to engage a guide by the hour or by the day. The manager of the hotel will inform him of the legal charges, or else the guide must show his rates upon a printed slip. In any event, arrange the charges definitely before starting out, and carefully note the time of starting, writing both it and the rate in the presence of the guide. This precaution seems hardly necessary, but a little incident, not uncommon, will illustrate its necessity. While in Mayence, I engaged a cab for an hour for two. 66 marks," starting from the hotel at 7:30 A. M., the manager telling me the price, and, by accident, I noted the hour of starting. We returned at 8:20 A. M.; I handed the driver two marks, but he hesitated and jabbered somewhat at me. The manager, who was present, said that he demanded half a mark more for fifteen minutes over the hour for which I had employed him. I showed the manager my note of the time, and I heard no more of the unjust demand. The consciences of some of these drivers are not celebrated for the delicacy of their decisions, when their own pockets are concerned in the transaction.

When a guide is once engaged, give him full encouragement to talk, even though you apprehend that some of his historical statements are drawn directly from his own imagination, but hold him until he has shown you all he has agreed to show, else he may cut short his tour, leaving you in the lurch. A guide is an institution, and, on the whole, a good one. It is better to allow one's self to accept some pure fiction of the imagination than to be a stranger in a city, on short time, trying vainly to find the places of real interest which one seeks.

Porters in cities are designated by some official

badge, which is properly numbered and hangs about their shoulders by a strap, or is worn about the cap or hat. These porters are general messengers to carry luggage or to run on errands of any kind.

In Europe, all officials, in general, are distinguished by their dress, much more than in America.

XVII. Railways and Railway Travel.

The tourist should provide himself with a good railway guide book, and then intelligently study it, which is not always an easy thing to do in order to become familiar with it. "Bradshaw's Monthly Continental Railway Guide," containing the official time and fare-tables of all the Continental railways, steamboats, diligences, mail coaches; giving full information respecting hotels, routes, foreign moneys; also describing briefly each country, with its principal cities and places of interest, and illustrated with maps of various countries, can be purchased for three shillings and sixpence, including a separate book of city maps; and his "Guide of the English Railways for sixpence. "Cook's Continental Time Tables and Tourist Handbook," price thirty-five cents, his "Map of Central Europe," price ten cents, will be found very valuable.

In Europe each public system of travel is called a "service," as railway service, steamboat service, diligence service, omnibus service.

With the exception of a line or two of railway service in Switzerland, the coaches, which are called carriages, and sometimes wagons, are generally divided into distinct, though somewhat narrow, compartments, ranging in numbers from four to eight for each carriage, those containing eight being as long as our Pullman coach. Each compartment contains two seats, extending from side to side of the coach and opposite each other, so that passengers sit face to face, those on the

one seat riding with their faces in the direction in which the train is moving, the others riding backwards.

The compartments are entered at each end through a door in the side of the carriage. These doors open outwardly, and the upper half of each is a window that lets down into the lower part of the door at the pleasure of the passenger. On each side of these doors is usually a narrow window. The door-fastening, in Britain, is a strong spring-knob on the outside; on the Continent, in addition to this knob, there is, on the outside of the door, a kind of metal latch, which drops down into a catch. The passenger, by dropping the window and reaching out his hand, easily opens the door. The doors may be locked by the train officials, who carry keys. Beneath each door, on the English carriage, is one short step, and on some of the Continental lines two steps, the lower one extending along the whole length of the carriage, the upper one being short and directly under the door, as in the English coach.

Upon the outside of the doors, and on the inside occasionally, is indicated the "class" of the compartment, as "First Class," "Second Class," "Third Class." Some coaches have all of their compartments exclusively of one of the three classes, and others have those of two or three classes, as the first and second, or second and third. Hence, a single train may include the three classes, or two, or only one class; the time tables specify in regard to this.

The first class compartments seat six or eight passengers and are elegantly upholstered, having arm-rests and often head-rests, racks for luggage, silk curtains at the windows, Brussels carpets upon the floors. Running between Boston and

Fall River are found some coaches which are fitted up in this first class compartment style. The second-class compartments seat eight or ten passengers, and are furnished similarly to the first class, but not so expensively. On the Continental lines, particularly in Germany, Switzerland and France, I found these compartments fully equal, or even superior, in comfort to the first class in England, and "considering comfort and convenience, the second class carriages in Central Europe are far cheaper and more to be recommended than the first and third classes; the first being very much dearer than the second, without corresponding advantages, and the third little cheaper than the second, and far inferior in every respect.

In the third class compartments the seats are plain deal boards, uncushioned except in the through trains for long distances, and each seat holds five passengers, or ten in the compartment. These compartments have luggage racks, sometimes curtains at the windows, but no carpets nor arm-rests. When a coach contains only third class compartments, these are often separated from each other by partitions, which extend only half way from the floor to the ceiling; thus there are virtually several compartments thrown into one. I traveled almost exclusively by third class in England and Scotland, and found it very comfortable.

At night, and when passing through tunnels, each compartment is lighted, commonly by means of a lamp placed in the roof, and over which a shade can be drawn if desired. These lamps are lighted and extinguished from the roof, above which the tops of the lamp-covers are seen projecting.