The Sun.
London, England, 1868-12-21 00:00:00

riflE SUN, LONDON, MONDAY EVENING, DECEMRO'

MISCELLANEOUS NEWS.

THE ADMIRALTY.

The change of Government has thrown the
Admiralty into quite a muddle. When Mr. Disraeli
resigned Sir John Pakington was making arrange-
ments with regard to the head of the Arsenal and
the new Ordnance Select Committee. These arrange-
ments are now all likely to fall through. And the
new Government have set themselves to work to re-
model the department. According to the Army and
Nary Gazette the arrangements for the reconstruction
of the Admiralty are not yet finally completed. The
board as at present shadowed forth will consist of Mr.
Childers, M.P. ; Vice-Admiral Sir Sidney C. Dacres,
Senior Sea Lord ; Vice-Admiral Sir R. S. Robinson,
Second Sea Lord ; Lord John Hay, Third Sea Lord;
and Mr. Baxter, M.P., as Secretary. There will be
a fourth lord, usually termed " civil,' and Mr. Romaine
will continue to act as Second Secretary. The
Gazette does not appear to have heard that Mr.
George Otto Trevelyan has been appointed Junior
Lord of the Admiralty.
But though Sir John was interrupted in his
arrangements, he had evidently never anticipated
having to present the estimates to the House. The
preparation for these is generally begun early in
November. But what with the elections and " other
considerations," he never commenced the estimates at
all. TheA).nly and Navy Gazette on this subject remarks:
" Mr. Cardwell and his assistants will have hard
work to make up for lost time as regards the prepara-
tion of the ordinary estimates, without bringing
about the great and difficult changes indicated by
club rumours. These statements, consequently, rest
only on conjectures as to the course which will
probably be taken by the new occupants of the War
Office."

every case without except
._nro
juries who tried the Fenian prisoners in Ire
Roman Catholics, princiyallv of tly. • ..—, were
ion—the majority
I_ - .._. middle class—a
of t:4O 1
strong proof that Fern_fn
.`• 187, Alan never any hold on the
portion of the Irish community.
filltetnistia3very class of the community that is
now inost prominent in petitioning for the release of
rßeuatllyi,til
the meii whom their former verdicts condemned, and
it may from this be inferred that they no longer
entertain the smallest dread of the Brotherhood—a
sentiment that must be now be pretty general
throughout Britain.

_,., 21, IE6B.

THE WRECK OF THE HIBERNIA.

(From the Anylo-American Times.)

The loss of one of thegreat passenger steamersply-
ing between New York and Great Britain is an event
too important, touching us too nearly, to pass un-
noticed. The Hibernia of the Anchor line left
New York, Nov. 14, for Glasgow, with 74 pas-
sengers and a crew of 59. On the 24th she was
within seven hundred miles of Ireland, and la-
bouring in a heavy gale when the accident
happened, which sealed her doom. The shaft
of the screw broke, while the screw hung on and
beat in the stern posts, making a leak so for-
midable that it was found impossible to keep the
ship afloat. Next morning when the day broke
there were ten feet of water in the hold, and as the
ship was gradually settling down—the boats—five
in number—were lowerel, which was done by
orders. Officers and seamen were told off to each
boat, and the passengers divided amongst them.
The boats were provisioned and supplied with fresh
water, and a few minutes after seven o'clock they
pushed off from the sinking ship. Ten minutes
later the Hibernia went down, stern foremost, and
the heavily laden boats were left alone on the ocean.
With one, the struggle was soon over, for in a few
minutes after, the boat under the command of the
chief mate capsized, and 33 persons were drowned
before the eyes of the others, who were help-
less to assist. In the evening, the captain's
boat, in a very leaky condition, was picked up
by the Star of Hope on her way from Quebec to
Aberdeen. Her captain appears to have acted cre-
ditably, for she was kept cruising 30 hours to find
the missing boats, and of the three unaccounted for
she was successful in picking one. Of the remaining
two but one reached the coast of Donegal, with three
survivors, under Mr. Davies, the second officer. It
requires no great effort of imagination to depict
the horrors suffered by these unfortunate persons
thus drifting in mid-winter for hundreds of miles
over a stormy ocean to be cast on the shores of Ire-
' land. On the day the ship sank two of the passen-
gers jumped overboard, and thus perished. Next
day another died, and on that following, two women
and three children. The boat afterwards capsized,
and sixteen others were drowned. For four hours
she lay bottom upwards, when the three sur-
vivors managed to turn her over and get in
again. These few words convey a very in-
adequate idea of the horrors endured. • Ship-
wreck assumes different aspects ; there is the
hurl ashore on the crest of huge breakers—the
seething, maddened sea leaping in foam, and dash-
ing with a violence nature only can withstand on
the rock-bound coast—then there is a cry, and
amidst the smash all life is gone, save, perhaps,
that of some stranded wretch cast like a chip on the
beach, and left insensible by the receding side.
That is the battle of shipwreck—short, sharp, and
decisive ; dying in the whirl of excitement, and with
the imagination fascinated by the horrors of the
scene. But far more agonizing is the great ship in
mid ocean hopelessly sinking with her living burden.
Even the struggle to avoid the land can scarcely
equal the yearning for a look on earth in the hearts
of those thus doomed to a grave which forbids even
the chance of being thrown ashore for Christian
burial. Around is the endless line of the tossing wa-
ters, without a living thing to break it save perhaps
the sea-bird's wing, while inch by inch the vessel
sinks, the last moments allotted now seeming to
fly, now hang in unutterable sloth. There is some-
thing unspeakably awful in thus waiting for a sure
doom, this drawing on of fate, hour by hour, while
the vessel rolls and plunges; the sea and the appear-
ance of the ship little marking the change. 'The
gay transport has become the sepulchre, and the
fellow-passengers, separated from mankind, are
now numbered among the dead within this tomb,
while yet in health. There is none of the strife for
life when the heart in its excitement battles against
its end, the imagination not being racked by a full,
long, and horrified gaze on death; it is a dull, leaden,
crushing attempt at passive resignation, realizing in
all its amplitude that one word—Despair. Out of
ten men three cannot endure it, and BYRON never
wrote a truer couplet than this in describing the
shipwreck of Don Juan—
" And some jumped overboard with dreadful yell,

As eager to anticipate their grave."
In the London it is said passengers loaded their re-
volvers, though we know not if they used them ;
many, rush into drunkenness ; others, unable to
stand the mental strain, break into madness; most
endeavour to make their peace with GOD, but
not a few burst into imprecations in the bitterness
of their hearts, and die raving against their CREATO R.
On board the Evening Star the scene described was
marvellous ; the cabins became strewn with the
finery on which the hearts of the unfortunate women
then bound to New Orleans were set, and they
decorated themselves, heaping on their jewellery, as
if in caricature of the occasion. The imagination
more readily pictures the suffering when the ship is
dashed to pieces on the rocks than the ship slowly
sinking at sea; yet, it is the short, sharp death
against death by slow torture. It is true that the
boats remain.; and sometimes, though not in the in-
stance of the London, there is still a struggle for life,
with hope yet in Pandora's box. Supposing, as was
the case with the Hibernia, the ocean permitted the
launching of these craft, those only who know can tell
the horrors which follow even the successful opera-
tion. There is the cockle-shell dancing on the
spray, below the huge water-logged, heavily rolling
ship, now cast up to the davits, then far beneath,
now driven on with a surging wave till jerked back
by the painter, then crashing into the ship's side,
threatening in her mad, restless action annihilation
to herself. The passengers get in and the ship sinks
in a few minutes, as did the Hibernia—then, let
our readers try to picture what the position is. The
world appears to have sunk with the vessel. All
eyes till then rested on the great object which can
alone attract them. For a moment she steadies,
then lurches heavily astern, down goes the poop
and up rises the bows, as if making a last appeal to
HEAVEN, and in a moment more, the boats are all
alone on the wide, wide sea. Perhaps some may
think who have often traversed the ocean that
they can conceive the position, that they can in a
certain degree realize the thoughts, but the change
from a great ship to an open boat in a storm on
the Atlantic can only be known to those who have
experienced it. Now, the passengers are looking
abroad from the crest of a wave with the round line
of the horizon near them on every side, and they
gaze over nothing but a tossing, angry, and jumbled
sea. A moment more, they seem about to be en-
' gulphed, for the water on all sides is toppling over
them; before, a big wave is rolling swiftly away, be-
hind a big wave is rolling swiftly up—to the right is
an irregularity on the one before or the one behind,
with a similar projection to the left, giving the im-
pression that the boat is in a hollow, an ocean lake
encircled with sea mountains, a notion scarcely to
be dispelled that the water is closing to swallow all
up. There is a noise of a falling mass from the
jerked-up wave, which turns brilliantly green'as its
ridge curls between them and the sky, and on rushes
the billow, leaving behind a seething white creamy
foam; again they are on the rushing crest, the sea
all white around, and spray dashing in drenching
showers, with green water leaping over the gun-
wales as it hurries by, the dull monotonous wash, be-
ing incessantly heard of that already shipped. But
however awful without, the case is ever worse within
the boat. Women and children lie huddled at the
bottom, the rain falls in bitterly cold showers, and
the salt sea is splashed in bucketsful over them.
Then arise the wailing of the young, the moans of the
old, and a leaden despair is stamped on every face.
Literally it is leaden, for the countenance assumes
another complexion as well as another expression.
'I here is the change from irritation into madness,
and a maniac threatens instant destruction to the
fra'l craft. There is the cry for water, the irresist-
ible attraction to drink of the sea, the recoil from
the salt ; and that greatest of agonies, the thirst
which makes men mad before they die. Then the
strong contrast, as if some had the nature of angels,
and others that of fiends; self-abnegation in its
noblest form, and selfishness in its vilest shape. Can
we wonder in such a scene that despair enters the
heart; and resigning the last hope, men jump over-
board, eager to anticipate their fate, unable to with-
stand t he longing for the crisis—Lost! or Saved! We
give this slight sketch not to excite sensational emo-
tions, but to awaken people to a terrible reality. The

sentence pronounced on the passengers and crew of
the Hibernia, many, to an agonizing death—all to
great loss and suffering—might first have been pre-
vented ; next, mitigated. A water-tight bulk head
near the sternposts where such an accident is likely
to occur would have saved the ship from sinking ;
and where passengers have to taketo boats, STONER'S
Life-preserving Apparatus is the true resource—the
old plan which worked so badly in the case of
the Hibernia being really obsolete, for though these
boats answer for harbour purposes, they are next to
worthless at sea for saving a crew.

THE FOREIGN CARRYING ?RADE OF

AMERICA.

We have to thank the Hon. FREEMAN 11. MORSE,
United States Consul at London, for a copy of his
Report on the Mercantile Marine and Commercial
Policy of Great Britain, to which we alluded in our
last issue, though we confine our remarks to its
bearing on the United States. This paper, dated
Jan. 1, 1868, was furnished to Congress in answer
to a resolution of the House of Representatives, and
ordered to be published. The statistics have been
gathered with great industry, and the remarks are
conceived in a fair spirit, the conclusions being
justified by the facts submitted. Although Mr.
MORSE is evidently impressed with the effect on the
shipbuilding of his country—of the change in ma-
terial from wood to iron—yet he attributes the
marked decline to the privateers, " which should
have been outlawed by all maritime States instead
of being protected by some of the most powerful."
The total tonnage of all maritime nations, sail and
steam, he estimates in 1861 to have been 17,235,949,
of which 5,539,813 belonged to the United States,
5,895,369 to Great Britain. and 5,800,767 to all
other nations. This showed the English to own
rather more than a third, the United States rather less
than a third, and all other maritime nations about a
third. The United States employed 2,642,683 of their
tonnage in international traffic, and Great Britain
3,179,628. In 1865, although the coasting ton-
nage of the American marine had considerably in-
creased, the registered tonnage employed in the in-
ternational trade had fallen to 1,602,525, being a
loss of 10 per cent., which Mr. MORSE attributes,
mainly to the devastation of the privateers. In
the same period the British tonnage engaged in the
foreign carrying trade bad increased to 4,500,000,
and this disproportion continues and even increases
to this date. It is interesting to trace in this able
paper the rise, the cause and the course of the Ameri-
can Foreign Carrying Trade, and the action thereon
of the Confederate cruisers. The exports of the
United States prior to the war gave more employ-
ment to shipping than those of any other nation,
being mainly composed of the raw, bulky materials,
cotton, grain, provisions, lumber, &c. It is clear
that the vessels employed in their transport from
the States could not all receive return cargoes, con-
sidering, that what other nations exchanged were
for the most part costly manufactures, small i❑
bulk. The ships then sought employment from
foreign port to foreign port, and were often thus
profitably engaged for years before they returned to
the United States. The average annual export taken
for the period between 1856 to 1860 of cotton,tobacco,
rice, wheat, corn meal, &c., aggregated
1,200,000 tons, calculated to be a seventh of the
bulk carried in international sea traffic. Allowing
1,000,000 tons of this to American vessels, there
would be left 1,645,628 tons for employment in
the Foreign Carrying Trade, transporting cargoes
"from foreign ports to foreign ports, for foreigners;
to be used by foreigners." At that time American
ships were preferred, British merchants often select-
ing them for employment between ports of the British
Empire, for they were celebrated for their beauty
of model and construction, and their consequent
s -tiling qualities, and for the order in which they
delivered cargoes. The ships of the Union then
b.?re the American flag to all climes and nations.
At sea it was everywhere met, and generally flying
over a craft of remarkably fine construction.
Whenever a vessel passed another in an ocean
race it was the Stars and Stripes that floated from
the gaff of the swifter, and this marked superiority
spread everywhere the prestige of the Republic.
Mr. MORSE considers that in conceding to the Conn
federates the belligerent rights of the sea, when
they had not a solitary war ship afloat, in dock, or
in process of construction, the great blow was
dealt to the American Carrying Trade. Commerce
is very sensitive, and although the United States
could protect its coasting trade, after extra
risks were thrown on its international trade, it
rapidly sank. " From the appearance of the
first corsair in pursuit of their ships, Ame-
rican merchants had to ply not only the marine
but the war risk on their ships. After the burn-
ing of one or two with their neutral cargoes the
shipowner had to pay -the war risk on the cargo as
well, and even then neutral vessels were preferred."
Nothing remained but to take such profitless busi-
ness as offered, or dock the ships, with the conse-
quent expense and deterioration, or sell them out-
right, or put them under foreign flags for protec
tion. Besides those destroyed by the privateers
many were sold to foreigners, and when sales could
no longer be effected, except at great sacrifice,
numbers were placed under foreign flags. At the
end of the war the diminution already noticed had
taken place, while even the export and import car-
rying trade of the Union was fast passing to fo-
reigners, a transfer aided by a heavy tax on all the
materials for constructing ships, which threw an
additional burden on the American shipbuilder in
favour of the foreign competitor. After remarks
which we have thus summarized, Mr. MORSE
touches on the subject of the application of iron to
the construction of ships, and the substitution of
steam vessels for freight as well as for the passen-
ger trade. The remark with which he prefaces this
portion of his Report leads us to believe that he
agrees in no small measure with the cause we lately
advanced for the decline, Pk. he says :—" But while
the rebellion was the direct and sole cause of our
present restricted commercial position, it is well
we should now understand and keep in mind the
fact that there were causes at work which lay fur-
ther back, imperceptible to many, yet surely
at work before Southern discontent had ripened into
rebellion, and which even now are more seriously
felt than is supposed, and which will in time, if we
do not prepare to meet them, have a more enduring
effect on our mercantile marine than even the pira-
tical cruisers which the rebellion brought forth."
In our opinion, Mr. MORSE attaches too much
weight to the work of the cruisers and to the tre-
mendous efforts of Great Britain to maintain mari-
time supremacy. To these he gives the first place,

and next to the change from wood to iron, and
from sails to steam, in accounting for the rise of
England's mercantile marine and the decadence of
that of America. Doubtless the Navigation Laws
of the United States told against the nation and
aided the Confederate cruisers, for there was
nothing of pliability in them, nothing whereby a

shipowner could secure himself against the tem-
porary derangement caused by the piratical attacks.
Those who, unable to sell their vessels to foreigners,
transferred them to the protection of a foreign
flag, were denounced, as far as we can recollect a
late debate in Congress, as little better than trai-
tors, while they were prohibited from replacing
those vessels on the register of American ships.
Crude false notions, such as dictated this, pre-
vented the revival of the American Carrying Trade,
combined with the change of material in construc-
tion and the propulsion of ships. It is evident that
Mr. MORSE would modify the laws of the United
States which affect the building and register of
vessels. He would remove all imposts on materials
for the construction of ships, and more especially,
to encourage the building of iron vessels he would
annul all taxes on iron plates, on the pieces of the
frames for iron ships, whether rolled into angle
iron or other parts ; indeed on every kind of
iron necessary to complete the vessel, which
now, it must be ranembered, is often metallic
from the keel at least to the cross-trees, mists and
standing rigging, as well as hull. Even more neces-
sary„ in our opinion, as regards immediate value,

is a measure also advocated by the Consul, and
one we have long urged—that American citizens be
permitted to purchase foreign-built steamers. Our
English readers perhaps may not be aware that
such vessels cannot be placed on the national re-

gister, but Mr. MortsE limits this concession to
steamers of not less than 2,000 tons burden, which
may be immediately required to put on any esta-
blished and regular line between the United States
and any foreign country, and we have nothing to
say against the qualification, as it really meets the
necessity. Foreign-built vessels would be excluded
from the coasting trade, yet American merchants
would be placed on an equality with foreign mer-
chants in establishing ocean lines between Ame-
rica and foreign ports. glance will show our
readers bow impossible it is for wooden vessels,
whether sail or steam, to contend against iron is
the long run. Experience has proved the absolute
superiority of iron in all respects over all other
substances. This is most marked in durability, for
iron ships have been running more than 26 years, yet
time has not been reached in which to test their
wear. With care they may be kept good for 50
years, and perhaps for a century. When new, if
good, LLOYD classes them A 1 for 14 years, and
afterwards they may be continued in that class for
an indefinite time if the materials and workmanship
prove up to the mark. All parts above and below
water are protected from corrosion, and the bot-
toms from barnacles and seaweed, by apply-
ing a composition like paint with a brush.
The colt of keeping the iron ship in re-
pair is infinitely less than for the wooden
—hence, when one of each is launched, the
economy of the iron ship is beyond dispute, and
the question then lies in the comparative outlay in
building. Here are Mr. MORSE'S figures—" A new
iron ship can be bought in England in complete
order ready for sea with stores on board for about
£l5 10s. or $75 20c. per ton, not much over the
price in gold of wooden ships in the United States
at this time." In that sentence alone Mr. MORSE
tells the real cause of the decline in the shipbuild-
ng trade in the United States. To remedy an evil,
the first necessity is to understand that evil, and
although it may appear more romantic and senti-
mental to attribute to the sea-rovers the destruction
of the vast carrying trade, the rise and prosperity
of which Mr. MORSE has so graphically described,
yet it is more practical, and therefore wiser, to ad-
dress ourselves to the real point. If Americans are
again to compete for the carrying trade of the
world, they must turn their attention to the manu-
facture of iron steamers. Let Congress weigh this
fact, which really lies at the bottom of Mr. MORSE'S
Report, and we venture to assert, that if he furnishes
another on the Ist of January, 1869, that that fact
will run through it from bottom to top. There is
another paper on seamen to which we cannot hero
further allude than to remark on the immediate
necessity for Congress to supply a school for sea-
men. Until shipbuilding under the new conditions
can be carried on successfully in the United. States,
American merchants should be permitted to pur-
chase and register ships for employment in their
foreign carrying trade, or, when by their wonderful
national adaptability Americans can compete suo-
cessfully in such construction, it will be found that
the race of "sailors" has died out. This subject is of
national importance, and should not be neglected
by Congress, for delay only adds to the difficulties
of the remedy, and it is a grave responsibility for
.
those in power to allow the habits of a section 01
the nation to change in a direction inimical to the
national interest and destructive to the future
safety and glory of the Republic.—Ang/o-American
7 lines.

MONEY AND BUSINESS.

(From the IVew York Tribune, Dec. 2.)
Gold opened at 1351, sold at 1341 to 1351, closing et
1351 to 1351. The clearings at the Gold Exchange Bad
were $45,799,000, and the balances $2,242,675 74 The
Sub-Treasury gold was awarded at 134.75. Government
Bonds opened dull and steady, with a good demand for in"
vestment. Coupon 6 per cent., 1881, sold at 1141 ;
1865, 1071, '67's, 1101. The market was very quiet and
devoid of speculating feeling, but has a very firm appear"
ante with few bonds offering. The amount of bonds takes
from the market is very heavy; one house sells from
$400,000 to $1,000,000 in small lots daily, and the demand
was never better. The amount of currency bonds that can
be issued to the Pacific railroads is limited to $60,000,000 ;
of this amount $44,000,000 have already been issued,
leaving but $16,000,000 more; they now sell at 99 to 991,
and are in good demand, selling as fast as issued to the
companies. They are used by the National banks, to it
large extent, as a basis of their circulation. There was 6
good demand for bonds for shipment, and several round
lots of '67s were taken for Cuban account. At the close the
market had a more active appearance, with few bonds offer-
ing. State bonds wore dull. New Tennessees sold at 68 t°
681. Virginia 6 per cent, new, 57; ex-Coupons, 56.
North Carolina 6 per cent. sold at 651 to 654 ; new boucle,
631 to 631. Louisiana 6 per cent., 63. Railway boae(!'
were dull. Pacific Mail was weaker; opening at 11111
selling at 1151, and closing at 1161. American Exchange
Bank sold al 113 ; Bank of Commerce, 124 ; Bank of Nertb
America, 110 ; Ninth National Bank, 112. Railvrai
Shares opened dull, and lower. New York Central,
being an exception, opened at 129, selling at 124
1284, 1291. St. Paul Stocks were weaker, the C°T
mon selling at 671, and the Preferred at 851. flea":
ing declined 1 per cent. Rock Island, 1 per pent.
Fort Wayne, I per cent. Morris and Essex sold be;
tween the calls at 90. Chicago, Burlington, a°
Quincy, 172. •At the one o'clock board the market
was strong on New York Central, which advanced to 129'
The balance of the list was dull and steady. At the
Second Board New York Central continued active,
at 1311, and after the call advanced to 1331. At the last
Board New York Central sold at 1331. Erie was active'
opening at 37i, advanced to 41, reacting again, in a fe•
moments, to 381. The balance of the market improved
After
sympathy with the sharp rise in these two stocks.
the Board New York Central sold at 1331 ; Erie, 381;
Toledo, 1021; Rock Island, 1071. At the close tilde
market was firm. Government Bonds close strong a°

active.
Money is steady at 6 to 7 per cent. on call, with little
business done less than legal rates except upon Goveril
ment bonds.
Sterling Exchange is dull, and steady at quotatioeS•
London, 60 days, 1091 to 1091 ; London, sight, 1091 t°
1091 ; Paris, long, 5.171 to 5.161; Paris, short, 5.1-5 to
5.131; Amsterdam, 41 to 411 ; Frankfort, 401 to 41; Brea
men, 781 to 781; Berlin, 711 to 711.
The transactions at the office of the Assistant Treasurer
were as follows :—Receipts for Customs, $254,000 ; re-si
ceipts for gold notes, $492,000; total receipts, $1,702'4,-0
30 cents; total payments, $1,281,302 96 cents;
$87,989,772 83 cents.
The Chicago Republican of Monday, Nov. 30, 601
Money matters are without essential change from Is'
week. The demand has been steady, but only those
are entitled to favours have been accommodated, and euv
then when money was wanted for legitimate business Pur.'
poses. The supply is better than at this time last wee''
because bankers have not advanced any funds where till'
could avoid so doing, as an active demand is anticipate..
from the packers at a very early day. So far this ands,
class of borrowers have not been urgent in their deamode;
but the weather is now favourable, and nearly 01 /lint
houses have commenced operations. Quarter-day is e-
very distant, and there is but little disposition to lend d:
less circumstances favour a sure return of the moue/ dl
vanced previous to Jan. 1. Rates of interest remain stet'
and firm at 10 per cent. per annum. Eastern Exchange 0-
scarce and wanted, and rates are very firm at 75c. pretelu
between banks. Considerable currency has been expreeser
to New York, owing to the scarcity of exchange. 131/0°
the counter bankers' bills are taken at par, and prode"/:0
and shipping bills at 1-10 discount. The selling rate
1-10 premium.

Births.
GENESTE —On the 13th inst., at Rock Glen, Clifdeniiter.
wife of Commander Louis Geneste, R.N., of a claug 11,
HoABE—On the 18th inst., at 75, Harley-street, 31r-
Hoare, of a son.
-0 11001
PELLEW —On the lath inst., the wife of Henry E.., e-
Esq., of a daughter.

Marriages.
NA7.OR—COLE—On the 16th inst. ,
at Runcorn,Che9-tbe
Sidney Geo. Naylor, of Clapham, to Blanche Alice,
youngest daughter of J. Cole, Esq., late of Portsru°
THOMAS—WALLACE—On the 17th inst., at Boulogne-6 to
Mer, Edgar Hastings Thomas, Captain Madras S•uZiki
Christian Jean, eldest daughter of Alex. Wallace,
late of Calcutta.

Deaths. deo
ARCIRR -On the 17th inst., at 21, Plillitnore-Pri..ooo
Kensington, Kiuglake, infant son of o'
Archer, Esq., R.S.A.
,4.
BOULTBEE—On the 18th inst., at Springfield, lir"trtbeel
shire, the Lady Elizabeth Margaret Ferrars 13011,'
widow of the late J. M. Boultbeo, Esq., and &Aug''.
George, second Marquis Townshoud. Tr tie
KIRK- On the 19th inst., at 6, Victoria-road, West
stead, Charles F. Kirk, aged 67. atl
lIENNEY—On the 17th inst., at Hill Villa, Leanu",,fie
John Henney, Esq., late of the Bank of England, "a
78.

--...----- ,
London : Printed and Pablislied by WILLIAM" sotOf
of No. 112, Strand, Printer, at TRH SUN No
ti 0'
Strand, in ths Precinct of the tio Toy, in the C4ui
ILitidleeez.—Monday, December xl, 1868.