Chapter 22

THE FRANCO-AMERICAN RAILWAY--SKAGWAY--NEW YORK

While on the subject of railways a few remarks anent the projected line from France (_via_ Siberia and Bering Straits) to America may not be amiss. As the reader is already aware, the main object of our expedition was to determine whether the construction of such a line is within the range of human possibility. The only means of practically solving this question was (firstly) to cover the entire distance by land between the two cities, by such primitive means of travel as are now available, and (secondly) to minutely observe the natural characteristics of the countries passed through, in order to ascertain whether these offer any insuperable obstacle to the construction of a railway.

I would again remind the reader that the overland journey from Paris to New York had never been made, or even attempted, until it was accomplished by ourselves. This is the more necessary in so far as, before our departure from Paris, the project of an All-World railway was freely discussed in the English and French Press by persons with no practical experience whatsoever of either Siberia or Alaska. Their opinions would, therefore, have been equally valuable with reference to a railway across the moon or planet Mars. From a humorous point of view, some of the letters published were well worth perusal, notably those of a French gentleman, who, in the Paris _New York Herald_, repeatedly drew my attention to the fact that he "claimed the paternity of the scheme to unite France and America by rail," and this being so, apparently strongly resented my making a preliminary trip over the ground with dogs and reindeer. Having ascertained, however, that M. de Lobel had never visited Arctic Siberia, and had not the remotest intention of doing so, I scarcely felt justified in abandoning the overland journey on his account. This ridiculous but somewhat amusing incident was therefore brought to an end by the following letter:

"To the Editor of the _New York Herald_, Paris.

"SIR,--May I briefly reply to M. Loicq de Lobel's letter which appeared in your issue of November 23rd. Your correspondent has already violently attacked me in the Paris _Journal_, his grievance being that he 'claims the paternity' of the projected Trans-Siberian and Alaskan Railway. This fact is probably as uninteresting to your readers and to the world in general as it is to myself, and so far as I am concerned M. de Lobel is also welcome to annex (in his own imagination) the countries through which the proposed line may eventually pass.

"But this is not the point. According to his own showing, M. de Lobel only 'conceived the project' of uniting Paris and New York by rail in the year 1898. As I left New York in 1896 for Paris by land, with the object of ascertaining the practicability of this gigantic enterprise, I think that I may, with due modesty, dispute the shadowy 'paternity' of the scheme, which, after all, is worth nothing from a theoretical point of view.

"The American and British Press of March, April, and May 1897 will fully enlighten your correspondent as to the details of my last attempt, which unhappily met with disaster and defeat on the Siberian shores of Bering Straits. But I trust and believe that a brighter future is in store for the 'Daily Express' Expedition of 1901, which I have the honour to command, and which leaves Paris for New York by land on the 15th of next month.

"If, as M. de Lobel writes, 'the Englishman thought best not to answer' it was simply because the former's childish tirades seemed to me unworthy of a reply. If, however, you will kindly insert this brief explanation, you may rest assured that, so far as I am concerned, this correspondence is closed.

"I am, yours faithfully,

"HARRY DE WINDT.

"ROYAL GEOGRAPHICAL SOCIETY, LONDON, _November 26, 1901._"

With regard to the projected railway, let me now state as briefly and as clearly as I can the conclusion to which I was led by plain facts and personal experience. To begin with, there are two more or less available routes across Siberia to Bering Straits, which the reader may easily trace on a map of Asia. The city of Irkutsk is in both cases the starting-point, and the tracks thence are as follows:

No. 1 Route. To Yakutsk, following the course of the Lena River, and thence in an easterly direction to the town of Okhotsk on the sea of that name. From Okhotsk, northward along the coast to Ola and Gijiga, and from the latter place still northward to the Cossack outpost of Marcova on the Anadyr River. From Marcova the line would proceed northward chiefly over tundra and across or through one precipitous range of mountains, to the Siberian terminus, East Cape, Bering Straits.

The second route is practically the one we travelled, viz., from Irkutsk to the Straits _via_ Yukutsk, Verkhoyansk, and Sredni-Kolymsk.

From a commercial point of view, route No. 1 would undoubtedly be the best, for of late years a considerable trade has been carried on between Vladivostok and the Sea of Okhotsk. The latter only twenty years ago was visited solely by a few whalers and sealing schooners, but a line of cargo steamers now leaves Vladivostok once a month throughout the open season (from June to September) and make a round trip, calling at Petropaulovsk (Kamchatka), Okhotsk, Yamsk, and Ayan.[88] There is now a brisk and increasing export trade in furs, fish, lumber, and whalebone from these ports, the imports chiefly consisting of American and Japanese goods.

[Footnote 88: These vessels also carry passengers.]

It has already been shown in a previous chapter that the natural resources of the Yakutsk district would probably repay an extension of the Trans-Siberian line to this now inaccessible portion of the Tsar's dominions. Indeed it is more than probable that in a few years the mineral wealth of this province, to say nothing of its agricultural possibilities, will render the construction of a line imperative, at any rate as far as the city of Yakutsk. The prolongation of this as far north as Gijiga is no idle dream, for I have frequently heard it seriously discussed, and even advocated, by the merchant princes of Irkutsk. A railway to Gijiga would open up Kamtchatka, with its valuable minerals, furs, and lumber, and also Nelkan, near Ayan, where gold has lately been discovered in such quantities that a well-known Siberian millionaire has actually commenced a narrow-gauge railway about two hundred miles in length, to connect the new gold-fields with the sea. Even this miniature line is to cost an enormous sum, for it must pass through a region as mountainous and densely wooded as the eight hundred odd miles which separate Yakutsk from the coast. But although this latter section of the Franco-American line, short as it is, would entail a fabulous outlay, there is here, at any rate, some _raison-d'etre_ for a railway, viz., the vast and varied resources of the region through which it would pass, whereas to the north of Gijiga on the one hand, and Verkhoyansk on the other, we enter a land of desolation, thousands of miles in extent, chiefly composed of tundra, as yet unprospected, it is true; but probably as unproductive, minerally and agriculturally, as an Irish bog. The reader is already aware that tundra is impassable in summer, for its consistency is then that of a wet bath sponge. The foot sinks in over the knee at every step, and a good walker can scarcely cover a mile within the hour. In winter the hard and frozen surface affords good going for a dog-sled and could, no doubt, be made to support a rolling mass of metal; but even then I doubt whether the thaws and floods of springtime would not find the rails and sleepers at sixes and sevens. This opinion is, of course, purely theoretical, for the experiment of laying a line of such magnitude under such hopeless conditions has yet to be tried.

Chat Moss in England is the nearest approach I can think of to these Siberian swamps, but the railway across the former is only four miles long, and cost, I am told, something like thirty thousand pounds. At this rate the tundra section of the Bering Straits Railway would alone involve an outlay of twenty million sterling; probably far more, for every foot of timber for the roadway would have to be imported into this treeless waste. And how is this expenditure going to be repaid by these barren deserts, in winter of ice, and in summer of mud and mosquitoes. Let another Klondike be discovered near, say, Sredni-Kolymsk, and I have no doubt that surveys for a line to this place would be commenced to-morrow by the Russian Government, but neither gold, not any other mineral has yet been found so far north in anything like paying quantities. Draw a straight line on the map from Verkhoyansk to Gijiga and it will divide the southern (or productive) portion of Siberia from the northern (and useless) wastes about three thousand miles in length, which a Paris-New York railroad would have to cross.[89]

[Footnote 89: "Around the North Pole lies a broad belt of inhospitable land, a desert which owes its special character rather to water than to the sun. Towards the Pole this desert gradually loses itself in fields of ice; towards the south in dwarfed woods, becoming itself a field of snow and ice when the long winter sets in, while stunted trees struggle for existence only in the deepest valleys or on the sunniest slopes. This region is the tundra. Our language possesses no synonym for the word tundra. Our fatherland possesses no such track of country, for the tundra is neither heath nor moor, neither marsh nor fen, neither highlands nor sand-dunes, neither moss nor morass, though in many places it may resemble one or other of these. 'Moss Steppes' some one has attempted to name it, but the expression is only satisfactory to those who have grasped the idea of steppe in its widest sense."--_Brehm_.]

A so-called prospectus issued by a syndicate, inviting the public to subscribe for a "preliminary survey" for a Franco-American line, came under my notice the other day. Here is an extract:

"Ten years ago the name Siberia called up a picture of wastes of snow and ice. To-day the same Siberia is a land filled with thriving villages, producing grain and various vegetables; that great compeller of civilisation, the railway, has broken down the bars between the world and Siberia. Besides its countless resources of the soil, besides its rivers filled with valuable fish, and its forests inhabited by fur-bearing animals, Siberia is now beginning to show to the world its resources of gold, iron, copper, manganese, quicksilver, platinum, and coal, the yearly output of which is but a feeble index of what it will be when the deposits are developed."

All this is very true regarding certain portions of Siberia. The Amur, Altai, Yenesei, and even Yakutsk provinces. But although the writer goes on to enlarge upon the boundless possibilities which would be opened up by the construction of a railway from Europe to America, he fails to mention that it would have to traverse an Arctic and unproductive Sahara thousands of miles in extent.

Some enthusiastic visionaries mentioned in an earlier portion of this chapter have laid stress on the fact that the passenger traffic over this portion of the line would be enormous, that surging crowds of sea-sick victims would gladly endure even three weeks in a train in preference to a stormy passage across the Atlantic, and so forth. But I fancy a moment's serious thought will show the absurdity of this theory. In the first place a journey by rail from Paris to New York would certainly occupy over a month under the most favourable conditions, for while in summer time all might be comparatively plain sailing, gales, snow-drifts, and blizzards would surely, judging from our own experiences, seriously hamper the winter traffic, especially along the coast. If this leviathan railway is ever constructed it must, in the opinion of the ablest Russian engineers, depend solely upon (1) the transport of merchandise, and (2) the development of the now ice-locked regions it will traverse. The scheme has never been, as many people seem to imagine, simply to convey passengers and their belongings from one terminus to the other, for even Jules Verne would probably hesitate to predict the existence of this line as one of restaurants and sleeping-cars.

But let us assume that the railway has actually reached East Cape at a cost of, say, fifty millions sterling from Irkutsk, which is probably a low estimate. Here we are confronted by another colossal difficulty, the passage of Bering Straits, which (at the narrowest part) are forty miles across. Here my friends the theorists have again been very busy, and all kinds of schemes have been suggested for the negotiation of this stumbling-block, from a bridge to balloons. Both are equally wild and impracticable, although the former has been warmly advocated by a Parisian gentleman, who never having been nearer even Berlin than the Gare du Nord, can scarcely be expected to know much about the climatic conditions of North-Eastern Siberia. As a matter of fact, the mightiest stone and iron structure ever built would not stand the break-up of the ice here in the spring time for one week. A tunnel could no doubt be made, for the depth of the Straits nowhere exceeds twenty-seven fathoms, and the Diomede Islands could be conveniently utilised for purposes of ventilation. But what would such a subway cost? And above all, where is the money coming from to repay its construction?

In Northern Alaska almost the same difficulties would be met with as in Arctic Siberia, for here also spongy tundra covers enormous tracts of country. A company has, however, been formed for the purpose of laying a line between Iliamna on Cook's Inlet and Nome City which will, when completed, be really useful and profitable. Cook's Inlet is navigable throughout the year, and it is proposed to run a line of steamers from Seattle on Puget Sound to this port, where passengers will be able to embark on a comfortable train for Nome instead of facing a long and painful journey by dog-sled. I understand that this work has actually been commenced by the "Trans-Alaskan Railway Company," but not with any idea of connection with a possible Siberian system. This will be merely a local railway, which, judging from the increasing prosperity of Nome, and the fact that the line will pass through the rich Copper River country, should certainly repay its shareholders with interest. The extension of the White Pass Railway as far as Dawson City is only a question of time, but the idea of prolonging it to Bering Straits was not even hinted at when I was in Alaska.

All things considered I cannot see what object would be gained by the construction (at present) of a Franco-American railway. That the latter will one day connect Paris and New York I have little doubt, for where gold exists the rail must surely follow, and there can be no reasonable doubt regarding the boundless wealth and ultimate prosperity of those great countries of the future; Siberia and Alaska. But it is probably safe to predict that the work will not be accomplished in the lifetime of the present generation, or even commenced during the existence of the next. When, at the conclusion of the journey, I arrived at New York, I was asked by reporters whether I considered it possible to connect the latter city by rail with Paris. Most certainly it would be possible with unlimited capital, for this stupendous engineering feat would assuredly entail an expenditure (on the Siberian side alone and not including a Bering Straits tunnel), of fifty to sixty millions sterling. It seems to me that the question is not so much, "Can the line be laid?" as "Would it pay?" In the distant future this question may perhaps be answered in the affirmative, but at present nothing whatever is known of the mineral resources of Arctic Siberia, a practical survey of which must take at least fifteen to twenty years. If reports are then favourable, Russia may begin to consider the advisability of a line to America, but, notwithstanding the fact that an attempt has been made in certain quarters to obtain money from the public for this now extremely shadowy scheme, I can only say that all the prominent Russian officials whom I have met simply ridicule the project.

Skagway is pleasantly situated on the shores of the Lynn Canal, in an amphitheatre formed by precipitous cliffs, the granite peaks of which almost overhang the little town. A curious effect is produced here by rudely coloured advertisements of some one's chewing gum, or somebody's else cigars with which the rocky sides of the nearest hills are defaced. But there is nothing new in this, for, as far back as 1887, the name of a well-known American pill and ointment vendor met my astonished gaze on the Great Wall of China. The North Pole will soon be the only virgin field left open to the up-to-date advertiser. Skagway is now a quiet, orderly township, and a favourite resort of tourists, but shortly after it was founded, in 1898, a band of swindlers and cut-throats arrived on the scene, and practically held the place at their mercy for several weeks. The leader of this gang was one "Soapy Smith," a noted "confidence man," whose deeds of violence are still spoken of here with bated breath. This impudent scoundrel (said to have been a gentleman by birth) was clever enough to become mayor of the town, and was thus enabled to commit robberies with impunity. Many a poor miner leaving the country with a hardly earned pile has been completely fleeced, and sometimes murdered, by the iniquitous and ubiquitous "Soapy," who is said to have slain, directly or indirectly, over twenty men. Finally, however, a mass meeting was held, where Smith was shot dead, not before he had also taken the life of his slayer.

Southern Alaska is the Switzerland of America, and every summer its shores are invaded by hordes of tourists. There was, therefore, little room to spare in the steamer in which we travelled down the Lynn Canal, one of the grandest fjords on the coast, which meanders through an archipelago of beautiful islands, and past a coast-line of snowy peaks and glaciers of clear, blue crystal washed by the waves of the sea. Its glaciers are one of the wonders of Alaska, for nowhere in the world can they be witnessed in such perfection. According to a talented American authoress, "In Switzerland a glacier is a vast bed of dirty, air-holed ice, that has fastened itself like a cold, porous plaster to the side of an alp. Distance alone lends enchantment to the view. In Alaska a glacier is a wonderful torrent that seems to have been suddenly frozen when about to plunge into the sea," and the comparison, although far-fetched, is not wholly devoid of truth.

Nearing Juneau we passed the Davidson glacier sufficiently near to distinguish the strange and beautiful effects produced upon its white and glittering surface by cloud and sunshine. This is the second largest ice-field in Alaska, the finest being its immediate neighbour, the Muir glacier, which drains an area of 800 square miles.[90] The actual ice surface covers about 350 square miles, the mass of it, thirty-five miles long and ten to fifteen miles wide, while surrounding it on three sides are mountains averaging 4000 to 6000 ft. in height. Vessels dare not approach the ice wall, about 250 ft. high, nearer than a quarter of a mile, as masses of ice continually fall from its surface, and submarine bergs, becoming detached from its sunken fore-foot rise to the surface with tremendous force. The colour of the ice on the Muir glacier is as curious as it is beautiful, varying from the lightest blue to dark sapphire, and from a dark olive to the tenderest shades of green. Although the feat has been often attempted no one has yet succeeded in crossing the Muir from shore to shore.[91]

[Footnote 90: The Jostedalbrae in Norway, the largest glacier in Europe, only covers 470 square miles.]

[Footnote 91: See "Studies of Muir Glacier, in Alaska," by Harry Fielding Reid, _National Geographic Magazine_, March 1892.]

The captain of the _Topeka_ informed me that glaciers and canneries are the chief attractions of this coast. I assumed that it could not be the climate, for rain drizzled persistently from a grey and woolly sky nearly all the way from Skagway to Port Townsend, and this was regarded as "seasonable summer weather." With bright sunshine this journey through a calm inland sea, gliding smoothly through fjords of incomparable beauty, surrounded by every luxury, would be idyllic. As it is, cold, rain and mist generally render this so-called pleasure trip one of monotony and discomfort, where passengers are often compelled to seek shelter throughout the day in smoke-room or saloon. Swathed in oil-skins, however, I braved the downpour, and visited one of the numerous canneries to which the _Topeka_ tied up for a few minutes, and here I was surprised to find that Chinese labour is almost exclusively employed. And the ease and celerity with which a fish was received, so to speak, fresh from the sea, cleaned, steamed, and securely soldered in a smartly labelled tin, all by machinery, within the space of a few minutes, was marvellous to behold. Before the days of Klondike, the fisheries of this coast were the chief source of wealth in Alaska, where sea-board, lakes, and rivers teem with fish, the wholesale netting of which seem in no way to diminish the number. The yearly output of these coast canneries is something stupendous, and they are, undoubtedly, a far better investment than many a claim of fabulous (prospective) wealth in the gold-fields of the interior. For the establishment of a cannery is not costly, labour and taxes are low, and fish of every description, from salmon and trout to cod and halibut, can be caught without difficulty in their millions. Codfish which abound in Chatham Creek are the most profitable, also herrings, of which six hundred barrels were once caught in a single haul, off Killisnoo. But the number of canneries on this coast is increasing at a rapid rate, and five or six years hence large fortunes will be a thing of the past. The now priceless sea-otter was once abundant along the south-eastern coast of Alaska, the value of skins taken up to 1890 being thirty-six million dollars, but the wholesale slaughter of this valuable animal by the Russians, and later on by the Americans, has driven it away, and almost the only grounds where it is now found are among the Aleutian Islands and near the mouth of the Copper River. A good sea-otter skin now costs something like L200 in the European market.

Juneau and Port Wrangell were the only towns of any size touched at during the two days' trip from Skagway to Port Townsend. The former was once the fitting-out place for miners bound for the Yukon, but Skagway has now ruined its commercial prosperity, and it is now a sleepy, miserable settlement which appeared doubly unattractive viewed through a curtain of mist. The rain poured down here in such sheets that Douglas Island, only a couple of miles away, was invisible. Here is the famous Treadwell mine, where the largest quartz mill in the world crushes six hundred tons in the twenty-four hours. This mine has already yielded more gold than was paid for the whole of Alaska.

Fort Wrangell is more picturesque than Juneau, although perhaps this was partly due to the cessation (for exactly half an hour) of the rain, which enabled our hitherto cooped-up tourists to enjoy a stroll, and a breath of fresh air ashore. Wrangell was once, like Juneau, a thriving town, when the Cassiar mines in British Columbia were a centre of attraction. Between four and five thousand miners passed through every spring and autumn, travelling to and from the diggings, and the usual hotels, saloons, and stores sprang up on all sides. Then came a period of stagnation, till the last gold rush to Klondike, when it seemed as though Wrangell would rise from its ashes. But the proposed route into the country by way of the Stikine River was finally abandoned for the White Pass, and dealt the final _coup de grace_ to the little town, which is now merely a decaying collection of wooden shanties and ruined log huts, tenanted chiefly by Indians, of whom we met more here than at any other point throughout the Alaskan journey. The natives of this part of the coast are called Thlinkits, a race numbering about 7000, and once numerous and powerful. But the Siwashes of Wrangell were a miserable-looking lot, the men apparently physically inferior to the women, some of whom would not have been ill-favoured, had it not been for the disgusting habit of daubing their faces with a mixture of soot and grease, which is supposed to keep off mosquitoes, and which gives them the grotesque appearance of Christy Minstrels. Tattooing no longer prevails amongst the Thlinkits, but the men still paint their faces and discard ragged tweeds and bowlers for the picturesque native dress on the occasion of a dance, or the feast known as a "Potlatch." The Thlinkits are not hardy, nor, as a rule, long-lived, and diseases due to drink and dissipation are rapidly thinning them out. Shamanism exists here, but not to such an extent as amongst the Siberian races, and the totem poles, which are met with at every turn in Wrangell, are not objects of worship, but are used apparently for a heraldic purpose. Some of the ancient war canoes of this tribe are still in existence, but they are only brought out on the occasion of a feast, when a chief and his crew appear in the gaudy panoply of war-paint and feathers.

On July 28, Seattle was reached, and here we met with a reception worthy of far doughtier deeds than we had accomplished. In 1896, Seattle was a country town of some 30,000 inhabitants, and I could scarcely recognise this fine modern city of over 100,000 souls which may shortly rival San Francisco as a commercial and social centre. This wonderful change is partly due to discoveries in the Klondike, but chiefly perhaps to the increasing trade of Puget Sound with the East. Fine Japanese liners now run direct every fortnight from Seattle to Japan, and on one of these a passage was obtained for my faithful friend and comrade, Stepan Rastorguyeff, whose invaluable services I can never repay, and to whom I bade farewell with sincere regret. I am glad to add that the plucky Cossack eventually reached his home in safety (_via_ Yokohama and Vladivostok) arriving in Yakutsk by way of Irkutsk and the Lena River early in the new year of 1902. Vicomte de Clinchamp also left me here, to return direct to France _via_ New York and Le Havre.

There is little more to tell. Travelling leisurely in glorious weather through the garden-girt towns and smiling villages of the "Rouge-River" Valley, perhaps the most picturesque and fertile in the world, a day was passed at Shasta Springs, the summer resort of fashionable Californians, where the sun-baked traveller may rest awhile in a little oasis of coolness and gaiety, cascades and flowers, set in a desert of dark pines. A week with old friends in cosmopolitan, ever delightful San Francisco, a rapid and luxurious journey across the American continent, land on August 25, 1902, New York was reached, and the long land journey of 18,494 miles from Paris, which had taken us two-thirds of a year to accomplish, was at an end.

APPENDIX I

APPROXIMATE TABLE OF DISTANCES PARIS TO NEW YORK

EUROPE AND ASIA

E. M. Paris to Moscow (rail) 1,800 Moscow to Irkutsk (rail) 4,000 Irkutsk to Yakutsk (employed 720 horses) 2,000 Yakutsk to Verkhoyansk (employed 80 horses and 240 reindeer) 623 Verkhoyansk to Sredni-Kolymsk (employed 620 deer) 1,006 Sredni-Kolymsk to Nijni-Kolymsk (employed 8 horses, 27 reindeer, 50 dogs). 334 Nijni-Kolymsk to Bering Straits (started with 64 dogs, arrived at Bering Straits with 9) 1,500 ------ Total English miles: Europe and Asia 11,263

(Employing 808 horses, 887 reindeer, and 114 dogs.)

AMERICA

E. M. East Cape, Bering Straits to Cape Prince of Wales, Alaska 60 Cape Prince of Wales to Nome City 140 Nome City to St. Michael's 120 St. Michael's to Dawson City 1,200 Dawson City to White Horse Rapids 450 White Horse Rapids to Skagway 110 Skagway to Seattle 1,041 Seattle to San Francisco 1,000 San Francisco to New York 3,110 ------ Total mileage: Paris to New York 18,494

APPENDIX II

LIST OF POST-STATIONS BETWEEN IRKUTSK AND YAKUTSK

Versts. Irkutsk to Koulinskaya 23 Koulinskaya to Jerdovskaya 21 Jerdovskaya to Ust-Ardinsk 21 1/2 Ust-Ardinsk to Alzonovskaya 31 Alzonovskaya to Bandevskaya 25 Bandevskaya to Hagatovskaya 29 Hagatovskaya to Manzourskaya 30 Manzourskaya to Malo-Manzoursk 31 1/2 Malo-Manzoursk to Katchugaskaya 24 1/2 Katchugaskaya to Verkolensk 28 3/4 ------- 265 1/4

_To Verkolensk, 3 kopeks a verst per horse. From Verkolensk to Yakutsk, 4 1/2 kopeks a verst per horse._

Verkolensk to Tumentsofskaya 25 Tumentsofskaya to Korkinskaya 16 Korkinskaya to Petrofskaya 19 1/2 Petrofskaya to Panamarefskaya 22 Panamarefskaya to Jigalovskaya 21 Jigalovskaya to Ust-Ilginsk 30 1/2 Ust-Ilginsk to Grousnovskaya 26 Grousnovskaya to Zakamenska 19 Zakamenska to Shamanovskaya 16 3/4 Shamanovskaya to Golovskaya 18 Golovskaya to Sourovskaya 16 Sourovskaya to Diadinskaya 15 1/2 Diadinskaya to Basovskaya 22 Basovskaya to Orlinsk 21 Orlinsk to Tarasovskaya 17 1/4 Tarasovskaya to Skokinskaya 22 Skokinskaya to Boyarsky 20 Boyarsky to Omolevskaya 23 Omolevskaya to Riskaya 18 Riskaya to Bania 17 3/4 Bania to Touroutskaya 16 3/4 Touroutskaya to Ust-Kutsk 16 Ust-Kutsk to Yakurimsk 18 1/2 Yakurimsk to Kazarkinskaya 28 Kazarkinskaya to Kokiskaya 20 1/4 Kokiskaya to Sukhovskaya 25 3/4 Sukhovskaya to Nazarovskaya 25 1/2 Nazarovskaya to Markovskaya 23 Markovskaya to Oulkanskaya 21 Oulkanskaya to Krasnoyarskaya 17 1/2 Krasnoyarskaya to Potapovskaya 14 Potapovskaya to Makarovskaya 22 3/4 Makarovskaya to Zaborskaya 15 Zaborskaya to Bezroukov 31 Bezroukov to Kirensk 31 ----------------- 997 1/2 - 732 1/4

Kirensk to Alexeieff 21 Alexeieff to Garbovsk 21 Garbovsk to Vishniakovskaya 28 Vishniakovskaya to Spalashinsk 25 Spalashinsk to Ilinsk 24 1/4 Ilinsk to Darinskaya 22 Darinskaya to Itcherskaya 28 1/2 Itcherskaya to Montinskaya 22 1/2 Montinskaya to Ivanoushkofskaya 28 Ivanoushkofskaya to Tchastinsk 29 Tchastinsk to Pianovkovskaya 18 1/2 Pianovkovskaya to Dulrovskaya 18 1/2 Dulrovskaya to Kireisk 30 Kireisk to Solianskaya 26 Solianskaya to Parshinsk 18 1/4 Parshinsk to Risinsk 26 1/2 Risinsk to Tchuskaya 26 Tchuskaya to Vitimsk 22 1/2 -------------- 1433 - 435 1/2

Vitimsk to Polovinaya 13 Polovinaya to Peledonskaya 15 1/4 Peledonskaya to Krestovskaya 28 1/2 Krestovskaya to Peskovskaya 28 Peskovskaya to Graditsa 25 Graditsa to Khamrinsk 31 1/4 Khamrinsk to Kukinskaya 26 Kukinskaya to Terechinskaya 20 1/2 Terechinskaya to Mukhtomskaya 29 1/2 Mukhtomskaya to Murinsk 22 1/2 Murinsk to Batamaiskaya 20 Batamaiskaya to Sadkolskaya 21 1/2 Sadkolskaya to Niouskaya 25 1/2 Niouskaya to Turuklinsk 17 1/2 Turuklinsk to Jerbinsk 17 1/2 Jerbinsk to Tinnaiya 17 3/4 Tinnaiya to Kamenskaya 21 Kamenskaya to Jeloiskaya 23 Jeloiskaya to Noktinskaya 30 ------------------ 1866 1/4 - 433 1/4

Noktinskaya to Gotchilnaya 30 Gotchilnaya to Beresovzskaya 22 Beresovzskaya to Inniakskaya 17 1/2 Inniakskaya to Delgeskaya 22 Delgeskaya to Katchegarskaya 20 Katchegarskaya to Naleskaya 21 Naleskaya to Tcherendeskaya 32 1/2 Tcherendeskaya to Birioutskaya 22 1/2 Birioutskaya to Berdianskaya 20 Berdianskaya to Dourdousovskaya 20 Dourdousovskaya to Olekminsk 18 ----------------- 2111 3/4--245 1/2

Olekminsk to Solyanskaya 26 Solyanskaya to Harialakskaya 22 1/4 Harialakskaya to Namaminskaya 24 Namaminskaya to Russkaya 18 Russkaya to Tchekurskaya 32 1/2 Tchekurskaya to Billaya 17 Billaya to Hat-Tumulskaya 71 Hat-Tumulskaya to Marhinskaya 22 1/4 Marhinskaya to Marchihanskaya 22 1/2 Marchihanskaya to Samatatskaya 25 1/2 Samatatskaya to Elovskaya 25 Elovskaya to Malikanskaya 25 1/2 Malikanskaya to Tchuriskaya 22 Tchuriskaya to Isitzkaya 17 1/2 Isitzkaya to Krestinskaya 17 3/4 Krestinskaya to Jurninsk 18 3/4 Jurninsk to Oimurdusk 26 1/2 Oimurdusk to Ad-Dabausk 16 Ad-Dabausk to Sinskaya 19 Sinskaya to Batamaiskaya 27 3/4 Batamaiskaya to Tit-Arinsk 24 1/2 Tit-Arinsk to Elanskaya 22 Elanskaya to Tun-Arinsk 22 Tun-Arinsk to Bulguniatatskaya 15 Bulguniatatskaya to Bestiatskaya 15 1/2 Bestiatskaya to Pokrovskaya 23 3/4 Pokrovskaya to Ulak-Ansk 18 1/2 Ulak-Ansk to Tektiurskaya 21 3/4 Tektiurskaya to Tabaginskaya 17 Tabaginskaya to Yakutsk 25 ------- 701 3/4

Total versts, 2813 1/2. (A verst is two-thirds of an English mile.)

APPENDIX III

REINDEER STATIONS BETWEEN YAKUTSK AND VERKHOYANSK

Versts. Yakutsk to Turutskaya 20 Turutskaya to Makarinsk 30 Makarinsk to Hatustatskaya 22 Hatustatskaya to Eleginiakskaya 25 Eleginiakskaya to Hagaraderdinsk 20 Hagaraderdinsk to Taraiskaya 45 Taraiskaya to Khatignak 37 Khatignak to Tandinskaya 30 Tandinskaya to Sanga-Ali (_Pov._) 30 Sanga-Ali to Sordonakia (_Pov._) 50 Sordonakia to Bete-Kul 50 Bete-Kul to Anna-Suk (_Pov._) 50

VERKHOYANSK PASS.

Anna-Suk to Kangerak 40 Kangerak to Mollahoi (_Pov._) 65 Mollahoi to Suruktutskaya 65 Suruktutskaya to Suruktak (_Pov._) 50 Suruktak to Siremskaya 35 Siremskaya to Golova-Medvied (_Pov._) 60 Golova-Medvied to Tsissibas 60 Tsissibas to Yuk-Tak (_Pov._) 50 Yuk-Tak to Kurinskaya 70 Kurinskaya to Verkhoyansk 30 --- Total versts 934

_Pov.--Povarnia._

APPENDIX IV

YAKUTE SETTLEMENTS BETWEEN VERKHOYANSK AND SREDNI-KOLYMSK

Versts. Verkhoyansk to Lang-Lor (_Y._) 60 Lang-Lor to Batagai (_Pov._) 45 Batagai to Aditscha (S.) 150 _v._--45 Aditscha to Bur-Alu (_Pov._) 45 Bur-Alu to Tostach (S. *) 115 _v._--70 Tostach to Kurtas (_Pov._) 85 Kurtas to Siss (_Pov._) 45 Siss to Tiriak-Hureya (_Pov._) 45 Tiriak-Hureya to Sordak (_Pov._) 45 Sordak to Kurelach (S. *) 270 _v._--50 Kurelach to Sarok-Kalak (_Pov._) 45 Sarok-Kalak to Ustin (_Pov._) 50 Ustin to Bachaol-Buta (_Y._) 30 Bachaol-Buta to Ebelach (S. *) 175 _v._--50 Ebelach to Khatignak-Kul (_Y._) 60 Khatignak-Kul to Haras-Kul (_Y._) 50 Haras-Kul to Keni-Kul (S. *) 150 _v._--40 Keni-Kul to Ari-Tumul (_Y._) 25 Ari-Tumul to Khatignak (S. *) 100 _v._--75 Khatignak to Shestakova (_Pov._) 80 Shestakova to Siss-Ana (_Pov._) 50 Siss-Ana to Tsiganak (_Y._) 50 Tsiganak to Sokurdakh (_Pov._) 20 Sokurdakh to Andylakh (S. *) 250 _v._--50 Andylakh to Ultum (S. *) 60 Ultum to Utchugoi-Kel (_Y._) 40 Utchugoi-Kel to Malofskaya (S. *) 50 Malofskaya to Ehelakh (_Pov._) 60 Ehelakh to Yatetsia (_Y._) 30 Yatetsia to Sredni-Kolymsk 300 _v._--60 ---- Total versts 1510

(*)--Change reindeer. (_Y._)--_Yurta._ (S.)--Station. (_Pov._)--_Povarnia._

APPENDIX V

SETTLEMENTS ON KOLYMA RIVER BETWEEN SREDNI-KOLYMSK AND NIJNI-KOLYMSK

Versts. Sredni-Kolymsk to Botolakh 50 Botolakh to Silgisit 40 Silgisit to Olbut 60 Olbut to Pamaskina 60 Pamaskina to Yuguz-Tamak 40 (_Horses_)

Yuguz-Tamak to Krest 30 Krest to Gornitza 60 (_Reindeer_)

Gornitza to Omolonskaya 60 Omolonskaya to Lakeyevskaya 40 Lakeyevskaya to Kimkina 40 Kimkina to Nijni-Kolymsk 40 (_Dogs_) --- Total versts 520

APPENDIX VI

A SHORT GLOSSARY OF YAKUTE WORDS

Yakute. Turkish. 1 _Bir_ _Bir_ 2 _Iki_ _Iki_ 3 _Us_ _Utch_ 4 _Tar_ _Dort_ 5 _Bar_ _Besh_ 6 _Ali_ _Alti_ 7 _Sekki_ _Yedi_ 8 _Ahuse_ _Sekis_ 9 _Too-oose_ _Dokus_ 10 _Ohn_ _Ohn_ 20 _Shirbeh_ 30 _Olut_ 100 _Sus_

A man--_Kehe_ A woman--_Diak-Tar_ Yes--_Da_ No--_Sok_ Good--_Yutchingan_ Bad--_Koosahan_ Big--_Lohan_ Little--_Atchu-bui_ A horse--_Atte_ A dog--_Ut_ A house--_Djieh_ A fire--_Wat_ A gun--_Sar_ Meat--_Ette_ Quick--_Turganik_ A door--_Ana_ Water--_Ou_ The sea--_Bayahel_ A river--_Uriakh_ The face--_Surei_ The hands--_Ili_ The arms--_Khari_ The feet--_Atakh_ Rain--_Sammor_ Wind--_Tul_ Snow--_Har_ The sun--_Kun_ The moon--_Oui_ A mouse--_Kugak_ A rat--_Kutchas_ A wolf--_Bireh_ A bear--_Eha_ A cow--_Anakh_ Beautiful--_Utchingoi_ Ugly--_Kouhahan_ Dry--_Kuranak_ Wet--_Nitchagai_ Dear--_Garahan_ Cheap--_Tcheptchiki_ Far--_Gurach_ Near--_Tchugoss_ To go--_Sullar_ To give--_Bier_ To speak--_Etter_ To ask--_Orjitar_ To ride--_Miner_ To buy--_Atlahar_ To eat--_Ahukka_ To drink--_Ihieka_ To smoke--_Tardar_ A month--_Ui_ A week--_Nedielia_ A day--_Boikun_ An hour--_Birtchas_

APPENDIX VII

GLOSSARY OF VARIOUS DIALECTS IN USE AMONGST THE TCHUKTCHIS INHABITING THE COASTS OF N.E. SIBERIA

Cape Shelagskoi to Whalen. East Cape. Oumwaidjik. There is: _Warkin_ _Warkin_ There is not: _Winga_ _Winga_ No: _Winga_ _Winga_ _Naka_ Yes: _Ee-ee_ _Ee-ee_ _Ah-ah_ All right: _Metchinki_ Here: _Utku_ I--my: _Mori_ _Wee_ _Kwanga_ You--your: _Turginian_ A deer: _Korang_ _Kashinat_ _Guwiniak_ A house: _Yarat_ _Muntarak_ _Muntarak_ Far: _Yar_ By-and-bye: _Yo-yo_ A walrus: _Durka_ _Ibok_ _Ayivak_ Wood: _Ut-Tut_ _Naksiet_ To sleep: _Zipiska_ Keep still: _Deakarikti_ _Sien_ _Napere_ I don't know: _Ko_ A dog: _At-Tau_ _Kokmarok_ _Klikmak_ A man: _Katowvak_ _Yuk_ A woman: _Nawonskat_ _Aranak_ To drink: _Megwesiak_ _Mugwe_ A bear: _Umhang_ _Nanok_ _Nanok_ A seal: _Memet_ _Nahksak_ _Maklak_ A sled: _Urgur_ _Kaimukshik_ _Kamiyak_ A steamer: _It-Kowat_ _Toroma_ _Amakpawit_ A knife: _Vallia_ _Sinkat_ A duck: _Gallia_ _Tigumak_ _Kawak_ Ice: _Ilgil_ _Sikok_ _Siku_ Snow: _Alash_ _Ani_ _Anio_ Wind: _Yu-yo_ _Anok_ _Anokiva_ Good-day: _Ta-oom_ _Taham_ _Tanakhoom_ You lie: _Eklang_ _Eklima-Kotung_ The hand: _Askak_ _Eehit_ To smoke: _Takwaigen_ _Aptiok_ _Meluktok_ 1: _Nerisha_ _Atajak_ _Atajak_ 2: _Irak_ _Mailop_ _Mailop_ 3: _Nerok_ _Piniayut_ _Piniayut_ 4: _Nirak_ _Shtemet_ _Shtemet_ 5: _Metch-Tinga_ _Taklimat_ _Taklimat_ 6: _No-Metch-Tinga_ _Awindlit_ _Awindlit_ 7: _Nera-Ah_ _Mara-Awindlit_ _Mara-Awindlit_ 8: _Angero-Utkui_ _Pinia-Unlulut_ _Pinia-Unlulut_ 9: _Onasinki_ _Shtema-Unlulut_ _Shtema-Unlulut_ 10: _Menitku_ _Kullia_ _Kullia_

APPENDIX VIII

METEOROLOGICAL RECORD OF THE DE WINDT EXPEDITION

PARIS TO NEW YORK, 1901-1902

+-------+--------------------+------------------------+------+------+ | Date. | Place. | Remarks. |8 A.M.|6 P.M.| | | | |(deg.)|(deg.)| +-------+--------------------+------------------------+------+------+ | Dec. | | | | | | 19 | Paris } |Dull--some snow | | 40 | | 20 | Berlin } Nord |Clear--sunshine | 42 | 50 | | 21 | Warsaw } Express |Clear | 41 | 33 | | 22 | Viazma } |Dull--snow | 20 | 22 | | 23 | Moscow } | " " | 22 | 19 | | 24 | " |Dull | 17 | 12 | | 25 | " | " snow | -2 | 5 | | 26 | " | " " | -8 | -5 | | 27 | " |Fog and snow | -10 | 5 | | 28 | " |Dull | 14 | 21 | | 29 | " |Dull--snow | 6 | 15 | | 30 | " |Dull | 11 | 12 | | 31 | " |Dull--fog | 20 | 22 | | Jan. | | | | | | 1 | " |Dull | 20 | 22 | | 2 | " | " | 30 | 33 | | 3 | " | " | 32 | 33 | | 4 | " | " | 37 | 18 | | 5 |} | " | 30 | 28 | | 6 |} | " | 32 | 29 | | 7 |} | " | 19 | 29 | | 8 |} Trans-Siberian |Bright--some clouds | 21 | 25 | | 9 |} Railway |Bright sunshine | 12 | 0 | | 10 |} |Fine | -15 | -9 | | 11 |} | " | -14 | 2 | | 12 |} |Dull--snow | 7 | 5 | | 13 | Irkutsk |Fine | 8 | 15 | | 14 | " |Dull | -2 | 10 | | 15 | " | " | 0 | 15 | | 16 | " |Bright sunshine | 10 | 22 | | 17 | " |Fog and snow | 15 | 11 | | 18 | " |Bright sunshine | -8 | 6 | | 19 | " |Dull | -2 | -10 | | 20 |} Alzonovskaya |Bright sunshine | -31 | -35 | | 21 |} |Fog | -65 | -30 | | 22 |} | " | -50 | -32 | | 23 |} | " | -50 | 11 | | 24 |} | " | -12 | 1 | | 25 |} |Dull--snow and gale N.E.| 0 | 8 | | 26 |} |Clear | -8 | 5 | | 27 |} |Snow | 12 | 5 | | 28 |} |Clear | -5 | -14 | | 29 |} | " | -35 | -30 | | 30 |} |Fog | -51 | -35 | | 31 |} |Snow | -10 | -5 | | Feb. | | | | | | 1 |} Lena Post-Road | " | -2 | -2 | | 2 |} | " | -2 | -5 | | 3 |} |Bright sunshine | 2 | 5 | | 4 |} |Dull | 10 | 12 | | 5 |} | " | 15 | 15 | | 6 |} |Fog | 2 | -5 | | 7 |} | " | -5 | -4 | | 8 |} |Fine | -12 | -28 | | 9 |} |Bright sunshine | -40 | -32 | | 10 |} | " " | -30 | -10 | | 11 |} | " " | -25 | -16 | | 12 |} | " " | -28 | -35 | | 13 |} | " " | -34 | -25 | | 14 | Yakutsk |Snow | -15 | -24 | | 15 | " |Bright sunshine | -24 | -24 | | 16 | " | " " | -32 | -34 | | 17 | " | " " | -34 | -24 | | 18 | " | " " | -32 | -26 | | 19 | " | " " | -20 | -14 | | 20 | " | " " | -24 | -30 | | 21 |} " | " " | -41 | -2 | | 22 |} |Dull | -12 | -10 | | 23 |} |Bright sunshine | -45 | -20 | | 24 |} | " " | -41 | -23 | | 25 |} Yakutsk | " " | -45 | -30 | | 26 |} to | " " | -42 | -40 | | 27 |} Verkhoyansk | " " | -75 | -75 | | 28 |} |Dull--snow | -35 | -37 | | Mar. | | | | | | 1 |} |Bright sunshine | -45 | -63 | | 2 | Verkhoyansk | " " | -65 | -50 | | 3 |} " | " " | -40 | -62 | | 4 |} " | " " | -66 | -65 | | 5 |} | " " | -73 | -10 | | 6 |} | " " | -30 | -35 | | 7 |} | " " | -30 | -25 | | 8 |} |Fog | -10 | -78 | | 9 |} Verkhoyansk | " | -30 | -30 | | 10 |} to Sredni-Kolymsk | " | -30 | -0 | | 11 |} |Bright sunshine | -55 | -60 | | 12 |} | " " | -35 | -40 | | 13 |} | " " | -34 | -25 | | 14 |} | " " | -40 | -30 | | 15 |} | " " | -25 | -25 | | 16 |} | " " | -10 | -20 | | 17 |} | " " | -15 | 0 | | 18 |} Sredni-Kolymsk | " " | -15 | -10 | | 19 | " " | " " | -20 | -10 | | 20 | " " |Fog | -10 | -18 | | 21 | " " | " | -38 | -25 | | 22 |} " " |Bright sunshine | -35 | -30 | | 23 |} | " " | -40 | -25 | | 24 |} |Dull | 0 | -10 | | 25 |} Sredni-Kolymsk-- |Dull--gale S.W. | -5 | -15 | | 26 |} Nijni-Kolymsk |Fine | -20 | -5 | | 27 |} |Dull--gale S.E. | 5 | -15 | | 28 |} Nijni-Kolymsk |Dull | -20 | -15 | | 29 | " " |Fine | -30 | -8 | | 30 | " " |Bright sunshine | -35 | -10 | | 31 | " " | " " | -30 | -25 | | Apr. | | | | | | 1 | " " | " " | -26 | -30 | | 2 | " " |Fine--some snow | -18 | -20 | | 3 | " " |Fine | -20 | -14 | | 4 | Sukharno |Strong gale N.W. | -16 | -20 | | 5 | " | " " " | -15 | -22 | | 6 | " | " " " | -20 | -20 | | 7 | Camp 1 |Bright sunshine | -16 | -20 | | 8 | |Dull | 0 | 0 | | 9[92]| |Strong gale N. | 0 | -2 | | 10 |} |Snow | 20 | -10 | | 11 |} |Strong gale N.W. | -10 | -10 | | 12 |} | " " E. | 5 | 15 | | 13 |} |Poorga N.W. | 12 | 25 | | 14 |} | " " | 12 | 9 | | 15 |} | " " | 4 | -7 | | 16 |} | " S.E. | -2 | 5 | | 17 |} | " S.E. | 10 | 5 | | 18 |} | " E. | 0 | 4 | | 19 |} |Strong gale N.E. | 0 | 0 | | 20 |} | " " W. | -5 | 2 | | 21 |} |Fine--N.E. light | 6 | 10 | | 22 |} |Gale S.W. | 0 | 0 | | 23 |} |Snowstorms | 30 | 5 | | 24 |} | " | 25 | 5 | | 25 |} |Dull--snow | 12 | 19 | | 26 |} |Strong gale N.W. | 22 | 15 | | 27 |} |Gale N.W. | 20 | 15 | | 28 |} |Light breeze N. | 14 | 10 | | 29 |} Arctic Coast |Dull | 25 | -2 | | 30 |} |Bright sunshine | -8 | 10 | | May | | | | | | 1 |} |Dull--gale N. | 18 | 16 | | 2 |} |Snowstorms | 22 | 0 | | 3 |} |Gale N. and snow | 25 | 15 | | 4 |} |Strong gale N.W. | 20 | 20 | | 5[93]|} | " " N.E. | 22 | 20 | | 6 |} |Dull | 55 | 24 | | 7 |} |Gale N.E. | 32 | 28 | | 8 |} | " S.W. | 38 | 26 | | 9 |} |Fog | 26 | 20 | | 10 |} |Bright and clear | 15 | 28 | | 11 |} | " " " | 18 | 25 | | 12 |} | " " " | 23 | 17 | | 13 |} |Dull--strong breeze S.W.| 22 | 25 | | 14 |} | " " " | 22 | 15 | | 15 |} |Poorga N.E. | 15 | 15 | | 16 |} |Dull--strong gale N.E. | 20 | 18 | | 17 |} |Strong gale N.W.--snow | 20 | 18 | | 18 |} |Snow | 25 | 20 | | 19 | Whalen--Bering |Dull--still | 32 | 25 | | | Straits | | | | | 20 | " " " | " " | 45 | 25 | | 21 | " " " | " " | 50 | 34 | | 22 | " " " | " " | 32 | 31 | | 23 | " " " |Snow | 44 | 45 | | 24 | " " " |Fog | 44 | 39 | | 25 | " " " |Strong breeze S.--dull | 36 | 40 | | 26 | " " " |Gale S.E. and sleet | 35 | 36 | | | " " " | | | | | 27 | " " " |Fine | 36 | 39 | | 28 | " " " |Dull--fog | 42 | 40 | | 29 | " " " |Dull | 43 | 40 | | 30 |} | " | 49 | 34 | | 31 |} | " | 38 | 46 | | June |} | | | | | 1 |} |Bright and clear | 34 | 28 | | 2 |} |Gale S. | 32 | 32 | | 3 |} |Dull--rain | 42 | 34 | | 4 |} |Bright and clear | 56 | 51 | | 5 |} |Clear | 38 | 52 | | 6 |} |Fine--hazy | 56 | 68 | | 7 |} |Clear | 47 | 65 | | 8 |} Bering Straits | " | 46 | 55 | | 9 |} | " | 48 | 88 | | 10 |} | " | 48 | 60 | | 11 |} | " | 45 | 38 | | 12[94]|} |Rain | 46 | 36 | | 13 |} | " | 46 | 40 | | 14[94]|} | " | 43 | 40 | | 15 |} |Fog | 40 | 42 | | 16 |} |Clear | 40 | 55 | | 17 |} |Still | 53 | 55 | | 18 |} | " | 51 | 50 | | 19 |} |Gale S.--dull--rain | 42 | 41 | | 20 |} Cape Prince |Strong gale S.W. | 34 | 40 | | 21 |} of Wales--Alaska | " " " | 33 | 36 | | 22 |} |Gale N.W.--dull | 45 | 42 | | 23 |} | " S.W.--dull | 36 | 38 | | 24 |} | " S.W.--dull | 38 | 38 | | 25 |Nome City |Clear and bright | 45 | 65 | | 26 | " " | " " " | 45 | 62 | | 27 | " " | " " " | 55 | 70 | | 28 | " " | " " " | 62 | 64 | | 29 | " " | " " " | 60 | 64 | | 30 |Saint Michael's | " " " | 62 | 73 | +-------+--------------------+------------------------+------+------+

[Footnote 92: 40 deg. below zero inside tent for three hours at night.]

[Footnote 93: Dates from this must be set back one day on account of crossing 180 deg. long.]

[Footnote 94: Sea ice opened.]

THE END.

ESTABLISHED 1798

T. NELSON AND SONS PRINTERS AND PUBLISHERS

[Transcriber's Note: The following typographical errors present in the original edition have been corrected.

In Chapter II, "accom- the expedition" has been changed to "accompanied the expedition".

In Chapter IV, a missing quotation mark has been inserted before "You must not take your furs off".

In Chapter V, "other goulish repasts" has been changed to "other ghoulish repasts".

In Chapter VI, "arrive as its destination" has been changed to "arrive at its destination".

In Chapter XI, "a mountain two rivers and a village" has been changed to "a mountain, two rivers and a village"; and a comma has been changed to a period after "a voyage of nearly two months from Sredni-Kolymsk".

In Chapter XIII, "by Waldemar Borgoras" has been changed to "by Waldemar Bogoras".

In Chapter XIV, "a rocky, precipitous promonotory" has been changed to "a rocky, precipitous promontory"; a comma has been changed to a period after "during their periods of festivity"; and a missing period has been added after "a Russian and a Turk".

In Chapter XV, a missing period has been added after "after a terrible night in the ice".

In Chapter XVI, "fiery poision" has been changed to "fiery poison"; a missing period has been added after "through the open doorway"; and "we near our destination" has been changed to "we neared our destination".

In Chapter XVII, a single creek is successively referred to as "Last Chance" and "Lost Chance": the second occurrence has been changed to "Last Chance". Also, "held and and shaken" has been changed to "held and shaken".

In Appendix I, "Niji-Kolymsk to Bering Straits" has been changed to "Nijni-Kolymsk to Bering Straits".

In Appendix III, "Bete-Kul to Auna-Suk" has been changed to "Bete-Kul to Anna-Suk".

In Appendix IV, "Keni-Kul to Ari-Tumul (Y.))" has been changed to "Keni-Kul to Ari-Tumul (Y.)".]

End of Project Gutenberg's From Paris to New York by Land, by Harry de Windt