LATER ENGLISH NEWS.

Globe, Volume V, Issue 520, 17 February 1876, Page 3

LATER ENGLISH NEWS.

The steamship Zealandia, which arrived iu Hobson’■; Bay on February 4th, brings English news to December 19tii. We make the following extricts from the sumnnrj published by the Art]us : THE BREMERHAVEN ATROCITY. A terrible calamity, the Pall Mall Gazette says, occurred on Saturday, December 4th, at Bremerhaven. Just as the Mosel, a sister ship to the Deutschland, was about to start for New York, and while the quay was crowded with people who wished to see the vessel start, an explosion took place among the passengers’ luggage, by which 68 persons were killed, and upwards of 100 wounded. A passenger named Thomassen shortly afterwards attempted to commit suicide by shooting himself, and this man has since confessed that he meant to leave the vessel at Southampton, and that the chest which exploded belonged to him, ana contained explosive compounds so prepared as to explode after a week’s voyage, when he expected the ship to sink. Thomassen in such a case would have become entitled to a large indemnity from insurance companies, and the goods on which the claim was to be based, and which were to be insured for above their value, were intended to be shipped at Southampton. He states that he constructed the chest, and fitted it with an internal clockwork so contrived as to cause an explosion after a certain time. It does not yet appear to be clearly determined what explosive compound was used, or whether the chest also contained any bombs. Thomassen was occupied during a fortnight in filling the chest with explosives, and did the work in a coachhouse situated in the most frequented part of Bremen. He has repeatedly torn off the bandage from his wound, so that he has hadtobe placed in irons his bed. His parentage is not yet clear; but he seems to be a Suabian by birth, and a naturalised American citizen. The North German Gazette recalls the mysterious disappearance, four years ago, of the City of Boston steamer, with 250 souls, and suggests that the Bremerhaven disaster may throw some light on that occurrence. The following particulars respecting the explosion are from the Weiser Zeitung. It appears that just before the Mosel was about to set sail a cart, containing four cases and a barrel, was being unloaded for shipment. •Suddenly a terrible explosion occurred. The effect was horrible. The quay was then thronged with people—partly belonging to the steamer, partly spectators, and partly passengers who had remained there to take a last farewell of their friends. An eye-witness who stood under the gangway of the Mosel, on hearing the terrific report, saw a number of black lumps flying about in the air, whilst very few of the persons on land remained visible. Apprehending a boiler explosion, he threw himself flat on deck, where he received a volley of sand, broken glass, fragments of flesh, bones, &c. The devastation on board the Mosel was terrific. No skylight was left. The cabins aft, starboard, and port, were either crushed in or bulged out by the pressure, or altogether smashed; the side plates of the ship were burst; the ports, with their glasses and rivets, forced inwards ; and the whole ship was besmea’ ed with blood and stuck over with pieces of flesh and other human debris. In the hold and all parts of the ship were found arms, legs, and other portions of the human frame; thus the lower hold received some limbs through the open hatchways. The sides of the hatchways were burst by the pressure, and the front of the navigation cabin on deck stove in, The whole ship was littered with glass shreds, which even tilled the dishes from the st§am kitchen as they were being served to the ’tween deck or steerage passengers. The tug got off comparatively unhurt, being so much more below the quay line than the Mosel ; still the whole of its deck was destroyed. The crew came off with a mere fright, only the engineers and stokers having been hurt slightly. On land, where the package had been unloaded, a hole had been produced from 6ft to 7ft deep. The whole place was strewn with limbs, shreds of dress, &c. In large reeking pools of blood you might see here an arm, there a calf, intestines, mu tilated busts. See. Among the most horrible details of this calamity is the fate of the Etmer family, who were seeing off one of their sons to California. The father, mother, son, and son-in-law are dead, all four ; the daughter-in-law has had her arm, and her child its hand blown off. The case which exploded had been the care of the carrier Westerman, of Bremerhaven, and was accompanies on its way to the steamer by a Mr Tumforde, of whom it is said all trace has been lost. The cart has been shattered into thousands of splinters, and the poor horse has had his four feet blown off near the hoofs,

The authorship of the terrible catastrophe is traced to W. K, Thomas, a passenger of the Mosel. Thomas has acknowledged that he was the owner of the barrel which exploded, and that he intended to take this barrel on boa#d the vessel for the purpose of sinking her. The motive of this diabolical wickedness appears to have been the hope of gaining a large sum by means of exaggerated and fictitious insurances—and the sura thus obt aified was to have been shared with others. He is perfectly conscious, and answers all questions put to him. He is in the same room with many of his \ictims. According lo ii formation at present in possession of the poll- e, Thomas had prepared only one barrel for the carrying out of his horrid work, although a report had spread in Bremerhaven that a number of machines had been put on board the Mosel, This barrel was made for Thomas by the master-cooper, Delvendahl. It was made of strong material, and was divided by means of a partition in the middle, through which there was a hole. In the one division it is assumed that he had placed the igniting apparatus, and the other was filled with dynamite. He accompanied the barrel when it was taken to Ac depot of the North German Lloyd Company, and he told the porters it should be handled with care. It is supposed that his plan was to effect the ignition by meansx)f a clockwork apparatus, which in all pjobamility was to have been set iti motion wnen he arrived in Southampton, to which place only he had booked. It appears that he intended to sail with the illfated Deutschland^, apparatus for (ffecting theignitiom-Xms hot completed in 'ime. The number of the-victims is con--tantly being increased. According to authentic information, the list of dead and wounded - mounts to 170 persons.

A corresponient of the same paper states that the scene at the hospital deadhbnse vras of the most harrowing character. The mutilated remains filled a large basket which four strong men could hardly carry, There

were also a number of heads which from time to fimo were inspected by people looking for friends or relatives. About thirty wounded persons were in the hospital, many others were in private houses. Nearly every family in the little town has suffered severely.

(limes, Dec. 17.) Brembrhaven, December 16th, Evening. Thomson, alias Thomassen, died at twentyfive minutes past 4 p.m, to-day, in the hospital. In his confession to the authorities he gave his name as William King Thompson, professing to be a native of Brooklyn, New York, and he is believed to be about thirty-five years of age. He stated that he had been captain of the vessel Old Dominion, and that he had changed his name to avoid being prosecuted for having run the blockade during the American civil war. The explosive material, he asserted, was bought by him in America, and he had it forwarded to his address, and the clockwork for igniting the dynamite at a given moment he had had made in Germany, He set it at eight days.

Magdeburg, December 16th.

It is stated that t’m man Thomson, who has committed suicide at Bremerhaven, had the clockwork to be employed in blowing up the Mosel manufactured by a mechanician named Fuchs, who resided at Bernburg, in Anhalt. It went ten days, working noiselessly, and at the expiration of that time caused a lever to act, which would strike with the force of a hammer weighing 3jlb. Twenty similar apparatuses had been ordered. The negotiations between Thomson and Fuchs had been carried on since the spring of 1878, at which time Fuchs was requested to call upon Thomson at his house, No 2, August street, Leipzic, As the object for which he wanted the clockwork, Thomson stated that he required it for his American silk goods manufactory—a machine which, after going for ten days, would with one stroke tear a thousand threads. COLLIERY EXPLOSION AND LOSS OP 200 LIVES. (Home He tvs, Dec, 16.) A terrible colliery explosion, which, it is feared, will result in more than 200 Uvea being lost, has just occurred at Swaithe Main Colliery, about four miles from Barnsley. The colliery, which belonged to Messrs Mitchell and Go, is one of the largest in the South Yorkshire colliery district, drawing a large tonnage of coal daily. It is joined by underground workings with the Edmund’s Main Colliery. The works extended for many miles. The colliery was entirely worked with safety lamps, under very rigid regulations, and it was considered a safe colliery. At 6 o’clock in the morning over 300 men and boys descended to commence work. All seems to have gone right until about half-past 9 o’clock, when a terrible explosion occurred. The exact position of the explosion does not appear to be known, but the miners in all parts of the pit were startled by a loud report, followed by large volumes of gas and after-damp, which reached the workings of the Edmund’s Main. Those who were able rushed to the pit’s bottom with all speed, but the drawing cage was displaced, and the hangers-on were thrown into the sump at the bottom of the pit. As soon as possible volunteers were organised to search for the dead and dying. Those who escaped from the workings reported they had difficulty in doing so; and in the mine they met with many who were unconscious. The colliery managers from the various parts of the district were soon on the spot, as well as nearly all the local surgeons. Those who have been got out of the pit are seriously burnt and injured. Hundreds of men, women, and children were soon on the pit premises, and some truly heartrending scenes were then witnessed, in the dreadful anxiety displayed by the relatives as to the fate of their kinsmen in the mine. It appears, however, that the loss of life is not so serious as was at first anticipated ; still the explosion will result in the loss of 120 lives, assuming all who are now in the pit to be dead, of which there seems to be little doubt. Three hundred safety lamps were given out to the men and boys employed in the pit, but as some took more than one lamp, it is believed that about 240 persons went down to work in the morning. After a short consultation, soon after the accident had occurred, Mr John Mitchell, the manager of the mine, descended, accompanied by a few workmen. It was found that the cage had been forced several yards up the shaft. One of the hangers on who had been blown into the “sump,” was rescued and sent to the surface. The exploring party proceeded along the main, and found a fire at what is known as the “ half way,” which is about 350 yards from the pit bottom. Attention was then paid to the air courses, so as to ensure sufficient ventilation, which were made good as far as the half-way. Soon afterwards volunteers responded to go down, as miners always do on the occasion of any serious disaster in which it is believed that there has been a loss of life. * previous to that however from twenty to twenty-five of the men were brought out. nearly wl of them more or less burnt. The first exploring pajty was under the control of Mr James Wilson, underground manager of the Oaks Collieries, and Mr Robert Miller, manager of the Stratford Colliery, near Barnsley. The explorers proceeded along the first level on. the south side, and after tiavelling some distance came to a heavy fall and had to turn back. In returning they met with a foot of a man, which had been blown along the level for a considerable distance. The party then divided themselves, the band under the direction of Mr Miller taking the low or south level, and that under the control of Mr Wilson the north side towards the bottom of the engine plane The first party, onpassing through the drift, came across fiveor six dead bodies and a dead pony. The baud under the direction of Mr Wilson, ongoing down the engine plane, got two men out alive. The two parties shortly after met, and came up to report. The band under the leadership of Mr Chapman, reported that the afterdamp was so powerful it w«s impossible for any person to exist. Two men were found dead, whilst one of the explorers statesthat he turned over the body of his ownbrother several times before he could recognise him. In the pockets of two of the deceased matches were found. The work of recovering the bodies was exceedingly slow,, and by the evening of the second day only seven bodies had been brought up. Several' of them were fearfully mangled. Nearly all the men employed in the colliery belonged to the Yorkshire Miners’Association, and already steps have been taken for the relief of the families of some of the deceased. Private aid will also be forthcoming. and it is believed the proprietors of tlae colliery, who have done everything that

humanity can do to soften down the terrible effects of the disaster, will, regardless of their own loss, give liberally towards the relief fund. The inquest has not yet been fixed, but when it is opened it will be formally adjourned until all the bodies have been recovered. Incidents of the most touching nature have taken place in connection with the recognition of some of the bodies by the relatives. In one case a young woman recognising her brother’s remains is said tj have suddenly exclaimed, “ Safe in the arms of Jesus,” and then to have fallen into an hysterical fit. Others were too much moved to utter speech, and simply ejaculated in broken tones, “ Aye. that’s him.” Many thrilling narratives of the personal experiences of the explorers have been furnished to the reporters. For example, Mr Casey, one of the secretaries Jof the Miners’ Association, and a practical man, with five others, were four hours in the workings. The moment of their attempt was critical, and they ran the most deadly risks, but the task was cheerfully and calmly undertaken without any fear as to the result. They were to confine themselves to the south level, where the explosion had spent its chief force. They first came across the body of a boy terribly mutilated, who had been hurled against the solid face of the coal seam, and was so mangled that death must have been instantaneous. Some few yards further on a ghastly sight presented itself. All the ventilating doors had been shattered everywhere, and in the roadways the dead bodies of men and horses lay side by side, as if struck down simultaneously. “ The bodies lay in little heaps of twos and threes,” said Mr Casey, “ and were all ihorribly disfigured and charred. We came across them on every side, and could hardly get along.” In the drift other bodies were discovered. In the return air course they found that other ex plorers had been before them, and a little further on discovered the bodies of two of these luckless but brave explorers, One they recognised, but the other was unknown to the party. Here the afterdamp became so bad that they had to turn back and run for their lives, and they had a hard fight for life. Mr Casey himself had to be carried for some distance on the shoulders of two men. Eventually they reached the bottom in safety. Everywhere there was abundant evidence of the fury of the blast, the stout ironwork being twisted and smashed into all possible shapes. After this party came up others went down, and put up stoppings to turn on fire. It appears that at the time of the explosion there were 35 horses in the pit. Of these two were afterwards found alive, one with every hair singed off its body, but not otherwise much hurt. Briefly summarised then, the state of affairs is that only 16 bodies out of at least 130 in the workings have as yet been brought up ; that little or nothing is known as to the probable cause of the explosion or explosions, for one practical explorer thinks that there must have been two—beyond a conjecture that it originated in the a shot, and that all the bodies will probably be recovered. The scenes wnich have been witnessed at the pit since the accident have been of a very sad description, widows, mothers, fathers, and children crowding in large numbers to identify the bodies, which have been brought up very freely. A large party visited the mine, and then proceeded to recover bodies as they returned to the pit bottom. For more than three hours they were unheard of by those on the.surface, and apprehensions as to their safety began to be entertained ; but a signal was given which set the fears at rest, and in a short time they sent up. seven bodies. Shortly after this the whole party returned to bank much exhausted. The dead were placed in the sawing-shed side by side, and presented a ghastly appearance. The workings are still being explored, and many more bodies were left in the pit ready for being taken up towa ds night. The hamlet of Swaithe, where very many of the workmen resided, presented a most mournful appearance, the window blinds of almost every cottage being drawn, one row being entirely draped. One hundred and two bodies have now been recovered. Of these fifteen are not identified. The official inspection of the mine took place on the 14th, The inspection was an arduous one, and involved the examination of workings which cover several miles of roadway, branching off upon different levels from the shaft of the pit. The result of the investigation wi'l be stated to the. coroner’s jury. A body of working colliers also descended the mine, for the purpose of completing the recovery of the bodies. The whole of the colliery has now been explored, and 128 bodies have been brought up. Nineteen are still missing ; but the work of recovering them is likely to be a tedious operation, as they are supposed to be beneath the rubbish accumulated in the workings by the falls of the roof. Six bodies were discovered late at night in No 6 bank. They w ere all lying within a space of a few yards, and were huddled togeth p r as if killed by the explosion, and not by the effects of the after damp. jThey were all mutilated, and in a state of decomposition. When brought to the pit ' t bank it was impossible to recognise them by ‘their features ; but they were identified by the clothing they wore. The air in the mine was found to be very good. SHIPWRECK AND LOSS OF LIFE. (Some News.) The people of faheerness were somewhat astounded on December 7th by the rumor that some of the crew of a German vessel which had been wrecked had landed there. The rumor appeared too true, at least in its saddest sense, as tw® of the occupants of the boat were dead, and the survivor was in such a condition as at onetime seemed no preclude him from the possibility of ever recovering. He, however, revived, and made the following statement “ I am a seaman belonging to the Deutschland, from Bremen, and commanded by Captain Busrus, and we had 130 . in the crew, and from 150 to 200 passengers, ** »nd a large cargo of mails and general goods. We were going io New York, and left Bremen on December 4th. The next morning we weighed anchor, and proceeded on our voyage, a regular gale blowing at the time. In the evening we struck, I think a sandbank. It had been snowing. We tried to get off, but could not. The sea washed us fore and aft during the night, and broke over us in all directions. The captain, when she went aground, gave lifebelts to every one of the passengers and crew, and in the morning, thinking the ship was going to break up, told us to lower the lifeboats. I and the two seamen got into a lifeboat, but in lowering itshetwicecapsized, and we were each time thrown into the water. We ultimately got into the boat, which soon righted, hut found ourselves adrift, as painter

had parted. We tried to pull back to the ship, but we were too weak to make headway against the heavy sea. The last I saw of the ship they were endeavoring to launch all the boats. I got up a small sail and drifted before the wind, but my two mates soon became helpless through the blinding snow and piercing cold. One died the same evening, and the other next morning. On December 7th I passed the Nore Light, but I suppose they did not hear me, as the wind was blowing. I saw a light (supposed to be one at Garrison Point, Sheerness), and steered the boat till she grounded.” In repW to the question why he had no life-belt on and his deceased comrades had, he made answer, “ All my thoughts were to get out the lifeboats to save the passengers.” He further said the sea was furiously breaking over the ship when he last saw her, and evinced an anxiety to know whether any others were saved besides himself. Tug-boats were at once despatched to the spot referred by the survivor to render assistance. The next day the following telegram concerning wreck of the above-named vessel was received from the commanding officer of Her Majesty’s ship Penelope, at Harwich:—“ The Deutschland, of and from Bremen for New York, [with emigrants, grounded on the Kentish Knock on December 6th. She afterwards knocked over the sand, and is now lying in four and a half fathoms, apparently broken amidships. Estimated number of passengers and crew lost 60; remainder landed under the care of the German Consul at Harwich. Captain Carrington, of the steamtug Liverpool, says he left Harwich on December 6th, and with difficulty got to the Kentish Knock, and inside the sands. He brought the tug alongside the Deutschland, and lay by her until he got the captain, crew, and passengers, men, |women, and children, to the number of about 150, and 25 mailbags. All the rescued were in a deplorable condition. Some bad been in the rigging all night. One child died on the way to Harwich. A number of dead bodies were seen on board. The steamer is a complete wreck, and filled with water.” THE EASTERN QUESTION. {Pall Mall Gazette. Dec, 17.) Count Andrassy’s proposals for the adoption of reforms in Turkey under foreign surveillance are, it is stated, about to be communicated to the other powers, in order that a general consensus may be established. The proposals are approved by Russia, but it is now proposed that they should not be submitted jointly by the two Governments, but separately by each, in order to avoid the appearance of Austro-Russian pressure upon Turkey. It is particularly desired that the reforms should be recommended and the guarantees demanded collectively by all the Powers. Meanwhile the Turkish Government has itself issued_ a scheme of reform. It is contained in an imperial firman promulgated on the 14th inst, which 4s thus summarised in a Reuter’s telegram : “ It commences by decreeing various measures for the reorganisation of the High Court of Justice and the Courts of Cassation and Appeal and the ordinary tribunals. The Court of Appeal is divided into three sections —commercial, civil, and criminal. Councillors of the Courts of Cassation and Appeal, and magistrates of the civil tribunals of first instance will be immediately appointed. They are to be chosen from persons having the capacity and integrity to merit general confidence, and will not be dismissed without lawful cause. The commercial tribunals will no longer be under the control of the Minister of Justice. The firmau then proceeds to declare that all subjects of the Porte, without distinction, are authorised to elect themselves the judges snd the members of the Tribunals and Administrative Provincial Councils, who may be Mussulmans or non-Mussulmans, Suits between Mussulman and non-Mus-sulman subjects will be referred to civil tribunals. No person may be detained in custody without trial, and no illtreatment of accused persons will be permitted. Taxation will be applied in just proportion, and those taxes which may burden the population too heavily wiil be lightened. A mode of equalising taxation will be established, and, independently of the suppression of a fourth part of the tithes, measures will bo taken to prevent arbitrary procedure in the collection of tithes by the persons to whom they are farmed. The police will no longer be employed to collect the taxes. The Mussulman or non-Mussul-man population will itself elect the collectors. Reforms will be made in the laws affecting immovable property. All titles to property will be issued by the Director-General of the Archives, Right of property will be assured to all subjects of the Porte. The gendarmes will be chosen from among the men of best repute in each locality. The abolition of forced labour (corvee) is confirmed. The system of contributions for works of public utility will be amended in order that it may cease to be of a vexatious character. The Minister of Commerce is to confer with competent men upon the measures necessary for the development of agriculture, manufactures, and trade. The imperial firman confirms all the powers granted to the patriarchs and other spiritual authorities for managing the affairs of their communities, and for the free profession of their religious belief. Every facility will be afforded Ibr establishing their churches and schools. Every official rank and all public functiqps will be accessible to non-Mussulman subjects, The tax for exemption from military service will only be paid by non-Mussulman subjects betwen the ages of twenty and forty years, and will be reduced to a just proportion with the general amount of the taxation paid by the individual. The collection will be effected by the taxpayers themselves. Invalid persons will be exempt. The rate of exemption from active service for Mussulmans will be reduced from 100 to 50 Turkish pounds. All non-Mussulman subjects in the provinces may Acquire landed and house property, and their testamentary dispositions will be respected, the authorities only intervening in the case of against the guardian or testamentary executor. says the Imperial firman, ‘ must respected by alf people, great or small.’ \The people may without hindrance address to the Porte for all legitimate wishes or complaints. Any contravention' of,, the oreftrs given in the present firman will be punished. The powers of the governors and other functionaries \^iU; be defined. ‘All these favours,’ concludes the firman, ‘ will only benefit those fulfilling duties as faithful subjects. Others will be excluded from them.” The Grand Vizier is charged to take the necessary measures for the execution of these reforms, and particularly of the new measures of reform. m

THE TURKISH INSURRECTION. {Home News, Dec, 16.) The Porte has received a telegram from Server Pasha, announcing that insurgent bands in rather considerable numbers have crossed the frontier by Piva, and that an engagement was fought at Nourad Vitcha, in which the insurgents were dispersed with a loss of 600 killed, including some Montenegrins. It is circulated on the authority of a press correspondent that the Servian Government has offered Montenegro money subsidies in monthly instalments for the insurgents, and is sending a delegate to Garibaldi. Intelligence received from Slavonic sources states that an important fort, commanding the position of Zubzi, has fallen into the hands of the insurgents, the Turkish garrison being prisoners. The insurgents afterwards took possession of several advantageous positions in the vicinity of Piva and Duga. Negotiations between Servia and Montenegro have led to nothing, Montenegro, it is said, having received Servia’s proposals of an alliance with great reserve. Reports state that at the battle at Plana on December 2nd, Pavlovics, with 600 men, attacked the Mussulman village of Plana, while the corps concentrated at Goransko captured many sheep and cattle. Returning to Krita, the insurgents met a battalion of regulars proceeding from Goransko to Bilek. They attacked and drove these troops into Bilek. A second battalion coming up, was also attacked. During the engagement a third battalion arrived and fell on the rear of the insurgents, when Dargo and Obrenoff, with 1000 Herzegovinians, came to the relief of Pavlovics, surrounded the third battalion, and cut it to pieces. The insurgents remained masters of the battle-field. The Turkish loss is reported to be 1000. The insurgent loss is not stated. MOVEMENTS OF RUSSIAN TROOPS. {Home News , Dec, 16.)] In official, and especially in military circles throughout Russia, it has been well known that not only at the present time, but for five months past, Russia has been busy at work moving a considerable mass of troops towards her western and southern borders. All on a sudden two or three Polish papers of note, published in Galicia, gave the signal of alarm. On the most positive authority, as they averred, they put forward the statement that large masses of Russian troops, chiefly cavalry and artillery, were slowly but steadily moving towards the Galician border. Imagination helped them to picture a Russian invasion of Eastern Galicia, where the majority of the inhabitants are not Poles, but Ruihenians, a branch of the Russian race. Yet it was puzzling to find that, instead of showing alarm, the official world showed the greatest unconcern about the matter. It transpired at the same time that the Austrian border officials bad received special instructions an to the repairing of various river bridges,in order to make them serviceable for the passage of artillery. A day later matters took a more distinct shape. The same papers stated that during a fortnight’s stay of the Russian Minister of War in Vienna, the preliminaries of a convention had been drawn up, which sets forth that, under certain emergencies previously agreed upon, a Russian army, numbering46,ooo men, should be allowed to pass by railway through parts of Galicia and eventually Hungary, in a southern direction. MOBILISATION OF THE BRITISH ARMY. {Home News,) Next to the way to the East, the “mobilisation of the British army” has been the prime public question in Britain of late, Home News readers need not be told that the question of the army has been a “ burning one” for years past. The “ new regulations,” the “abolition of purchase,” the character thereof, the laws, the militia, and the volunteers have, time and time, almost each and every one of them had their day. The acts and doings of continental nations are not altogether unknown to our readers either. At last, in spite of the proverbial red-tape and the conservatism of officials, a new move has been made, and now, as Punch has it, we have a wonderfully easy working system—on paper—propounded. The chief results of the scheme have been briefly summed thus : Of the eight army corps which, under it, we are to have, the first is composed only of regular troops. The second of two-thirds of regulars, and one-third of militia, the remainder of a nucleus of regulars supported by militia and assisted by yeomanry. There will thus be placed at our immediate disposal 290,0)0 men for the protection of England, and 40,9 )0 for foreign service. Each corps consisting of the troops quartered within a given geographical area, each integral portion of it will, when wanted, fall into its proper place, with no necessity for removal beyond the limits of its own district. In addition to these corps, there is to be a garrison army, largely composed of volunteers. Provision is made for an increase in the number of skilled officers and trained men, who are to act as the nucleus of local armies. Coming to numbers, there will in each corps be 36,228 men, 10,585 horses, 1410 carriages, and 90 guns. Each division will be composed of two brigades, and will muster 9743 of all ranks, 1805 horses, and 18 guns. Thus we are preparing for peace. TUNNEL BETWEEN ENGLAND AND FRANCE. {Home News, Dec. 16.) M. Ferdinand de Lesseps, who it may be said enpassant is always to the fore in scientific undertakings, even when not immediately concerned in their success, has presented the Academy of Science with an interesting report on the projected submarine tunnel between England and France. The perusal of this document enables one to correct idea of the scheme as ■it'now stands, after the investigations carried on duringithe summer. According to present plans, thf tunnel will have its starting point Sangatta and Calais, and will run a# fas as St Margaret’s Bay, about six and a Half kilometres east of -Dover, -‘thus encompassidt an extent of nearly 34 kilo-i metres. On ijich.side.of thmOhannel it will/ be made to inmine so as to join the Chatham,! Dover, and South-Rasterfi railroads on the> English Bank, and the Chemin de Fer du Nord on the French Banl£ The tunnel will, in fact, follow the declivities of the sea in such a manner that it will sometimes fall at a depth of 125 metres below the level of the sea, and rise at other moments in almost equal proportions. A long vexed problem will thus have been solved, and Frenchmen

deprived of the excuse they always urge In favour of home sickness —la mal de mtr, London will be placed in direct railroad communication with the Paris Boulevards, and vice versa. It must not be imagined that this outline has beeen planned without difficulty, It is, on the contrary, the result of numerous and lengthy researches, and constituted —such at least is the opinion expressed by competent', engineers—the very knot of the question. Compared with it what remains to to be done is easy. The chalky rock that forms the bed of the sea can be worked without any serious difficulty, thanks to the Brunton machine, which will make even porphyry fly before it, and the engineer having discovered a sound stratum of stone wherewith to protect the tunnel against inundation, the question may henceforth be considered as virtually solved. For a long time both French and English geologists expressed the fear that the stratum in question might offer an irregular surface, and form a zigzag, swelling in some places, sinking in others, and wandering, for aught they knew, like all things which know not the check of human hand. Had such been the case, there would have been little need for further investigation. A committee, composed of Messrs Lavalley, Potier, de Lapparent, and Larousse, one of the engineers who seconded M.deLesseps’ efforts for the piercing of the Suez canal, was appointed to take soundings of the stratum, and immediately set to work. The instrument employed was Sir John Hawkshaw’s fathom line, the weight of which was increased for the purpose to about 50 kilogrammes. The geologists having embarked on board the Pearl, began launching the fathom line at intervals of about 400 or 500 yards, and thus arrived wit! in six kilometres of the English coast, at which point the inclemency of the weather compelled them to suspend their investigations. They had been engaged in this laborious task from August 10th to September 25th, and had thrown the f-ithom line 1522 times, each trial furnishing them with fresh evidence that their anxiety was unfounded, and that the stratum followed in almost methodical course, at least as far as it had been examined—viz, within six kilometres of the English coast. It may be concluded from this that the entire layer of chalk can be pierced. Early next year the geologists will complete their researches, after which the piercing of the tunnel will be begun in good earnest. Another point which has long been under discussion is whether the tunnel is likely to prove a success as a commercial speculation, M. Lavally replies in the affirmative. “At present,” ho remarks, “ the channel fare is excessively high, much higher, as a matter of course, than railroad fare, which is usually fixed at an average rate of 7Jc per kilometre. After raising the tariff to 0.25 c per kilometre, the Submarine Tunnel Company will realise a net profit of over 0.19 c per kilometre, or lOf. on each fare, the aggregate distance to be accomplished being estimated at 50 kilometres, Such a combination will prove as profitable to the company as to the travelling public, who will be enabled to perform the journey for the modest sum of 12£f.” M. Lavalley is confident that the number of passengers travelling between Paris and London will soon reach one million annually, so that the submarine tunnel will prove the source of an annual income of 10 000,000 f., realise! solely from the profit on passengers’ fares.