight 
 days later, for delightful sight-seeing trips to Pueblo, the Royal Gorge of the Arkansas, Tennessee Pass, 
 The Colorado at Glenwood Springs, Leadville, Manitou, Pike's Peak, and Denver. 
 
 COLORADO AND THE YELLOWSTONE NATIONAL PARK. 
 
 Parties will leave Boston July 10 and August 7, and Chicago July 18 and August 15, for two attrac- 
 tive excursions to the Yellowstone National Park, in connection with trips through Colorado and Utah, 
 including visits to Denver, Manitou, the summit of Pike's Peak, the Royal Gorge, Glenwood Springs, 
 Salt Lake City, the mining districts of Anaconda and Butte, etc. 
 
 THE YELLOWSTONE PARK AND CALIFORNIA. 
 
 A party will leave Boston August 30, and Chicago September 7, for a magnificent tour of 72 days 
 across the continent, including a week in the Yellowstone National Park, with a visit to California and 
 a return homeward through Utah, Colorado, etc. 
 
 The foregoing excursions include in each instance a week at the World's Columbian 
 Elxposition. All travel in magnificent palace sleeping-cars with dining-cars. 
 
 SHORT TRIPS TO LEADING EASTERN RESORTS. 
 
 Parties will leave Boston weekly during the season for complete rounds of the leading New England, 
 New York, and Canadian resorts — the White Mountains, Saratoga, Lake George, Quebec, the 
 Saguenay, etc. 
 
 descriptive circulars, tickets, and all required information can be obtained of 
 
 RAYMOND & WHITCOMB, 296 Washington St. (opposite School St.), Boston. 
 203 
 
flpJlUflL WINTER TRIPS TO CflMFOHHiA 
 
 For t]:ie Season of 1893-94. 
 
 Our annual series of winter tours to the Pacific Coast, intended especially for the 
 accommodation of persons who desire to make extended sojourns at the various Cali- 
 fornia resorts (although equally available for shorter trips), will begin in October, and 
 continue at short intervals through November, December, January, February, and 
 March. Magnificent trains of vestibuled Pullman palace cars, with Pullman palace 
 dining-cars, are brought into requisition for all the tours, affording for the entire jour- 
 ney accommodations not otherwise attainable. A choice of routes both ways is given, 
 and the tickets may be used returning independently, so that the individual wishes of 
 travelers are fully met. 
 
 Full details will be announced at an early date in our book, "A Winter in California." 
 
 TOURS thHouoh mEXico. 
 
 Our excursions through Mexico, which have proved so popular during the past 
 nine years, will be resumed in January. As the facilities for travel in that interesting 
 country are increased, we shall add to the attractiveness of these tours. There will 
 be two or three trips to include California, and one or more with a return direct from 
 Mexico, without the visit to California. 
 
 EXCURSION TO THE HAWAIIAN ISLANDS. 
 
 Our sixth annual trip to the Sandwich Islands will take place in the early spring of 
 1894, the party sailing from San Francisco. Particulars of the tour will be given in 
 the circular of Winter Trips to California. 
 
 204 
 
List of Raymond & Whitcomb's Offices. 
 
 CHIEF OFFICE, 296 Washington Street, opposite School Street, Boston, Mass. 
 
 New York Office : 31 East Fourteenth Street, corner of Union Square, Raymond & Whitcoaib. 
 
 Philadelphia Office: m South Ninth Street, under Continental Hotel, Raymond & Whitco»b. 
 
 Chicag^o Office : 103 South Clark Street, corner Washington Street, E. H. Hughes, Agent. 
 
 And dmring the World's Columbian Exposition, The Raymond & Whitcomb Grand, Midway 
 Plaisance, Raymond & Whitcomb. 
 
 Agents on the Pacific Coast. 
 
 For Southern. California : Charles C. Harding, Agent, The Raymond, East Pasade»a, Cal. 
 
 liOS Angeles Office : 138 South Spring Street, Raymond & Whitcomb, F. W. Thompson, Agent, 
 
 San Francisco Offices: Room 89, Crocker Building, opposite Palace Hotel, Carroll Hutching, 
 Agent (during Winter and Spring) ; and also 36 Montgomery Street (corner Sutter Street), Clihtom 
 Jones, Agent. 
 
 Portland (Or.) Office : 121 First Street, corner Washington Street, A. D. Charlton, Agent. 
 
 205 
 
AGENTS IN EUROPE. 
 
 We have recently completed arrangements whereby persons in Europe can join any 
 of our American tourist parties, and be supplied with tickets inclusive of all incidental 
 expenses from their point of departure. Our representatives abroad are the Com- 
 pagnie Internationale de Voyages, 25 Rue des Mathurins, Paris, and the agents of 
 the Compagnie Internationale des Wagons Lits et des Grands Express Europeens, 
 under whose direction sleeping-cars and dining and restaurant cars are run over all 
 the important railway lines throughout Europe. All required information may be 
 obtained at any of the agencies of the company, where tickets and sleeping-car berths 
 for the European journey, steamship accommodations, etc., may also be secured. 
 
 Persons residing in America, and having friends abroad who are likely to be inter- 
 ested in these excursions, are requested to send addresses to us, in order that descrip- 
 tive circulars and other information may be forwarded. 
 
 List of Foreign Agencies. 
 Paris* — Compagnie Internationale de Voyages, 25 Rue des Mathurins; 
 
 ALSO, THE OFFICES OF THE COMPAGNIE INTERNATIONALE DES WaGONS LiTS 
 
 et des Grands Express EuROPi:ENS, 3 Place de l'Opera, Ticket Office 
 OF Hotel Terminus, Ticket Office at the Gare du Nord, and the 
 Bureau of the Chief Inspector of the Service, 46 Rue des Math- 
 urins. 
 
 London. — 122 Pall Mall, S. W., Henry M. Snow, London Manager of the 
 International Sleeping-Car and European Express Trains Company. 
 
 Vienna. — 15 Karnthner Ring. ^ 
 
 Berlin. — 69 Unter den Linden. 
 
 Rome. — 31 AND 32 Via Condotti. 
 
 206 
 
ALGERIA. 
 
 Alg^iers. — Office of the Compagnie Generale 
 Transatlantique. 
 
 Oran.— Office of the Compagnie Generale Trans- 
 atlantique. 
 
 Tunis. — Office of the Compagnie Generale Trans- 
 atlantique. 
 
 AUSTRIA-HUNGARY. 
 
 Agram. — Ticket Office of the Hungarian State 
 Railways. 
 
 Srasso. — Henri Aronsohm, Chief of the Bureau 
 
 des Voyagers, Hungarian State Railways- 
 Budapest. — Schenker & Company, 2 Wag- 
 gasse (Grand Hotel Hungaria); and M. 
 Schwimmer, official agent of the Hungarian 
 State Railways. 
 
 Carlsbad 1, Bohemia).— Rudolph Mayer, Bureau 
 des Voyagers. 
 
 Clousembourg.— Bureau des Voyagers, Hun- 
 garian State Railways. 
 
 He rculesbad.— Office of Direction of the Baths. 
 
 Marienbad (Bohemia). — Stingl & Stern. 
 
 Prasrue (Bohemia). — Schenker & Company, 21 
 Heuwags-platz. 
 
 BELGIUM. 
 
 Brussels.— Hotel de Belle- Vue. 
 
 Liege. — M. Crahay, Rue de 1' University. 
 BULGARIA. 
 
 Sofia. — Schenker & Company. 
 ENGLAND. 
 
 Birmiiigham.— Mr. Lavery, 137 New street. 
 
 Liverpool.— Thomas Meadows & Company, 
 Water street. 
 
 Manchester. — Thomas Meadows & Company, 
 Piccadilly. 
 
 Portsmouth. — Curtiss & Sons. 
 
 Kyde (Isle of Wight). — Curtiss & Sons. 
 
 FRANCE. 
 Aix les Baiug.— M. Mermoz, Place du Revard. 
 Bagneres de Luchoii.— M. Lafont, library, 
 
 61, AUee d'Etigny. 
 Biarritz.— M. Delvaille, Place de la Mairie. 
 Bordeaux. — Office of the Compagnie des Che- 
 
 mins de Fer du Midi, 10 Cours du 30th Juillet. 
 Calais. — Railway station on the Pier(Gare Mari- 
 time); and 15 Rue de I'Etoile. 
 Cannes.— 63 Rue d'Antibes. 
 Cauterets. — 8 Avenue du Mamelon Vert. 
 Chalt»ns-8ur-Marne. — 14 Rue de Marne (office 
 
 ot Chemins de Fer de I'Est). 
 Clermont-Ferrand.— At the Railway station. 
 Hendaye. — At the Railway station. 
 Hyeres. — Messrs. True & Fugairon, 6 Avenue 
 
 Alphonse Denis. 
 Havre. — R. Odinet, armateur, 4 and 14, Rue Ed. 
 
 Larue. 
 Luchon. — M. Lafont, library, 6i All^e d'Etigny. 
 Lyons.— Grand Hotel Collet. 
 Marseilles. — 12 Rue dela Republique ; and the 
 
 Railway station. 
 Mentone. — M. Massierra, 14 avenue Victor 
 
 Emmanuel. 
 Monte Carlo (Monaco), — Hotel de Paris. 
 Nancy. — 31 Rue Gambetta (Compagnie Chemins 
 
 de Ferde I'Est). 
 Nice. — 2 Quai Massena. 
 Pau. — M. Malan, 20 Rue Latapie. 
 Koyat. — M. Carreau, Bureau de Renseigneraents, 
 
 Pare de Royat. 
 
 GERMANY. 
 Cologne. — No. 8 Domhof. 
 Frankfort-on-the-Main. — Messrs. Schotten- 
 
 fels & Company. 
 Hamburg. — Hamburger Hof, 6 Grosse 
 
 Bleichen. 
 Homburg. — Messrs. Sehottenfels & Company. 
 
 207 
 
licmberg. — Office of the Carl-Ludwigsbahn. 
 Munich. — Messrs. Schenker & Company, 44 
 
 Neuhauserstrasse ; and at the Central Railway 
 
 station. 
 Neustrelitz. — 2 Bahnhofstrasse. 
 Strasburg.— At the Railway station. 
 
 GREECE. 
 Corfu. — Gazzi Freres, Grand Hotel d' Angleterre 
 et Belle-Venifie. 
 
 HOLLAND. 
 
 Tlissingen (Flushing).— At the Railway station 
 on the Pier. 
 
 ITALY. 
 
 Bordighera. — Banque Anglo-Ligurienne, Rue 
 Victor Emmanuel. 
 
 Brindi^i. — Office of the Compagnie Peninsulare 
 Orientale, 
 
 FloreiKje. — Office at the Railway station. 
 
 Genoa.— Gondrand Freres, at the Railway sta- 
 tion. 
 
 Messina (Sicily).— Orlandi Bonfiglio & Com- 
 pany. 
 
 Milan. — Gondrand Freres, 24 Galerie Victor 
 Emmanuel. 
 
 Naples.- M. Grimaldi, Santa Brigida; and at 
 the Railway station. 
 
 San Kemo. — M. Massiera, 5 Via Roma. 
 
 Turin. — At the Railway station. 
 
 Venice.— At the Railway station. 
 
 Ventimiglia.— M. Massiera, Place de la Gare. 
 
 PORTUGAL. 
 Ijisbon. — Rua do Principe ; and at the Railway 
 
 station. 
 Oporto. — M. Falcao, city railway ticket office, 
 
 100 Rua Sa da Bandiera ; and at the Railway 
 
 station. 
 
 ROUMANIA. 
 Bacbarest* — Grand Hotel du Boulevard; city 
 
 railway ticket office ; and Gare du Nord. , 
 Galatz. — Grand Hotel Metropole. 
 Jassy.- Grand Hotel Trajan. 
 RUSSIA. 
 Graniza. — Messrs. Reicher & Company. 
 Moscow^. — Maison Peters, Chaussee de St. 
 
 Petersburg. 
 St. Petersburg. — 7 Grand Morskaia. 
 Varsovie.— 13 Rue Santa-Kryska ; and at the 
 
 Railway station. 
 "Wirballen.— At the Railway station. 
 
 SCOTLAND. 
 Edinburgh.— Messrs. J. & H. Lindsay, 31 
 
 Princess street. 
 Glasgow. — Thomas Meadows & Company, 10 
 
 South Hanover street. 
 
 SERVIA. 
 Belgrade. — St. Georges Petrobits, Chief of the 
 
 city railway tick\;t office. 
 SPAIN. 
 Barcelona. — Hotel des Quatre Nations. 
 Irun. — At the Railway station. 
 Madrid. — i Puerta del Sol. 
 Seville.— Grand Hotel de Madrid. 
 
 SWITZERLAND. 
 Basle. — Opposite the Railway station, No. 19. 
 Geneva. — 28 Grand Quai; and at the Railway 
 
 station. 
 Zurich.— Messrs. Hirschkorn & Grob, bankers, 
 at the Railway station. 
 
 TURKEY. 
 Constantinople. — 152 Grand Rue de Pera. 
 Salonlque. — M. Theod Chavanis. 
 
 208 
 
HOTEL DEL CORONADO, CORONADO BEACH (near San Diego), CALIFORNIA.