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moved, with cautious steps, along a blind path which led directly into the thickest part of the jungle. I now felt that we were getting to close quarters. So taking a sup from my flask, I placed fresh caps on the nipples of my rifle, and braced myself up for the encounter.

Suddenly pausing at a turn in the path, where an opening in the bushes denoted the frequent passage of some heavy animal, the shikaree whispered that we had reached the lair of the tiger. Sinking on my hands and knees and grasping my rifle firmly, I crawled into the low opening, closely followed by Rustum. My nerves have often been severely tried and I believe are as good as those of most sportsmen; but, I confess, as I made my way cautiously along the low dark passage, I could feel my heart beating with very unusual rapidity and force and I expected every moment to feel the rush of the infuriated animal upon me. The sudden transition from the bright moonlight without-to the darkness within-prevented me from seeing more than a few feet before me, and I crawled slowly on with a sort of blind desperation.

We had groped on, as nearly as I can judge, some twenty yards, when I felt Rustum's hand upon my shoulder and heard him whisper in my ear: "Look! look! Sa

hib, to the left." Gazing intently in the direction he had indicated, I could just see, about ten yards in advance, what appeared to be two dull balls of fire-which I at once concluded to be the eyes of the tiger. A restless movement of the animal and a low growl warned me that no time was to be lost. Rising gently to my knees-I slowly raised my rifle till the white patch I had taken the precaution to affix to the end of the weapon, bore exactly between the two fiery balls, and pulled the trigger! A loud roar! a crash! and then I was thrown violently on my back by the rush of some large animal which went crashing away through the jungle till the sound of its impetuous career was lost in the distance.

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"Why, the fact is, my dear," replied uncle, "it wasn't a tiger at all; and all I killed was a remarkably fine porker whose mamma, the sow, had chosen that snug retreat to bring up her young family. As to the claws-if you must know-I bought them in the bazaar in Calcutta, and had them made into a bracelet for my very in quisitive little niece."

"Oh!" I said, and John, bursting into a loud laugh, cried "What a sell!"

TO A PHOTOGRAPH.

BY E. W. THOMSON.

H, Dick, after all that we've gone through
And suffered together, it does seem hard

That all remaining to me of you,

Is this little bit of pictured card,

And a few dear letters yellow with years,

And some books that were pencil-marked by you

I cannot read them through falling tears,

For you were tender, and I am true.

ALMONTE.

I cannot forget the fearful day,

You charged by my side through raging shell!
Our knees together-our sabres' play,

Or your
maddened face when you saw I fell
With my sword-arm broken; there I lay,
In a little pool from my wounded side,
Till you bore me in your arms away—

But, that you nursed me, I had died.

And ever and always after then,

We clung together in march or fight,
And seldom quarrelled like other men,

Your heart was pure as your sword was bright.
We prayed with Stonewall, and fought again;
We followed Stuart, and both are not;
Ourselves and swords were with Early, when
The men in the White House heard his shot.

Always ragged and often starved,

With jingling spurs on our naked feet,
We helped our hero while he carved

His cumbered way on the last retreat!
When all was over, and Lee had bowed,

Then parted forever the shattered band.
We left that land of weeping loud-
Peace offered the olive, sword in hand.

And together we came to our people dear.
The welcome we had right dearly cost :
Some of the loved ones were not here-

And they all had prayed for us as lost.
She whom you loved had passed away—
Grieving for you, to the spirit land;
My mother looked on the brighter day,
And, Dick-your going was near at hand!

And now you have gone-but I must stay,

With nothing of you but this pictured card

Some books, your letters, your coat of grey:
The heart it covered is still. Oh! hard,

I wait for the hour with little fear,

When my name shall be placed on the muster roll, To the beautiful gates of pearl draw near,

And meet my spirit-oh! brother soul !

FROM THE GREAT LAKES TO THE SEA.

BY J. G. BOURINOT.

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No fact illustrates more clearly the in- of the Dominion to see the importance of

terprise and energy of the leading men of the Dominion than the large number of railways and other public undertakings, that are either in progress or in contemplation, at the present time, in every province of Canada. A considerable portion of the Intercolonial Railway will be completed in the course of the present summer, and the tourist will be able, in the autumn, to travel by rail from St. John to Halifax. The "North Shore," the "River du Loup and Fredericton," and the "St. Francis and Megantic" Railways are works which must give a great stimulus to the commerce and industry of the province of Quebec. In Ontario there are numerous lines engaging public attention and about to receive valuable assistance from the well-filled treasury of that province. The Canadian Pacific Railway will probably be undertaken by a company of Canadian capitalists, in the course of the present year, which must always be memorable as dating the commencement of a new era in the history of commercial enterprise and railway construction throughout the Dominion.

But, among the public works necessary to the expansion of the commerce of Canada, none occupy a higher or more important place than the canals which have been constructed for the improvement of inland navig. ation. These canals have already cost the people over twenty millions of dollars; but every one admits that never was public money more wisely expended, and is prepared to vote as much more to develop works so essential to the commercial prosperity of the Confederation. It is only necessary to consider the topographical features

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these works in an intercolonial and national point of view. The eastern provinces are flanked by the Atlantic, while British Columbia rests on the Pacific, and between those two oceans lies a vast territory of which the St. Lawrence and Mackenzie rivers are the principal arteries. kenzie runs through an unknown wilderness and empties itself into the lonely waters of the Arctic regions. Perhaps, in the far future, it may have an important part to play in the development of the commerce of that now unknown North-west, but, at present, it is of no value to the people of Canada. The St. Lawrence river, on the other hand, is exercising and must always exercise an important influence upon the political, as well as commercial destinies of the communities of the Confederation. It is already the natural avenue of communication for many millions of people, and one of the principal auxiliaries of the commercial enterprise of America. It runs through a territory where the climate is bracing and healthy, and nature produces in great abundance. It bears to the ocean, after running a course of over 2,000 miles, the tribute of the Great Lakes, which have been calculated to contain almost half the fresh water of the world, and not far from twelve thousand cubic miles of fluid. Along the course of its navigation there are communities not surpassed by any in energy, and all those qualities which make peoples great and prosperous. Its natural beauties have long been the theme of the admiration of European travellers, from the days that Cartier and Champlain first sailed on its waters, and gave France the right to claim the owner

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italists of Canada. Constantly in difficul-
ties, they were always before Parliament so-
liciting provincial assistance; and at last
wearied out by their importunities, and con-
scious of the importance of the project, the
government decided that it was desirable
for the public interests to purchase all the
property and make the canal a public work.
The whole expenditure by the government
on the canal, at the time they assumed con-
trol, was nearly two millions of dollars.
is interesting to notice that nearly all our
canals were constructed in the first instance
in accordance with plans and reports made
by eminent engineers of the British service.
The Rideau canal was commenced and car-
ried out under the direction of Colonel By,
who arrived in this country in 1826, and
whose name was for many years given to the
present political capital of the Dominion.
The St. Lawrence canals were enlarged in
pursuance of the recommendations of Col-
onel Philpotts who was instructed by the
Earl of Dunham, to make up a report on
the whole question of the canal system of
Canada.

It is not necessary that a person should fall under the category of "the oldest inhabitant," to whom reference is so frequently made in newspaper paragraphs, in order to remember the different steps in the progress of canal development in this country. The oldest canal-the Lachine, only dates back as far as 1821, and between then and 1840, were the Rideau, Ottawa and St. Lawrence canals, constructed and put into operation. It was not, indeed, until some time after the union between Quebec and Ontario that measures were taken to enlarge the St. Lawrence and Welland canals to their present capacity. The idea that first originated works like the Rideau and Lachine was the necessity of giving additional facilities for the transport of troops and supplies in the case of the outbreak of hostilities between England and the United States. In the case of the Welland, however, commercial views predominated: for sagacious men, of whom the late Mr. Mer--and consequently it has long been among ritt was the leader, foresaw the rapid development of the magnificent country, of which the St. Lawrence and Great Lakes are the natural outlet. The Welland canal is an admirable illustration of the difficulties which the promoters of great projects have to contend against in the inception of such enterprises. The company which undertook its construction commenced on a very humble scale, and were a long while engaged, with very little success, in endeavouring to enlist the support and sympathy of the cap-in fact, the only work which has returned

It would not be very interesting to follow, step by step, the different stages in the improvement of the canals, and it will be sufficient for our present purpose to give a few details exhibiting their dimensions. The canal which connects Lake Superior with Lake Huron is a work of large size, but it is owned by the people of the United States:

the aspirations of the inhabitants of Ontario to have internal communication of their own in that part of the Dominion. The Canal Commissioners in their report recommend the construction of a canal on the Canada side, where every condition seems favourable, and there is no doubt that, before many years pass by, the work will be in operation. At present, however, the first canal to which we have to refer is a work which has been of great benefit to Ontario

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Lachine, and here again public enterprize has met the requirements of commerce by the construction of a canal, which was first suggested in 1791 by the military authorities, but actually opened in 1821. This work is 81⁄2 miles long, and has 5 locks of 200 x 45. three of which have 9 feet of water on sills, while the other two have been deepened to 16 feet so as to admit sea-going vessels into the basin of the Canal at Montreal.

Besides the great works intended to faci

anything like a per-centage on the public money invested by the old Province of Canada. The Welland Canal connects Lake Ontario with Lake Erie, and thereby avoids the Falls of Niagara. The main line from Lake Ontario to Lake Erie has a length of 27 miles and 1,099 feet; 3 pairs of guard gates, and 27 lift locks, 2 of 200 x 45, 24 of 150 x 261⁄2, 1 of 230 x 45; with a depth of water on sills, of 104. Then we have the Welland River branches, which have one lock at the Aque-litate the navigation of the St. Lawrence, we duct, and one at Port Robinson, each being 150 x 261⁄2; with a depth of water of 9 feet 10 in. Next comes the Grand River Feeder, 21 miles in length, with 2 locks-1 of 150 x 261⁄2 and the other 200 x 45, having 104 feet of water. The Port Maitland Branch is only 134 miles in length, with one lock 185 × 45, giving 11 feet of water. From these figures it will be seen that there is nothing like uniformity in the size of the locks on the main line, whilst its depth of water is not equal to that on the Port Maitland Branch. Passing down Lake Ontario, we come to the Williamsburg series of Canals, which have been constructed to avoid the Galops, Iroquois and other rapids which obstruct navigation on the St. Lawrence River. These Canals are known as the Farran's Point, the Rapide Plat, and the Galops; they have a total length of 123% miles, six locks of 200 x 45 feet, with 9 feet depth of water on sills. Then we come to the Cornwall Canal, which extends from Dickenson's Landing on the north side of the river, to the town of Cornwall, with the object of surmounting the obstructions known as the Long Sault Rapids, and has a length of 111⁄2 miles, 7 locks of 200 x 55, with 9 feet of water. Further on, our progress is arrested by the very tumultu- | ous rapids called the Cascades, Cedars, and Coteau, which are overcome by the Beauharnois Canal, which is 111⁄2 miles long, with 9 locks of 200 x 45, and 9 feet of water. Passing into Lake St. Louis we find navigation is impeded by the rapids best known as

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have others of commercial importance on the Ottawa, the Richelieu, and the Rideau. The works on the Ottawa were constructed, as well as those on the Rideau River, chietly for military reasons under the auspices of the British Government, and are known as the Carillon, Chute à Blondeau, and the Grenville, all necessary to overcome the natural obstacles of the river. Altogether they have a length of 81% miles, including the St. Anne lock, situated at the junction of the Ottawa and St. Lawrence, where still stands that quaint little village, with its church rising out of the surrounding whitewashed cottages, which the poet Moore has immortalized in his musical verses. The locks of these canals vary in size, and depth of water, the greatest being 61⁄2; but these works are now being enlarged so as to have, eventually, locks with a capacity of 200 feet in length of chamber between the gates, 45 feet in width, and 9 feet draught of water over the mitre sills. Then, there is the Richelieu and Lake Champlain route of navigation which extends from the mouth of the Richelieu, forty-six miles below Montreal, to the outlet of Lake Champlain on the frontier line of Canada and the United States, or a distance of eighty-one miles within Canadian territory. The canals on this route, by which the greater portion of Canadian sawn lumber reaches Albany and New York, are the St. Ours' lock and dams and the Chambly Canal, the former oneeighth of a mile, and the latter 12 miles in

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