(INAUGURATED 1857.)

STEAMSHIPS ON THE NEW YORK LINE.

S. S. W E R R B , . . . . (Building,) . . 6,000 toils, 7,000 horse-power, S. S.ELBE, . . . . . Capt. WILLIGEROD, 5,000 " 6,000 l~orse-power.

323~iltb y J O H N BLUER L Y ~ CO., U lusgo i r , S c o t l a ~ ~ d .

S. S.NECKAR, . . . Capt. BUSSIUS,. . 3,500 tons, 3,500 horse-po~yer. "S. S. ODER, . . . . .

S. S. NOSEL, . . . . " UNDUETSCH, 3.500 HESSE, . . 3,500

" "

3,500 4,500 "

S. S. IIHEIN, . . . ,,. " NEYXABISR,. 3,300 ‘l 3,300 " S. S. XAIN, . . . . . " BARRE, . . 3,500 " 3,500 L L S.S. DONXU, . . . . " RINCX, . . 3,500 " 3,300 S. S.GEN. W E R D E R , . " C H R I S T O F F E R S . ~ . ~ ~ ~" 2,500 L L

Built b y C A I R I , & CO., ( ~ ~ ' e e ~ r o c k ,Srotlrrnd

S.S HXBSBURG. . . Capt. -, . . 3.500 tons, 2,500 horscpo~ver. S.S. SALIEIZ, . . . . " WIEGAKD, . 3,500 'L 2.300 " S.S.IIoflEhTZOIJLERE, " SANDER.. . 3,500 " 2,500 ' ' S.S. IIOIIENSTAUFEK, ' I 1 1 . R,.iOO " 2.500 ''

Igzcilt 0~ E.4RLL7 S r n I l ' n u I L D I X G GO. , IIuaZ, X ~ r g l a ~ r d .

S.S.NUENBERG, . . Capt. J-\IC(;E:J%. . . 3,500 tons, 2,500 Ilorse-power. S. S.BRAUNSCHWEIG, " . . 3.300 l i 2,500P ~ E I I , ~ . "

Bzrilt b y R O R E R T Sl 'h'ELE, Glasyozc , Sco t lnnd .

COMPANY'S OFFICES, BREMEN, GERMANY,

Agents i n London : KELLER, WALLIS & POSTLETHWAITE, Fenchurch House, 5 & 7 Fenc l i~~rchStreet.

Agents i n Southampton : KELLER, WALLIS & POSTLETHWAITE. Agents in Paris : LHERBETTE, KANE & CO , 1 9Rue Scribe. Agents i n Havre: LHERBETTE, KANE & CO., 9 Rue d e la Bouge.

N E W YORK A G E N T S :

OELRICHS & CO., 2 Bowling Green, New York City.

by

OELRICHS & GO.

-- . A

Iilonnnfiotr ;~lrlt @isinrtl+

HE North German Lloyd Steai~lship Coml~nny 11-as founcl(~lill t 1 1 ~ ye:lr 1857. 1))- :I 1n1rnl)c~rof enter-pri>ing bn-il~rss li~ellof t 11e ancient :L~ICIWP:LI tlly ( a i ty of Ih.rrnc>n,:I ci ry beloiigii~g to t 11eso-t3nl!ecl I ~ ; I 115;~-

Bunil, or. co~i~iiierci:llconfederation of Crer?ll:;il T1.t.t:

cities, n-]lost? i~iercllallt s :IS t.arl;\-a \ t 11e I11il.t(xt ' l~ t l l( ~ ~ 1 1

tury hail selit tlic~ir sllil)s o l ~ t orc.1. t l ~ c G erl11:111 O('P:LII

and 1113 the n:llti(a, nlld 11acl ai.i-en 111(. first ii~c*ciltivcb to

the trndc of Sorthrrn Enrol>c\, ~~-1licll tllvjr colltrollt~l

for cent~uitw. Trlw to tl~ti tl.:lcIitioi~s of tl~c>il., . I I O ~ . -

getic forefathers. t l ~ r innug111~:1to;sof tlli- ilrn- lint. of ~ O l l l l l l l l l l i -cntioil wit11 tllc. TTestt.1~1 lT(~niisl)llert. clct~rniiiic~tlt o olF1,1.t o tllo plhlio ill place o f the> slo~v-t~anrelliuganil lulcertain sailill2 \-cks\t.ls by ~ ~ I i i c h :mil 1l:lci. 111) to tli:~t (lay, I)or~n 2111 l i ~ i n g dra i l f'l-~igl~t I'orwarcleil froin tllr l)ort of Brrn1~11, (111lcI\, s:lfe, : ~ n dC O I ~ I ~ I I O -:L aioxrs fleet of steamrlls. in nhicli tllcl i*onifort :uicl rights 01' I):L\-sengws hllould I)e the pal.aniollnt co~~sicltlr:~tio~l of the mailagc~:7s.

The folunders of tlle.Lii11. u c ~ el)l.ofonntll~-\rllsil)le of t l ~ of:~cbt tliat, in ordt>v to succc'etl i l l :Iir. ncl~\ 11nllr1 t:rliing, it. ~-olll i il~ t . necessary to conduct tht. r~ianagrirlrilt co~ltinil:llly with a ic.nlons regard for tlie comfort. knfetj-, n l ~ c l~~-ell-l)t>illy ?a\-cxngclrsof t l i ~ ~ v h owere their ~usto111c.r.. Tllej~ were ol)ligeil to con t r ~ l c lI\-i t l i tlie prejudice of mnny n110, nnnl)lcx to coii~ljrel~encl tlic, :I.:( 11c1 revol~ltion in oc.c~~n tlleri taliing ;)lnce. u :lottranil>o~tation o ~ ~ i ( l ent1.nst their lives ant1 ~ o o ( 1 s011 tliew ilen--f:liisl(~l : L ~ . ~ . : L I I ~ I ~ I ~ I ~ ~ ~ ~ ~ s driven by stea~rl :111il ~ilovr~tl I)!- c~omldicatrd 11lac.11 i11r12-.1inl:Ie, ns tllry oy~inecl, to colltin11:ll i l c > i . a ~ ~ g e ~ ~ ~ e ~ l t . O I LI

NORT'H G E R ~ C A ~ Y X'TJYII~TIJ'NIP NY.L L o YD COHPA

Let facts speak for themselves. Proni the beginning of the Line up to Ileceniber, lS81, the steamers of this company have made 3,313 voyages on tlieir variol~s lines across the Atlantic, :ind have carried rnore than 1,000,000passengers over tlle wide ocean. In this number t1iel.e are coii~prised more than 135,000 cabin passengers, who since tlie year 1857 up to the ~ ~ r e s e n t date, :i period of twenty-five years, have been conducted safely and well over tlie stormy seas. This is :t record that few steam- ship lines can equal and t1i:it none can excel.

$cstliylincr of $!trilmsre+

The two newest and largest steamers, tlie Werra and Elbe, of the Nortli German Lloytl are aaknowledged to he uns~~rpassed in the nnn:ils of 1iav:tl architectnre in speed and general equip- nient. They are both iron screw steamships, built k)y Jolin Elclchr & Co., Glasgo-cv, Scotlancl. T l ~ eTVerra is ahout 6,000 tons gr05s register, arid is of the follou~ing dimensions : length, 45.5 feet ; breadth, 46 feet ; depth, 37 feet. The E'lbe is about 6,000 tons gross, and nienswes 446 feet in length, 45 feet in breadth, ant1 :3l; feet 6 inchrs in deptli. In the interior and exterior ar- rnugerrlents and fittings both steamers are very much alike.

'These steamers are classecl in the highest grncle of tlie Bureau Trritas. witlr several extras over their requirements, sucli as lo\\ er :inil orlop decxlis of iron and additional water-tigli t hnlk- 1 . Aill the deck 1~ol.kis constructed eitlwr of t(~:tlior iron. IYit l~a vicw to 1)ri)tect the vessels from the Iieavy ,Itl:~ntio seas, strongly constnlcted iron t~~rtle-haclcs are p1nct.d over k~otli elids of tlie ships. in the centre of Sit~~atecl tile 111)p~r (le('li arc1 llol~sesfor tlie officorr, firenlen, :tnd others, togtltll~r I\ itll galleys, s~l~oliing-~.oorris, ('lass s:iloons, and entrances to lirst and seco~lil \vllilc orwlieaci tht.re is :I promenade-deck, n11ont 1SO feet long :~ntl tlie whole m-iiltl~ of tlle sliil), solely approp~i:ttetl to the iise of lirit-(-lass 1,assrngers. In addition to tlle ac.cor~lnio(Tatii for the officers and cre-\TT, 170 in number, the r?s.;els :we designed to c~r1.1.y150 first-class, 150 scconcl cl:iss, and 1,000 s trrrngc p:lsse~i- g e ~ ~ s .Tlie first and srcond class l)as\engers are located on the ni:tin-cleck, ~vllile the ste,elaage lmssengers are berthed on the lo~ver deck.

These t-cvo steamers are rigged \~-ith four yole masts of iron,

. . i ? . ,+.._ . .. - " 9 , 2 4 .* . .:I . .- , . . . I., - .. . r . ' L .. c - . - , ... . :: . 4 . :.. . . - . . - . .. . "

M A I N S A L O O N , N O R T H GERMAN LLOYD STEAMSHIP " ELSE."

,

with yards on tlie fore and main masts. They are provided with steam minillass, steam and handhteering gear, steam winches, stram hold-l)llxrips, steam "navy " pumps, fresh-water condensers, ant1 conlbine all the modern appliances to sec1u.r safety at sea and facilitate the working of the cargo.

The other T~ansatk~ntic steamers of the North German Lloyd, thirty in rn~mk)er, were built by tlie well-known firnis, Caird C ! Co., Qreenock, Kobert Steele, (+lasgow, and by the Earle Ship- building Company, 111111. They are iron sc~.e~v-steamers, with flush decks, built according to the English Lloyds' rule. 'I'heir length over all is, on an average, :E0 fret, I)readth nbont 40 feet,

f and depth 32. The tonn:tge is about-3,600 tons. The steamers 1 are provicletl wit11 iron decks and seven water-tight bnlklieads,

all of which are continually and Iiermetically closecl at sea. The draught of water is. withontcargo, ahont 17 feet ;wit11 cargo, about 21 feet. Tlie steamers are brig-rigged, with about 14,000 sqllare feet of sail-power amply sr~fficient in ,case of clisablecl machinery ; they carry ten life1)oats built of iron, about 28 feet long, and are provided with every otlier means of saving life.

ENGINES.

The engines of the RZbe and Werm are of the compound three-cylinder type, with one high-pressure cylinder and two low-pressure, having a stroke of five feet. The high-pressure cylinder of the Werrn measures 70 inches in diameter, her two low-prwsllre cylinclers 95 inches each. The one cylinder of the EZbe is 60 inches in diameter and her other two cylinilvrs 85 inches. The boilers are four in nunik)er, donble-ended, each 15 feet diameter by 17 feet G inches long, and are of iron, con- structed for a working pressn1.e of 80 ponnds on the syu:tlse inch. There are 24 fnmaces, nlncle of mild steel, on Fox's patent cor- rugateil prin(lip1e. Among the improvements in the TI-erra's and EJlhe's machinery may be noticed their crank-shafts, wllicli are entirely of Krnpp's crucible-cast steel, ancl are built up of separate piecrs on :L system introd~~cecl Theby the hnilders. gro~wller-shaftsare also of steel, n~ade by Sir J. Whit~vorthS: Co. by their patent hollow Ilyilmnlic-1)ressure process. which gives sixty per cent. greater strength than an iron shaft of the same diniensions. while its weight is not much more than half that of the other. The prol~ellor-hlades are made of manganese bronze, a material rapidly superseding iron and steel for the

~ O A ' Y ' H G E R J ~ ~ L YLO YD COMPANP.STEAJZSHIP

pnrpose, ant1 which has been used by Nessrs. John Elder & Co, in most of their recedly-built high-sl,red packets.

The engines of the older steamers \\-ere vonstrl~cted by the builders of the vessels, and are, as aclinowleclgecl by corn1)etrnt autliority, first class in every respect. ,411 the engines ol' tliese older steamers :we of the comy~ound type, consisting of one high- pressure and one low-pressure cylinder inverted, placed side by side in line with keelson and connected at right angles to each other on crank-axle. The screws are of the ordinary type, being of iron, wit11 four blades about 15 feet in diarlieter and with a pitch of about 24 feet. In the liold of each stearner therr is a spare propeller, besides all necessary spare pieces of rnnchint~ry.

These older steamers are fitted wit11 ~TT-elve main boilers con- taining two furnaces each, and one auxi1i:rry boiler wit11 two furnaces. The main 1)oilers are placed six on each side of the fire-room. The fire-room is floored wit11 iron plates. The shells of the main boilers are semi-c)-linclrical s t top and bot- tom, joined with flat sides and enils. Tlle furnace-tubes are c.ylindrica1, and :ire fitted viritll grzttes for burning bitnminons c~oal. One smoke-stack pro~iiles tlw necessary clranght ant1 carries o f f the smol~r. 'I'l~e tops and hacks of the main 1)oilers rind main stearn-pipes are clothed with felt, covered with sheet-

One large auxiliary steam pump is provided on each steamer, with two pairs of single-acting steam-pumps, one for\vnrtl and one aft, besides four smaller steam-1)umps and otlier hand-

Tlie steamship Elbe obtained a speed of seventeen knots in her trial trip on the Clyde, and now makes the rnn from New York to Ssnthnmpton in a little over eight days, reaclling Rremen in nine cl;lys and it half from New York. awing to her powerf nl engine., and ~~ecnl inr bnild she is able to rn:lintr,in this rate of speed in nearly nll weathel., thns :~rr.ir- irle with :~lmost the regula~.ity of clock-~vorlc. The Ste:inlsliil) Worra, shortly to he ylacrcl on the Line, is expected to srw-pass the Elbe's record.

The 3loseZ has r e r e n t l ~ hrnl fitted n~itlr new engines by John Elcler gL. Co., Glasgon-. ant1 !1:1s ~o~ggrcififteen knots on her trial

8

trip. She makes tlre trip fronr New York to Southampton in nine days, and thus greatly adds to her previous reputation of a steady, strong sea-vessel by this acquisition of syeed.

Tlie :tvernge syeecl of tlie other Xortli German 1,loyd Mail Steuiriers on the New Torli Line is fourteen knots an hour, and they consume about nine clays and a half on the voyage from New Yorli to Southampton.

'I'he steamship Elbe in the sho~.t time from Julie 26 to No-von~ber19, 1881,a pt~rjod of 148 (lays, coml)leted ten trips across tlre ocrnn betweell Brernerl nricl New York, traversirig d ~ u i ~ t g sthese 148 days a distalice of :34,t)0;?n~iles . This is record that is uriexcelled by ariy steamer, covering as it does the time in port.

The Elbe on four ol thew t~ail~s. from New o~n TTe(TL~resday, 'l'o1.1~c:r~~.ird O~-c~~.l;u~clAnstr;~li;~lr Mail, ivliicli slie de- l i~-e~ ' ( l~ l Friday, thereg:'nl:trly at the Lonclol~Post-Office on lli~ltlld ; ~ yout from Sew York, (-on nec.ting \\Tit11 tllr Austra-lit111mail aici Brindisi leaving Lolldon on tlre Friday. thus justifyii~g tlie c1loic.r o f the> Post-Office 1)el)artrnent in entrnst-ing tliis important 11iail to thr ElDc*.

111 thr ak)stmcts of logs ay:~~enilt~cl 1)elow will be fonnd a few slwcim(>ris of tlie runs rn:tile by the Elbe, and tliis steamer has sho\vn herself by the short record now established hy her to be

*

or~eo f the facstest ocean steamers, and tlre peer of any other steari~erafloat.

Tlirh accommodations for pnssengrrs show the same scrupu- 1011s :tttention to the safety and con~fort of those entrusted to the c.om1)any.s care :ts is displayed in the equipn~ent of engines and hulls.

Thc. lwsition of tht. first-cabin saloon on the Elbe and IVvrr;~is :~midshil)s forivnrd of the bo i l~ r hatch. This sitaa- ti011 \)-:I\ c'i1ost.11by reason of tlie compnmtive absence of mo-tion in this 1)ortiori of t h ( ~ vessel. t l i ~ (listance fronl the screw doing :)way wit11 t l l ~ (lisagreeal~lc: trembling niotion ; and the ])osition of the. lmntry aft of the saloon l~revc.ntiiip the en-tralrc-t,of ~ ~ n l ~ l r n s n n todors.

'I'lle tl~comtjons of the snloo~rs, 1:rclies' cabins, and smoking-

roonrs on the Werr;l and Elbe iverr designecl 1)y oiie of the

best-known architects of Bremen, and tlle work was executed by the artists that were entrusted with the decoration of the Russian imperial yacht Lioadic~. The saloons are marvels of ease and luxury. 011 the Elbe, German Renaissance is the style adopted, and the apartments have been constructed in the most elegant manner, the materials used being black walnut and bird's-eye maple-wood. On the sides of the saloons are panels painted in oil, with fruit, flowers, and birds, on a ground of gold. Between the windows carved pilasters are neatly int)rod~tced.

The aft-wall of the first-cabin saloon is decorated wit11 rich carving representing allegorical figures, and is further emk~el- lished by paintings executed by a well-known Germ:tn :~rtist, Mr. Artliur Fitger, of Brernen. Mr. Fitger llas hsd charge of the entire pictorial decoration of the interior of these steamers.

The tables are provided with revolving-chairs, and along the side of the saloon tlie rich divans are upholstered in dark red plush.

The North German Lloyd arms and the arms of great com- mercjal cities are tastefully introduced in the cornice-work, the saloons being among the most artistically beautiful and com- $ e t e that may be seen on any ship.

A similar remark may be applied to the ladies' cabins, situ- ated on the promenade-deck, fitted up in similarly lnxurious style in ebonized wood and gold. A rich covering for the fur- niture is provided in the peacock-blue embossed velvet conspi- cuous in these apartments. As a further attraction in these cabins the walls have been elaborately carved, panelled, and corniced, whilst silk tapestry has been introdaced. The style, like that follomeil. ill tlie dining-saloon, is also Renaissance, though more Italian in detail than that followed in the other apartment.

Divans are placed around the sides of the ladies' saloon ancl surround the main-mast, which penetrates this saloon, hidtien by rich artistic carving and handsome mirrors. The tnbles, large and small, axe of ebonized wood and black walnut. The ladies' saloon is lighted by four side-lights and two winclows forwa~d, and is brilliantly illuminated a t night by four large lamps attached to the mast hetween the mirrors. The curtains correspond with the furniture, and the carpet is of a gray plush.

Tht~ state-rooms for first-cabin passengers are situated for- .

- -

- *-- .-.--

-GENT'S S M O K I N GROOM. : ? 9. ,.s- W %

NORTH GERMAN LLOYD STEAMSHIP "ELBE."

-"

.J

6

-4

CABINL L C C O ~ ~ I ~ I O D A T I O ~ V S .

ward, and aft of the saloon, and are all of large dimensions. Tlie first-cabin state-roonis forward ol tlie saloon a1.e the nlost clesirable, and co~~i r i~and tllari the rooii~s f t~ r t l~e r liiglier prices aft, :IS they are more reniovecl f1.onl the engine and. paiitrj-, therefore more unilisturbed, and :~1so 1:uger. Tlie beds in 111t~ny ol these rooms are SO arraiigecl as to be extendecl, tlius ~ii:~lted on tlie 1TTerraand Elbe. Their first-cabin s:rloons are aft, running from near the main-niast to tlie stern, p r o ~ i t l ~ t i

along the sides wit11 sofas anti in tlit. mic1cllr with dining-tables, antl :~clornecl it11 clroice paintings and l)al~els of highly-l~olislr- ed \vootl, bird's-eye maple, waln~lt, 2nd rnahognny, and receiv- ing their light through large skyligl~ts. On both sides of the saloon are the state-r.ooms, opening into the saloon, thus com-nli~nicating directly with this part of the vessel. At the 1it~:rtl

I~zteriorof Cabin Saloon of Steamship Neckar. 1 I

of the saloon, also opening into it, is tlrr ladies' callin, excln- sivrly for the gentlrr sex, with mirrors, sofas, flowers, piano. and rivery other I r ~ x l ~ r y of a well-ap1,ointeti 1loteI-l)ai.lol.. Tlle sta tr-1,oorns aiLe :ti.ranged for two persons, ant1 :Ire l~rovidthd rnc.11 T V ~t11 txi-o beds and onr sofa, wit11 toilet :irr:~ngerrren ts antl all otlit~t.acacessories of :1 l~edroom, and, being along tllc sid(2 of the

r~st.1, each state-raoonl receives a bounti fill si~pltl y of liglit :iticl of air throng11 tlre 1:irge port-holes or side-lights in the sitlrs of t l r ~ste:ltrrer.

Orltiitle of the saloon nmidsliil)s, :ind 1.an~et1 :ilonq t l r ~ tn-o I':ts\nge-n-ays runniirg forw7arc1 Pronl tlie two iloors of the saloon.

are also state-rooms arranged for two passengers each and fitted ul) in the sanie style as tlie rooms in tlie saloon. Tliese rooms outside tlie saloon are geiierally preferred k)y gentlemen and those who wish to be arriiclships.

'I'lie gentlerrlen will find n smoking-roo111on the same drcblc, in n l ~ i c h corr~fort:~l)le sofas and chairs aiicl congenkll conll)any invite the traveller to \vl\-hile away his t i n ~ r in tlle enjoyment of the fl'ag~.ant wrecl.

On t l (~ ' 1 ithe decli-saloon is open to all, with sofas aud tallleu- a cleligl~ tf'111 lo~~nging place.

'I'he sc~c~ontl cal)irl on all of the oltler ste:lmc\rs is sitliatecl for- n:u.tl on the main clrcli, and the saloon is 1)l:tcetl ,jltst aft of tlie fo~~chmast,and is also lighted tllrough large sliylights. The state- roornr open into the saloon arid are rangecl along the sides of tlir s t e a n ~ ~ r , :1s in the first cabin, being also provided with large o r - I . 'I'he rooms are larger than tliose of the first cabin and acconlmodate four passengers each, and :tl.e proviiied with ere1.y thing that is necessary for the toilet. 'I'he second cabin saloon has two ~.o\vs of (lining t:ik)les ; it is wicle~. than the first- cabin saloon, as it is in u widr~.p:wt of t h ~vessel, and is taste- fully decor-ated and fitted withal1 conveniences for the comfort of passengers.

On the North Gerinan Lloyd steamers the ailn of the managenirnt has also heen to sillqdy an excel) tionally good table, ant1 to engage as cooks tlie ve1.y hest culinary artists obtainable. The fare on tllese citr:lrnt~r*s is proiiol~nced by con-noisselws to be most excellent : in fact, the strnmers have the particular reputation of sat isfyi~~g the denlands of the most ex- acoting of goarmands. The first-cabin t:~k)le is equal to the nzenzc se~.\-edin the best hotels in Eurol)e, ~vhile tlir second-cabin fare compnrrs favorah1 y with tlie (lomest ic. table o f the well-to-do k)lii~gl~rr.'I'llt! wines and l i q ~ ~ o r s p1aoviclril on I)oarti are care- f'llllp stxleclteii 7r)y the chompany fro111 the I)est vint:~ges, and are de1ix-rl.t.d to the passengers on demand at nioclt.~*ate l~rices.

'I'hc. cornlxmy have providecl n tloctor of c.xl)erience on encbli stmrner, whose duty it is to watch over the lienltll of passengt.rs. Tl~rre is :dso an npotllecary shop on board for use of p:ts-se1lgri.s in (lase of illness.

http:passengt.rs

In order to complete the list of conveniences offered to the passengers there sllould be rrlentioneci tlle bath-rooms, which can be used by passengers at any hour of the clay for n mode-rate compensation ; the barher, wlio is at the disposal of the gentlemen ; the porter, whose duty it is to " shine the boots "; and, last but not least, the library, containing an assortment of all kincis of literature, accessible to all first-cabin passengers.

It has been the stltdy of the company to preserve rigid dis- cipline among their employes, and to require an unconditional snbservience to the captain, who is regarded as the absolutely suprerue authority on his vessel, under tile company, and is held respot~sihle by the compa~iy for the safety of his vessel and of all on board. Strict regulations prescribe the duty of every officer, from the lowest scullery-boy in the kitchen, and the black coal-passer down in the fire-room, up to the chief officer on the bridge.

Tlle chief officer is charged with the execution of the cap- tain's orcIei.s, and is expected to take the place of the captain in all cases wht.re the captain is absent or unable to take command. The chief officer is assisted by the second, third, and foilrth officers, who have their several and distinct duties to perform in navigating the steamer and contributing to the general w~lfare of passengers.

The purser has control over the stores, which he distributes to tlle cooks ai~cl chief steward for the use of passengers and crew. He has also charge of the mails and does the literary work on board. I t is his ctnty to make himself generally useful in assisting ]?assengelas.

The chief engineer is in cornmand of a large number of engineers and :~ssistants, :ind under the direction of his assist- ants the firemen ancl coal-passers worlr as industriously as bees in a bee-hive, continilally providing the huge furnaces with fuel.

The ahief steward controls the army of stewards, whose duty it is to wait upon the passengers and to attend to their wishes. The saloons and state-rooms are under his especial care.

The lady passengers are under the motherly care of the stew- ardess, who assists the sick and snffering with practisecl hand.

L

The officers in the employ of the North Gernlan Lloyd Stealrisliiy Company are obligecl to pass t uo ~.igol.ous exanlina- tions i11 the German nautical schools before they can obtain a position in the company's employ, and all of them liave k~egun their career before the mast and have worked theii- way step by step upwards until they liztve proved thenlselves worthy of tlie trust confided in their hands by the company. Tlie most con- spicuous examples of devotion to duty ancl strict attention to

- the corrlpany'sinterest am 1etv:~rded I)y n well-~~eg~llateclsystern of pi-omotion, thus ensuring for tliose wllo distingl~ish them- selves in the qualities nlost tlesirztble in a. seaman tlie sure pros- pect of advanaernent.

Fifty years ago the passenger, !~:tving eng:~gecl his hertli on some fnst-s:~ili~ig was told t l ~ t oncli~)per, the vrssel \~ou ld sail s11c.h : ~ n d sue-l~ :I clay, wind and \\ eatller pe~.rriittirig. On liis r)~,oc*eedir~rto the vessel's dock nt the :i-r,uoiri ted time, prepared

&st Biver Bridge, Connecting New YorX:and Brooklyn. II for the cornii~g fight with winds and nares, the infor.nl:ltion nsi~allymet liinl that, owing to the contra~*y ~vindq. the vesic.1'~ ilt>pnrtnre%-:IS pctstponecI nntil :L more fa~-ol.al)le season. Tlle ])niwngrrls time from that time for~~-:~i*(I i ~ i l til the T'PSSP~':: ( 1 ~ -l)artilrp was gent~~-ally taken 111) wi t l~ risiti to tlit> vrisel'.: do('li :inti \\-:~tc.hiriy tllr lventlier-vane. ant1 Srt.q~rently it ~lnl~l)clietl tlint IT-t>rlrs JYO~LI(Il ) n ~ . \1)efore t l l ~ sliip coi~ltl Ir:~r-e the 1ini.l)or :1nc1 slri.enil her canvas to the ~vincls.

l .l r . l~recisely the ganq- way plank is removed ant1 the captain :~scends the k)laidge, wll(-'~etlie pilot is a1v:titing him ; he steps to the side ol' the steaine~.,gla~lcesnlonq the side ai~ci :tlread to set! t l ~ i ~ t is:111 clem,, wheir, a t :L sig11;ll from him, t l ~ e mooiaing cll:ri~ls fore antl a f t go la:tt t l i~lg o v t ~ xicle into tlie 1v:~t the ste:tn~e~*'s er, antl :I.I)l:lst i\ I ) l o ~ i ~ i t'~.om the stea111-\\llistle to v-

--

- - -- - --

- -

ABSTRACTS OF LOGS

of the North German Lloyd Steamships.

A S f ( ! ! ~ t ~ s / ~ ~ / ) C ' q t h ( i ~ 1 k ~ f o x l l ~ ( ~ ~ n / ~ t o t ~I( , I -0 t .L .'( . T f i ~ i t ~ ~ " ,I. ~ ~ ( L T I Y J , f o A\! -- -- - .-- -

I 1 , 1,ntitnrlo ~ o i l ~ i t l ~ d e ' I

IT-ind. , Remarks1878 North. TTcet. ,

I I I

July 30.. . . . . . . . . . . . . . . . ..I . . . .................. Left Soatlinxlptoi~ 3 r, .~r. l'nsscd the h-cctilc.: 4 10 I ~ X . Fine ee:aher : L I I ~ ligl~l 1)r(;oze. \Iodor:~te b r e ~ r c n ~ i d swell

fro1118. Liglit breezc :~nd clc,:tr.

i X. SSE.

E. SE.

S. 6E. '

i f . . .. 9 " 5 Alg. 1 . . W 20'

" 2. . . I 19" 57' " .,.> .. . )4!)" 30'

4 . I Wa36, '

& ' 5. ..I 40' 46'

i . t ti. . ' 13" 34' .. 7 . ... 4 4 . 8.. . . 40. 42'

8' 29' ?78 17" 28' 347

i 2(i024' i :I I5

, 34" 03' ) 330

43" 9, i 349 50. 33' 326

I 07. 56' 3 2

I

6 5 1 7 ; 341 I

71" 7' . 2:s

KE. Klr\V. ; Stror~g brct:ze :~nti s\vt:ll f ~ o m

K. se. SE. xw. .

I Vari:~k)lc. .

1 i . Yariuble. ~ 11 JVXJT.

NW., n~isly ii: r:tiny \vc3:~tller. Ligl~t L)reezc : ~ ~ i t i b~vell from

SE., cloutly nil.. F rc i !~ bwt:zc 11111 l i~ i~ tn ing ,

rdny czrc:ltllcr : I I I ( ~ occ:~sionalfoe

V:~ri:~blc light wi~~tls ,p r t l y fo;;;y xiltl inisty we:~tl1r.r.

V:ir~:~bIcli,:!~t, win(lzc1 :t11c1 I11,iL(1 sea,.

,36 xi(ii01,101 3 0 ~ ~ ~ 3 4 "43'W

" 13 . ..43" 10 S ' 47"44'W'I I " 14.. . 49' B2'S09"41'W " 15. . 50' 1!)'Kl:10"47'W' " 16. . . 49" 51'K 22"27'JV " 17.. . 49' 4 7 ' s 13" 59'JV " 18... 4995'N 6"2i"W

I I I

~ - --.-- , . . . . . . . . . . . . . T.elt 8;lndy Ifooli :il, J.-L; v.31.Nov. !). . . . . . . . . I . . . . . . . . . . . . .

" 10. '40" 0O '~ ' t~b"12 'm 271 I , Fresh mi~itls :111tl 11inipy sc:~~.

Frcsl~brcezc :r:itl lii.01:; s c ~ .

Frcsh wintls and i.c:~i.

Light airs, lun~pyHI':I.S. Ligllt brccze, s~n,)ot l~ w:l1t.r.

' l igh t brc~czcx, s~ilootl~ \~:ltt '~.' ITintls and rcns incre;lsing. i Strong l)rc,cze ant1 1ic::tL sc,ns.

Strong klieczc :nd ilr:~il sr:r.

,Lrl.ivcti Scccllcs I l r>.>t.

! -

S .

NSIV. 1 .

I . S T .

Sontll.

ESE.

XE.

XE.

332 522

328

323 342

323 328 322

--_ 1 -T6e RTerngc time conqnmed on the trip from S e w Pork to Southamptoll llv tile \ell11 (~erman

Lloyd 'tr :lnlcru 15 abont nine dn) fi and a 1l.llf

-- -- - -- - -

I ) * ~ c . I .: uistance. wlna I ~ e m a r k z

h u g . 20. ., . . . . . . . . . . . . ..(.. . . . . . . . . . . . . . . . I Left Soutbampton, and at fi

P.M.passed Keedies.

L

21 . 49" 48' 6. 29' 1 249 SE. NW. / Fine nerther. 8. SE. Light wind and flne, at night

strong breeze.

1 " 24. . /50" 13' 1 33" 81' / 316 / NW. W. / Fine weather. " 25.. 48' 56' / 41' 45' / 329 ( NW. W. Strong breeze, moderating at

I , night./ I " 26. . j 47" 2' 1 $9 31' / 332 1 SW. S. / Light winds.

" 28. . I 42O 20' 63' 35' 337 SE. KE. Fine. 2 9 . . 40. 33' 70.37' 334 North. Ligst r inds and fins.1 1 / /

7.40 P.M.p a ~ ~ . e dFile Island. 10.43 P.M. U ~ S Vd Sandv Hook.

Remarks

Sept. 3.. . . . . . . I . . . . . . . . . . . . . .. I . . ......... 1 Left Soutilampton, and at 5.15

1

I1 P.X. passed the Needles. 258 SE. Very light breeze. 329 Soutll. Freshbreeze and qood weather.

.' 1 . . 50 51' 24 30' 309 \.*rinble. Light breeze and calm. 7 . 50 50) 32: 021 , 286 wSw. Fresh wlnd and high sea.

" 8.. 30' 33' 39' 17' ' 277 ) WSW. ) Stormy. " 9.. 48" 32' 47 03' 326 / NNE. 1 Light breeze. " 10.. 45"40' 54 18' 1 343 NNE. Very light breeze and calm.

11.. 42' 52' I 6 l " 08' 1 339 1 SSE ~ i & t breeze and calm.

it

SECTIONAL VIEW OF S. S. NECKAR.

A-First Cabin. E-Coal Bunkers. J-Funnel. N-Cylinders. Ex \ Deck-Houses. f-Wheel-House. k-Bridge. *Cabin Kitchen. g-Capstans. pSteerage Kitchen. B-Second Cabin. F-Store Room. K-Masts. 0-Shaft. c-Stairs. i / 1-Donkey Engines. q-Second Cabin Smoking-Room. C-Steerage. G -Boilers and Furnaces. L-Screw. d-Stairs and Crew's Quarters. h-Sky-Lights. m-Boats. , D-Cargo Decks. H-Engine-Room. M-Rudder. e-Crew's Quarters. i-Chart Room. 1 n-Ventilators. r-Sails and Cables.

- - - --- --- - - - --

--

--

-- -

Steccvzsl~ip"Elbe," C%rptail~Leist. from Southumpton to iV7ez0 I h r k , ,Cep/etr~Ber, 1881.

I

Ddtc Lat~tude Longitude Di~tal 8 1 d h*.cc Rc~na~ - 1 !- 1 -Sept 1.. . . . . . . ...... .. . . . . . . . . Pa\\c>tl Keeclles 7.30 I . .~ I . ,Scpt.

I 2 . ; 49" 47, 8" 18' 1 2(i8 - Sorthcrlg. ) JIoderi~te blxezc, clear. i ' 3 . . 49' 51' ! 18. 17 3% E:ist, Souti;. ! Light I~reeze, overcast. I'll

8o A W . , A F , . 1 1,1gJ1t,1t~riablc \vi~icl. horlth.

" 7 . . I 45 4 ' 55" 3 855 I S\\ . Wcst. i Light winds, occasio~ittl fog. ' 8 . 4 2 " 9 . 6 3 4 401 \Test, S o r t l ~ . 3Iotlcxrate breeze, fog, clearir~g

I . 111 I I I ~ I I I ~ I I ~ . i i'. 9 . 40' 89 71' 24' a00 Soi111, Wcst., Light bmv~e , clear ive:~tlic~:

I

/ acco~i i~tof fog. II

1)urnlion of rnyage Ero~li the Xcrtlles 1.0 Santly IIook, 8 tl;lps. 4 I~ours,23 111i11rrtcs actli:?; tilnc. I)lir:rtioll of voyage froir~ t l ~ c longituclc~ of (~rlccl~stowl~ Ilooli,to S~LII(\).

7 days, 10 Iiours, 2.5 ~ni~iutes . Average sl~ecd per hoar, 13.58 miles.

1 D:rtc Latitude. Lon~.itnde Distance. I\ md. i

1 :: )19. . 49, 24' 1 35. 35' Strol~gbreezc ; n ~ d sho\~evs.. [ 2 0 . . 49- 28' 2G' ,, S W . IIe:~vy gale tultl scrcrc alloivcrs. ' t

" 21. 4:)' 35, . i G ' 32' 374 ii11c1 s11owe1.s 1110c1cri1t i S . GLLIC ing. '. 29 40" 41' 7' 9' , 364 I Liglrt I)i~cezc nri(l fiire u-c;rtl~cr. I i I 224 . j 2.30 *.,I., pnssc~(1Neetlles. 1)ulntlon of voyage from Si~i~ci! Hook to the Needles. 8 el%!-s, 11l ~ o r ~ r s Ii~c.tlral~ ~ I I I C

1

5f-p'J$ngti$$ @$nnnrf+ In approaching the English Channel the first land seen is

usually Lizard Point, the telegraph station whence the steam- er's approach is trilegraphed. On passing Lizard Point the shore 1-ecedes, forming tlie bay in which Falmouth and Ply- nlouth lie.

In this bay about 14 miles south sonthweet from Plrniouth is the well-known Eddystone Light-house, built on a mass of gneiss rock. These rocks are just covered with water at high tide, and the depth of water around them varies from 12 to 150 fathoms. The rock is wearing off and weakening gradually, and another light-'house is to be built on another 1)ortion of the reef in place of the present one, which is to be removed.

The first light-house was erectrd on this spot in 1606. I t was con~truct~ed wasof wood, 100 feet high, on n stone base, and soon after swept away by the seas. The second light-house was

A'o L wr-i-?rI>yoJ-.

built on the same spot in 1706, of wood, with a stone base, and was 92 feet high. This light-house was burned in 1766. The present tower was built in 1'757. I t is bnilt of heavy blocks o f stone, arid is a circular structure 86 feet high. The base is 263d feet, the top 16 feet in diameter. Tlle light is 72 feet above hi+- water mark, and can be seen a t a dist:lnce of 13miles.

After n run of about five hours along the coast the steamer sights Start Point. The shore appears clothed in the fresll green peculiar to the English landscape, and dotted with plea- sant white houses, villas, and cllurches peeping out from anlong the hills, a sight that is cloubly enchanting to the ocean travel- ler after having spent a meek on the vast clerp.

The coast again recedes into a deeper bay lined with the cities of Dartmouth, Teignmouth, Exmouth, and Torquay, the crle- bratea llealth resort.

The land reappears at Portland Bill ; tlien follows another bay, and, after passirlg St. dlban's Head, the west side of tllu Isle of Wight draws in view, with its majestic cliffs towering some 500 feet over the water's edge. The steamer glides close past, the Needles, a cluster of sharp-pointed rocks detached from the island and rising to a corlsiderable lieigl~t, and on the left a;)-pears Hlzrst Castle, t l ~ e signal station from wliicll the ste:~rnel.'s arrival is reported to Sontllampton. The vessel plonglis tllrong11 the waters of the Solent, the sea-arm sc1)arating the Isle of JViglll from the main1:tncl on the northwest side; passes n p Southampton Water, alld drops her anchor opposite the city of

On arrival of the steamer the tug in waiting approaches, and the passengers who land here leave the pteamer. The mail-ba~s and baggage are transferrecl to the tug, and in a short time the passenger's foot rests on Englisli soil.

The city of Southampton contains 60,000 inhabitants, and is situated on a peninsula formed by tlle rivers Test and Itc!ii:l. Soutllanlpton is an import:tnt seaport. I t is tlie terminus and c:~lling station of several large steamship companies, tllc. Pe-nirlsular and Oriental to Snciz. Inclia, 2nd China ; the Union to th(. Cxpe of Good IIope ; tile Royal Nail to the TJTest Indies and Central ,&merica, and the Datcll Line to Batavin, Java, and

1 '

I

Padang, besides the North German Lloyd to New York, Balti- more, arid Kew Orleans. Tlle t ~ o doclis cover a water area of 66 acres. The traveller will find tlrc ~~eniains of some ancient walls and towers along the shores, ancl of the "Bar-gate," a city gate, on I-Iigh Street. Tliey are said to have been erected in the Saxon period. The fresco-1)aintings in the Bar-gate

ton. 01; tlie southside of tlle gate is the statue of George 111. in ancient Roman toga. I 3 j r tlie side of the gate is the Citv

Other bui ldin~s of interest are St. Michael's Chl~rcli. nartlv

of Norman origiu, with an old font of the t ~ ~ e l i t h ceiitnry, and tlle "God's IIonse." f o ~ ~ n d e d Tllein the time of Henry 111. three i~ol)lc~nt.~i 13111ied Elere ~vlio vo11spirecl to kill Henry T'.: I ~ P ' 011 llis embarking for France in 1416, before the battle of Agin- conrt.

111 tlie neighborhood of Sontl~ampton, on Southampton TTT:lter.ahout two lrliles and a half from the city, are the beanti- fnl i~nins of Setley Abbey, h i l t in tlle year 1240.

The ruins arc. cyi~itr,extensive.. c0.i-(.red with ivy and sur-ronnded with tree? and sll~nl~+-qnitran idyllic spot.

h701

Salisbury is in easy reach of Southampton, about one hour and fifteen minutes by rail through the lovely green fields of South England. Tliis city is the capital of Wiltshire, and is situat- ed a t the confluence of tlie hvon and Bourne. Its inhabitants number 12,300. The grand old Cathedral is the principal attrac-

tion of this city, and deservedly merits a closer descriptioe. It was begun in the year 1220 and the body of the oatlledri~l fin ished 1258. The spire and the west front were not completed until the year 1350. The church is in the form of a double cross, 47'3 feet long, 229 feet wide, and rises to a height of 400 feet in the spire, froin the top of which there is EL very fine view. The

ATonrrlr BEIZ,I~A,YLr,o1-n ,CY~RA;~ISIIIIJC'OJTI)ASI .

s tn~cture consisted of two concentric circles of upright blocks of stone set about three and a Iialf feet apart and about sixteen feet high, on xvliicli roughly-hewn blocks were placed and fitted together. In this first circle was the inner circle, consisting of thirty unliewn granitc k>loclis of five feet ill height. TZiithin the inner circle were two ellipses, one within the other. Tlie outer ellipse was formed by six trilitlions-two stone uprights with a block across-varying froin 16 to 22 fwt in l~eiglit. The inner ellipse was composed of 19 blocks placc~d entlw~ise as in the inner circle. Tlie inner ellipse contained, ancl still contains, the altar- stone. TIle &ins are covered with moss atid undergrowth, and liave ?wen, considernbly defaced. Popular legends of various degrees of probability and. yossik)ility have bct.n woven rourid this moss-grown lelic of a by-gone age ; ancl tlie original use to which the pile had kjeen put in ancient tinlev is still a mattrr of mystery. According to comnion opinion, the Druids wc3re the founders of the structure, m~l~icli t,l~r)y~xsid for their war-ship. Other investign tox's contt~nil that tlro numcwus sepul-c h r e ~ discoverrcl in tlie vicinity of Stonehengc. would l o o h to

Exeter can be reaclied from S~ t l i~bury in about three Iiourd. Exeter is a large city of 41,730 irrhabitants, :mil tlie capital of I)evonshire, situated on the river Exe, near its nloi~tli. anil within eight miles of the Charinel coast. Tlie city is built lur t ly on a hill and still shows some of tllc. old city walls :~ncl other ruins. Tlie old Cathedral is very interesting. It was bc~gnu in tile year 1112, but not finished until the end of the fonrtc.enth century. The church was first built by the Normans, wl~ose handiwork only remains in the two towers 146 fert Iiigh. Tlie other yarts of thc~ Catl~edr:~l, as t1it.p now art., are of later o~igin than the towers, and show a liiglily decorative st2le. Part of tlie build- ing has been rarefully ~aestored. The old stained glass of the east windom-, tlie "nlins trels"' gallery on the north side of tlie nave interior, and the carved bishop's throne and choir stalls are especially remarliable. The Cathedral contains several chnl3els. Tlie chapter house, formerly connected with cloisters,

hTOI? 7'11 (; ER.1TAS I,I, 0 1%) i ~ l ' l $ dJLSHIP COA1[l'~.I J .

here for a long period of time-until A.D. 1272, tlie time of Henry the Third, who was born liere. After this date Win- chester declined, and finally dwindled down to an ecclesiastical town and the seat of a bishop. One of the antiquities preserved here is King Artl~ur 'sRound Table, or wliat is considered as the king's celebrated table, with the portraits of the king and his wortl~y knights on it.

Tlle Catl~edral was begun in the eleventh century and finished in the fifteenth, the crypt belonging to tile Anglo-Saxon church first built here in the year 980. Part of the building was erected by Bishop Walkelyn, tlie chaplain of William the Con- queror. The choir was built by Bishop Gottfried cle Lucy, and the nave, originally of Norman architecture, restored in the fourteenth century by Bishop TTTykeham in the Gotliic style. 'The cllurcll contains sarcophagi supposed to be the last resting- places of S,~xon kings, old stained glass of tlie sixteenth cen- tury, and carved choir-stalls of fine workmanship.

Travsllers should not fail to visit Tliinchestcr school, found- ed by Bisliop William of TTykeharn in the year 1339 ; the ljuildings now composing the college are partly of nlore re-

The well-known sea watering-place, Brighton, is within three hours' ride from Soutliampton by railroad. 'The old city of Rrighton was partly destroyed by violelit storms ailcl conse- quent inundations in tlie yea? 1704, and was ~ieglecteclf o ~a long numbcr of years, until the year 1782, when Geoldge the Yourth, then Prince of' Wales, frequently visitecl the city :uid gave the impetus to a rapid growth. The. l)opulation now numbrls 80,000, and in the fashionable season the city is filled witli Loilclon society. The magnificent aqna~~inrn is wort11 seeing. It is caonsiderecrl the most complete in the world, and is fitted up for the entertainment and instruction of visitors in the costliest style. Tlie reservoirs, whence the salt water for the tanks is drawn, liave a capacity of 500,000 gtllons. The whole building is seven hundred feet in length ancl 100fret wide. The former palace, built by George the Fourth and now in posses- sion of the city and used as a museum, urns built toward the end of the last century. The style is of :I 1,c~cnliar Oriental

80UTIiALILl'TO~\:

character. The promenades, Marine Parade and King's Road, with tllr long piers, 011 which concerts are given, are very at- tractive in the season when filled with the upper ten thousand in fashionable! carriages, on horseback, and on foot.

Jonlfin~npion in gnrnq. Fro111 Southampton to Havre the large steamboats of the

Soutliwes'crrn Kailway Company run daily dnring the spring aud summer season, and three times weekly dnring the rest af tlle year. Baggage can bLlbooked in Soutllampton directly througli to Paris.

The railroad station is very near the harbor, and trains leave Havro for Palais : ~ l ) o ~ ~ t every two I~ours.

The time from Sontl~ampton to London by tlle Sout2iwesterr~ R,itilroad is ahont two llours and a half. Trains leave South- ampton for London' every hour.

%ram ~oui \emytan fu Brqmqn+ After landing passengers and rr~ails at Soutliarnpton, the

steamer's anchor is slowly heaved and her head is turned down the river. Spitl~cac3,with the war vessels of England ancllored in the roadstead, and I'ortsl~iontli with its many forts are l~assed, and tlle steamer sooil emerges into tlie waters of tlic C11:lnnel. The steamer passes TTTorthing :~nd Shoreham, watering-places on the coast, and finally Brigllton, whose parade, aquarium, and piers are barely visible in thc distance ; and Beaclly Head ap- pears on the port bow. ,If ter rounding this promon tory, 564 feet high, 1I:~stingr draws into vie~v, lying along the shore in a valley between two Ilills, the East Cliff and West Cliff. The Castle of II:~stingh,on the West Cliff, now in ruins, was built a t tlie time of TVillizm the Conqueror, who here fought tire noted battle by which he succeeded in gaining a kingdom. Tlie city of I-Instirigs is now chiefly known for its mild clilrinte ancl its excel-

Dungeness is the next point ol interest, a bold l~romontory jutting out into the Cliannel. After a run of 12 rniles from Dungeness, the steam?: reaches ~ 'o lkc~s ton~, nt>m a favoritc3 place of embarkation for Boulognr, on the line from London to Paris.

Folkestone is 27 miles distant from Boulogne, the time of cross- ing is about one hour arid forty-five minutes, and Paris can be reached fron~ Lori(lon k)y this route in nine hours.

Dover, wit11 its white cllalli cliffs, is ilow abeam. Tlie most striking feature about the town is its castle, crowrling the top of the cliff north of the town and R20'feet above the sea. Por-tions of the present castle were built by the Romans ; among them the octagonnl tower wllicll was used as a light-holise by the ancient conquerors of Great Britstin. Tlie keep and walls of the castle were erected by Henry II., and have withstood

Dover from S'kukspere Cl@

many a siege. It has now been superseded as a fortress by the casemates and stroagliolds excavated in tile rock belieat11 it, and which arc: said to furnisli nc.cornrnoclationoation for 2,000 men, with all necessary implements of war :~nd provision. The rail- ways terminating :tt Dover run on to the Aclnliralty Piel, a t which the C:~lais steamboat lies. Tlle distance of Calais frorn Dover is 21 milrs ; the time from London to Paris by this ~.oute is ten 1iours ant1 t l~ir ty minutes.

After Dorel., Xoutli Foreland is the iirxt point of int~l'est, a bold lleadlancl\~-it11 two light-11ousc.s co~itsiilillg powerll~l rlec- tric lights. The ?hall< cliffs of Englancl 1101~ 1c.tirc1 as g rad~~ :~ l ly the coast line curves u ~ ) to the north, ending at So r th Foreland in an abrupt l2romontorp.

Deal is situated between the two Fol.elands ; ncar D(A:I~is TTT:~lmerCastle, the residence of tlich T>o~.d of tlir: Cinqiit:TTTal-dc~i Ports. Tlirl cj ties of S:tnilwich, Ilover, TTythe, Romnc.y, and

BRE~IIXI

h'i3~~1fhw.

on which tlie special train is waiting to carry them u p to Bre- men. The cars soon leave Bremerhaven behind, and cross a level country of moors and heatlier, passing farm-liouses m~i111 gray tliatched roofs and storks' nests perched on their gable ends ; old c1iurcht.s and windmills, with huge arms sweeping the groand. After a ride of ail hour and n half the train pulls u p a t the station in the City of Brelnen.

Breinen, now a city of 103,000 inilabitants, was fouiicltd in the? eiglitll century, as the s ~ : ~ t of a bishop, by Charlemagne. Some centuries later the city began to occupy a position of con- siderable importance as a coiriiliercial town belonging t o the fIariseatic Confederation. In 1622 Bremen renounced Catho- licism, and was drawn into the exhaustive struggle of tllc Thirty Yclars' T a r . After the Peacc of TVestphalia tlie citizens re- sistc~cl tlic Swc~des, wlio laic1 cl:~im to the former bishoy)l.ic., and succeeded in maintaining tlieir inc1ei)enilence against tlleir :tg-

During the Nal3oleonic wars at the beginning of this c.entu18y tlie city was repea~cldly besieged by the French, and also occu- pied by ?he invaders for several pears, until aftcr Nz~pol(,on's reverses in Russia and the overthrow of the French arnlies a t Leipsic in 1513. On the permanent cstablisliment of peace, tlie fortifications which surrounilecl the city, and consistecl. of has- tioils and deep moats, weye converted into a series oC open parlis completely czlcircling the older orti ti on of the city.

The growth of the city, which has been very rapid witllin the last fifty years, soon extended the lirnits beyond tlie original walls, and at the prc>sent time the portion of the city built ont- side the fortifications is tlle larger. Thc parks follow the line of the bastions, thus giving opportunity for a goocl deal of variety in landscape efFect, and the grecn vistas of trees and shrubbery along tlle ponds of water-formerly the moats-with glimpses of liaiiclsome liouses on the banlis hidden by the thick vegck- tion aiid the slight elevfitions crowned with wind-mills, make a very beautiful picture in the spring and surrinirr nionths. Tlle city lies on both banks of the river TTreser, wliich is sl-nnned by severt~lbridges. The portion on tlie riglit bank is the ,\ltstadt (old city), that on the left bank tlie Neustadt (new city). The latter is of more recent origin.

The centre of interest for the traveller is the market-place, on 1vl.lic.11are the old Ratlihans, in nioclc~n parlance "Citjr IIall,"

http:bishoy)l.ic.

UlihLlI~lv.

the Cathedral, tlle Schiitting (Chamber of Commerce), and the new Exchange. The Rathhaus dates back to the beginning of the fifteenth century, with Renaissance additions in a richly deco- rated f a ~ a d e and gable. A wide wooderl staircase leads u p from the lower entrance hall to tliu upper Ilall, which is about 150 feet long by 50 feet wide, with dark wood ceilings and walls and stained-glass windows, con tainirig names and heraldic insigniq of most of the patrician families of Bremen who have rnade themselves conspicuous in the service of their city during its varied history. Under the Rathhaus is the "Rathslieller " -cellar-in the extensive vaults of which there is much store of good Rhenish wine. In many old casks celebrated vintages are caref~zlly kept and dispensed to the visitor in the cool recesses of the cellar. The large casks "Rose" and the "Twelve Apostles" contain the oldest wines. Tlle wine in the former is more than two hundred and fifty years old. Into this cellar tlle city fathers in ancient times were acctzs-tomed to descend when particularly weighty niatters of state were to be discussed, there to invoke the power l~~ l assistance of the wine from the "Rose " in their deliberations. Infront ol' the Rathhaus and facing soutll is the stone figure of the redoubtable Roland, eighteen feet high, placed here in 1412, bearing a sword a n d a shield with the imperial insignia, and intended to repre- sent the independent jurisdiction of the free city. A t his feet are the head and hand of a criminal, to show the extent of the city's jurisdiction.

Tlle Cathedral, begun in the eleventh centnry, was finally completed in the sixteenth. One of the towers fell in tlie year 1638, and is still in ruins. The exterior of the ch~zrch is rather plain. Tlie interior is remarkable for its bronze font of the eleventh century, its rococo piilpit, a gift of Queen Christina, of Sweden, and its magnificgnt organ. The lovers of the marvellous will be able to gratify their curiosity by visiting tlie mummies contailled in an old cellar under the church, in which the lead for tlie roof was melted, and which has the quality of preventing decay. Some of the mummies are said to be four 1lundl.ed years old.

The modern Exchange, completed in 1864, is avery fine build- ing, in the Gothic style, well worth a visit.

A good point from which to view the old part of tlie city is the banks of the Weser, which are lined with old warehouses

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The Upper EIall.

ance. The streets near the river are all occupied by business houses, with the high-peaked gable ends towards the street.

The new streets of the city outside the former city walls abound in handsome private houses, most of which have quite an American appearance, with little plots of grass in front. There has been a good deal done of lare years to beautify the city by extensive parks ; and theatres and concert halls afford amusements to the pleasure-loving.

Bremen is central in position and connected by the shortest railway routes with all the principal points in Germany, Bel- gium, Holland, and Switzerland. The approximate time by ex- press train from Bremen to the points named is as follows :

Honrs Honrs

To Berlin, Germany, 6 To Carlsruhe, Germany, 16 < 6" Hanover 2% " Stuttgart < ( 17 ( 6

" Elberfeld 8 " Strassburg c ( 19 6 6

" Osnabriicl~ 6 c 2 " Netz 23 " Gottingrn 5 " Freiburg 19C C C;

C " Bra1111schweig " .) " Wiirzburg 166 6 " Jfagdeburg " 6 " Nuremberg " 18 " Eeipzig 9 Augsburg c c 216 ( "

L < 6

Eigllteen feet in height. Erectcd A.n 1412.

BREJTEN.

The routes diverging from this city all lead to parts well known for their beautiful scenery, or to cities interesting by reason of their antiquity and their other varied attractions in buildings, and monilments of art and industry.

Bremen is not in the Customs Union of Germany, hence travellers on their arrival will not be incomirioded by the exami- nation of their baggage, and all the accompanying inconvenien- ces of such a visitation. They can take their trunks and other baggage with them in their carriage from the railroad station to their hotel, without being detained by the cnstom-house officers.

done in a quiet, orderly, and rapid manner. The trains leave Bremen from one central railroad station.

In regard to time-tables and other information as to movements of trains throughout Germany, France, and in fact the whole of Northern Europe, the traveller will find "Hendschel's Tele- graph" the most reliable guide. This railroad guide is to be had at all book-stores in Germany.

North German Lloyd Steamers.

IT is difficult to determine which is the best month of the year for an ocean voyage. Soine tourists or regular travellers believe April to be a goo~l nlontll, as the weather is then gc3ner- ally settled and there is usually an absence of Cogs. Otht~rs, again, 13refer ilIsty or June. July is usually the month in ~vliich the quickest passages are made, as the sea is then seldoiii ruf- fled with a storm of any consequence. However, every one has his own ideas on the subject, and it may be safely said tliat the whole season from April till Augnst is favorable to the ocean traveller as a geneml thing. On contemplating n trip the tourist should lose no tirlie in applying for accommodations on the steamer that he wislies to take. During the whole spring and surnmer season tlie steamer.'^ cabins are well filled, and i t is absolutely necessary to apply early for room if one wishes to enjoy the luxuries of a good roolri "amid- ships," the favorite location with all travellers. So-called "refusals " of rooms on a certain steamer :Ire given, but only for a short length of time, and as the spasou approachcis the traveller is called npon for an early decision as to whether he will take his room or not.

BERTHS. On application the passenger will receive cabin-plans of the

steamer he prefers, nit11 tlle vacant berths or rooms markecl, from which lie can take his clinic-e. The passenger's ilalrle is pu t down on books kept for that purpose, and he receives the passage ticket a week or two before sailing.

BAGGAGE.

Passengers who are burdened with much baggage can send their trunks by express to tlie Company's doclis, Urernen

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HI,\.TS TEAVZLLEES.

Pier, foot of Second Street, Hoboken, N. J., where tliey will be kept until the passenger's arrival in a roorri arrangeel for the purpose. The passenger will do well to pacli a11 clothes and articles not needed on tlie voyage in the large trunks ~rlrich go in the hold. The necessary articles for the voyage can be put in valises and lrunks not over fifteen inches in height, which can be placed under the berths.

CLOTHING.

I t is advisable to adopt the precaution of sapplying one's self wit11 heavy winter clotlling for tlie sea-voyage, as the air is apt to be quite cool out on the ocean, even if the temper::tnre on shore be warm, and, ss ~verythingis liable to rongll usage on board, old clothes should be tlle order of the cl:~y. Tllcse re- marks apply in the main to ni:tle attire ; as regarcls t l ~ e myste-ries of tlie female toilet it is not tlie object of tlie present lines to presume to dictate to tlie superior wisdom ol: tlle gentler

SELl-SICKXESS.

The question is frequently arl~eil, Is there no remedy for sen- sickness? There are many believers in tlic efficacy of orauges, hard gingerbread, porter, ale, "half-ancl-hnlf," cllampagnc, ice on the spine, and dozens of otlier specifies. The only advice that ouglit to be given is to remain in tlie open air, on clecli, and on one's feet as much and as long as possiblc, and to avoiil the close air of the cabins until the internal organs have arcustomc~d theniselves to the swaying nlotion wliich cal1sc.r the nausea commonly called sea-sickness. The traveller \ d l f i l l e l tllat in most cases the symptoms of sickness disappenr after twelve hours of this heroic treatment.

. PASSPORTS. As regards passports, the traveller mill llnrcll y find it Y T ~ C C S -

sary to provide himself with this 1lie:ins of icleatification in European countries with the cxception of Russia ; still, with a view to unforeseen occurrences, it is reassuring to be in pos- session of an instrument \vhicli settles all ql~estions as to idr.11- tity. One passport suffices for a ~vhole fanlily of Irusband, wife, and children. the lattey nncli~r age ; other ~ ~ e r s o n s not pro- perly belonging to the family should have separate pnqsports.

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For passports, application should be made to the State De- partment, ITrasllington, D. C. ; cost, $5. The applicant should send a description of his person, age, height, etc., with a sworn

~lal lcestatement of date and place of his birth, and an oath of alle,' to the United States, certifiedby a notary, with his application to Washington. The simpler way, probably, is to place the matter in charge of some notary, who usually has the proper papers, and lxocures the passport from Washington for a moderate compensation.

LhNGTJAIGES.

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Those who travel abroad should have some ltnowlerlge of the French or Gertiian language. In all larger and more important cities the traveller will find Englisli spoken, but in out-of-the- way places in Germany, France, Italy, and Switzer1:~nil it is very difiicnlt lo get along without French. The tr:lveller should acquire a partial knowledge, no matter how slight, ol the lan- ~r lngeof each country Ire is about to visit, as this will protect him from iiriposition in very many cases.

RAILROAD TRAVELLIKG. I

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Tile cost of railroad travelling is comparatively cheap in Germany. If the tourist desires to travel in a corrifortable way the second-class carriages will amply suffice for his purpose ; they are better than the first-class carriages in England. The Ger- man first-class carriages are fitted up in velvet and other fine materials, k~ut,beyond the exclusiveness which a traveller in one of these comparti~ients enjoys, there is very little difference in favor of the first class. The t1ii:d-class c;lrriages have wooden seats and are always clean. Contrary to the Smerican custom, smoking is allowed in all carriages except in the "nicht-ramher roup6s " (non-smoking compartments) arid the compartnlents reserved for Iztdies.

RBILROAD FARES.

The fares on German railroads are on an average a'nont tlrlree cents a mile for first-class, two and a half for second, and one :1 lid a half for thircl.

RAILROAD TIME.

The time on German railways is g~nerallj7 about 30 miles an \lour on express trains. The amount of weight free on baggage

lr13~7:~FO J)IZ //lndI T-J:T, I , E I ~ S .

is from 20 to 50 pou~i(l.sper passenger, and the charge on the overweight is moderate. The traveller sliould rrlake it a rule to be a t tlie railroaill stations about fifteen ~riinutes k~ei'orr tlle de- partnre of the train, LLSthe takiiig of the ticket, weighing and cliecking of baggage, consr~r~ic. a good deal of time. In cl.oss-ing over tlle line to anotller country the traveller slioulil look after his own baggage, :~nd see tliat it is exalrliried k)y tho offi-cials and again c.lleclieci when the usual lo~.~rialities 1i:~re been disposeci of. The diligence is now supersedccl. by ~aailroads in rriost parts of Europe, bnt in some retired districts of Germany ant1 Fi.ance, and in the mountains of Switzerland, i t is still tlie means of conveyance. Tlir stages are very lieavy ancl. not very fast, but quite comforlsble.

LliiT'SERS 013' CNI31)IT.

If the traveller's expenses are heavy, a circi~lar lctter of credit is uiidoubteclly tlie only safe way of trnnsl)ol.tirig the wherewithal. These circu1:~r l e t t ~ r s of credit are issuid by bankers on their correspondents in Europe and over the world, and money can thus 1)o obtained at any one of tlle principal cities of the civilized world. Tourists shoalci IN. careful to ob-tain tliese letters of credit of bankers wlio are of urldoubted

MONEY.

For those who wish to take with t l i ~ n i ready money, at least for part of the journey, it may be well to :~clcl that English sovereigns anci Bltrlli of England notes are rradily talien every- where in Europe ; French Napoleons are also gooii money, especially in the East. The present cllrrency in Gerniariy is a gold valuta. The unit is the nlarli, 25 cents, about equal to the English shilling, and divideil into 100 pfennige (pennies). The coins are 1 j,felmig, 2 pf., 5pf., 10 pf., 25 l)f., and 50 l~ f . , 1 marli, 10 marli, and 20 mark pieces. The German Imperial Bank, and a few otller privileged banks, issue paper money, pais with gold, in denominations of 5, 20, 50, 100, 600, and 1,000 marlis.

In former times, before the Empire, almost every State in tlie German Confederation had its own petty system of currency, which naturally produced great confusion and incon- venience, ancl was a source of co~lstant annoy:lnce to travellers.

Lr,o t.n S ~ s n C'C',~~P.IN I:hhx~ r i(:~x.~r,ls a ~ f s r r ~ ~

The Approximate Value of Coins of European Countries in U. S. Gold.

GI.:RBIANY.

Twenty marlis ((loppel- ' Two marks.. .......... $0 48 Two pfennige.. ....... $0 cot

krone) ............... $4 75 One mark.. ........... 24 One pfennige.. ....... 4

GREAT RI

CHURCHES.

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