journeys. To go to Boston, for example, the traveller from New York usually left by a steamboat that took him to Providence in about twenty-three hours, and travelled the remaining forty miles by coach. Five hours was needed for the overland journey, and was considered amazing speed. By the year 1832 the overland trip between New York and Boston had been reduced to forty-one hours. But the passengers were not allowed to break the journey at a tavern, even for four or five hours of sleep, as they had formerly done, but were carried forward night and day without intermission. A fare of eleven dollars was usually exacted for the trip.

Even to go to one of the towns of Connecticut, the shore towns of the Boston Post Road, was an undertaking that called for serious preliminary study. A New York paper, now before the writer, carries in its first column an advertisement of a new steamer, the "Fairfield," plying between New York and Norwalk. But in order to make use of its services, the traveller had to be at the pier at the foot of Market Street at six o'clock in the morning. Upon the arrival at Norwalk stages were at hand for the convenience of such of the passengers who wished to travel on to Saugatuck, Fairfield, Bridgeport, Stratford, Milford, and other points. The same column carried information for those who contemplated voyaging to Newport or Providence. Every Monday, Wednesday, and Friday the steamboats "Benjamin Franklin" (Capt. E. S. Bunker) and "President" (Capt. R. S. Bunker) left New York for those Rhode Island towns at five o'clock in the evening.

The Post Road to Boston of those days differed much from the Boston Post Road of the present; especially in its first stages going northward from New York. There was no spacious Pelham Parkway skirting the waters of the Long Island Sound. Before crossing the Harlem the road followed in a general way the Broadway trail. Beyond the river it zigzagged in a northeasterly direction through Eastchester. Not until the crossing of the Byram River transferred the road from New York to New England did it take on any resemblance to the trail of today, and even beyond, the town of Greenwich seems to have been neglected entirely.

Yet, in comparison, the East was developed. It was the bold Sinbad turning his face resolutely and courageously towards the setting sun who experienced the real inconveniences and perils. Nor, at first, did that mean the adventurous journey into the lands that were beyond the great Appalachian range. The shining countenance of the unknown was nearer at hand. It is just a matter of turning the clock back a hundred years.

From the windows of the apartment houses looking down on the Riverside Drive the Delaware River is just beyond the Jersey hills. To journey there today does not even call for the study of time-tables. Mr. Manhattan rises at the usual hour and eats his usual leisurely breakfast. At, say, nine o'clock, he settles back behind the steering-wheel of his motor-car. Crossing the Hudson by the Forty-second Street Ferry, he climbs the Weehawken slope, and swings westward over one of the uninviting turnpikes that disfigure the marshy land between the Passaic and the Hackensack. Then he finds the real Jersey, the Jerseyman's Jersey, of rolling hills, and historic memories of Washington's Continental troops in ragged blue and buff.—Morristown, with its superb estates, the stiff climb of Schooley's Mountain, the descent along the wooded ravine, the road following the winding Musconetcong River through Washington, the clustered buildings of Lafayette College crowning the Pennsylvania shore, and in good time for luncheon Mr. Manhattan is over the bridge connecting Easton and Phillipsburg.

A few years ago there appeared a little book telling of the experiences of a family migrating from Connecticut to Ohio in 1811. In interesting contrast to the morning dash just outlined is the story of that journey of a little more than one hundred years ago. Before crossing the North River the voyagers solemnly discussed the perilous waters that confronted them. "Tomorrow we embark for the opposite shore: may Heaven preserve us from the raging, angry waves!" The first night's stop was at Springfield, where, within the living memory of the older members of the party, a skirmish between the American troops and the soldiers of King George had taken place.

Another day's travel carried the party as far as Chester. At that point the task of travel became arduous. Over miry roads, in places blocked by boulders, there was the painful, laborious ascent of the steep grade leading to the summit of what we now call Schooley's Mountain. There the party camped for the night, beginning the descent early the morning of the following day. The brisk three or four hours' run that gives the motorist of today just the edge of appetite needed for the full enjoyment of his midday meal was to those hardy adventurers of a century ago almost the journey of a week.

For transatlantic travel there was the Black Ball line, between New York and Liverpool, first of four ships, and later of twelve. That service had been founded in 1816 by New York merchants. The Red Star line followed in 1821, and soon after the Swallowtail line. The packets were ships of from six hundred to fifteen hundred tons burden, and made the eastward trip in about twenty-three days and the return trip in about forty days. The record was held by the "Canada," of the Black Ball line, which had made the outward run in fifteen days and eighteen hours. That time was reduced later by the "Amazon." The first steamer to cross the Atlantic was the American ship "Savannah." She made the trial trip from New York to Savannah in April, 1819, and in the following month her owners decided to send her overseas. The time of her passage was twenty-six days, eight under steam and eighteen under sail. Stephen Rogers, her navigator, in a letter to the New London "Gazette," wrote that the "Savannah" was first sighted from the telegraph station at Cape Clear, on the southern coast of Ireland, which reported her as being on fire, and a king's cutter was sent to her relief. "But great was their wonder at their inability to come up with a ship under bare poles. After several shots had been fired from the cutter the engine was stopped, and the surprise of the cutter's crew at the mistake they had made, as well as their curiosity to see the strange Yankee craft, can be easily imagined." From Liverpool the "Savannah" proceeded to St. Petersburg, stopping at Stockholm, and on her return she left St. Petersburg on October 10th, arriving at Savannah November 30th. But the prestige that the journey had won did not compensate for the heavy expense. Her boilers, engines, and paddles were removed, and she was placed on the Savannah route as a packet ship, being finally wrecked on the Long Island coast. The successful establishment of steam as a means of conveying a vessel across the Atlantic did not come until the spring of 1838, when, on the same day, April 23rd, two ships from England reached New York. They were the "Sirius," which had sailed from Cork, Ireland, April 4th, and the "Great Western," which had left Bristol April 8th. The following year marked the founding of the Cunard Line.

About the same time began the famous Clippers, which carried triumphantly the American flag to every corner of the Seven Seas. They were at first small, swift vessels of from six hundred to nine hundred tons, and designed for the China tea trade. Later came the "Challenge," of two thousand tons, and the "Invincible," of two thousand one hundred and fifty tons. "That clipper epoch," said a writer in "Harper's Magazine" for January, 1884, "was an epoch to be proud of; and we were proud of it. The New York newspapers abounded in such headlines as these: 'Quickest Trip on Record,' 'Shortest Passage to San Francisco,' 'Unparalleled Speed,' 'Quickest Voyage Yet,' 'A Clipper as is a Clipper,' 'Extraordinary Dispatch,' 'The Quickest Voyage to