The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

,O" What Becomes 0th teen Steamship. Brier Notes on the Vessels of an Earlier Period. WBBGKS AND OTHER UASUALTIBS. The Compact Form in “Wild: These non- stern of the neep Are Constructed â€"-Tle Fate “'hleh nas Berni!- cn llany of the Ocean Liners. Perhaps the finest illustration of the in- ventive and constructive genius of man to be found in the world to-day is one of the su rb steamships which have of late years re need the vast Atlantic ocean to little more than an Angloâ€"American lake. Take, for instance, any one of the most recent ad- ditions to the splendid fleet of ocean “ grey- hounds," it seems hardly possible forever! the most brilliant imagination to‘conceive ot a human structure more perfect to all those details that together constitute the acme of safety, speed and luxury. If other steamers may with sufficient accuracy be called floating hotels, this one might With equal propriety be termed a floating club house, as well as a hotel of the highest class. For the purpose of this article a.brief suro vey of the dimensions and equipinent_ of such a steamer will make a good starting oint. _ p Her length is, say, 590 feet, breadth 08 feet, depth 40 feet. She is, in fact, one _of the largest vessels in the world, her (118- lacemcht, when fully loaded, being not lites than 16,000 tons, a figure surpassed, if at all, only by one or two of the huge Italian ironclads recently launched. _ . It is not easy to give any Just conception of what the above dimensions mean, or to help those who have never seen one of these floating palaces to realize the enormous amount of constructive talent, adaptive skill and aristic feeling. as well as money, that they represent. In the words of the Engineer: “It is perhaps because it seems almost impossible to do so gigantic a. sub- ject justice, that the literature, if we may use the word, of Atlantic passenger steam- ‘ shi sis deplorably meager.” othing that art and science can do to render the ship beautiful without and wrth- in, luxurious, safe and swift, is left out of account. In addition to being minutely subdivided by athwartship bulkheads, there is 9. Ion ritudinal bulkhead running fore and aft, am forming a mighty backbone that ives additional rigidity to the whole struc- ure, greatly increasing the security in event of accident. Furthermore, the doors closing the different compartments can be shut instantly from the flying deck by pul- ling small wire ropes, while there are automatic arrangements by which these doors will close of themselves if the water rises, unduly in the bilges. As to the fittings and furnishings that contribute to the ease and comfort of the fortunate passengers it would require columns to describe them. The chief arch- itectural feature in such steamers is, of course, the saloon, which becomes a banqueting hall of almost awsome bril- liancy. The length often exceeds sixty feet, and the breath is but little less. Fancy so vast an apartment being at one's command in mid-ocean ! ‘Standing under the lofty dome of many- colored glass and gazingabout at the multi- tudinous mirrors, the golden figures of tri- tous, nymphs, and mermaids disporting in aFA'ory sea, the richly-carved cabinet work in English oak, and the great round ports in their elaborate setting of rich brass re- poussc work, one cannot quickly grasp the idea that all this splendor is simply part of a vesselâ€"of a ferry boat plying between the old world and the new. It seems to belong more properly to the palace of some mighty monarch. The same feeling is produced by the sumptuous staterooms with their wide four- post bedsteads of gleaming brass, the spacious library abounding in books, the gorgeous smoking room fitforaprince's use, and the other departments of this ocean monarch on board of which the population of a good-sized town might stow away com~ fortubly. for her normal carrying capacity is 300 saloon passengers, 75 second class, and 855 steerago, 'making up with the 168 engineers, etc., in the engine room, the 40 sailors in the forecastle, the 25 cooks in the gallery, and the 60 stewards in the pantry, nearly 1600 souls ; 3000 tons of coal and 4000 tons of cargo being carried besides. Here then we have excellently illustrat- ed the utmost that man, so far at least, has achieved in the line of naval architecturefor the passenger service. Competing lines will, no doubt, make it their business to see the latest addition to the fleet and go one better. They will, perhaps, succeed in effecting some further improvements, but it is not likely that much antecedent to Bellamy’s A. D. 2000, at all events, we will have any such marine monarch as that outlined in the following words :â€" “ She will be over a quarter of a mile in length, and will do the passage from Sandy Hook to Live 1 in thirty-six hours, being one night out. She will be driven by e1cc’- tricity, and in such a fashion as to keep rail- way time, despite fog or storm. Passages can be secure( by flash photo. Edison’s‘ patent, and the ticket will include an opera stall, oracoucert ticket, or a seat in a church pzw~theopcra house, concerthalland church ing all on board. A covered riu for horse exercise will also be provided, an a racin track for fast. troticrs. A base ball groun and tennis courts will also form a portion of the attractions. For business men a stock exchange will be opcmtcd, the quotations being posted from the tickers every two minutes, on the uibration system. The leadigg papers of all countries will be re- print each morning by the electric reflec- tion system. A spacious conservatory, con- tainin the choicest flowers of all climates, will on! an agreeable lounging place, and bouquets will be rovided gratis.’ A remarkable eaturc about the develop meat of ocean steam navigation is its as- tounding rapidity. Putting aside the Savan- nah, which was really a sailing ship with steam merely as an adjunct, and which made the trans-Atlantic trip in 1819. the first ocean steamer was the Royal William, that crossed from Quebec to London in 1821, using coal all the way, and taking My thus: weeks to make thosgssage. She was a paddle steamer of tons burden, a clume craft that would nowadays be con. lidered fit only for a coal hulk. Six years later the Gross Western up . and on her first voyage cut down the record to four- “ am, subsequently reducing it to twelve 'ed in size and style, and in speed days ands half. She, too, was I. paddle stamennnd her dimensions were quite 'l‘e~ spectable, her length being 235 feet, her breadth 34 feet, and her tonnilgc 13%. But if it were possible to take the Great‘ Western, in her time the wonder and pride of two continents, and to place her beside the Furst Bismarck, the Teutonic, the City of Paris, the Alaska, the Etruria, or any other of the ocean greyhounds of our day, how pitiably insignificant she would seem, and yet the vast gap between the two ves- sels has been closed in little more than half a century Many were the centuries re- quired topdevelop the modern brougham opt of the lumbering chariot, or the swift-sall- ing packet ship out of the slow-moving gal- ley, but sixty. years have sufficied to give-us a' degree of ' perfection in ocean steamslnps that even in this age of mechanical marvels is not easy to imagine being surpassed. As one looks at a steamship, stately, strong, staunch and swift, the question What will be her ultimate fate ?is very apt to come into the mind. To all appearances, barring, of course, destruction by shipwreck, collision, or fire, she might last foracentury or more, and if so, how varied and interesting would be her history. The main object of this article is to offer some sort of answer to this very question,â€"â€"and in endeavouring to point out what becomes of ocean steamships fIi 1vllrill start with some of the earliest in the e ( . The Royal \Villiam (1831), already men- tioned, after making her successful trip across was sold to the Spanish Government and her ocean career abruptly closed. The Sirius l1838) also made only one voyage, and that proving unprofitable was laced upon the channel service between Cor and Dublin, where she ran for many years. The Great Western(1838) completed thirty-seven round voyages, and was then sold to a West India company, for which she did good service until 1857. The Liverpool (1838) after making six voyages from the port that gave her birth and name to New York and back was purchased by the Peninsular and Oriental Company, in whose hands she was wrecked off Cape Finisterre. A still worse fate befel the President. This fine steamer was launched at New York with great eclat, in December, 1839, and started on her first trip in August of the following year. She made good time across, and great hopes were entertained concerning her. But they were doomed to speedy blight. In April, 1841, she sailed from Liverpool bound to New York, and .was never heard of again. Other vessels reported icebergs abounding, and strong gales prevaâ€" lent, and no doubt these two perils of the sea. combined for the destruction of his un- fortunate steamer whose mysterious loss proved so serious a blow to the pioneer com- pany to which she belonged that it withdrew from business and sold the remnant of its fleet to the Belgium government, Indeed, it would seem as though some malign fate persistently followed the en- deavors of those in the new world, who sought to bridge the Atlantic with lines of steamships affecting regular communication with the continent. In the year 1847 the United States entered this great and promising field of enterprise by the formation of the Ocean Steam Navi- gation Company, which contracted to carry the mails betwsen New York and Bremen. Their first steamer was the United States, a 2000 ton side-wheeler that made the passage in thirteen days. But the demand for pas- senger and frieght accommodation was then so slight that she did not pay, and after a. few round trips was sold in Bremen. A year later the New York and Havre Steam Navi- gation compony was established and subsi- dized by the American Government at the rate of $150,000 per annum. This company owned four good vessels, ranging from 1700 to 2800 tons, viz.: The W'ashington, Herr- mann, Franklin and Humboldt, the latter being the largest- stcamship built in America. up to that time. For some years matters went smoothly and prosperously. Then followed a series of misfortunes. 1111853 the Humboldt was totally wrecked off the entrance to Halifax harbor, not far from where the Atlantic met her disastrous doom some twenty years later. Induly of the following year the Franklin went ashore on the southwest of Long Island, where part of her truss and walking beam may still be seen, if they have not disappeared quite recently. In order to prevent their contract with the government being canceled the company chartered steamships to maintain the line until two new ones could be built. These were ready in 1856, and were called the Fulton and Arago. They were about the same tonnage as their unfortunate prede- cessors, but their passenger accommodation was far snpeiror. Yet in 1861 the line was withdrawn. The- cause was two-fold. In the first place the steamships were required for government service, the war of the re- bellion having broken out, and in the second place the competition caused by the more economical screw steamers of the North Ger- man Lloyds and Hamburg Packet Company could not be profitably withstood by the slower and more costly sidewheelers. Almost equally unfortunate, although even more deserving of permanent SUCCC:S, was the second venture made by American capitalists to secure a due share of ocean transportion, viz : the famousCollins or Unit- ed States mail line. This was organized by Edward K. Collins, the enterprising head of a company runnin a line of packets be- tween New York and ew Orleans. Impress- ed with the success which had attended the operations of the Cunard line, he promoted the establishment of a rival line. After two years of heroic exertion he had the satisfac- tion of securing sufficient capital and four fine steamers. The first of these to sail from New York was the Atlantic, which set forth on April ‘27. 1849. The Collins line had a most liberal sub- sidy from the Government, amounting to no less than $687,000 yearly, conditioned on tho steamships making 26 voyages yearly. Full of hope and pluck and Yan ee daring, the company threw down the gauntlet to its English rivals b ' undertaking to make the fastest passages tween the two countries, and there at once ensued a stru lo for supremacy which two nations to lowed with the most absorbing interest. No modem contest between ocean greyhounds over evoked as much excitement as did the rivalry between the Cunard and Collins champions, which went on for full ten years, from 1850 to 1860. The Collins boats were named the Atlantic, Pacific, Arctic, and Baltic, and were all about the same dimen- sions, viz.:»276 feet long lay-$5 feet beam, the tonnage bequ 2860, and the mode of of propulsion,de lowheela. They surpass- . , also, any stea-nslnipsafloat at be time of their launch- ing. Of the four Arctic proved herself ltbe fieetest, her best record being from New York to Li 1 in the then unequaled time of 9 days, 17. hours and 12 minutes. Taking the average of the whole year the advantages as to between the tin competing lines lay with the Collins vessels. Yet somehow or other, despite the brilâ€" liancy of their achievements, and the euoz~ mous subsidy granted them, fortune did not favor them nor their owners. The Arctic was lost with most of her passengers. the Pacific mysteriously disappeared, and the Atlantic and Baltic, on the breaking upof the company, were broken up themselves, and sold for old iron. As the time~honored boast of the Cunard company is that they have never lost a ship Pe nor killed a man the questionâ€" what he comes of ocean steamshipsâ€"can affect them only as regards the disposition they make of vessels no longer competent for their transatlantic traffic. An inquiry made of the general manager has brought out the information that two, if not three, of the old steamers have been lengthened and re- engined and are now sailing in the Red. Star hue. Two more after being tripled are running for the Canadian Pacific Railway Company between Vancouver and Japan, another was sold to a Spanish company, and still another turned into a twin screw and used for cable laying, while others still have been put on their Mediterranean service, or converted into cargo boats. .v In the same way some of the White Star Company’s ships have left Atlantic Ocean for other spheres of operation, the Oceanic, Belgic and Gaelic being employed in the trans-Pacific service of the Occidental and Oriental Steamship Company of San Franâ€" clsco, and the Ionic, Dorie and Coptic in the Shaw, Savill &. Albion Company’s line run- ning between London and New .Zealand. But there remain yet other answers to the question in my title which have so far been no more than hinted at. The ultimate fate of every steamer, no matter how huge and splendid, must be either to founder in mid~ ocean, to beat out; her brains upon some pitiless reef, or to be ignominiously broken up in the ship-knackers’ yard. This latter end indeed was that which befell the vast Great Eastern, the greatest and the most; un- fortunate of steamships. I remember well her stately entrance to Halifax harbor, and my childish wonder as to how she would ever get out again, for spacious as the bar- bor is, it seemed all to narrow for her to turn in, and I could not surpress a pang of regret a. little while ago when the news came that, after so msny vicissitudes, the mighty structure was to be broken up for old iron. Yet if it could have been of any avail to her the Great Eastern might have taken comfort from the knowledge that at lVool- wich, in the yard of Messrs. Castle, ship~ breakers in ordinary to the admiralty, there stands a Wood pile 180 feet square and 110 feet high, which is composed of the timbers of no less than 120 ships that at one time or another formed part of the wooden (or iron) walls of England. Into this stupendous pile have gone the stoutteak, or oak en timbers of many a famous man-of-war ; the Coiling- wood, the Edinburgh, the Repulse, the Lord Warden ; as also of the Admiral Hood, that never left the Medway after she was launch- ed until she went to' be broken up, and the Bulwark whichâ€"for some one had egregious- ly blunderedâ€"was never launched at all, but broken up on the stocks. In the office of this establishment may be seen many interesting relics of renowned marine warriors of the past. The mantel piece is supported by the two figures of At- las from the gallery of the Temeraireâ€" and is itself made of mahogany from the Royal Albert, christened by the Qeen in 1856. Above the chimney-piece is the figure-head of the Galatea, the frigate that carried the Duke of Edinburgh around the world. But, to the never-ceasing regret of Mr. Castle there is no relic of the Arethusa, that famous frigate having all unknown to him been consigned to the oblivion of the wood pile under the pseudonym of Bacchus for some occult reasons of the admiralty. There yet remains for treatment the more sombre parts of my subject, viz.: that which deals with the loss of ocean steamers through fo‘undcring, stranding, collision, or other catastrophe. Here we enter a region of dis- aster and of mistcry that has always had a peculiar fascination for mankind. With what intense interest the details of some pitiful shipwrecks are read in our news- papers ! How the peoplepf-n port will flock to examine a steamship that has beentowed in disabledâ€"having, perhaps, escaped . ex» tinction in the salty depths only through the chance arrivalof timely s’uccor ! and with what palpitating eagerness they will wait from day to day for news concerning some steamer that is long overdue, and for ought they can tell may never report herself again ! The record of the disasters that have within the past half century befallcn the multitud- inous steamers plying b‘etwecn the United States and Europe would be along and curious one. The ill-fated President would stand at the head, and then would follow the Humboldt, the Franklin, the Arctic and others that have been already mentioned,- the list growing rapidly asthe steamers Y multiplied until it reached ' our own time. Of course, however ; it is possible to refer to only a few of the most notable at present. There was the City of Boston, for instance, that in the early part of 1868 steamed out of Halifax harbor with a number of the most prominent. merchants in the maritime prov- inces on board, and concerning which no faintest clue has ever been discovered since. It was months before the families of those on board, waiting in the long drawn out torture of uncertainty, gave up all hope of their loved ones. More than once a cruel rumor threw them into ecstacics of gladness only by its speedy refutation to cast them back into still sharper sorrow. I was a boy at school then, and one day there came to the waiting city the report that the missing steamer had made the Azares with all Well on board. No sooner did it reach the ears of our worth old teacher than, despite his dislike of holi ays, he at once dismissed the school and hutened off to join the general rejoicing, But alas ! oulv when the sea gives up her dead will the seci'etof the City of Boston’s lossbe revealed. Another wreck that stirred the city of Halifax to its depths, although none of her people directly suffered by it, was that of the steamer Atlantic, which took place on the lat of April, 1873, and was, as regards loss of fe,themostdissstrous that has over occurred in the North American coast. The scene was M hcr’slsland, near the mouth of the harbor of Halifax, for which port the steamer wasmskin rand'the time 3 o’clock in the mornin o a te‘mpestuous day. The vessel struck 11 on a rock about fifty yards dis- tant from the island, then swung wand and heeled over with her deck nearly perpendioo ular and facing westward. There were 957 â€"=-==:=:--â€" , _ mom THE DARK solar What the Earl of Shrewsbury Found in Nuremburgas Implements of Torture. â€"â€"â€"â€"â€" persons onboard. Hundreds of these never reached thean deck, and of those that did, the pitiless' breakers with unsppeasable fury suntched away score after score as they swept over the fast sinking steamer. Owingto the ition of the vase! the boats could not be meted and the only chance of escape was to leap into the boiling surf and battle for a landing on the rocky beach. The brave, hardy fishermen of the nei hborhood, headed by their minister, a s len id type of muscu- lar Christianity, the av. Mr. Ancient, per- formed prodigies of heroism in rescuing the unfortunate castaways, but after all their efforts, when the muster roll was called, it was found that no less than 545 souls had rished. In the course of the same year a fine ves- sel was also lost on the Nova Scotiau coast, namely the City of Washington, which,after having been enveloped in a dense fo for several days, went ashore on the re rofi' Little Point Ebert, Shelburne, on the 5th of July. As the strandin happened in the' day time and in fine weat er, the passengers and crew numbering 576 in all were got to land in safety. Some of the disasters which have befallen ocean steamships have been of a very curi- ous character. The Arizona a few years ago crashed into an iceberg off the Newfoundland coast receiving a great gaping wound in her how that would have been fatal but for the blessed water ti ht compartment system, thanksto which 8 e was enabled to reach a haven of safety without the loss of alife. The superb City of «Paris while at full speed in midocean the year before last was suddenly shaken from stem to stern by a tremendous explosion. One of the engines had in some mysterious way “ gone to smash,” reading a great hole through her bottom, and again only the compartment system and the timely arrival of another steamer prevented the adding of one more to the lengthening list of horrors of the sea, in which the awful catastrophe of the Utopia in Gibraltar Bay is the latest and one of the most appallin . Then there was the extraordinary fouu - ering ofH. M. S. Eurydicc in 1878, which so strangely parallelled the sinking of the Royal George a century or mare before. The Eurydice was coming into port with every stitch of canvas set, for the day was fine and bright. Suddenly a wicked squall caught her on the quarterâ€"she heeled over until her copper showed high above the brine, the open ports readily received the sparkling waves, and, before a tenth of those on board realized their peril, she had disappeared from sight, carryin down with her hundreds of sailors hopeless y imprison~ ed between decks. I havepurposely left to the lasta reference to that scene of shipwrecks by the score whose name comes at once to mind when one thinks of ocean disasters. As a fruitful cause of catastrophe to life and roperty Sable Island enjoys an unquestiona le pre- eminence. Upon its bars and among its en- tangling shallows many a fine vessel has gone to hopeless ruin. The island has been no respecter of the different degrees of dignity in marine circles. The jaunty little fishing smack and the big, broad imposing ship of the line have received precisely the same treatment at its hands. Among the most notable wrecks, as shown in the very clever chart prepared by Mr. S. D. Mac- donald, F. G. S., have been those of the transport Princess Amelia. in 1802, of H. M. S. Barbadoes in 1812, of the French frigate L’Africaine in 1822, the steamships Georgia in 1863, E hesus in 1866, State of Virginia in 1879, an Amster- dam in 1884, a. sombre and startling record for a sand bank little more than twenty miles long by one and a half wide 1 It would be easy to expand this article indefinitely. The question as to what be- comes of ocean steamships is a large one, and I cannot pretend to offer here more than a partial answer. The time must come when the “ ocean greyhounds ” and “ float- ing alaces ” of to-day will be no longer cqna to the severe requirmcnts of the trans- At-lantic service. What. will become of them then? Perhaps even those who own them could not answer that question now, but let us hope that in their case it will be long before they fall into the hands of the men who do not hesitate to convert such mon- archs of the deep into firewood and'old iron. J. lltIACDONALD Oxnnv. â€"â€"_o_.__.â€" ‘ Just Like a. Woman. Just as I was going out to day the lady in the rooms across the hallway of the apart- ment hotel begged to see me, says a. lady in a city paper. She looked dreadful and she was half crying. - i ' .' . = “ \Von’t you please lend me a dress or a cloak? I have got to catch a train,” she gasped. r- - ' She seemed to need a dress, but I knew her only slightly and'I made up my mind she had gone mad. » ~ -- - “.My trunkshave all gone.” she walled. “John is to meet me at the wharf. e'lVe sail for Europe in an hour. I simply. can’t miss the train. I have no one to turn to, I cannot get a dress madeâ€"you can see that ourself. If you have a human heart you will help me out. Give me a cloakâ€"and a. air of shoes and aâ€"thick veil. Oh, please 8 quick.” I told her that. she needed rest and er- fect uiet and that I would rub her head). I “ Iron Maiden" No nan (‘ould Pos- sibly Escape. The earl of Shrewsbury recently urcbas~ ed the torture im cutouts of the do at Nunemburg, and ey are now on exhibition in London. The most valuable, M it is the rarest of the whole collection, is the iron maiden (Eiserme Jungfrau). This terror. inspiring torture instrument is made of strong wood, bound together with iron bands. It opens with two doors to allow the prisoner to be placed inside. The entire door is fitted with long, sharp iron spikes, so that when the doors are pressed to these sharp prongs force their way into various portions of the victim’s body. Two entered his eyes, others pierced his back; his chest, and, infect, im aled him alive in such a manner that he ingered in the most agoniz- ing torture. When death relieved the poor wretch from his agoniesâ€"perhaps after daysâ€"a trap-door in the base was ulled open and the bod was allowed to in linto the moat or river elow. Persons were con- demned to death by the embraces of the Iron Maiden for plots against the governing powers, parricide, and religious unbelief. The date of thisrarespecimenis the fifteenth century. A great number of torture machines were apparently constructed with such devilish ingenuity that they would twist and rack the delicate human body to the point of madness, and yet not actually endanger life. The torture bench, about ten feet long, was used for stretching risoners, the feet being fastened to one end), the hands to the other, across a roller studded with wooden spikes, called a spiked hare." The torture chair, the seat being comâ€" pletely covered with sharp wooden spikes ; ody, arms, and legs being strapped to the chair, and in some cases two heavy stone weights attached to the feet. The metal boots, which, boincr placed on a prisoner’s feet, molten lead or boiling oil was poured into them. A ghastly relic in a black box of coffin- like appearance is the dried head of a child- murderess, still transfixed on a rusty spear- head. There are tongue-tearers, thumb-screws, mouth-gags, Spanish gaiters for squeezing the legs to pulp, branding-irons, foot- screwstiron-chain gloves to be used when red-hot ; iron nippers, iron-wire whips, heavy stones to be worn round the neck, thief-catchers, and a large number of two-handled executioners’ swords. Of the humorous articles-if, indeed, humor can enter into such grim com aionshipâ€"we may instance the shame-mas s, or brands, worn as signs of degradation for slight offences by men or women, those for the nobility having visors to them like helmets, so that the features were concealed till the penance was over ; wooden collars, with bells and tassels, ducking-stools and churn-shaped boxes known as drunkards’ cloaksâ€"an uncomfortable garment fitting too tightly round the neck to allow the head to be withdrawn, and, while too heavy to walk about in for any great length of time, yet not quite short enough to permit the wearer to kneel down in them. Among the pictures is one of Damien, of whom it may e remembered, that, after four horses had failed to ull him asunder, he was afterward torture with boiling oil, and that not killing him, was finally bound to a stake and burned to death. Appro- priately enough, the instruments are laced in a series of dungeon corridors and cel that the Messrs. Tussaud have erected in the basement of their establishment. One or two cells selected for illustration are copied from the Museum of Antiquities, formerly the Prison of the Inquisition, on Antwerp, and have all the semblance of reality. The first dungeon cell is a small room about 8 feet by 5, so constructed that the inmate died a slow, suffocating death. Perhaps the re- finement of cruelty was reached in the plausible escape cell. It was a false beacon ' to an cacuping prisoner, abait to a poor ’ wretch who, no doubt thought he was u out to regain his freedom, may be a eonuivanco bought;he would hurry down the dark stone corridor to where the dusty gate un- locked or carelessly left ajar would welcome him, ' to where the bit of shining sky seen through the barred window would gladden ' his heart, and pushing open the gate with eager hands would at once step into a deep well of water with perpendicular sides. M Punch’s Tribute to Sir J ohn. ' One of the best. tributes to the memory of Sir John Macdnnnld is that which appeared in Punch of the 20th ult. It- is' in these words : In llemorlam. “ OLD ’l‘O-MORRO\ '." THE RIGHT "ON. SIR JOHN ALEXANDER MAC- DONALD, LATE l'lllLMII-Jlt OF CANADA. Punch svmpathizcs with Canadian sorrow For him known lovingly as “ (Jhl ’l‘o-morrow :" Hail to “ tlu- chicftnin,"he llcs muto to-dny. But fame still speaks for him and shall for askc where she got the dress she had on. aye. “It's an old thing I was going to .. Tomflnow and tomorrow .. Shakespeare leave,” she sobbed, " and I don’t want my Highs, 80 runs the round of time : man lives and dies- But death (‘uan not with more surceusc of breath. To such as him. “ The row] to duty. death." head rubbed. I want some clothes. You see, packing is such warm work. I decided to put on t ese old things and just slippers â€"you must give me shoes, tooâ€"undâ€"oh ! I shall miss that boat.” ‘ “ My dear madamâ€"” “ 0h ! don’t you understand,” she shriekcd. “ I have packed everythingâ€"«everything. The clean clothes that I laid out and my traveling dress and everythingâ€"they are all packedâ€"and goneâ€" one. forgot I had these things onâ€"-â€"and packed everythingâ€" everything, and John is at the wharf now, with the children from grandmother's and you will not help me.” She went completely into hysterics ri ht in my hallway. Poor little woman. .‘he was a good deal smaller than I, but I fixed her up. I wonder what John said when he saw her. How to Get Money Back. ' Gilhoolyâ€"I say, Gas, '1 wish you would lend the a dollar. ' Gus De Smithâ€"What do you want to do with it 2 “ You seeHostetter McGinnis over there 1 Well, I want to lend the dollar to him. " “ What will he do with it, do you sup. pose 2" “ He will give it back to me. He owes me a dollar.’ Not “ all his yesterdays " have lighted, nay, Canada's “ Old To-morrow " lives to day In noun-getting heart»: and nothing {cars The long to-morrow of coming years. Hamilton Takes Something. Mrs. Brown, living in the country, had five trunks carried up from the station, some ten miles away, by an old mau~servant. The day was very rainy and the old man was soaked through when he drove up to her house. - Mrs. Brown (with sympathy): " Why, Hamilton, you must be wet l" Hamilton (shivering) : “ Ye-es, ma’am." Mrs. Brown : “ Aren’t you afraid you'll take cold, Hamilton .2" . Hamilton : " Yc-yes, ma'am ; rhoumatiz pretty bad, ma’am." Mrs. Brown : “ Don’t you ever take something when you get soaked through, Hamilton 2” Hamilton (eagerly): “ Yo-esâ€" esma’am" (rubs the back of his hand across ismouth). Mrs. Brown: “ Well, here are four two‘ grain quinine pills, Hamilton ; take them u soon as you et home." Collapseo Hamilton. once Put In the cruel Embrace or the l “munâ€"“m yrs; pmmw â€"____. . v.0-” '..._â€"~ ‘asn. -. -â€".