Including all the expenses of travel—railways, steamships, hotels, carriages, fees, and the like—an extended journey may be made for ten dollars a day in England and Europe, and twelve dollars for the United States. This allows for first-class places on all conveyances, and good rooms at good hotels—requires no rigid economy, and permits no extravagance. For a journey around the world, to occupy ten or twelve months, and visiting Japan, China, Siam, Java, India, Egypt, Italy, France, and England, together with the run across the American continent, the cost will be about four or five thousand dollars. But, as before stated, there can be no fixed rule, and the amount of expenditure depends largely upon the tastes and habits of the traveler and the amount of money at his disposal. More will be said on this topic in subsequent pages.

Whenever you go out of your own country carry a passport. It may not be needed, as passports are now demanded in very few countries, but it is a good thing to have along, since it serves as an identification in case of trouble with the authorities, and is useful in civil actions or where the assistance of your consul may be required. In many countries the post-office employés refuse to deliver registered letters to a stranger except on presentation of his passport, and the document will occasionally be found useful at the banker's. An old frontiersman once said of the revolver which he habitually carried, "You don't need it often; perhaps may never need it at all, but when you do want it you want it awful bad, I tell you." The same may be said of the passport.

Passports may be procured through a lawyer or notary public, and a single passport is sufficient for a family. They may also be obtained at any United States legation abroad on presentation of proofs of citizenship. The government fee for a passport is five dollars.

At the custom-house, whatever its nationality, be as civil as possible and anticipate the desires of the officials. They have a duty to perform, and if you facilitate their labors the chances are they will appreciate the politeness and let you off as easily as they can consistently. Unlock your trunk or valise, or offer to do so, before they ask you, and open the various compartments immediately. Declare anything that may be liable to duty and call attention to it, and conduct yourself generally as though it was one of the delights of your life to pass a custom-house examination. If you are inclined to defraud the revenue, do it gracefully and conceal your contraband articles so that it will not be easy to find them yourself after you are out of reach of the officials. Honesty is, however, the best policy in this business, and the smuggler is just as much a violator of the law as a burglar.

The ways of the custom-house may sometimes be smoothed by a numismatic application to the hand of the inspector, but it is not altogether a safe operation. In Turkey, Egypt, Syria, and other Moslem countries bribery is considered a legitimate and honorable transaction, and the customs officer looks at the outside of your trunk and extends his open hand for your money with as little attempt at concealment as does the cabman when he asks for your fare. At the Italian Dogana fees are taken on the sly, but you may sometimes make a mistake and hit the wrong man, and the same is the case in Spain and Russia. In the other continental countries generally, and in England and the United States, fee-taking at the custom-house is a pretty rare exception, and the traveler will do far better to avoid crooked ways than to attempt them. Instances have been known of American inspectors who went straight to the point and suggested that a five-dollar bill would make things easy, and when it was not forthcoming they gave all the trouble in their power. Happily such occurrences are rare, and if customs officials are occasionally dishonest it should be remembered that they are no worse than those who encourage them to be so. A bribe, like a bargain, requires two persons for its consummation, and of this twain the officer is but one.

Before starting on any journey buy a copy of "How to Travel," and if you find the book useful be kind enough to recommend it to your friends and acquaintances. Find the best guide-books for the region you are to visit and study them carefully; if you make a mistake and get hold of a poor one, remember that even a poor guide-book is better than none at all, and you will generally obtain the worth of your money from it.

For the United States Osgood's and Appleton's guides are to be recommended, though there are others that contain a great deal of information. The name of guide-books for the trans-continental journey is legion; all have their merits and their faults, and as they are to be found at all the news-stands on the great railway lines the tourist can choose for himself.

For Europe the principal guide-books are those of Murray and Baedeker. Baedeker's books are the most convenient, and contain more practical information than their English rival; and there are probably ten copies of Baedeker sold to one of Murray. Where a traveler wishes to learn about the hotels, railways, cabs, roads, and other things of every-day life, Baedeker is his friend, but where he desires a long historical sketch, or perhaps a dissertation on art, he will choose Murray. It is well to have both these guides, as the one supplies oftentimes what the other lacks. Harper's and Appleton's guide books to Europe and the East, each in three volumes, are popular with many Americans, on account of their compactness.

Syria, Palestine, and Egypt are also covered by both Baedeker and Murray, and the latter has a guide to India, but it has not been revised for a long time. There are no complete guide-books to China, Japan, and the Far East generally, and the tourist must rely on general works of history and travel. In this connection the writer respectfully calls attention to his volumes, named on the title-page of this work.

  CHAPTER II.

RAILWAY TRAVEL IN THE UNITED STATES AND CANADAS.

Travel in the United States and Canada virtually comprises but two kinds of conveyance, the railway and the steamboat. Once the stage-coach was an American feature, and it still remains in some parts of the country, but the rapid advance of the railway has almost swept it out of existence, and where it still lingers it is but the shadow of its former self. Long ago we had the canal-boat, a slow but remarkably safe mode of locomotion; it could not leave the track or be overturned, nor could it explode; The water beneath it was so shallow that it could not sink, and in case it took fire you had only to step ashore and be out of danger. But the canal-boat is a thing of the past, with here and there an exception still more rare than that of the stage-coach. We are a progressive people, and when the quicker mode of travel was developed the old was forgotten and sent into obscurity.

Until within the last fifteen or twenty years we had but a single class of passenger cars in America, as the emigrant trains on a few of the trunk lines were hardly to be considered by travelers, but the invention of the palace and sleeping-coaches (generally coupled with the name of Pullman, their inventor), has given us two classes which are virtually as distinct as are the first and second of a continental railway. Hardly a train runs on any road of consequence without a Pullman car attached, and a seat may be had in this vehicle on payment of an extra fee. There is the parlor car for day use only, but the "sleeper" is intended for both day and night. By the magic wand of a colored porter the seats are converted into comfortable beds, and the traveler may be whirled along at the rate of thirty miles an hour, and all the while he sleeps as calmly as at home. Toilet-rooms are at the ends of every carriage, one for gentlemen and the other for ladies, where you may perform your ablutions and put your hair in shape, so as