ited, or in circular letters-of-credit to corresponding houses in those cities. Only the very first class of banking houses, at home, should be dealt with, in procuring exchange or letters-of-credit, if the painful possibility of finding oneself abroad without funds, is to be avoided; and all information as to details can be procured, as well as the funds, at any one of the houses whose announcements are to be found at the close of the present volume.

17th. Procure passports, by making application to an authorized Notary or Dispatch Agent, at least a week or ten days before the time of departure. A separate passport is necessary for every adult male, and for every woman travelling femme sole: when husband, wife and minor children are travelling together, a single one is sufficient for all. In Great Britain no passports are necessary, though, in the present troubled Fenian days, they may at any time. be found convenient, and sometimes indispensible as means of identification; in France, of late, they are seldom demanded, though the law requires them; beyond France, it is never safe to be without them, in due form and properly viséd ; and even in France, if not demanded, they have their use in securing certain privileges and furnishing some guarantee of identity.

18th. Take some letters of introduction, when tendered, and to the right persons; but depend very little upon them, except in some business point of view. If there is sufficient influence to procure letters to the American Secretaries of Legation at London, Paris, &c., they may often be found valuable, as those Sec

retaries generally do the wheel-horse work of the legations, and may pay an amount of attention beneath the time or state of the Ministers.

19th. Create as little impression as possible, on the verge of departure, of feeling that some event, moving half the world, is taking place in your first leaving your native land. A sea-voyage, now, no further than Europe, is about equivalent to a trip up the Sound to Boston, fifteen years ago, and not much more than was the transit across Sandy Hook Bay at the distance back of thirty or fifty years; and the observing world is generally coming to regard it in that light.

20th and last. If possible, go on board before the last moment of sailing, and have any heavy baggage on board even earlier. Also, if possible, make any extended tender farewells earlier and elsewhere than on the crowded deck of a steamer, at the last moment, when everybody is in the way of everybody else, when the officers naturally wish to throw overboard all the whiners, and when there is a probability of the grief of departure being added to by the worry of having wife, sister, child or friend tumbled into the dock in the sudden removal of the gangplank.

WHAT TO DO AND AVOID, ON SHIPBOARD.

THE advice in this paper, too, will be set down didactically, and much of it will be considered A B C-ish by those who have once or oftener crossed the Atlantic. In the meantime, not even to some of them will the maxims be found unprofitable, if attended tojudging by the very large number of habitual travellers who seem to happen upon the very conditions of discomfort and imprudence, as if seeking them. No attempt will be made to arrange the items in groups or any regular succession, though they will be numbered, for convenience, like those in the last paper.

1st. Perhaps the first condition of comfort in a sea-voyage, is to avoid making up the mind as to any positive time at which the voyage must be concluded. An old Dutch farmer, of Long Island, who sometimes gathered corn alone in a field of twenty or thirty acres, being enquired of as to how he escaped being discouraged at the prospect of finishing his labor, replied that "he would be, if he thought of it; but he simply went in, each day, to do a day's work, and in that way the field got finished, eventually, almost before he knew it!" To look across the three thousand miles of the Atlantic, and think over the days necessary to travel it, even on the swiftest vessel, is rather discouraging than the reverse; but by

simply avoiding any definite calculation, and considering the ship and her officers and crew as doing their "day's work," the amount of impatience may be very considerably reduced. Creeping ahead a little every day, the whole voyage will soon be accomplished that is enough to know and enough to feel, no matter what anxieties may be at the end.

2d. Perhaps the next desideratum is to avoid any considerable anxiety as to the voyage being a prosperous one, by first remembering that more than an hundred runs are made without a single accident, and more than five hundred without the total loss of a vessel, and then falling back upon that pleasant recollection that you have not the affair in charge, any way— that (Providence over all and always to be remembered, of course,) the officers and crew of the ship have their duty to do and are very likely to do it, for the sake of their own lives and the property committed to their skill. It may be straining a point, perhaps, but there is really some philosophy in getting into the state of mind of the droll fellow who settled up one of the "anxious" in a storm oft the coast of Ireland, not many years ago. The storm, which was very heavy, had lasted for days, and seemed to be growing heavier and heavier, until the "landsmen❞ began to doubt whether the ship could live in such a terrible sea, and one of them approached the model passenger and enquired: "What he thought of it?-if the gale lasted much longer and the sea rose much higher, wouldn't they founder ?” “Why, what the deuce is that to us ?" replied the droll. 'Haven't you paid your passage ?” “I? cer

tainly !" "The company, then, have contracted to take you from Liverpool to New York, for so many pounds, haven't they?" "Of course they have-but what then?" "What then? Why, everything, then! You don't sail this ship-you are a passenger; and it is their business, not yours, whether the ship sinks or floats." This may not have much reassured the frightened man, but it certainly silenced him; and there no doubt was more than a grain of earnest in the old traveller's philosophy of remembering that he did not steer the ship, as there was undoubtedly comfortable laziness in it.

3d. It is wise not to expect too much on ship board, either in the way of luxury or even of positive comfort. Ships, at the largest, are small as compared with hotels, and at the steadiest are shaky," as compared to private dwellings, except when the latter have lately-current earthquakes to throw them off the perpendicular. Plenty of good food, respectable though confined sleeping-quarters, and attendance fair but by no means that of a first-class hotel -these are all that ought to be expected; and a very little philosophy makes them enough. It has before been said that "dandyism is at a discount, at sea ;" so is, or ought to be, finickiness. What if neither shaving, nor dressing, nor any of the other offices of civilized life, can be done quite as well as at home? Nobody notices whether they are scrupulously performed, or not; and some of the neatest of men when on shore, when they have become old travellers, consent to be slovenly for those few days without serious suffering. The golden rule on going to sea,