and the gilt crown and vane and king's arms placed on the top, it was raised in about four hours by means of tackle and pulleys. The Strand rang with the people's shouts, for to them the Maypole was an emblem of the good old times. Then there was a morris dance, with tabor and pipe, the dancers wearing purple scarfs and "half shirts." The children laughed, and the old people clapped their hands, for there was not a bigger Maypole in Europe."

CARRY'S CONFESSION. By the Author of "High Church," "No Church," "Owen a Waif," "Mattie: a Stray," &c.

This tale, like most of those mentioned above, deals with the everyday and dark sides of life. It is an illustration of the "marrying in haste and repenting at leisure," that has so long furnished a theme for the novelist, and most probably will continue to do so, but rendered more than usually disastrous by a plentiful stock of faults in both parties to the ill-assorted union which Neal Galbraith and Carry Webber contract on very short acquaintance. Neal is a clever youth, who has, unfortunately for himself, been forced to assume manly responsibilities before he is fit for them, through the illness of his father; and the consequence is that he has become proud, impatient and utterly unable to believe that he may possibly be in the wrong. Carry, though deeply loving him, is pettish and wilful, and considers herself slighted because Neal devotes himself to the business by which he has to live. Not content with making herself thus needlessly miserable, she sees further injury in his kindly attentions to his imbecile father, and at last becomes frantically jealous of some very common place attention which he is quite innocently led to pay to Miss Merton, the niece of his partner. Neal sees all this, but he is too proud to say one word to remove her delusions, which grow worse and worse, until at last the ill-matched pair separate. A young child, however, is left with her father, and she at last becomes the means by which Neal and Carry are once more brought together; not, however, to lead a long and happy life, and taste "the sweet uses of adversity," but to have their newly-found happiness crushed by the hand of death. Such is the outline of the plot, which is worked out with the author's well-known skill, and in which a rather varied set of characters appears. We have Mr. Galbraith, senior, who is ruined by a law suit about a patent. Mr. Tressider, his opponent, who also ruins himself, and then commits suicide, Carry's parents, a very queer pair, and a widowed pork butcher in Whitechapel, their intended son-in-law, to avoid whom Carry becomes Mrs. Galbraith; Mr. Pike and his niece, Ada Merton, both pious dissenters, and poor Joe Webber, the cast-off son, a strolling player, who acts a brotherly part by Carry, and to engage Mr. Pike in the work of reconciling her and her husband, offers him, the ruling elder, a free admission to the theatre. It will be seen that though the catastrophe is doleful enough, there are comic materials in it, and the scene where Neal watches Carry at the theatre, with the loving pork butcher paying her his most unwelcome attentions, is a perfect gem in its way.

THE LIFE OF EDWARD IRVING, Minister of the National Scotch Church, London. Illustrated by his Journals and Correspondence. By Mrs. Oliphant.

With a work that has become so well known as Mrs. Oliphant's charming biography of her brother, Edward Irving, it is unnecessary to say more than that it has now been added to the Standard Library of Messrs. Hurst and Blackett, the low price and compact form of which render it very suitable for all to whom economy, whether of money or shelf-room, is a consideration.

A TREATISE ON DRILL AND MANŒUVRES OF CAVALRY COMBINED WITH HORSE ARTILLERY By Major-General Michael W. Smith, C.B., Commanding the Poonah Division of the Bombay Army, &c.

We have here an English Military scientific work, not a frequent occurrence, moreover a well-written one, and what is still more unusual, one from the pen of a Cavalry officer. From the title of General Smith's able volume, one might be led to suppose that the combination of cavalry with artillery forms its chief subject matter. This is, however, not the case, it is in fact a clear and eminently practical exposé of some of the more glaring absurdities of our present cavalry regula tions with suggestions for their remedy, without which the critique would have been comparatively valueless, one of the concluding chapters merely being exclusively devoted to the cavalry horse-artillery question. Although General Smith has been anticipated by foreign officers on most of the points he brings forward, we cannot admit that the value or interest of his work is in the slightest degree lessened thereby, especially not for English readers; on the contrary it is very satisfactory to find the same truths springing up simultaneously in various quarters, and from mutually independent sources. We cannot say that we ourselves agree with all his suggestions, much less do we anticipate that they will find universal acceptance, but we are full sure of this, that the work in question deserves, and will fully repay, a careful perusal by all who interest themselves in questions of general tactics or those especially connected with the cavalry and artillery.

These questions demand our serious attention at the present moment, and we therefore hope that General Smith's book may find many readers. We shall probably have occasion to revert to it ourselves at a future period.

OUR SADDLE HORSES. By Ker B. Hamilton, Esq., C.B.

The object of this well-timed little brochure is to call attention to the injurious consequences resulting from the present practice of breeding racehorses for fleetness only, and by working them too young, damaging them both in constitution and in form, whence results a feeble progeny, by which all other classes of horses are deteriorated. Mr. Hamilton, who has Indian experience, and a practical knowledge of his subject, writes well, and shows that the modern plan of light weights and short courses tends to produce an animal that resembles the greyhound rather than the horse; whilst strongserviceable animals, whether for pleasure or for the cavalry service, are becoming year by year more scarce and dear; and he regards it as a national disgrace as well as loss, that whilst improvement is abundantly evident in the breed even of pigs, our horses should be sacrificed to the gambling propensities of the Turf. Some pleasant sketches are given of the famous horses of other days, as Flying Childers, Eclipse; and the Godolphin Arabian, and the tone of the whole is such as might be expected from a real lover of the noblest animal that has ever yielded to the dominion of man.

NAVAL AND MILITARY INTELLIGENCE.

THE COLLECTION OF NAVAL MODELS AT SOUTH KENSINGTON MUSEUM.

The great bulk of the collection of Naval Models formed by the Admiralty has lately been removed from Somerset House to South Kensington, where it has become, for the first time, accessible to the general public. This collection was commenced by Sir R. Seppings, who was Surveyor of the Navy during some years in the beginning of the

present century, and it has been continued by his successors, to the present time, in a tolerably complete series. The first, in order of time and historic interest, is the Great Harry, which was built in the reign of Henry VII., and played an important part at the successful attack on the French galleys at Brest, in April, 1513, where she bore the flag of Admiral Sir Edward Howard, whose impetuous bravery cost him his life in that engagement. The Great Harry was accidentally burnt at Woolwich in the year 1553. It is a very remarkable structure, and conveys a good idea of the requirements of ships of war at that period. The observer cannot fail to be struck with the small extent of the immersed portion of the hull compared with that out of water, and the enormous structures at the head and stern, the forecastle, aptly so called, and the poop, intended to harbour and protect large numbers of bowmen and arquebusiers, who played the most important part in naval engagements of those days, which were chiefly carried on hand-to-hand. The broadside guns were small, and of light weight.

Between the building of the Great Harry and that of the Royal Sovereign, or Sovereign of the Seas, built in the reign of Charles I., with the ship-money, the collection of which led to such notable results, an interval of nearly 150 years occurs. The disturbances arising from the change of religion in the days of the later Tudors, and the consequent exhaustion of the Exchequer, prevented all additions to the royal navy during this period. The vessels which played so important a part in the reign of Queen Elizabeth, in defeating the Spanish Armada and establishing the supremacy of Eugland at sea, were hired from the private trade to meet the emergency, and reverted to their original owners as soon as the emergency was passed, and were engaged probably during the remainder of their existence in a traffic much resembling piracy, which completely broke the Spanish power at sea. These ships, possesing so high an historical value, are unrepresented in this collection. The Sovereign of the Seas was built in 1635, by Mr. Peter Pett, the second of a generation of naval architects who were the chief constructors of the navy from the reign of James I. to that of William III., and is a considerable improvement on the Great Harry. From this time the series of models is tolerably complete, though the names of many of those of the period are unknown. Among those possessing an historic interest may be mentioned the Victory, of 100 guns, built in 1735, lost in the Channel in 1744; and her successor, launched in 1765, the renowned flag-ship of Lord Nelson at Trafalgar, in 1805, which still, as the flag-ship of the Commander-in-Chief at Portsmouth, perpetuates to successive generations that glorious era in our naval annals; the Royal William, built in 1682, and the Royal George, launched in 1756, which went down at Spithead with Admiral Kempenfeldt, and all her crew, on board.

The models of the ships are arranged according to their rates, thus enabling the student to estimate the progress made in shipbuilding in this country from time to time. This was exceedingly slow up to the commencement of the present century. In 1719 the Navy Board, content with the performances of the vessels then in the Royal service, laid down a scale of dimensions and tonnage for vessels of each class-from the first-rate, carrying 100 guns, down to the gun-brig-from which the constructor was not at liberty to depart. A vessel of the highest class was thus limited to about 2,000 tons burden, and no latitude was left for improvement or for adapting the ship's carrying power to increased weight of armament. Although, as a matter of fact, some deviations were admitted, especially in the attempts which even then were made to introduce the improved French types into our service, yet so little real progress was made, that when in the middle of the century, the mastershipwrights of the several dockyards were required to forward to the

Navy Board proposals for an improved scale of dimensions and tonnage for the several classes of ships, the changes proposed were trifling, and in some cases were absolutely nil. Thus, the scale of 1719, with very insignificant alterations, remained in force until the peace of Amiens, when a greatly improved scale was established on the plan of the French navy, the vessels of that nation having proved their incontestable superiority during the revolutionary war. Even then, however, the fatal mistake of requiring a fixed tonnage for each class of ships was adhered to, and rendered nugatory the attempts at improvement made after the peace of 1815 to 1830, by building experimental ships to compete with each other. Sir William Symonds, who was appointed Surveyor of the Navy, by Sir James Graham, in 1831, was the first constructor who succeeded in freeing himself from these fatal shackles. The injurious result of these restrictions is plainly traceable in the sameness of the models during all this period. The rule for determining the tonnage being based on purely arbitrary principles, leaving one of the dimensions-the depthat the disposal of the constructor, led to the flaring bows, falling-in sternports, and full, deep bodies, which so long characterized our ships, and rendered them bad sailers, and especially dangerous on a lee shore, from the great amount of leeway they made.

During this period the French had encouraged the application of scientific principles to shipbuilding with great comparative success, the French ships captured in war and taken into the service having uniformly proved to be far the best of their class.

The observer will not fail to trace the cause of the superiority in the models of the French ships in the collection-a superiority due to the absence of the restrictions so fatal to progress in England, leaving the French naval architect free to avail himself of all the resources of his art.

The models of English ships of war built since 1832, under the influence of more enlightened knowledge, will bear comparison with those of any nation.

The vessels of the last few years are almost unrepresented in this collection, the only model of an ironclad being that of the Northumberland, now building at Millwall. This is much to be regretted, as vessels of this class possess a special interest at the present moment. It is to be hoped that this defect in the collection may speedily be removed.

The modes of putting together an iron ship are illustrated by a series of models of parts of the Warrior, the first built of our ironclads, one of them showing a whole rib, or transverse section; others showing smaller portions in detail, together with the armour plating and the mode of putting it on. There are also other models of the mode of putting together the frames of an iron vessel, according to the practice of Mr. Samuda, the eminent shipbuilder.

Nevertheless, this most interesting department of modern naval construction is not represented as fully and completely as its importance merits, and it is to be hoped that the authorities of the Museum will lose no opportunity of making additions to it. Among the Admiralty models will be found many sent to the Admiralty by inventors seeking Government patronage for their schemes-some of them grotesque and strange enough, all, however, interesting and instructive; for much may be learnt even from the study of plans which no sane person would think of adopting; and there are few plans so absurd but that they have a glimmering of sense in them.

Besides the Admiralty models there are some-by no means as many as could be desired-sent by private persons. Among these the most conspicuous and valuable is a series illustrating Lloyd's rules for putting together wooden and iron ships. These rules have not been adopted without great care and consideration, and may be said to embody the

most approved systems of construction adopted in the private trade, and will well repay a careful study.

Mr. G. Turner has also sent some interesting models; and Mr. White, of Whitehaven, has lent a set illustrative of his mode of building adapted to the Nautilus propeller.

Besides the forms and modes of construction of ships, the masting, rigging, ropes, and chain-cables are amply illustrated; and models of details of many of the operations employed in the dockyards, several kinds of guns and gun-carriages and mortars, engine-room signals, and various kinds of inventions for steering, &c., are exhibited. Among these the curious observer will find a complete set illustrative of the block-making machinery invented by Sir Isambert Brunel for the use of the Government early in the present century, and set up in Portsmouth Dockyard, where it has remained in use to the present day.

OBITUARY.

Lieutenant-General Sir S. B. Ellis, K.C.B., Royal Marines, died on the 10th of March, at Old Charlton, aged 78. He entered the service in January, 1804, became Lieutenant in January, 1806; Captain, November, 1826; Major, May, 1841; Lieutenant-Colonel, May, 1841; Colonel, November, 1851; Major-General, June, 1855; and Lieutenant-General, February, 1857. He served in the general action with the combined flects of France and Spain, off Cape Finisterre, on the 22nd of July, 1805; battle of Trafalgar on the 21st of October following; the Walcheren expedition in 1809, and in the Lavinia, the leading frigate of the ten forcing the passage of the Scheldt under a heavy fire from the batteries of Flushing and Cadsand. Capture of the island of Guadaloupe, in January, 1810. Employed in 1812 and 13 off the coasts of France, Spain, and Portugal. Taking of the American frigate President, January, 1814; various successful affairs of boats in North America. Bombardment and reduction of Fort Munora in Scinde in February' 1839; and landing, the 25th of the following month, with the detachment of his corps at Bushire, under a smart fire from the Persians, for the protection of the East India Company's Political Resident, and in possession of the Residency until the 30th, when the Agent was embarked in safety. China expedition, and as senior officer in command of the Royal Marines at the capture of Chusan on the 5th of July, 1840, battle of Chuenpee, on the 7th of January, 1841 wherein he commanded the advance (promoted Brevet Major); bombardment of the Bogue Forts, assault and capture of the Island of North Wantung, on the 26th of February,; the advance on the Canton, on March 8; storming and taking of the heights and forts before the walls of Canton, on the 26th of May (promoted Lieutenant-Colonel); capture of the strongly fortified island of Colongso, near Amoy, on the 26th of August; second capture of Chusan, on the 1st of October; assault and capture of citadel and city of Chinhae, on the 10th of October; advance on and entry into Ningpo, on the 13th of October; in garrison and command of Taywooing-kaou fortress in the river and near to Canton, from the 6th April to the 24th of May, 1841; and on similar duties at Ningpo and Chusan, with battalion of Royal Marines, from the 10th of October to the 27th of January, 1842, following. (Medal for China aud C.B., also the war medal with two clasps).

Lieutenant-General Benjamin Orlando Jones, K.H., and K.T.S.,