That we had once—under the guidance of that patron saint of tourists, Thos. Cook—made the regulation boat trip down the Caledonian Lakes and Canal, in no wise lessens our eagerness to explore the Great Glen by motor car. On a previous occasion we reluctantly gave up the run from Inverness to Oban because of stories of inconvenient and even dangerous ferries; but recent information from the Royal Automobile Club shows that while only a few attempt the journey, it is entirely practicable. The English motorist, accustomed to perfect roads and adequate ferry service, is likely to magnify deviations from the best conditions, which would be scarcely remarked upon by his American brother, to whom good highways are the exception rather than the rule. And so it chanced that the Great Glen acquired a rather unsavory reputation and only a few Americans or an occasional venturesome native undertook the journey. At the present time, I understand, the road and service have been so improved that no one need hesitate in essaying this delightful trip.

“The Caledonian Canal, which links the lakes of this great glen, was a mighty engineering feat in its day. First surveyed by James Watt in 1773, at the instance of the trustees of the forfeited estates, and finally planned by Telford in 1804, it was begun by Government for strategic purposes during the Napoleonic wars, and when finally opened in 1847 had cost no more than a million and a quarter sterling. It has a uniform depth of eighteen feet, and ships of thirty-eight feet beam and a thousand tons burden can sail through it from one side of Scotland to the other. In these peaceful times, however, the canal is very little used. In autumn and spring the brown sails of fishing-boats pass through in flights, and twice a day in summer the palace-steamers of David Macbrayne sweep by between the hills. But for the rest of the time the waters lap the lonely shores, the grey heron feeds at the burn mouths, and sunshine and rain come and go along the great mountainsides, exactly as they did in the days of Culloden or Inverlochy.

“The canal at first has the country of Clan Mackintosh, of which Inverness may be considered the capital, on its left. At the same time, down to Fort Augustus, it has the Lovat country on the right. Glengarry, farther down, was the headquarters of the Macdonnells. South of that lies the Cameron country, Lochaber and Lochiel. And below Fort William stretches the Macdonald country. All these clans, in the ’45, were disaffected to Government, and followed the rising of Prince Charles Edward.”

Inverness, with her bracing air and clear river, her beautiful island park, well-stocked shops and wealth of romantic associations, will always tempt one to linger, come as often as he may. It is our fourth stop in the pleasant northern capital; we have tried the principal hotels and we remember the Alexandra most favorably—though one traveler’s experiences may not be of great value in such a matter. Individual tastes differ and a year or two may work a great change in an inn for better or worse.

Within a dozen miles of Inverness one may find many historic spots. Few will overlook Culloden Moor, with its melancholy cairn and its memories of the final extinguishment of the aspirations of the Stuart line. Not less interesting in a different way is Cawdor Castle, the grim thirteenth-century pile linked to deathless fame in Shakespeare’s “Macbeth.” There are drives galore to glens and resorts and you will not be permitted to forget the cemetery, in which every citizen of the town seems to take a lugubrious pride. Indeed, it is one of the most beautiful burial grounds in the Kingdom. Crowning a great hill which commands far-reaching views of valley and sea, it lacks nothing that art and loving care can lavish upon it.

But Inverness, with all her charm, must not detain us longer. Our journey, following the course of the lakes to Oban, begins in the early morning; the distance is only one hundred and twenty miles, but they tell us we are sure to experience considerable delay at the ferries. It is a dull, misty morning and the drifting fog half hides the rippling river which we follow some miles out of Inverness. By the time we reach the shores of Loch Ness, the sunlight begins to struggle through the mist which has enveloped everything and, to our delight, there is every promise of a glorious day.

The lake averages a mile in width and for its entire length of nearly twenty-five miles is never more than a few score yards from the road. It is an undulating and sinuous road and one of the most dangerous in the Kingdom for reckless drivers. Here it turns a sharp, hidden corner; there it drops suddenly down a short, steep declivity into a dark little glade; at times it winds through trees that press too closely to allow vehicles to pass, and again it follows the edge of an abrupt cliff. Such a road cannot be traversed too carefully, but, fortunately, to anyone with an eye for the beauties of nature, there is no incentive to speed. Every mile of the lake presents new aspects—a dark, dull mirror or a glistening sheet of silver, and again a smiling expanse of blue, mottled with reflections of fleecy white clouds. In one place it shows a strange effect of alternating bars of light and shade sweeping from shore to shore, a phenomenon which we are quite unable to understand. About midway an old castle rises above the dark waters which reflect it with all the fidelity of a mirror, for at this point the plummet shows a depth of seven hundred feet. For six hundred years Castle Urquhart has frowned above the lake and about it has gathered a long history of romantic sieges and defenses, fading away into myth and legend. Its sullen picturesqueness furnished a theme for the brush of Sir John Millais, who was a frequent visitor to the Great Glen and an ardent admirer of its scenery.

The old chroniclers have it that St. Columba traversed the Great Glen in 565 A. D. and they declare that he beached his boat near Kilchimien on Loch Ness after having by his preaching and miracles converted the Pictish kings. This is the first record of the introduction of Christianity into the northern Highlands.

Fort Augustus marks the southern extremity of Loch Ness and here are the great buildings of St. Benedict’s Abbey and School, a famous Catholic college patronized by the sons of the gentry and nobility of that faith. The fort was built by the English a couple of centuries ago as a base of offense against the adherents of the Stuarts in the vicinity, and we may be sure that the fierce Highlanders did not permit the garrison to suffer from inactivity.

At this point the road swings across the canal and follows the western shores of Loch Oich and Loch Lochy. We miss the trees which border Loch Ness; here we pass at the foot of high, barren hills over which, to the southward, rises Ben Nevis, the loftiest of Scotch mountains. There is not much of interest until we reach the vicinity of Fort William at the northern end of Loch Linnhe. As we approach the town we catch glimpses of the ivy-clad ruin of Inverlochy, one of the most ancient and romantic of northern Scottish castles. A portion of the structure is supposed to antedate the eighth century and it was long the residence of a line of Pictish kings—kings, indeed, even though their subjects were but a handful of ill-clad marauders. In any event, one of them, King Achaius, was of enough importance to negotiate a treaty with ambassadors sent by Charlemagne. It would be a long story to tell of the sieges and sallies, of the fierce combats and dark tragedies that took place within and about the walls of Inverlochy Castle; for in all its thousand years it saw little of peace or quiet until after the fight at Culloden; and such a story would accord well with the air of grim mystery that seems to hover over the sullen old ruin to-day. Standing on the verge of the still water, its massive round towers outlined against the rocky sides of Ben Nevis, whose snow-flecked summit looms high over it, it seems the very ideal of the home of chivalry, rude and barbarous though it may have been.

Fort William, with its enormous hotels, shows the usual characteristics of a Scottish resort town—but the attractions which bring guests to fill such hotels are not apparent to us. More likely these are in the neighborhood rather than in the town itself. We pause here in an endeavor to get some authentic information concerning the ferry at Ballachulish, for our doubts have been considerably aroused about it. The office of the steamship company of David Macbrayne, who controls nearly all the coastwise shipping in North Scotland, seems a likely place and thither we hie ourselves. The canny Scot in charge assures us that the ferry is exceedingly dangerous—that motors are transferred on a row-boat and some day there will be a dreadful accident; he even darkly hints that something of the sort has already occurred. The safe and sane thing to do is to place our car aboard the next canal steamer, which will land us in Oban in the course of five or six hours—and it will cost us only three pounds plus transportation for ourselves. Shall he book us and our car for the boat?

His eagerness to close the deal arouses our suspicion—besides, we have done the Caledonian trip by boat before and are not at all partial to the proposed plan. It occurs to us that the proprietor of a nearby garage ought to be as well informed on this matter and more disinterested than Mr. Macbrayne’s obsequious representative.

“Cars go that way every little while,” he says. “Not especially dangerous—never had an accident that I know of.”

Thus encouraged, we soon cover the dozen miles to the ferry. Our fine weather has vanished and a drizzling rain is falling at intervals. At the ferry we learn that the crossing can be made only at high tide, which means four hours’ wait amidst anything but pleasant surroundings. There are two vehicles ahead of us—a motor and a small covered wagon about which two miserably dirty and ragged little youngsters play, regardless of the steady rain. A dejected man and a spiritless woman accompany the wagon and soon respond to our friendly advances. They are selling linoleum made in Aberfeldy—traveling about the country in the wagon, stopping at cottages wherever a bit of their commodity is likely to be in demand. It is a pitiful story of poverty and privation, of days without sales enough to provide food, and of cold, wet nights by the roadside. If the end of the trip finds them even they are well content, but more often they are in debt to the makers of the linoleum.

There are thousands of others, they tell us, gaining a precarious living, like themselves, though of course not all selling the same commodity. When they see our annoyance at the delay, they offer to yield us their turn in crossing, which we gladly accept, for it affords an excuse for a gratuity, which we feel our chance acquaintances sorely need.

In the meantime the tide is flowing swiftly through the narrow strait which connects Loch Leven with the wide estuary of Loch Linnhe and our boat approaches from the opposite side. Four men are rowing vigorously and as the small craft grates alongside the slippery granite pier, one would never choose it as a fit transport for a heavy motor. It is about twenty feet in length by ten or a dozen wide; two stout planks are placed crosswise and two more form a runway from the sloping landing, and, altogether, the outlook is rather discouraging to anyone so prejudiced in favor of the terra firma as ourselves. We are half tempted to retrace our journey to Fort William, but fortunately, the two young men who have preceded us in a large runabout furnish an object lesson that proves the trick not nearly so difficult as it looks. We follow suit in our turn and our car, by a little careful jockeying, is soon nicely balanced on the planks in the center of the boat. We express surprise that the added weight seems scarcely to affect the displacement of the craft. “O, ay,—she’ll carry twelve ton,” says one of the men who overhears us. So the two tons of the car is far from the limit, after all. It is a strong pull, well out of the direct line in crossing, for the tide is running like a mill-race and would sweep us many furlongs down the shore were not due allowance made by the rowers. The landing is easier than the embarking, and we are soon away at something more than the lawful pace for Benderloch Station, where another crossing must be made.

A hundred tales might be told of the Great Glen—true tales—did our space permit. Here Bonnie Prince Charlie marshalled his forces and made his last stand in his struggle for the throne of his fathers. In 1745, at Gairlochy, near Fort William, the royal adventurer organized the nucleus of the army which was to capture Edinburgh and throw all the Kingdom into consternation by its incursion into England. Here he planned a battle with General Cope, who avoided the encounter, a move which gave great impetus to the insurrection. Charles was in high feather and passed a night in revelry at Invergarry Castle with the Highland chieftains, who already imagined their leader on the highway to the British throne. Less than a year later the prince again sought Invergarry in his flight from Culloden’s fatal field, but he found the once hospitable home of the chief of Glengarry empty and dismantled and so surrounded by enemies that, weary and despairing as he was, he still must hasten on. Two weeks later, after a score of hairbreadth escapes, the royal fugitive left Scotland—as it proved, forever.

We did not at the time reflect very deeply on these bits of historic lore; the rain was falling and the winding, slippery road required close attention. Much of the scenery was lost to us, but the gloomy evening was not without its charm. The lake gleamed fitfully through the drifting mists and the brown hills were draped with wavering cloud curtains. Right behind us rose the mighty form of Ben Nevis, on whose summit flecks of snow still lingered. The wildness of the country was accentuated by the forbidding aspect of the weather, but we regretted it the less since our former trip had been under perfect conditions.

At Benderloch Station we found a railway motor van and flat car awaiting us, in response to our telephone message from Ballachulish. Our motor was speedily loaded on the car, while we occupied seats in the van, an arrangement provided for motorists by the obliging railway officials. All this special service costs only fifteen or twenty shillings; but no doubt the railroad people established the rate to compete with the ferry across Loch Creran Inlet. They set us down safe and sound on the other side of the estuary, and we soon covered the few remaining miles to Oban, where we needed no one to direct us to the Station Hotel, for we learned on a former visit that it is one of the best-ordered inns in the North Country.