The Sun. — London, England, 1846-02-20 00:00:00

~-~'" - - „ . • _ z • ( - • A 12:1114 . 1 V . i t: • - 7 /4. - Xt.' ; I•6' - .1':: 41 -44 , • 1g mu „,t *„ . l- \;2; It , fsr: ,) 44, •• 7 17 - 1244 4 - „ • - ;• • ••` /14 - 44 ' 'S • • Nk , - - ; . nr. 11 1 ;51: 1 '4.1 R - OH 4 . •*. • ; • '‘.•••-•••• •••• - -~> ___-- pportu- ROYAL POLYTECHNIC INSTITUTION, Lectures on CHEMISTRY, with Brilliant Experiments, • its 2 : ir.llv at Half-past Three, and on the Evenings of L:21.4511, Wednesdays, and Fridays, at Nine o'Clock. Dur i ng data'ut 4 series of LECTURES on ASTRONOMY. by Dr. Bachhoffner /1:e Moraings and Evenin gs o f M ondays, Wednesdays, an d Fri.. Illustrated by a beautiful DISSOLVING ORRERY. A daily w„,2 l IliE on the, ATMOSPHERIC RAILWAY, illustrated by a ntoael Carrying Visitors. A New and Powerful Working CO',P. \IAN'S PATENT LOCOMOTIVE ENGINE, NI hich 13: 4 3 and descends Inclined Planes with one or more passengers. ) lEJA YSI °SCOPE, OPAQUE MICROSCOPE, DISSOLVING CHROM \ TROPE, 84c. Exerairnents with the DIVING and DIVER. Op en f rom Eleven to Half-past FIVi, and St!en to lialf-past Ten in the Evening. Admittance, One Shilling Schools, Half-price LONDO N AND BIRMINGHAM RAILWAY. 1 , 1 , 1 The Public are requested to take notice:that on and after the :FR , the EXPRESS TRAIN", now leaving London at 4 P . .M., 14,11.,ydspatehed at 5 P.M., mid that the times of arrival at Birmtihng st pre'senvetrPool, Manchester, and Chester, will be one hcurlater places re Grey 'le Ben• ered to varying gradients, curves, and traffic, might justify some diffeoetn\a In the breadth of the gauge. This appears to be the view which .Mr. rite originally took of the sutkiect ; fur the Great Western proper is a line of unusually good gradients, on which n larzu passenger traffic was anticipated, and as it touched but slightly on any mineral dig tics, it embraced .all the conveniences and- advantages of the broad gauge eystem, and was munparatively tree front the influence of those detects on which we have commented ; but such a brea , ith of gauge, however suitable and applicable it may have oli4inally been considered to its particular district, appears wholly - inapplicable, or at least very ill stilted to the requirements of many of our northern and midland lines. In reference to the branches already in connexion With the Great Western Railway, we may observe, that G, greatest average ttztn on the Oxford branch, Mr two weeks in,,Tuly and October, was only 48 tons ; on the Cheltenham branch it did not exceed 46 ; between Bristol and Exeter 53 ; and between Swindon and Bristol it was na tter 60 tons. With_ such a limited traffic the power of the broad gauge engine seems beyond the remdrements of these districts. We find, from an estimate tarnished to us, and the general krounds of which we see no reason to dislike, that the expense of altering the existing broad gauge to narrow gauge lines, including the altera tion or substitution of locomotives, and carrying .stoche would 31st much exceed 1,000,0001. ; yet we neither feel that we can recommend the Eegislature to sanction stub an expense trout the public moneys, .nor do we think the companies to which the broad railways be lng can be called upon to incur such an expense themselves (Itavin! , uncle all their works with the authority of Parliament), nor eviit the more limited expense of laying down intermediate rails, the narrow gauge trotile. Still less can we propose, for Any advantage that has been suggi:sted, the ulteratiiin of the u bele of the railways of Great Britain with their carrying' stock and en gines- to some intermediate ganc. ttav its this case would be very much more considerable than , the sum; above , mentioned ; and the evil, inconvenience, and denier to the triiyeller, and the In terruption to the whole Irene of the country for a considerable period, ;nal almost at one and the same time, would be :quit that this change cannot be seriously entertained. I ary re' No. 16,698. LONDON, FRIDAY MORNING SUN, FEBRUARY 20, 1846. PRICE sn. gauge waggons, the system affects nothing as regards the passage in one directiox But even with regard to the passage front the narrow gall ;e to the broad gauge, the system will not bear examination. If the trucks are supported on springs, there is practically a difficulty in running the waggons upon them ; and if they are not supported on springs, they will sustain great injury on the journeys. If they are loaded singly there will be a great delay ; if they are 'laced in a row, and the narrow gauge carriages are run through the whole series, very great motion will be necessary to secure each carriage both in front and in rear. When heavy loads are thus placed in elevated positions, and when the security of each dependsupon adjustments hurriedly niade, there will be the danger to which we have alluded in noticing the first proposed construction. Finally, an enormous amount of dead weight will be carried on the broad gauge line. We reject this proposal as entirely inapplicable, to the traffic of railways. 3. The system of shifting the bodies of carriages from road wheels c railway wheels is practised successfully in France, where the diligences from Paris to distant towns, proceeding on road wheels from the Messagerie of Paris to the, railway station, are carried on a peculiar railway truck as fur as Rouen and Orleans, and are then again placed on road wheels to continue their journey. At the low whether it would be safe with the speeds of the English railways. ' i c y h estlirailway system of one of its greatest railways this system is safe, but we doubt namely, its readiness to receive almost any number conveniences r i : f) er e . ri frt e h rs iei 'Ft w ier i ep thout warning, and to carry them to ally distance, small or great. Carriers' carts are ales conveyed (but to no great amount) in the same manner. In France, as we understand. it is not thought likely that the system will be in any degree retained when those railways shall have la, en extended further. The same remarks; we conceive, would apply entirely, or in a great measure, to similar proposals for the shifti ng o f th e b o dies of railway car riages ; but as this plan has never b een s t renuous ly urged, it is un necessary to criticise it more minut e ly. 4. The system of conveying goods in loose boxes, carried upon railway trucks, has been seriously discussed. It has been repeatedly tried, and we are able therefore to give an opinion on it, founded on experience It is now to be considered whether either gauge has a superiority over the other in regard to the conveyance of general merchandise. Under this head we class manufactured goods and their raw ma terials, mineral products, such as coal, lime, iron, and other ores ; agricultural produce, such as corn, hops, wool, cattle, and timber. On these points we have taken the evidence of persons well ac quainted with the carrying trade, and from their information, and our own observation, it does not appear to be of consequence to the parties sending or receiving goods whether they are transmitted in the waggons containing five or six tons, or in waggons of larger capacity, provided that the cost and security are the same, and that the carriers undertake the responsibility of any damage that may result from the size of the load. But Messrs. Ironic and Chapitn, and 3Sr. liayward, who are largely iniereeted, and have had great experience In the carrying trade, have expressed a strong opinion that the s:naller waggon is far the more con venient and economical. The same opinion is still more strongly expressed by those witnesses we have examined who have experience of our mineral districts. These persons state that the smaller waggon can be more easily handled, and can be taken a'ong sharper curves than would be suited to a broader waggon ; that such sharp curves are very common in mineral works and districts, and that the broken nature of theground would render curves of greater radius inconvenient and expensive. Anoth, r important difference between the two gauges, in this com mercial view of the question, would present Itself in localities in which there may he a difficulty of readily obtaining full loads for the waggons at road stations. Here the defect of .he dead weight, which we find to apply more particularly to the broad gauge, would be greatly increased, unless another evil of still greater commercial tmortance were created, that of detaiaing the waggons to receive all loads. On the whole, therefore, we consider the narrow gauge as the more convenient for the merchandise of the country. therefore to be expected to perform its work at a less per tentage on ita income. It has been stated by Mr. Gooch. that as locomotive superintendent on the Great Western, he is called upon to supply a certain amount of locomotive power, and that the cost of such power is almost entirely irrespective of the load or number of passengers it is made to draw ; but that these members are of great importance in comparing the locomotive expenses with the revenue. In the Appendix to this Report an abstract. and comparative table :ire given, founded on returns furnished by the Great \fester► and London and Birmingham Railway Companies, showing that the revenue derived from the passengers' trains Is 64 per cent. greater pet mile worked on - the latter than on the former line. It must, therefore, he obvious, that as a teat of economy for working, we cannot adopt the principle of a per cottage on the revenue ; neither will the cost per mile run give a more just comparison as to the economy of the two systems, because it is a well-known fact that the London and Birmingham Company have been conveying their traffic with engines of Inadequate power, and that a great economy would result to them by the adoption of larger engines. Other difficulties also occur in the comparison of these expenses em different lines, In eonsequence -ef the difference in the form of the a ' , counts, and of the circumstance of one company adopting the prin ciple of having a reserve fund for renewals, and other companies having ►ro such fund. We are, therefore, of opinion, that the most satisfactory compari son that can be made of the economy of working the two guages, will he by applying to first principles, endeavouring merely to deter mine what the working expenses of the Great Wester►r line, with their present amou nt of traffic, would have been; provided It had been made a narrow guage lino, and worked with such engines as those pbeyr our o ft' ptahie.aht half-peer (7tingmtillye 47•_, employed on the South Western and some other narrow gunge lines. The average weight of a passenger train on the Great Western Railway (independent of the engine and tender, which weigh 33 tens) appears, by the returns sent to us, to be 67 tons; and the ave h rage June, tt whose weight, including their luggage, will be estimated at about 5 tons. nl l 4B B 1845, as of a p s "" a ppnegaeirsas G RAVESEND STAR AND BLACKWALL ' PACKETS. • NOTICE.—ALTERATION OF TIME. On and after Thursday next, the 18th instant, the last Star and Blackwall Packets will leave the Brunswick Wharf at 5 P.M , in lieu of 34 past 4, and the Terraee-pier, Gravesend, at 5, in lieu cd 4, as at present. • Star Office, Gravesend, Feb. 15, 1846. Packet and Railway Fare incimged in one Payment. FROM NEW TERRACE PIER, GRAVESEND. WEER DAYS.—At 814, 934, 113¢ 1,2%, and 5. SUNDAYS.—At 834, 11%, 2%, and 4. (n Monday Mornings an extra Packet at half-rust 7, calling at the four Piers. ROM BRUNSWICK "WHARF, BLACKWALL. The Trains starting One Quarter of an Hour before each of these times. " — WEEK DAYS.—At 93{, 10%, 'l2, 13{, 3%, and 5. SUNDAYS.—At 9%, 11. 134, and 4%; FARES : Fore Cabin and Second Clas- Railway, 6d. Saloon and First Class Railway, 9d. REPORT OF THE GAUGE COM- AITSSIONERS. [PRESENTED TO BOTH HOUSES OF PARLIAMENT BY COM MAND OF HER MAJESTY.] _ _ May It please your Majesty—We, the Commissioners appointed by writ, under your Malasty's privy seal, bearing date the I lttt of July, in the ninth year of your Majesty's reign, to inquirb whether, in fu tare private Acts of Parliament for the construction of railways, pro vision ought to be tattle for securing an unifo'm gauge, and whether it would be expedient and practicable to take measures to - bring the railways already constructed, or in progress of construction, in Great Britain, into uniformity of gauge, and to inquire whether any other mode could be adopted of obviating or mitigating the evil apprehended as Ilitely to ariselrom the break that will occur in railway communi cations from the want of an uniform gauge, beg dutifully to submit that we have called before us such persons as we have judged to be, by reason of their situation, knowledge, or experience, the most com petent to afford us correct infcrmation on the subject of this Inqury, and we have required the production of such books and documents, from the various railway compauhs, as appear to us to be the best calculated to aid our researches. =ton Station, la (BY ord Feb., R..CREED, Secretary. th F., 1 GRAND JUNCTION RAILWAY. h tm .. t The Public are requested to take notice, that on and after the las 4 ,:elis the EXPRESS TRAIN, now Leaving London at 4 P.m, n ningham at ~10 M will be dispatched from London at 5 and that the Cm es of . a . rr , ival al Birmingham, Liverpool, Man " 81, 1", alai Chester, will he one hour later than at pr. sent. Gems 18th (By order) MARK HUISH, Secretary. ral 0 Feb., 1846. • t 1 ; I s Lnne-stree T WESTERN RAILWA T. fbr r . a Directors of this Company are ready to receive Tenders L l 'eo Q r Mu noYs in sums of not less than 1,000 '., for a period of Later aii i' a • j ,l Years, on the security 01 Mmtgage Debentures, bearing __ 4 l)li'l e “ a rate of 41. per cent. per annum, payable half yearly. ur ke,.pT a `,„_ l " may be made to toe undersigned, at the Railway '..ailtou Station. _ _ . BRIT' 4.NNIA LIFE ASSURANCE COM PAN Y. 1, Princes-street, Bank, London. Empowered by special Act of Parliament, 4th Vict., cap. 9. ADTA_NTAGES OF THIS INSTITUTION. MUTUAL ASSURANCE BRANCH. Complete security afforded to the Assured by means of an ample subscribed capital, and the large funds accumulated from the pre minim on upwards of 6,009 policies. Half the amount only of the annual premium required during the first five years, the remaining half premiums being paid out of the profits, which, after five years, will be annually divided among the Assured. We have personally examined into the usual course of pro ceeding on various railways both at home and ::broad, espe cially those which are incident to a break, or interruption of gauge; and we have personally inspected several locomotive engines, as well as mechanical contrivances invented, either for the general use of railways, or for obviating the special difficulties presumed to arise from the break of gauge, or otherwise connected with the sub ject of our inquiry ; arid as we believe we have now carried our in vestigation to the utmost useful limits, we feel in a position dutifully to offer to your Majesty the following report : I. Our attention was first directed to ascertain whether the break of gauge could be justly considered as an inconvenience of so much importance as to demand the interference of the Legislature. Gloucester is the only place where a break of gauge actually exists at the present time. It is caused by the meeting at that place of the broad or 7 feet gauge with the narrow or 4 feet 8% -inch gauge. There are other points, however, where a transfer of goods occurs similar to that which must result from a break of gauge, and per sons well acquainted with railway traffic have no difficulty in fore seeing the natu . e of the inconvenience that would arise front any further intermixture of gauge ; and we humbly submit the °bur . . , ~......,.,._ Guided by fomgoing ronsidenttions. We • Inost atitifully submit to your Majesty the following revounnendations I . 'flat Ole gang of four feet eight ioelaes Mid .1-h All be, deCiliatil by IN; Legi.A:atilre. to be the gauge rased in all public railways how under. conailhetion, or itereartvr to be eowtriteted in tirt-st • CHAS. A. SAUNDERS, Secretary, 2. That unleag by the cgmaent of the Lel,lature it slaadd not ho uili fed t9 - ttie kiireeton of•any railwareompany to alter the gangt 01 Auill railway. PROPRIETARY BRANCII. The lowest rates consistent with security to the Assured. An increasing scale of premiums, peculiarly adapted to cases where assurances are effected for the purpose of s:ettri , g loans or debts. Half-credit rates of premium, whereby credit is given for half the amount of premium for seven years, to be then paid off, or remain a charge upon the policy, at the option of the holder. EXTRACT FROM THE TABLES. Affilifartremium requirtd for an Assurance of 1001. for the whole Term of Life. various that occur to us as to the whole of this important part of the questlon. We will divide the subject of the break of gauge under the follow ing heads : let. As applying to fast or express trains ; W E ST-END ar:d SOUTHERN COUNTIES Thld RAILWAY COMPANY. .thate4;',;hll,lllY. having been duly dissolved by a meeting of the I 'llard i , 3 . 4 e ja, held at the London Tavern, Bishopsgate-street, on h,1 1, .14„,..t1,0arY 31, 1846, ',"'''sLonal Committee hereby give netice, that the DlVl theth.744ell the several .Shareholders are entitled to have repaid 4t , the r etitect of the deposit paid on each share, will be payable e la h - st —eel of the tol , c'tor, Henry F. Richardson, Esq., 36, Cole- TUESDAyS,, THURSDAYS, and SATURDAYS in 4 :)t i te ._ . __"e , weeit the hours ot Lleven and Two on each day. It 444 r., Y Parties produce and give up the scrip. z'Y order of the Provisonul Committee, S. CUNDY, Secretary. 1846. NW T , Ca pital, 100 GAS-LIGHT COMPANY. Ctal, 10 0,0001., in 5,000 Shares of 201. per Share. Zc : e oZ, r 2 kin s. per Share. in accordance with the Act. kleaof (Provisionally Registered.) Ca Committee, in whose hands the affair& of the 44,_tte °TPany are placed untilfttly Professor reg ß is y te a r n e , d M.D., LL.D. . iea ry Robert Nicholson, Esq. Patentee Dominique Causse, Esq. 414 tier' Ls q• • Henry issick, Es Ault, Esq. ke, John Kq. t !OLICITOR--J• F. W. Feseitmeyer, Eta ; n., h it 14 'sktas—Sir Claude Scott, Bart., and Co. 6 4 ne ' 14 41Y is formed for theurpose of carrying out, and bring eq,,,..vgetteral use, as invention (secured by letters patent) fb i r les au s 'tjpe.34l,4titufacture of gas of a superior quality,. and at much 4, 11 ,i aa th e usual cost by an apparatus so simple in cons rue - tituatti2 co mpendious in form, as to be available in any building N r a4,wilere the ordinary snpplies of gas are not accessible. ,„ ' proapectui which may be had at the offices of the Lert Drury -lane with forms of application for shares, and - 'eiet a yt r teen the apparatus at work, and the brilliancy of the ikl e 41 44 ' Sir. William Nicholson, Secretary, to whom must U cot amanications, past free. NINt c ov „ . l RSAL GAS-LIGHT COMPANY. — a v „ - TR ACTS TAKEN for lighting up -with a superior GAS, a Z 4 s, th et ;,s'oeed rate, towns, villages, lighthouses, dockyards, hos -IC,teks, ~,`tP. Public offices, manufactories, printing -offices, prisons, : - ''' , li4: 4 ,, w aY-stations asylums, schools, and other large build- C 'ed ,"le ordinary. ;se is not accessible. Letters to be ad -4r. William Nicholson, Secretary, 159, Drury-lane. SAL LOAN FUND LIFE ASSU/t -r____4 A,NCE SOCIETY, 26, CORN - MIA', LONDON. Capital .R 560,000. t 1 4 , 21 1.18 F4Mpovrered by Act of Parliamext IV, dim-f off‘rs important anti substantial adven- D*4 4 oct both t. Life Assurances and Deferred Annuities. ( 4 tsrf , en all occasions, the power to borr)w, withott es ,olt) ; of the - Policy, two-thirds of the prensnun paid, kr ; sl.te r .,Zikto the option of selecting benefits, and the conversion o t ;' Meet other conveui , nces or necessity. Assurances ' fltr a ars granted on the lowest possible rates. `4l a •, „, 1 . 1 ~,e et DIVISION OF ritonT , .. kt incressin_g prosperity of the Society has *tablet. i t i ch Kt the last animal investigation, te declare a third , (44." - I N g from 3u to 75 per cent. on the premiums paid on ocal CII the Profit scale. PROPRIBTARI BRANCH. MUTUAL AIMUZANCZ BRANUM Half Pre- 1 Whole Pre mium, first ' mitun, after five years. five years. 5. d. I La. d. 1 0 0 2 0;0 122 2 4 4 1 4 11 2 9 10 1 8 6 2 17 0 113 3 3 6 6 1 19 6 3 19 0 2 7 9 4 15 6 2 18 10 5 17 8 PETER Age. 20 25 30 35 40 45 50 55 ➢LORR: Ilalf Pre. I Whole Pre mium, first ! mium, after seven years. ' seven years. X 8. d. 0 18 0 0 19 T 1 1 9 1 4 11 1 9 2 1 14 10 2 2 6 2 12 9 SON, Reside] X e. d. 1 16 0 1 19 2 2 3 6 2 19 10 2 18 4 3 9 8 4 5 0 5 5 6 a Director. DAVIES'S CANDLES, sid. per lb ; extra Ana Wax-wick Moulds, 6%d.; best Sperm Candles, Is. Bd. ; Wax Candles, Is. 2d.; line Wax, Is. 5d.; Transparent, Is. Bd. ; Genuine Wax, 2s. Id.; Bale's Composite , 9.1. • Yellow Soap, 485., 525., mans. per 112 1 bs; Mottled , 60 s . and 645.; Windsor, ls. 4d. per Racket; Old Brown Windsor, Is. 9d.; Rose. 25.; Al mond, 2s. 6d. ; Sealing Wax, 4s. 6d. per lb.; Sperm Oil, 7s. 6d. per gallon ; Solar, 3s. 6d. For Cash, at DAVIES'S Old Established Warehouse, 63, St. Mar tin's-lane, opposite Slaughter's Coffee-house. PUBLICATION S. T HE GREAT BELL OF ST. PAUL'S will strike ONE on the 221 of Fznsuiar. M'CULLOCH'S COMMERCIAL DICTIONARY.—NEW EDITION. Just published, in one large volume, of above 1,400 closely printed pages, with Maps and Flans, price 505., or 555. strongly half-bound in russia, a new Edition of a DICTIONARY, PRACTICAL, THEORETI CAL, and HI ,, TORICAL, of COMMERCE and COMMER CIAL .NAVIGATION. By J. R. M'CULLOCH, Esq. ..* This Edition, which has been carefully corrected, comprises, besides the new Tariff, the new Acts relating to Banking, the Sugar Trade, Navigation and Custana, the Hiring of Seamen, &c.; and is further enriched with valuable information from all parts of the world. _ _ _ _ A SUPPLEMENT, for the use of the Purchasers of the last Edi t= may be had separately, price 3s. 6d. London : Longman, Brown, Green, and Longmans. LIMI laity UV LULU {Stipa/ .1.M.L., p y a v.-, •PQ• wt... 1 ---- • EXAMPLES. /3 -, - London : Longman, Brown, Green, and Longman. t i ti ,_ . , i 'v . ' B / ' P UNIFORM WITH MOORE'S AND I.3l'liON'S PJEMS. Rc• -, ' 73 '''' • I ' r eltinu l . ''l Berm 13erms in g 9, 5 •v, i —s' R ' B yron, with portrait and vignette, price one guinea, cloth; or two I 1 -, 1 atide.l. Cash. Eg C k rit , guineas, bound in morocco, .... :„ ... j ! '. 4 cr, g . 4 . 1 .. ”, . 41,OUTHEY ' S POETICAL WORKS. a.I C ! ... 1 - ------ —' -- ----- 'L. Reprinted from the Ten-Volume Edition, with the Auto -7400' a. d 1837 £l9l 13 51A57 13 5A13 17 1 A. 395 1.1 1 tdograPh'cal Prefaces ! ' 4 3 4 ' 1838 165 13 01 74 13 10 11 8 6 346 2:' London : Longman, Brown, Green, and Longmans. t s,d 4 1837 4191 13 5;.£87 13 5 413 17 1 439 5 1 74 3 lB3B 168 13 0; 74 13 10 11 8 6 34b 1839 138 13.61 61 14 3 9 210 294 1 3 4 1840 89 001 41 13 4 6 0 C 247 4 441114:41 0T t a L 4 of pro fl ti is annual, and the newt will toe readt in Prime% year. UNIFORM WITH BYRON AND SOUTHEY. Just published, medium Svo. 2ls ; or bounw in morocco, 425. THOMAS MOORE'S POETICAL WORKS. Reprinted from the Ten-Volume Edition, with the Auto biographical Prefaces. Complete in ono volume, uniform with Byron's and Southey's Poems, with portrait and vignette. London : Longman, Brown, Green, and Longmans. F. FERCIM4O/4 CAMRCATX. Q.eo t 1 tit vra • N LIFE ASSURANCE COII. T. PASTY, 5; St James's-street, London, • 114,, TRUSTE/RI. An 4Lli . "re • I Benjamin Bond Cane% Esq., eeryiirydges Heitiker, Bt. I F.R.S., t .Nan t.h sq, I Claude Edward Scott. Esq. DIRECTORS. hts- I) L kit• s urtait-Colonel Lord ARTHUR LEN OX, .M.P. T 44 Ashi,go.lY-tThairman —C. GRANGER, Esq., Ml'. ph,„les • It 1 1 .,„tr, Lsq., John Gardiner, Esq. Esq. Aaron Asher Goldsiniti, Lag. Y 14, 4 d 4 . ..yth, E sq . Lord 31actionald. Esq., M P. Alexawic7ogilvie, Esq. bt7~}.„ Alderman. Henry William , t k , e erasi T *Ol e , _less of the Company is divided into three principal ne e of Life, and all the ordinary transactions of u.sur kAsstir'l,;:,'!o advantageous terms, peculiar to this Company ; : l ehoq t f and Advantageous System at once of Assurance th, (f r . and th dining of Loans upon a new and highly beneficial sys '"hura eff ecting all pccuniary arrangements connected with op sals b irectors meets every Thursd at two o'clock ; but 1,,,,,:,%1atiett,ty andade at any time. s'es every info:matlon may be obtained, and pr_o - h -sslir4lic e or Loans may be made, at the offices of the 444,, o ''''Iwr'en the hours of ten fine four o'clock daily, or ky to the Secretary. GEORGE CITMUNG, Secretary. E .NCIC,LOP/EDIA BRITANNICA. Seventh Edition. Edited by rrofessor The work is now completed in A volumes 4t0., and may be had in every variety of binding. Au Index of 6,.!,:;00 references, compiled with great industry and Judgment, is appended to the work, forming a ready key to its mid thArious ecutents. Adam and Charles Black, Edinburgh ; and sold by al Booksellerg. THE ENCYCLoPADtA I:ANNICA is a rich storehouse of knowledge, reflecting honour upon the age and country that hare pr ducal it. We.know of nothing in any langua.e approaching to it in fnlfies , and accuracy of matter, or in excellency of ariangement."—Standard. Adam and Charles Black, Edinburgh ; and sold by all Booksellers. BOOKS, BOOKS, BOOKS. 30,000 Theological, Philosophical, Geographical (including /daps, Charts, and Globes), Historical, Political, Commercial, Statis tical, Legal, Medical, Classical, Educational, Novel, Poetical, and Miscellaneous Works, to be GIVEN AWAY with the STOCK EX CHANGE EXPRESS, COMMEaCIAL and RAILWAY RE PORTER. Full particulars, with a paper and catalogue, will be forwarded on receipt of 6d. 'Publishing and Advertisement (Mee, 163; Fenchureh-street. ) 4 D 1 1 -------------- 1 ---- N NUIT I E S . 4 At STRAL AS I A N , COLONIAL, and '441.,f41 5' I .P.A.L LIFE AS and ANNUITY CO ish °Psgate-street, SURANCE corner of CornhW. Nve„.., Capital, 200,0001., in 2,000 Share,. itoc tarn, .. DIRECTOR!. lit2t 11 1 . 00. r ' E B q, F.R.S.Gideon Colquhoun, Esq. 4. - 9 , „,_^., Esq. C. E. Mangles, Esq. tig 0 1 414 1 7. - I ,l e, Esq. Richard Onslow, Esq. tn i „.... 1 .,,,'' PPer, Esq. -'eta'Ward Barnard, Esq., r•it. B - ; William Walker, Esq. J. H. Capper, Esq. , t r trre Eirrard Thompson, Esq. toz, ic I s —dames Easton, Esq., end C. Richardson, Esq. Iron s _ tot s Messrs. Maples, Pearse, Stevens, and Maples. ank of London. )"ir'll4 ' 4:ll f — he Th l e la U nk nin o n si f ß Australaa (incorporated by l'n,.. t - Val Charter, !AM), 8, Austin-friars, London. Incsx—Dr. Fraser, 62, Guildford-street, Russell-sq uats. tip 0 tile r. A . (... Tv ANT AND SECRETARY—Edward Ryley, Esq. tisijon lurcrozers of Annuities this Company , in of much higher rate in addition to par niataltin; 4 1 : 4 0 n riti hold s bes outth ea v v it a h ntag aa e fety by companies w hi c h he heir investrnan granted li this country. p t s e a e ti n n e l r n s e rates of annuities granted for Ite r - Y i f q ol °ll °Zi n nt . are e' s ) ofthe ra Elegant Pocket Edition, price Is., by post is. 6d. I) R. CULVERWELL ON MARRIAGE, its lIINDRANCES and OBLIGATIONS. " To be or not to be, that Is the question."—Shaisirare. Contents :—On Matrimonial Eligibility and Unfitnoss—Laws of Paternity—Phenomena of Gestation—On Maternal Influence—On infelicitous and unproductive Unions--Curiosities of Medical Experi ence, Cases, &c. &c. Also Companion to the same, price Is., by plat Is. 6d. CHASTITY; its ABUSES and DISEASES (71 Engravings). These two interesting little volumes are not intended for idle or in discriminate perusal, but they are earnestly offered to the attentive consideration of those who may be more legitimately and perhaps painfully interested. Sherwood, 23, Paternoster-row; Carvalho, 147, Fleet-street ; ill Mann, 39, Cornh. and all booksellers, or direct from the Author, Arundel-street, Strand. At home daily till 2 ; Evenings, 7 till 9. FOUit'fEENTH EDITION of the SILENT. FRIEND on Unman Frailty, with Coloured Engravings. Just published, price •2s. 6d.. free by post (in asealed envelope) 3 s. 6 d.. THE SILENT FRIEND ; a Medical Work on the Infirmities of the System n both sexes ; and on the loss of the reproductive powers, with means of restore:lOn. The banefill effects of indulge- ce, &c., are fully pointed out. Illustrated by En gravings; followed by observations on Marriage. fly it. and L. PERRY and Co., Consulting Surgeons, London. Published by the Authors, and may be had at their residence 19, BERNERS-STREET, OXFORD-STREET. Sold by 'Strange, 21, Paternoster-row ; Hannay and Co., 63, Ox ford-street; Gordon, 146, Leadenhall-street ; Purkias. Compton. street, Soho; Sanger and Co., Oxford-street; and all Booksellers. "We regard the work before us, the • silent Frsiod ,' as a work embracing most clear and practi cal views of a styles of complaint, hitherto little understood, and passed over by a majority of the me dical profession, for what reason we are at a loss to know. We must however confess that a perusal of this work has left such a favourable impression on ear minds, that we net only recommsud, but cordially wish every one who Is the victim of past folly, or suffering from itlal3 cretion, to profit by the advice contained in its pages."—Age and Argus. The CORDIAL BALM of SYNLA.CUM. is exclusively directed to the cure of nervous debility, irregularity, weakness, loss of ap petite, indigestion, consumptive habits, and debilities arising from excess, &c. In bottles, price I Is., er the quantity of four hi ORE bottle tor 335., )y which I Is. are saved. The stvt-peed cases may load as starlet. c gs• ,11EW-cmale II Male Female as 4 , 7 1, L ives. Lives. I Age. Lives. Lives. 4s a 5 £ 6 la 5 65 £l2 12 0 £lO 19 0 55 7 1 I i t 9 75 13 9 2 16 3 5 918 3 - 9 80 25 8 9 20 2 7 k -SPectuses, with 'rabies, Form f , h . Annuity or tor making an As i so ' r - , i ' l, Posal for the purchase of NY be obtained by application at theftcofe,t. and every information, E, RIME Y. Ac t ?' the Company. —4, trY and Secretary. N............_____________ ICOLL'S PALETOT of LLAMA on registered 6 and 7 Vic., cup. 65. Patronised by the Primal CLOTH, i t ,„_, Prince G eorge of Cambridge, &C. itailrovercost recommends itself to the Public im nernuy by its Igs4 4st elasticity and lightness, moderate price, and able defence .T. k_ll4 almost constant humidity of the climate of Great Britain. \ - '" / uics____L___ln London only of the Patentees, 114, Regent-street. P' ll %s AVIS AUX ETRANGE RS. T de l'economie, de l'elegance, et de la s uperionte. is, by 4 k ,,„ " ORLEANS PALETOT," introduced v" - "tti ' , AY 62, FLEET-STREET, is universally pronounced y 9 , Y Wipe. Water-proof, night, and graceful in aPPearance, it . 1 4 won, over or without another coat. Lined with a new Loate- Ole than 4 ." 11 1 the alpacca wool, as brilliant and more durable 1 ---" Mark the address ," 62, Fleet-street, Store's. The CONCENTRATED DETERSIVE ESSENCE, a remedy : sna r oc a tt e ut a roe:ha arising r,and om iamn r dp . uir ny upsr tr g , e t a b ut e ,Lm.e b n l a ood tt sfr or t,hoema s c u rry, erectsut r o o - y f s ; m b e 1 7 1 *moving secondary symptoms, and all eruptions of the skin. Prig: 1 and 335. per bottle. Pi , AtttY'S PURIFYING SPECIFIC PILLS, price Ss. ed., 4s. 6d., and 115. per boa, are the most effectual remedy tor strictures. bat an,- taeation, &c., without hindraaee to bueinesa. Consultation tee, if by letter, 11. M'nute detail of cases neeetastr, • Masers. B. and L. Perry end Cl'., surgeon, may be consulted. as usual, at 19, IternerS.,treet, Oxi'ord-atreot, Londln. do ly, cad at and at 10, St. Jo ,n-street, Deansitate, e ;ter on Mondays, *Nay Thursday , Frldry; and Saturday ; 106, Duke-s' eet, Lire , pool , Tuasdqvg. and WeflnesdaVS ,-----___, J. 41 ,ir t " ' ,EPPE end Co., Wine Mere= t. n the Z; krti ft,ilers- street ; cellars, 27, Maraball a - s str ti e ie et m , anufacairers Oi rinl o i ph,il4. ; t•ci well known to the public streeete.' Le, tb .. t or u„.. Mineral Waters, which have been iden i t n ifi r e i d te 7 a i t t t l e i n th t f o i n i t f' fl4";ttrds of sixty years, beg respectfully to r,, rz g lik, i Litk of FOREIGN WiSES2 It conapi eh end s the whole 14 Or wi„._.ueit carefuly selecting. which they have been for 147 hitt "%Usually in demand, and at titles, down to tei, L ;Pe,,t I`,luotations attendant ou high and _p r ri a c r e o s q g u r a aduating from '''R "'Liftt rie " at which genuine unadulterated wines can be ob - " Prices sent on application. P r tl ilp „. ~. NORWOOD, SURIiEY. of tho lease, Ittr,.. be',,,, , r I ' . 2 r, for the remainder ILY RESIDENCeI, inost Fk l , l i ebil ,? tii Qt'' Years, a capital le FA3I ling views of great extent N.1 4 44 ti 0 4 e it' er°"-131- -' c°lnntm of drawing and dining tlr,u.' k lihr a uPt king a handsome suite 41 t11,1Jg-r,,,,," t and excellent entrance-hall, Wm coach-house, Ai 'I. ti iw s ' do mestic oftlees of every descrlP it eight bed-rooms, besides ac:Jily to m et and kitchen-eardeLe. Essex-street, Strand, I tili ' ,,,._ t° ts; 11,,;qirsi Robinson and Larlow, 26, lteti '"soe s , - "%rs . . [Alice and Sons, auctioneers, .i t id-sireet ; 42 5 , 1 e K ss e r p s: '''eet.',,,-., ut'gate-h111; or to 9lr. Parker, este e agent, N,. i't'll -square. ' I2 TIN el and s uttlM S, for „ Iv,. v - , II UN 4 . 1 N G, I, joaterst4,,, ._ FRUIT TREES. .114. seer,", k ., ",". i r o lll some of our friendly horticultural acqua . in i t l- a f n r c u e u , itt s --iin screens have been he Niv a . ,:gi,%.ferelne,,-,"°cst inrumer ; hence we again recommend this r fabric " a ttri'"'lANti '9 atlY other "_-Bell's New Weekly Messenger. N q i , ditet o i. l'ii EDGINGTON, Marquee, Tent, Flag, and Rick Cloth 1 1' 4 14 g a tm er . 2, Duke -street, London-bridge, has for sale u s t r e p s e . rio A r ,_Tt? it(t it,,, S i t lu i, i ting for Fruit Trees in convenient quan -, Lie r '° o _ . var y i 2 .4 4 Piccadilly. i ru ' Plaz„,"4a°4 i L l i n d i Matique . e i :o o n r l b i l i i r n e , , in w g lth boarded floors for M.,U\VL AND 'S OD ONTO; - kt ta it:s. Adublytiatheogr,utPepl.A.RL DENTIFRICE. and the Royal Family of Great Britain, k4t its i.,.... , a several Sovereigns and Courts or Europe. arnd. ltt ial, 4 eller e i," l or the Teeth, compounded of the choicest I ntlelt of i:'e ltlgr..idients of the Oriental Herbal—the lea ng c s. : 44 4 11t ei .. 7, 12 :: and ell. cacy being present in the highest po ,'l'llt 4 l'oarl ~1 11 - Pates all tartarous adhesions to the Tee_tI s i, a an_d . '',,,, Ithd .„.; Ike whiteness to the enamelled surface. It . s itt o t t . h rt Y t or th.--V-scorintele properties arrest the flirther progiesThe tet 4 , 4 4 t aso - mt ' a c i t u lt a , and induce a healthy action of the Gums. os. A% 4 ft'agrant sweetness truly grateful to its p k,,, v tllit , st ,t\ipt4,4, Rowrnelent and fragrant aromatic Tooth Powder ever 41 04,1. 4,,t; ;,,,-'4la'S ODONTO has for a long series of years oc -44% tY t hro u— "ta. °h eti Place at ' the . toilets of the Sovereigns and the 44 411 ti:',."°llt Europe, while the general demand Cr it at once Cs iivour in whieh It is universally held. Ittleeilrtit.., Price 2s. 9d. per Boa. Aei c i r ouer s of 4.0 protect the public from Fraud, the lion. Com bs be tntamtlis have directed the Proprietors' Name and A . b graved on the Government Stamp, thus— "'OW. LAND and SON, 20, Hatton-garden, 11 1 by tt,, - ,,tt. which is affixed on each Box. a l'roPrietors, and by C.hemiats and Perfumers. No All All °there are fraudulent imitations. ti..At,.?„.,reo;tr'cß,„_ CASE of INSTANT RELIEF '‘rer l o --, t , of t' - "t c to., by Dr. LOCOCK'S PULMONIC WAFERS. a w,,,‘,1 letter re ~t , ''`ica z-,.... ho rn J. Player, Em., Justice of the Peace; I 4 tlttrit, dtl l 'l t it tt°4l.lel;—r have Proved the usefulness of Lo " c j oe a k n; s 3 Wa l f B e 4 rB s. in r I to- ; and tt._Quie Cough, by taking two at bedtime for the last five ir,,,Zl i d be 01leiteexciPectoration and cough have now almost ceased. 4, ti , It, ;..}',„ enclo sed b ,Y Your sending by return of post another ß _ box, ',bit, vt-oek,a ' 8 cash. (Signed) " JOHN PLATE ." To t t C a " W-&FERS give instant relief and a rapid cure of ti, tiesir,‘ q'it, and all disorders of the Breath and Lungs. I an t ... or, 'Pai s „t i the, .ite d mr alld Put LIC SPEAKERS they are invaluable for i mi l lia*" l . ve i • - a: , gt htnio., g the voice ; they have a most pleasau 444 4 ii: 1 , }a l id. l ,_', IL 9d. and 118. per box. Agents—Da Silva 7.—.. ins, Le d• Zeeradon ; sold by all medicine LAMERT ON DEBILITY. NERVOUSNESS, ANI) AE, DISORDERS - ARISING FROM EXCESS, " Ile, who in pleasure's downy anus Neer lost his health or youthful charms. A hero lives, and justly can Exclaim, in me neholii a man Just published (In a sealed envelope), Tenth Edition, price 2z. ed., of sent by post, free, to any address, 3s. 6r1,, SELF-PRESERVATI()N : a Popular Es6ay on those concealed disorders, originating in 'youthful itXCIIISE.* and terminating in Nervous Debility, Local and Conetitutteual Weakness, and all those Sinkings, Anxieties, and . Tremors, which afflict the Weak, the Sedentary, and the Delicate. With PracCoel Observations on Marriage. By SAMUEL LAMERT, Consulting Surgeon, 9, BEDFORD-STREET, BEDFORD-SQUARE, LONDON, Matriculated Member of the University of Edinburgh, Honorary Member of the London Hospital Medical Society, Licentiate Apothecaries' Hall, London, &c. " The various positions of Lover, Husband, and Parent, the in herent privileges of mankind, are frequently marred and preventee , through the follies and frailties of early indiscretions. To such, among others, this Essay addresses itself; and by its perusal many questions may be satisfactorily adjusted that admit of no appeal even to the most confidential friend."—Stafford Gazette. „ Long experience in the treatment of a class of diseases hitherto neglected and most imperfectly understood by the great bulk of the medical profession, has enabled the writer to prove that there arc concealed causes of Nervous Debility in existences where the mere routine practitioner would never dream of finding them; traceable to certain habits, forming the most secret, yet deadly, and fatal springs of domestic misery. and premature mertalPy."—Wakefteld Journal. pablislied by the Author, and sold in London by S. Gilbert, 51 and 52, paternoster - row; Stella, 23, Tichborne-street, Quadrant, Regent street ; Hannay and Co., 63, Oxford-street; Noble, 114, Chancery lane Gerdon, 146, Leadenhall-street ; and by all Booksellers. At hoato every day till Three, and from Five till Eight. LLOYD'S SHIPPING. LONDON, FEB. 19.—Wind N.W. by W., light breeze, hazy. DBAL, FEs. 18.—Wind N.N.W.—Arrd. Isle of Wight, Mauritius; Dryope, Smith, Sierra Leone; James, Bermuda. Potasstourif, FEB, 18.—Wind N. to N.N.W.—SId. Ad miral Tromp, Sheerman, Batavia. PLYMOUTH, FEB. 18.—W iEd E,—Sld. Velocity, Dixon, Cape Coast Castle. LIVEUPOOL, FEB. 18.—Wind N.N.E.—Sid. Duke of Wel= lington, Hargraves, Calcutta ; Mary Winch, Harries, Lima Shannon, Nowell, New Orleans; New England, Lowell, New Orleans; Windsor Castle, Patterson, New Orleans ; Cairo, Poore, New Orleans; Lord Seaton, E t tzsimon, New Orleans; Shenandoah, West, New York; Avon, Johnstone, St. John's, New Brunswick. Off port, Hope, Saldanha Bay. CLYDE, FEB. 17.—Arrd. Laurel, Kelder, Blauritius, 514. Lochlibo, Taylor, Servia ; Lucy Sharp, M'Fie, Valparaiso. DUBLIN, FEB. 17.—Wind N.W.—Arrd. Ann, Kelly, St. John's, New Brunswick; Woodstock, Taylor, ditto. WATERFORD, FEB. 16.—S1d. Margaret, New Orleans. LONDONDERRY, FEB. 10.—Arrd. Serion, Cann St. John's, New Brunswick ; Volant, Batson, St, Andrew's, New Bruns wick. Sld. 14th, Bethel, Masper, Halifax. SHEERNESS, FEB. 18.—The Favourite, Reed, from Galway to to London, was on shore on the West Knock, but got 9n this afternoon. LOWESTOFFE, FEB. 18.—The Silurian, Blackburn, of and from Newport, for Hull, ran upon the Newcome gaud last night, where she remained fast aground, assisted otl; and into the Roads, making but little water. side r rad e ' 00' 31; O cV >., a js res halt 2dly, To ordinary or mixed trains ; idly, To vied' trains ; and 4ttily, To the conveyance of your Majesty's forces. 1. Fast or express trains. We believe that the inconvenience produced by a break of gauge will, in some respects, be less felt in these thau in other trains, be cause the passengers travelling by fast trains are usually of a class who readily submit to many inconveniences for the sake of increased speed on the journey, and who are, -perhaps, generally lees encum bered with luggage than persons travelling by the slower trains ; and as It is understood to be the general practice that no private carriages or horses are conveyed by these trains, the inconveniences of a break or gauge are reduced in this instance to the removal of the passengers and a moderate quantity of luggage ; and although such removal must create delay and some confusion, as well as personal discom fort, especially at night and in the winter season, besides the risk of a loss of luggage, yet we do not consider the break of gauge in this instance as being an inconvenience of so grave a nature as to call for . _ . any legislative measures, either for its removal or for its mitigation. 2. Ordinary or mixed trains. In these trains the passengers considerably exceed in number those who travel by the fast trains, and they have generally a much greater quantity of luggage. To such travellers a change of carriage is really a serious inconvenience, and it is a well-known fact that person; travelling by railways in communication with each other, but under different managements, endeavour to make such arrange- merits as to admit of their travelling by those train; which afford them the accommodation of occupying the same carriage froth the beginning to tht end of the journey. The managers and directors of railways are well aware of this feeling, and In some instances where they do not allow their car riages to run through, yet with a view of diminishing the incon venience to which this exposes their passengers, they send a luggage van from terminus to terminus, to prevent the evil of a removal of the passengers' luggage; and some railway companies incur con . . . sidorable expense in running trains of return empty carriages, in order to accommodate the public by enabling travellers to avoid a change of carriage on the journey. It is by the ordinary or mixed trains that private carriages and horses are conveyed, and the removal of either from one truck or horse-box to another, at any part of the journey, would be attended with inconvenience and delay ; and with regard to the horses, it would involve considerable risk. We arrive, therefore, at the conclusion, that the break of gauge would inflict considerable inconvenience on travellers by the trains novi under consaisration, and that this inconvenience would be usuch increased at points of convergence of more than two lines. The change of carriages, horse-boxes. and trucks, and the trans ference of luggage of an entire train of much extent, must, even in the day-time, be an inconvenience of a very serious nature ; but at night, it would be an intolerable evil; and we think legislative inter ference is called for to remove or mitigate such an evil. 3. Goods trains. From the statements made to us by carriers on railways, and from our own observation, we are induced to believe that not only a con siderable degree of care, judgment, and experience are necessary in the stowage of merchandise in railway waggons, but also that it is desirable that, when properly packed, the articles should, generally speaking, not be disturbed until the journey is completed. We find that in the arrangement of merchandise the heavier goods are placed at the bottom, and the lighter at the top of the load, and so secured as to prevent friction, as far as practicable, from the jolting of the waggons : and it is considered very desirable, with a view to prevent loss by pilfering, that the sheeting which is placed over the load should not be removed till the completon of the journey. Indeed, acting upon this principl , -, carriers find It profitable to send their waggons partially filled from various stations on the line, thereby in creasing their toll to the railway company, rather than incur the risk of loss by theft, to which they would be exposed by uncovering the waggons on the journey, to fill up with intermediate local goods wogg ns that may have started with light loads from one of the termini. _ _ _ _ ..... The stations for re-arranging the goods trains are therefore as few as possible • .thus, between Leeds and London, the points for un sheeting die 'goods ivag,g ns are only' Derby and Leicester, and be tween Liverpool and London, the re-arrangement is confined to Birmingham and Rugby, and even at those stations the proportion of waggons which are uncovered is very small ; indeed it Is stated that at the Important town of Birmingham five-sixths of the waggons pass without arrangeme -, t. In the conveyance of machinery and articles of a shnllar class, which are both heavy and delicate, it is of the utmost consequence that the.load should not be disturbed between the beginning and the ea of the journey ; a change of carriage, such as would result in all probability from a break of the gauge, would altogether prevent the transport of such articles by this mode of conveyance. We believe that the traffic upon the line of railway between fir miugham and Bristol has been greatly restricted by the interruption of the gauge at Gloucester. In respect to the conveyance of minerals, the inconvenience of a break of gauge would be very serious ; the transfer being attended with an expense which would be sensibly felt in consequence of the low rate of tolls charged on such articles; moreover, many descrip ,lons of coal, such as a considerable proportion of that of the midland counties, are subject to great deterioration by breakage. In regard to various articles of agricultural produce, the loss by re moval would be less than on other classes of goods ; much incon venience, however, would be tOund in the transfer of timber ; and the difficulty in shilling cattle would be so great as to present an insur mountable obstacle to such an arrangement, from the excited state of the animals alto travelling by railway, and the resistance they in consequence offer when it is attempted to force them a second time into a railway waggon. 4. Conveyance of troops. There is another use of railways which we have deemed it neces sary to consider; we allude to the transport of your Majesty's troops, with their military stores, &c., either in the ordinary movements of corps through the country, in the time of peace, or in the more pressing and urgent cage of their movements for the defence of the coast, or of the interior of the country. We have carefully weighed the important Information given to us by the Quarter-Master -General of your Majesty's Forces, as well as by the Inspector-General of Fortifications, both officers of great ex• perience ; and we deduce from their opinions, that although a break of gauge, on the line of route, would produce both delay and con fusion, yet, that as in time of peace it is usually practicable to give notice of the intended movements of a body of troops, the inconve nience of the break of gangs might be so reduced as not to be an evil of great importance ; but in the event of operations for defensive objects against an enemy, the inconvenience would assume a serious character. It would appear, that for the defence of the coast, the proper course would be to retain the great mass of troops in the interior of the country to wait until the point selected by the enemy for his attack should be ascertained with certainty, and then to move upon that point such an overwhelusing force as should be adequate to the emergency. It is obvious that the success of such a system of defence mutt depend upon the means of conveying the troops with great dispatch, and without interruption on the journey. The troops should be carried with their equipments complete in all their details, and with their artillery and ammunition ; and it therefore appears indispensably necessary, in order to insure the re • quisite supply of carriages, where perhaps little or no notice can be given, that the whole should be conveyed in the same vehicles from the beginning to the end of the journey. The effect of a break of gauge might, in this view of the case, ex pose the country to serious danger. To all classes of merchandise, as well as to all military operations connected with railways, one general remark will apply—that, in starting from any one point, it is usually practicable to obtain a suf ficient number of waggons for whatever may be required to leave that point, however irregular the traffic may be ; but the conver gence of several lines, where the greater number might be of a gauge not corresponding to the gauge of the other lines, if it happened that all were unusually loaded at the same time, it would probably be impossible to provide ou the latter an adequate number of waggons once, , ;on o all r, o inlic the to carry off all the loads thus brought ; the alternative would be , on convergingotter itand, lines o m the one hai,d, to submit to great confusion, delay, and inconveni - 1 ehavingaitai non then the lmajoritye beingon the in ei same gthe minority a very extensive stock of carriages, which in general would be totally use.ess. There is one point which forcibly presses on our attention, and the truth of which must be readily acknowledged, but of which the importance is n o t at first equally part 01 . the inconvenience. to obvious; it is, that the greater we have alluded, are not incon veniences of rare occurrence, and which number of persons, b u t, on the contrarytlT Cn a*tiil i ,l affect only a small O ccur several times in the course of e very d a y, t l o ' a lY f gr e ear L e m' would Occur persons, at each point at which r, break of gauge 'night exist. The cumulative amount c t such inconvenience would of necessity be very considerable, and we feel bound to sum up our conclusions, by stating that we co; sider a break of gauge to be a very serious evil. 11. We ate now brought to the second stage of our inquiry, which is to discover themeans of obviating or mitigating the evil that we find to result from the break of gauge. The methods which have been laid before us, as eslculated for this purpose, are as follow 1. What may be term ed telescopit: nailer;arrangement of the an wheels and axles of carriages, permitting the wheels to slide on the axle, so as to contract or extend the interval between them in such a manner, that they may be adapted to either of the gauges. 2. A form of truck adapted to the broad gauge, but carrying upon its upper surface pieces of rail 4 feet EN inches asunder, so that a narrow gauge carriage may be run upon these rails without any dis. turbance of its wheels. platform 3. A method of shifting the bodies of carriages fro m a and set of wheels, adapted ror one gauge, to a different platf orm and set of wheels, adapted to the otker gauge. 4. A proposal to carry merchandise and minerals in loose box es, which may be shifted from one truck to another, and of which o ne only would p, obably be carried upon a narrow gauge truck, while two Would be conveyed on a broad gauge truck. 1. Of these various methods, the first, if it admitted of being used safely and extensively; would be, in its application, the easiest of all. By the operations of detaching the wheels from one limiting hold, of pushing the carriage along converging or diverging rails, until its wheels were brought to the required width, and of then eon necting them by another limiting hold, the transformation of the narrow gauge carriage to the broad gauge carriage, or rice versa, ' would be completed. But this construction is liable to grave ob jections. It is stated to us as a matter of experience (and we believe it admits of satisfactory explanation), that a very small unsteadiness of the wheels of a railway carriage upon the axle renders the carriage liable to run off the rails. A far more serious objection, however, is, that the safety of a carriage, and tke whole train with which it is connected, would depend upon tbie care of the attendant, whe has to make the adjustments of the axle-slide. It is true that there are other eases, as in the attendance on the switches and signals, which depend upon the care of the pens, n who is stationed to work them ; but the circumstances differ very In these cases, the attendant has a single act to perform (or at the utmost, two acts only), he is not hurried, and his whole attention is concentrated on very simple ditties. In respect to time shifting axles, the attendant would have to adjust a great many carriages In succession (as there are sometimes a hun dred waggons in a goods train), the adjustment must be made hur riedly, and often in the night ; and the atteudant'e thoughts would probably have been partly occupied with the loading of goods, anti ether station arrangements. On this peore of danger, therefore, we think that this construction must be at rose ebandoned. But we think it proper to add, that if even there were no each eagentiel ground of objection, a construction of this nature could not he adoquata:y nseftd, unless it were ex tended to every carriage which is like'y to pesa the statiori where the break of gauge occurs Under the existing system of interchange pf ceniage7, which is adopted by all the railway companies whose lines communicate, and of which the advantages are recognised in s p e cial clewed of the Acts of Parliament applying to several rail ways, carriages belonging to distant railways will frequently be found at the place of jimetiiip of the twp gaugee, Tliis construction, therefore, will lose Much of its utility make every railway carriage were made in conforteity to it, that is, unless a Test expeaditpre of capital, and a corresponding annual expense in replacing worn out carriages, &e., were incurred even on railways very distant from the break of gauge. - 2. The plan of placing a narrow gauge carriage upon the top of a broad gaug/i truck has, on the face of it, this obvious difficulty, that a broad gene Palaiage cannot be placed in the same manner upon a•narrow gauge trunk, and - therefpre, unless not only the broad gauge railway, but also all others comuultilepaing yel.th it, be fur -1 nished with trucks proper for carrying narrow gaily; Waggons, and with narrow guage waggons also, and unless the loads travelling towards the narrow g ang' be placed Only In those narrow The result of this experience is, that ix one instance of a temporary character, where the whole operation was under the control of one engineer, it succeeded ; In other instances, although always under the control of one engineer or one company, it has usually failed ; and these failures have occurred witer,,, from the deterioration, caused by hatid-shitliol, to the rainef.l cetnveyed, it WaS matter of anxiety to ovoid transference of the !bad, , from one box or waggon to ano— tiler, and where no expense was spared in the erection of machinery proper for the transference of the loose boxes. These failures, it is to be remarked, occurred in a traffic which is comparatively regular, viz., that of coal ; in traffic of a less regular character, the causes tending to produce failure would be very much more numerous. _ _ We consider that this method is totally inapplicable to remedy the inconvenience of a break of gauge. Some of the witnesses whom we have examined are of opinion that there would be less difficulty in unloading the waggons of one gauge, and placing the articles in waggons of the other gauge, by having two rows of waggons on the different gauges, marshalled alongside of each other; but having witnessed this process at Glouces ter, we are of opinion that such a system is totally inapplicable to an extended traffic. • We sum up our conclusions en this head by stating our belief that no method has been proposed to us which is calculated to remedy in any important degree the inconveniences attending a break of gauge 111. Considerations on the general policy of establishing an rust fcrmity of gauge throughout the country. We approach this momentous question with a thll conviction of Its importance, and of the responsibility that rests upon it. That an uniformity of gauge is now an object much to be de sired, there can, we think, be no question. In the earlier period of the railway history of this country, the great trunk lines were so far separated as to be independent of each other, and, as it were, isolated in their respective dis tricts, and no diversity of gauge Was then likely to interfere with the personal convenience, or the commercial objects of the com munity ; but now that railways are spreading in all directions, and becoming interlaced with each other in numerous places, that isola tion is removed, that independence has ceased, and the time has ar rived when, if steps cannot be take n to rem ove the existing evil of wider the diversity of this ofad e t b l o e u a l s d t b i e prevented. ta! n)e ars t m Imperative that a If we had to deal with a question not affecting the interests of par ties, who are not only. unconnected, but who are opposed to each other iH a spirit of emulation, if not of rivalry ; or if we were deal ing with the property of the public, and not of private trading com panies, we should merely have to consider, whether that uniformity of gauge which we deem to be so desirable, would be too dearly purchased by an alteration of one gauge to suit the other, or of both to some fresh gauge which might be considered preferable to either, if any such there be. But our position is different from this, since we have to consider not only the relative length of the different systems, the comparative mechanical efficiency of each, the general superiority of one above the other, their adaptation to the wants of the country, and the pos sibility as well as the policy of a change, hut also the pecuniary means of effecting it. We have further to look to the consequences of an interruption of the traffic during the progress of an alteration. There is still another view of the question, and that is, the expe diency of having, on lines of railway, additional rails, so as to afford the facility of using ngines and carriages on both gauges. This expedient, inwhatever form adopted, cannot be considered as free from difficulties. If two rails, forming a narrow gauge way, are placed between the two rails which form a broad gauge way, car riages 'of the different gauges may run in the same train, without alteration !Ten of their buffers, which in the ordinary construction of the carriages correspond exactly on the broad and narrow gauges. But tho expense of suchan insertion would probably be not lees than that of an entire change of gauge, including, in the latter, the change of engines and carrying stock ; and the complication which it would Introduce at the crossings might produce danger to rapid trains, unless their speed were diminished on approaching such points. The difficulty of packing the rails, if longitudinal sleepers were used, would also be-much greater than if rails of only a single gauge were employed. If a single rail were inserted eccentrically in a broad gauge way, so as to form, in conjunction with one of the broad an aorfrow the gauge wa y, the expense of the inser tion,crossings, as well as th e difficulty of and gauge therates, danger packing the rails, would be somewhat diminished, but it would be imprudent to run carriages of the d - fferent gauges in the. same train ; and as it would probably be the policy of the railway company to adopt for their own stock of engines only one of the two gauger, and to interpose those difficulties which amount to a prohibi tion of the use of other companies' engines, the inconveniences of a break or gauge would exist in almost all their force at every jtuictlon of a branch railway on a different gauge. - We consider, therefore, that the general adoption of such a system ought not to be admitted. We remark, however, that the difficulties to wlech we have al- luded Islay be greatly diminished on any railway where the system of combined gauges is cordially taken up by the company ; and we think that great respect ought to be paid to the rights which the companies may be supposed to possess in the systems which they have devised or adopted. At the same time, we lay it down as the first principle, that litter-communication of railways throughout the country ought, if possible, to be secured. If, to obtain the last-men tioned object, it should be necessary to alter or make a change in any existing railways, we.think that it may be left as a matter of ulterior consideration for the Legislature, whether in these limited instances the comli►ration of gauges may not be allowed. Whatever may be the course which at the present time circum stances will permit, it will appear, from the opinion we have ex pressed, that we think, abstractedly, equalisation desirable ; and we sh-11 therefore proceed to consider what page would be best, in such a system of equalisation. We shall examine this "part of the question under the following heads : let. Safety. 2nd. Accommodation and convenience for passengers and goods, 3rd. speed. 4th. Economy. I. We will commence with the qnestion of safety. We are of opinion that experience will, in this matter, afford a better test, by which to compare the systems of the bread and narrow gauge, than any theory; and we therefore have made inquiry into the nature of the accidents recorded in the offleial reports of the Board of Trade, as well as of such as have happened since the last re port was published. We And that railway accidents arise from collisions, obstructions on the road, points wrongly placed, slips in cuttings, :subsidence of em bankments, a defective state of the permanent way, loss of gauge, broken or loose chairs, fractures of wheels or axles, &c. ; and, lastly, from engines running off the line through some other cause. Of these several classes of accidents, all except the last, are ob viously independent of the gauge ; and with reference to this class, we have thought it right to endeavour to determine whether the advo cates of either gauge could fairly claim, in regard to these accidents, a preference for their respective systems, on the score of greater se curity to the traveller. In these lists we find only six accidents of the kind we are considering recorded from October, 1840, to May, 1845, whereas, there have been no less than seven within the last seven months, aid these are all attributable to excessive speed, the majority having happened to express trains. Of the whole number of these accidents, three have occurred on the broad gauge and ten on the narrow ; the former, however, differ in their character from the latter, the carriages only, in the last two cases, having been off the line, whereas, in all the ten narrow gauge cases, the engines have run off, and the consequences have been more fatal. We must here observe, however, that the extent of the narrow gauge lines is 1,901 miles, and that of the broad only 274 ; therefore the comparison would be un favourable to the broad gauge if considered merely with regard to their relative length ; burit — must be borne in mind that the general s; eed of the Great Western considerably exceeds that of many of the narrow gauge lines, and that some consideration is on this account due to the broad gauge. The primary causes of engines getting off the rails appear to be over-driving, a defective road, a bad joint, or a badly balanced en gine. If, in consequence of heavy rains or other unfavourable circum stances, any part of the road becomes unsound, the engine sinks on one side ae it passes along such part of the rail, suddenly rises again. and is thus thrown into a rocking and lateral oscillatory notion, with more or less of violence, according to the rate of speed, and a very similar effect is produced in passing at high speeds from one curve to another of different curvature. A succession of strains is thus thrown upon the rails, and if, before the rocking subsides, the wheel meets with a defective rail or chair, which yields to the impulse, the engine and train are thrown off as a necessary consequence ; but, as far as we can see, such casualties are equally likely to happen on either gauge, other circumstances being similar. It has, indeed, been stated by some of the witnesses whom we have examined that the broad gauge is more liable to such accidents, from the circumstance that the length of the engine, or rather, the dis tance between the fore and hind axle, is less, in proportion to its breadth, than in the narrow gauge engines, and that therefore, the broad gauge engine is liable to be thrown more obliquely across the lines, and in case of meeting with an open or defective joint, wiore liable to quit the rail ; but we cannot admit the validity of this objection against the broad gauge lines. It may be, that the proportion between the length and breadth of the engine has some influence on its motion, and that the motion Is somewhat less Steady where the difference between the length and breadth hi con siderably diminished, but practical facts scarcely lead to the con clusion that the safety of the trains is endangered by the present provrtion of the broad gauge engi , es; for it appears that on the London and Birmingham Rsilway, where the °twines hitherto employed have peen, generally, short four-wheeled engines, the distance from axle to axle not exceeding seven feet, or seven feet six inches, no such accident as we are considering has been re-' parted ; and, we are informed by Mr. Bruyeres, the superintendent of that line, that no such accident has ever occurred. The same remark applies to some other narrow gauge lines ; and if, as has been stated, exemption from these accidents has resulted from the clues fixing of the engine a nd tender ado pted on this line, the same system might be adopted on any other line, wh e th er on the b roa d or narrow gauge An evil may also sometimes eras in six-wheeled engines, by the centre of g ravity of tile en g ine being brought too much over the driving wheels, and the springs b e i ng so adjusted for the sake of the adhesion of the wheels to the rails, that the front wheels would have little or no weight to support, and would be thus in a condition, by an y irregultuity in the ro a d er other obstruction, to be more easily lifted off the rails. But here, again, if this fault in the constriction or adjustment has been any where committed, it is a fault or defect wholly uncoimecintecgduelaer motion,ththebreaddattgoefrgoanusgteo. A no ther cause of unsteady or the safety of the train , ha s been stated to be the great overhanging w lit beyond the axles of some b engines of recent construction, and of the weight of the outs ide cylinder es ond the axle bea r i ngs. s o but at the same tine we must remark, th a t it far as thi s construction is co ncerned, it certainly appertains to nar row gauge lines only , is not essential to their workieg. Upon the whole, therefore, after the most careful consideration of this part of the subjec t, we feel bound to report, that as regards the f safety of the passenger , no preference is due, with well-proportioned engines, to either gaug e, except, perhaps,_b e at very hi g h velocities, where we think a pref erence would duo to the broad gauge. On this part of the subject we would beg to point to the nature of the evidence of Mr, Nieliel a i i WOCI , 2. We have now to evert. to the qqestion ee th e relat i ve &Moms modation and convenience for passengers and Kow a . artment, and the compartments are The first-class carriages of the bread gauge are intended to carry eight passengers in earls comp sernetimes subdivided by a partition and Inside door. On the narrow gauge fines, mo Aoi t_ c i a sg carriages are esuelly constructed to carry only six passengers in Melt com Pertinent, and we end that about the same width is allowed for e ach passenger on b o th gauges. Some of the original mail carriages were adapted to four passengers, and we believe that the public had a preference for these carriages over both the other descriptions. Until lately, the broad gauge carriages were altogether more com modious than these pf tits narrow gauge, but receialy carriages have been introduced op several of and narrow gauge line s near ly as lofty as those on the broad gauge,• equally c ommodious ;in short, we now see no essential difference as regards accommodation and con venience to individual passengers In the first- class carriages of th e two gauges. In the second-class carriages on the broad gauge six persons sit side by lilie s p;ch perriage being capable of holding seventy-two passengers. On the narrat* ga s get Rely few persons sit side by side, the total number in each car r i age being thirty-two t in this respect we are inclined to consider the latter are more comfort ably accommodated. With reference to the ease of the carte ee , and the smoothness of the motion, we have had very contradictory evidence, and it must be admitted that great diffeeette.e is experienced on the same line at clifferept times dePending tippn the state of the re ad , t h e spr i ngs o f , the carriage, the number of persons in e carriage to bring the springs into action, the position of the carriage in the train, and the speed at which the train is propellei, all 1111 1 cli cenditions are independent of the breadth of gauge. We bave, 'however, with a eiew of snaking oar own observations on this question, travelled several times over all those lines haying their stations in London, and after making,"to allowance for the circumstances the best of our judgment , e ver y above mentioned, we are of opinion that at tile higher veleCities the molten is mutiny suwolfivr oU thebrOktl goo, 3. We now come to the important consideration of relative speed. With a view to form our judgment on this subject, we have exa mined the dines tables of the several companies having express and fast trains, and the returns furnished by those companies of the actual speeds attained by the express trains, on thirty successive days, from the 15th June to the 15th July, 1845. We have also, on various occasions, travelled In the express trains, and noted the speed mile by mile. The result has been, that we are fully satisfied that the average speed on the Great Western, both by the express trains and by the ordinary trains, exceeds the highest speed of similar trains on any of the narrow gauge lines. But some of the latter have trains- which exceed is speed the corresponding trains of the Bristol and Gloucester line, and also of the Swindon and Gloucester line, both of which are on the broad gauge ; but these latter, it is to be remembered, are still of recent construction, with unfavoarable curves and gradients; and we have been informed by Mr. It. Stephenson, in his evidence, that at one period, the speed on the - Nertheru and Eastern line even ex ceeded that of the Great Western.; In treating of a differriee7 in speed, other circumstances besides the mere gauge - must be co ered. The inclinatiOns and curves of the Crest Westerp_Rails?asrie. between London and Bristol, and even for forty =itte beyond Bristol are, with the exception of the Wootton Bainet and the Box inclines. particu larly favourable to tile attainment of high velocities ; and it is hn portant to remark that the inclinations and curves on tkay part of the Northern and Eastern Railway, where the competitiodrlit speed with the Great Western was the most successful, are genelar of a similar character. PO One of the principal motives professed for constructing the Great Western Railway on the bread gauge was the attaining of high speeds, and the credit of the proposers and defenders of that con struction has, therefore, been dply engaged in maintaining them. The effect of gradients of thTipeed of the Great Western trains, even with the pewerful engines used on that line, is shown in the time table annexed, where we Hnd that, while the speed from Pad dington to Didcot by the express train is 47i miles per hour, from Didcot to Swindon it is only 31'1 ; and from Swindon to Gloucester only 31'7 ; from Swindon to Bath it is 481., but returning only 37'2; from Bristol to Taunton the speed is 461, and from Taunton to Exeter only 391. We must observe, however, that while the Great Western Com pany have not altered in any degree the plan of their engines, the higher velocities of the narrow gauge lines have been attained by the introduction of a more powernd kind of engine than was em ployed at an earlier period, and probably the new engines now used on the narrow gauge line are as powerful as they can well be made within the limits of their gauge ; whereas the broad gauge lines have still a means of obtaining an increase in the power of their engines, and of increasing their speed, provided the read be in condition to sustain the great increased force which must result from any tecreased weight of the engine moving at such high velocities. Whether the permanent way is in such a state at present is very questionable, or even whether it be possible in all vicissitudes of weather to maintain it in such a condition. We ought not to lose sight of the fact, that since the introduction of express trains, the accidents arising from engines running oil the line have been much more common than in former years ; indeed; these accidents have been more numerous within the last seven months, than within the preceding five years, and it is questionable whether this contest for speed ought to be carried to any greater length. We are, indeed, strongly inclined to the opinion stated by several engineers in their evidence, that it is the stability of the road, and not the power Of the engine that will prescribe the limits of safe speed. On the first introduction of passenger railways, speeds of about 12 miles per hour only were anticipated; the rails then employed it weighed tonws.asf, so ui czi ood ly ni 3 , e 3 ae l se bi p . ae p rye e d r s too f yard, h2oa va a en n drdail2tish miles e lf senosg perbns es. per yard, r, s e i a x nd o re engines attempted, e e n s weighing ten and twelve tons. Since that time the rails have been increased in weight progressively to 65, 75, and 851bs. per yard, and the weight of the engine on the broad gauge exceeds 22 tons, and on the narrow gauge it now approaches 20 tons; indeed we have seen a narrow gauge engine on six wheels weighing 30 tons. We doubt, however, whether a corresponding stability has been attained in the road itself. Among other changes for increasing the power of the engine and the speed of the trains of the narrow gauge lines, there have been the giving an increased length to the engine, and the placing the cylinders on the outside of the framing ; but it is the opinion of some of the witnesses we have examined, that this position of the cylinder has a tendency to produce a greater wear and tear of the journals, and a consequent rocking and irregular motion of, the engine on ti-e line. This, however, while the engine is of mediuM length, has been denied by Mr. Locke, who has had great experience in the working of outside cylinder engines. But it is stated by Mr. Gray and Mr. Gooch, that where the length of the engine is greatly increased, this increased length, by causing the extremities of the engine to over hang.very considerably fore and hind axle 4, has a great tendency to Increase the irregular motion produced by the outside cylinder. Mr. It. Stephenson admits that in some of the later engines tit? irregularity does exist, but he attributes it to the weight of the piston, and its appendages, observing, " I de not believe it is the steam that causes the irregular action, but I believe it to be the mere weight of the pistons themselves, and therefore if we contrive to balance the piston by the weight upon the wheels, we should get rid of that very much." At all events, from whatever cause the motion may arise, the oscillations are very considerable in some at those long engines, and such as can scarcely be considered safe, at high velocities. This great length of engine is, however, by no means essential to the attainment of high speeds on narrow gauge lines. We found by timing the express trains on four different journeys on the South-Western line, in both directions, that the whole distance was performed very satisfactorily in about 1 hour and 52 minutes, including the time of two stoppages, being at an average rate of 41 miles per hour, on a line in which, in one direction, rises for a length of more than 40 miles on a very prevailing gradient of 1 in 330, and in the other rises for several miles on a gradient of lin 250. On each occasion a distance of five miles, on a level part of the road, was passed at the rate of 53 miles per hour. The length of the engine holler was only 8 feet 7 Inches ; the driv ing wheels 6 feet 6 inches in diameter ; the leading wheels had both inside and outside bearings. The diameter of the cylinder in one case was 15 incites, in the other 14U inches, both outside; and at- tached to the smoke -boy. In proceeding to compare the locomotive engines, we remark in the first place, that the fire-boxes, boilers, Sec., of the narrow gauge en gines still possess a smaller evarorating power than those of the bread gauge engines, although recent attempts have been made to raise the former to the level of the latter; but those attempts have not succeeded ; and it is indisputable, that whatever can be done for the narrow gauge, in this respect, can be surpassed on the broad gauge, and we concur in opinion with many of the ablest engineers, who have stated that the engines of both gauges have nearly obtained the speed and power which it would be justifiable to employ in re ference to the present strength of the rails, and the firmness of the earthworks. We remark, in the next place, that the diameter of the driving wheels of the broad gauge engines is greater than that of the driving wheels of the narrow gauge engines, and although In many of the narrow gauge engines the use of the external cylinder has enabled the manufacturers to bring the boilers nearer to tile driving wheel axles, and has thus permitted an increase of the diameter of the wheel, still it is always in the power of constructors of broad gauge -engines to make a corresponding change, and thus to maintain the superiority; for the larger diameter of the wheel is unquestionably favourable to high speed, Loth because the steam is used to greater advantage, and because the alternating shocks upon the machinery are less rapid. It Is, however, extremely difficult to say at what speed this advantage becomes appreciable. We think it likely, that as far as the speeds of 40 miles an hour, there is no great difference between the twe, but that for speeds of 30 or 60 miles an hour, the difference may be worthy of notice. It becomes important, theta, to inquire what may be the greatest speed that will probably be desired or maintained on railways for ordinary purposes. It is certain that the wishes of the. public will be limited only by considerations of economy and safety. The greater the speed the greater will be the cost, and it appears to be the opinion of many of the officers of railways, that it would be difficult to maintain with safety the pres ent express speeds, upon the great trunk railways. The chief impediments to maintaining the present express speed are :- Ist. The difficulty of arranging the trains, where the traffic is fre quent, as that the fast train shall be entirely protected from the chance of interfering with, or coming into collision with the slower trains, or those that stop at numerous stations. 2nd; The difficulty of seeing signals, especially In foggy weather, in time to enable the engine-driver to stop the fast trains. We feel it a duty to observe Isere, that the public are mainly in debted for the present rate of speed, and the increased accommoda tion of the railway carriages, to the genius of Mr. Brunel, and the liberality of the Great Western Railway Company. As regards the applicability of the atmospheric principle of, trac tion, or of any other principle differing from the locomotive, we see no difference between the two gauges. . . 4. The question of economy is that which next demands our at tention. Under this head we have to consider the cost of construction, the purchase of the plant, which consists of engines, of carriages, and of other carrying stock ; and lastly, the cost of working. Titre can he no question that in the first construction or a railway, the narrower the gauge the smaller will be the cost of the works. This applies to tunnels, bri , ges, viaducts, embankments, cuttings, sheds, workshops, turn tables, tranverse sleepers, and ballast, and the pur chase of laud ; but It does nut affect the rails, fences, drains, and station-houses. The exact difference, however, must depend in a great degree upon local circumstances, and no opinion can be given of the precise ratio of difference without going into a very minute calculation of each line on which the two systems are to be compared ; for Instance, in a line " " - free from tunnels or viaducts, and in a flat country, where there arc neither cuttings nor embankments, the difference would be limited very nearly to the quantity of land to be purchased (the se7erance and damage being about equal in both cues), the amount of ballast ing, and some increase in the cost of the sleepers ; whereas, in a very undulating country, the difference would be more considerable. As to the cost of the maintenance of way, supposing the con struction to be the same, that of the broad gauge must be, rather the greater of the two. In respect to the cost of the engines and carrying stock, we have to observe that they are generally more expensive on the broad than on the narrow gauge. But, ou the other hand, it is asserted by the advocates of the bread gauge system, that as the engines will draw greater loads, as the carriages will accommodate a greater number of passengers, and as the waggons are capable of conveying a larger amount of merchandise, the work can be done and is dome at a less charge per ton, and that a compensation is thus obtained for the in creased outlay. Bow far this isfound to be practically the case is the next subject for inquiry. We were very desirous, if it had been found possible, thoroughly to investigate this part of the subject by means of the official data called for by us, and furnished by some of the principal companies, contain ing a statement of their working expenses ; but we find the circum stances so different, that very little satisfactory Information can be thus obtained that has strictly a reference to the economy of the two gauges. There are, of course, various matters that have an in fluence on the actual cost of locomotive power and general traffic charges, that are in no way connected with the breadth of gauge ; such as the nature of the curves and gradients ; the price of coke ; the general nature of the t raffic, the mode of working that tram, as adopted by different companies, the employment of engines of greater or lees power, that incr ea se d accommodation to the pu blic which in volves an extra expense for return carriages, sce. The London and Birmingham, and the Great Western Railway, as metropolitan lines of grad traffic and of considerable length, would at first sight appear to furnish the best means of comparison, and there is, in fact, no difficulty in comparing the actual expenses; but these lines differ essentially in the character of their gradients, and in the amount of traffic, estimated at per mile, and above all, they differ in the character of the engines they employ. The London aed Birmingham Company have from the commenee await persevered in the use of light four-wheeled engines, while the Great Western, availing themselves of the facilities their gauge a ffords, have adopted large and powerful engines, which are w erked at nearly the same cost per mile as the former ; ' and if such engines es those on the London and Birmingham line were essential to the narrow gauge, the question as to the economy of working might be at once decided in favour of the broad gauge ; but this is'by no means the case ; several narrow gauge lines employ engines of great power, and work, in consequence, much more cheaply than the London and Birmingham ; therefore, the comparison between the working ex penses of this lint and of the Great Western cap oply ke ponsidercd as e test of the principle of working with light and with heavyengines, and not as furnishing a test of the working economy of the twe gauges. It is a common practice with different railway companies, in their half-yearly reports to their proprietors, to state the per centage of their various expenses, under a few distinct Wadi, as don:Tared wills their revenne ; end from these it appears that on the Great Western, the locomotive charges, during a period of three years, have varied between fi's and ill, averaging 9•7 per cent. on their income ; and on the London - and Birmingham they have varied, within the same period, between 7•9 and 1016, averaging abent iI•Q per cent. on their income; and therefore, on a superficial View of the question, the London and Birmingham would appear to have worked their line at a cheaper rate ; but valid objections have been made to this com parison on the part of the Great Western; becapse it is obvious from the several returns wp have received, that the London and ginning -11441 OQUVA 2 / 1145 fat' the Wore abitudaut WOW per wile. sad geght Mr. Gooch estimates each carriage and its passengers on the broad guage to weigh about 9Y, tons, and therefore there would be •even carriages to make up tke 67 tons above specified. The nlost com modious carriages on the narrow gauge lines, inch as those on the South Western, weigh less than 5 tons ; seven such carriages would therefore weigh about 34 tons, and being capable of centaining 126 first class passengers, weighing, with their luggage, 121, tons, the total load would be only 46!, tons. Now we find that even with a trallic as large as that of the Lon lon and Biriningham Railway, the average per train would only be 54'9 passengers, weighing about eight tons; so that, under the supposition of a traffic of this extent, the load of the seven narrow gauge carriages so occupied would only be 42 tens. But Mr. Gooch estimates, from kis own experiments, the relative powers of traction of the broad gauge engines, and of the narrow gauge engines of the South-Western Railway when working at the - same speell, as 2,067 to 1,398, or as 67, the load of the broad gauge in tons, to 45 tens, which would be the corresponding load for the narrow gauge ; so that the narrow gauge engine has more power over the 42 tons it would have t ) draw, than the broad gauge has over its average load of 67 tens, both exclusive of the weight of the engine and tender —the narrow gauge carriage In this supposition being supposed to con tain 84 . 9 passengers, and the broad gauge only 47 . 2, If, however, it were necessary, 224 first-class passengers might be placed in the seven broad gauge carriages, and, as it has before been said, 126 in the seven narrow gauge carriages; but it appears likely that this extent of accommodation would only be called for on such rare occasions, that the question of providing for It, except by a; - sistant power, cannot be taken n;o consideration in the present com parison. _ It is'obvions from the foregoing statement, that the narrow gauge engine of the class we have been considering has more power over the seven narrow gange carriages, and a load of 126 passengers, than the broad gauge engine has over the seven broad gauge carriages, and the load of the same number of passengers; and that, therefore, If the Great Western had been a narrow instead of a broad gauge line, the South-Western engines would have bad the same etorumand over the existing passenger traffic of the Great Western, as its own engines now have with the present construction of that railway. . We must remark, however, that this caieniation' is for trains con sisting exclusively of passengers and their personal luggage. ln the Great Western average trains of 67 tons Shire is an allowance of about 16 tons for passengers and luggage, including gentlemen's car riages. Allowing the same weight of luggage on the narrow gauge line, the train would still not exceed 50 tons, which is considerably within the power of the narrow gauge engine. For it appears by the experiments that hare been recently made on the Crest Western Railway, the details of which are given in the appendix to the evi dence, that the Great Western engine is capable of propelling 53 tons at a greater speed than the average speed of that line; and conse quently by the proportion above stated, the narrow gauge engine would be capable of propelling 55 tons at the same rate. We con clude, therefore, that the work would be performed at about the same expense for locomotive power. That there may be cases in which not only the full power of a broad gauge engine is required, but even the assistance of a second engine, is quite certain, but such trains tiirm the exception and not timrule in railway passenger traffic, and we doubt the soundness of a principle which involves a great expense in construction, for the sake of possessing capabilities so seldom eaUed into action.* It is Proper to observe, that the foregoing comparison would have appeared to stand more in favour of the narrow gaure, had we taken for the engine of comparison one of those engines of whose increased capabilities some of the supporters of the narrow gauge system have informed us ; but we have preferred the comparison afforded with the South-Western engine, from its being the one on which Mr. Gooch, of the Great Western Railway, superintended the recorded experiments: hence, our deductions are made from data tUrnished by the advocates of the broad gauge system, without drawing any thing from the evidence on the other side; and as these deductions sufficiently demonstrate that there is no economy hi the locomotive expenses for passenger trains resulting from working a line on the broad gauge system, even on such lines as those which have at the po p fe l' rrt s ii, e ,see n ti e t . ssd o eo i t n , moment e t p theffq offered s n t s a u b p u p n o d rl l ' it of pas tl s ie eng n er arr tr o a w fil g e' a a ufTe . t a l 4. P 1 o o e • - t t , e ... s h u o ll w )c e rti ve u r o , u s s iated In IFr. flooeles comparativ4. table, and repeated in his evidence, which appears so ninth at vari ance with the results we have obtained from other data, as to require explanation. kr. Gooch has asserted that the Great Western. Company work' their passenger trains at half the expenss per ton at which the Londen and Birlllillghayft Company wok their passenger trains. The fact is, however, that Mr. Gooeh's calculations refer to - the gross and not to the net loads ; and therefore the comparison is not applicable, so far as regards the profits of these companies, and affords no proof of economy in workinethe passenger traffic og the CireatArest ern system.. There cau be no doubt, judging both from Mr. Minds evidence Oven to us; and from his report to the directors of the Great Western Hallway Company, that he originally expected there would be on the Great Western Railway a demand tor carrying great numbers of pas sengers at high velocities ; but from his own evidence, it appears that the only heavy passenger traffic upon that railway is between London and Reading, and between Bath and Bristol, being a total distancf of about 50 miles, out of 245. . . On the remaining part of the line the passenger traffic, per train, ia small. If the convenience of the public would admit of the whole of ! passenger traffic of this portion of the line being conveyed daily by two or three large trains, Mr. Bruucl's views would have been per- ' fectly correct in providing such powerful means; but experience has proved that the public require pass enger t ra i ns to b e run many time, during the day, and with this erequency of trains such numbers of passengers as Mr. Drupe' has provided for cannot be expected argil on railways of the largest traffic, so that practically there Is a waste both of power and of means. In the case of " goods traffic," the err-:1 eumstanees are not the same; railway conveyance for reerebandis' seems enly to be required a few times in each day, and the trains are I. generally large. The " through" waggons have for the most part it full load, and the disproportion between the gross and the net weight is consequently much less than In the passenger trains ; still; hoW • ever, it appears from the evidence of Mr. lime, anti of other persons connected with the carrying trade, that on the London and Binning ham Railway it frequently happens that waggons are forwarded to a cons derable distance to " road-side stations," containing not mere than a ton of goods; and there eau be no doubt that this must hap pen on any long line of railway. • The same also occurs in waggons coming in from branches along the trunk line, and in all such eases the heavy large waggon of the broad gauge must be disadvantageous but although the evil is not so great with goods waggons of the; broad guage as with their passenger carriages, still the loss by dead weight is greater with these than with smaller waggons, and we do not perceive any advantages in the broad gauge to counterbalance it, for where speed is not an object, and this le the case with goods trains, we believe, from the evidence we have received, that engines of nearly the same tractive power are to be found on as many narrow gauge lines as those in use on the bread gauge. Thus far we have considered the question with reference to the railways as they now exist, and compoeett in a great measure of trunk lines of considerable traffic ; but the railways to be made its fixture will in some degree be branches or lines in districts having traffic of less magnitude than is to be provided for in the existing railways ; and hence, if for the gr ee t er t run k li nes a superiority were due to the broad gauge system, that superiority would At less 11 - tr lines yet to be constructed of a smelled' ainount of trefile t and neces. sarily, if the preference were given to the narrow gauge for the ex isting lines, that system would he still more entitled to the preference for the railways of smaller traffic to which we lodk forward. We must here add,, that, towards the clove of our bunstry. Mt. Brunel requested, on the part of the broad gauge coluptuUes,“o in stitute a set of experiments to test the power of their engines ; and Mr. Bidder, on the part of the narrow gauge companies, undertook, in consequence of such application, to make corresponding experi ments on the narrow gauge. After sanctioning these Biala, anti being present at the performance of them, a retard of which will be found in the appendix, we may observe, without entering into a minute detail of the results, or the discrepancies between the returns as furnished by the two parties themselves, that we consider them as confirming the statements and results given by Mr. Gooch in Iris evidence, proving, as they do, that the broad gauge engines possess greater capabilities for Speed with equal loads, and, generally speak ing, of propelling greater loads with equal speed ; and moreover, that the working with such engines is economical where very high speeds are required, or where the leads to be conveyed are such as to re quire the full power of the engine. They confirm, also, the evidence given by Mr. Bidder as to the possibility of obtaining high evapo- rative power with long engines for the narrow gauge, but under somewhat peculiar circumstances. 1 t appeara, moreover, that tile evaporation thus obtained doe; not prm 1 itee a corresponding user:: effect in the tractive power of the engine; a circumstance t t ha u t t 7o , u r probably be differently explained by Mr. Gooch and by .31:. id ‘ but as we de not refer to the power of this description tt the deductions we have made, it is unnecessary tor to ot alrut g le in f t nr n - i fur ther to them. After a full consideration of all the circumstances that tt have conic before us, anti of the deduetions we have wade from , . we are led to conclude:— I. That, as roger , . ' I the safety, accommodation, and concenienc:. of s the passengers, no decided preference is due to either gauge, but that on the broad gauge the motion is generally more cuts at high , velocities, 9. That in respect of speed, we consider the advantages aro with the broad gunge. bet we think the public safety would be claim- , gered in employing the greater capabilities of the broad gati4e much beyond their present use, except en roads more consolidated and more substantially and permanently formed than those of the existing lines. 3. That in the commercial case of the transport of goods, we believe the narrow gauge to possess the greater convenience, and to be the snore suited to the general traffic of the country. 4. That the broad gauge involves the greater outlay and that we have not been able to discover either in the maintenance of way, in the cost of locomotive power, or in the other annual expense s , any adequate reduction to compensate for the additional first cost. Therefore, esteeming the importance of th e hi gh speed on express trains for the accommodatloi of a comparatively small number of persons, however desirable that may be to them, as of far less moment than affording increased convenience to the general commercial traffic of the country, we are inclined to consider the narrow gauge as that which should be preferred for ge neral convenience; and, therefore, if it were imperative to produce uniformity, we should reeommend that uniformity to be produded by an alteration of the broad to the narrow gauge, mere especially when we take into consideration that the extent of the former at present in work la only 274 miles, whilst that of the latter is not less than 1,001 miles, andithat the alteration of the former to the latter, even if of equal length, would be the less costly as well as the less difficult operation. We are desirous, however, of guarding ourselves from being stn. posed to express an opinion, that the dimension offmir feet eight and a half inches is in all respects the most suited for the generol objects of the country. Some of theengineers who have been examined by us, have given it as their opinion that five feet would be the best dimensions for a railway gauge; others have suggested live feet three incites, five feet six inches, and even six feet, but none have recommended so great a hreadth as seven feet, except those who are more parti cularly interested in the broad gauge lines. Again, some engineers of eminence contend that a gauge of four feet eight and a half inches gives ample space for the machinery of the engine, and all the rail way requirements, and would recommend no change to be made in the gauge. Ws may observe, In reference to this part of the. question, that the Eastern Counties Railway was originally constructed on a gauge of 5 feet, and has since been converted into a gauge of 4 feet 5 inches, to avoid a break of gauge; and we have been informed that some lines in Scotland originally on the gauge of 5 feet 3 inches are about to be altered to 4 feet y 2 inches for the same reason. Whatever might be the preferable course were the question now to be discussed of the gauge for the entire system of railways, where none previously existed to clash with the decision, yet under the pre sent state sf things we see no; sufficient reason to suggest or recom mend the adoption of any gauge intermediate between the narrow gauge of 4ft. B%in. and the broad gauge of 7ft. ; and we are eelt- Early struck by the circumstance that almost all the Nntimantal rail ways have been formed upon the 4(1. 8 Nitt. gauge, the greater num ber hiving been undertaken after a long experience of both the broad and the uarraw gauge In this country. Nor must the fact be lest sight c.f, that some of these railway have been constructed es well as planned by English engineers, and amongst that number we Stud .;1!; Brunel the original projector of the broad gunge. Mr. also the engineer of the Merthyr Tydsil and Cardiff line,_Vatchatt the fit the four feet eight and half Inches gauge; and ‘N • 1 1 . i e 1 t' a that 1,, motiws lid to his adoption of the narro war g ,. stance would equally apply to many We arc seasible of the importance, °3 l 'lEnglish lines We t l circumstances, of leaving commercial enterprise , to well a' . .--tire get t iUlaoa o f the . 01 sc gaug ientific men e is a unfettered ;we therefore that tee' t ent and we are willing . r rtained ; measure thAt should not be to admit, were it not for the lightl mat gii*hetiaaveigea come into. contact, thatl that must inevitably be ex perienced when lines of unequal 1e It appears iPA- during the half year ending the 301,11 of 4une. 1845, the number of miles run by soupled and assisting 'magnet; for passenger trains on the Great IViestern Railway, aniOalited to 11,628, and far goods trains to 51,185. me total number of miles run by the former tllllllO beiaj 261,03, tuld of the latter 150,324. • 3 That.in: Order to complete the geuull chain of narrow gauge conummiention from the north of England to the tit:inbuilt (.0..4, any suitable measure should he promoted to form a nari4,w link from Oxford. to Reading, and thenve,to Basingstoke, or by any shorter route connecting prOpoied Rugby and Oxford line with the South-Western Railway - Company. 4. That as any junction to be ibrmed with n broad gauge line would involve a break of gauge, provided our first recommendation be adopted, great commercial coneenience would be obtained by re during the gauge of the present, broad gauge lines t , .) the narrow • gauga, of tour feet eight inches and a half; and we therefore thin 4 It desirable that some equitable 1110211 i s 1 onid he found at proarchl.;;_ such entire uniformity of gause, ar of such otiler-eont4B aer. would admit of the narrowgaiimtarriage firm lberrilektliatattrCirTtip or danger, ti , M 11.3 if.tlgl". ite4- - • (Aigne4i 3 N. FREDERIC SMITII. (E.S Lieut.-Colonel Royal Engineers. tt. li. AIRY, Astronomer Royal. (T,,5.) -PETER BARLOW. THE GAUGES. The following are the conehtMonm and recommendations w 1,10,, from their importance, We recapitulate h, a separate form, from the report : ()INCLT SII,No, 1. That as regards the safety, aet . ounodation, and Naive nionee of the passengers, no decided preference is due to either gauge, but that on the broad gauge the motion is generally more easy at high velocities. That In respect of speed, we consider the advantages ore with the broad gauge, hut we think the public safety would be endan gered in employing the greAter capahilities or the broad gauge strleh beyond their present use, except on roads snore consolidated raid more substantially and - perteotly formed, than those of the ex istiok: lines. " 3. That iu the ofthe transport of goods, we be lieve the narrow gauge n. possess the greater convenience. and t• be the , more united to the general traffic ofthc country. " 4. That the broad gauge involves the greater outlay, and that we have not been able to discover either in the maintenance of way - . in Ihe cost of' locomotive power, or in the other annual expense:, any adequate reduction to compensate fog the additional first cost." REcoqNiENDATIti;is, " 1 - . That the gauge of four feet — eight indics and a half be -Je elated by the Legislature to be the gauge to be timed in all Stile railways now tinder construction, or hereafter to -be constructed. lv (great Britain. i. That uuless by the consent of filo Legislature, it should net be permitted to the directors of aby railway company to alter the gauge of such railway. - " 3. That in order to complete the general chain of narrow gauge communication front the north of Englaud to the southern coast, any suitable measure should be promoted to fcrni a narrow gauge lint from Oxford to Reading, and thence 'to Basingstoke, or-by any shorter route connecting the proposed 'Rigby and 'Oxford Ith the South-Western Railway 4. That as any junction to be formed with a broad gauge line would involve a break of gunge, provided our first recommendation be adopted, great commercial convenience would be obtained by re ducing the gauge of the present broad gauge lines to the narrow gauge of four feet eight. inches and a half; - and we therefore Oda it, desirable that some equitable means should be found of producing such entire uniformity-of gauge, or of adopting such other eonrse as would admit of the narrow gauge carriages passing, without inter minion or danger, along thy broad gauge lines." PARLIAMENTARY BUSINESS. (From tbe Vines and Proceedings of the House of Commons.) wEDNESDAY 7 FEB. 18. The following Petitions for Railways were reported, and the king ordered to be brought in 47 ilia undernarned Hon. Members:— London and York—Mr. Astell, Mr. E. Denison, Mr. .1. C. Muds* and Mr. R. Yorke. Wayeney and Great. Yarmouth—Colonel Itoent, Mr. Ihmthold, and Mr. Wit!Mere. Great Western and Uxbridge—Mr. Dashwood and Captain Oswald. London, Nei bury, and . Bath Direct—Admiral Dundaa, Viscount Duncan, anti Mr. IV.'llenenge. Great, Grimsby and Sheffield .Tute_lion (Extension No. 3)—Lure: Woritley amt Mr. Christopher. London and Itiaegwan (Widening)—Dr. Bowling and Mr. MitealtSl. • Great Grimsby and Sheffield Junction (F tension !to. .0—j. 4 4 , 4 Worsies Slid Mr. Christopher. Cast Lancaslire (Deviation and Branches)— Mr. Patton & Mr. Walker, tiloncester and Dean Forest--Mr. Phillpotts and Captain Berkeley. sbropghire Union Railways and Canal (Chester and Wolverhampton Line)—Visciunt CHIT and Mr. Legh. Shropshire Union Railways and Canal (Newtown to Crewe Branches) —Viscount Clive wad Mr. Legh. London and south Essex—Dr. Bowling and Mr. Mitealfe. Harwich and Eaktern Counties Junction Railway and Pier—Mr s Attwood and Mr. gpootter. Atlikby and Stathfortal—Mr. S.'O'Briell and Colonel Anson. RAILWAY SHARE MARKETS. ISRISTOL, Tr.u. lg. • STOCK ExcHANGE.--The only sale was-1111:4,4 and Exeter New, 12. EXETER, l'Es. IS. • - STOCK Xxciramoc.— The sales are—Exeter, Yeovil, and Mix:hea ter, 101. dis.—Briatol anti Exeter, Thirds, l2Fi —Eastern Counties, tit —Ditto,Tork Extension, 255, p. MANCHESTER, FEE. 18. EXCIIANGt. The sales are —Blackburn, Choi*ley, and Liver pool, N dis.—Boston, Newark, and Sheffield, a dis —East Lincoln shire, p. e.—Fleetwood, Preston, :uid West Riding Juneti on, 1 p.—Groat Grimsby and Sheffield Junction, 7-16 p.--Creat Grimsby and Dock Extension. 2 p.—lltaiderstlelti and Manchester Railway and Canal, 7% Orinakirk, and Preaton, 33 p.—Liver pool, Preston, Manchester, and Stockport, ton, Matlock, and Midland, 114 p,—Manchester and Birmingham, p.— Ditto, B, A 4 p, C, 6 4-11.ancliester and South ' ampton, % p.—Oxford, Southampton, &c., 14s. 6 , l.—Preston and Wyre. 35—Ditto, 1 1 , 1 14 p.—Sheftield, Leek, and Crewe, t.lietlield and Man. Nester, Quarters (No. 3), 3ad p.— s,hroptihire Union hallway and Canal, par—West Lancashire Coast, dis, West hiding Vino% 3% p. .1" : 1EFFIE1,1), FEB. 18 STUCK EicnANGE,---The sales are—Matteltester, _Midland, and Great Grimsby, I —Manchester and Lincoln Union and Camil, M.—Sheffield, Ittaton, Leek, Potteries, and Crewe, 15s. Gil. NULL, FEB. 18. STOCK EXCHANGE.—The sales are—Blackburn, Darwen, and BO ton, New, 2%—North British, Carlisle Branch, 27. 18s. 9d.—Am beraate, Nottingham, Boston, &c., 2%—Derhy and Gainsborsugh. and “alwer, 41. Is. 641.—Grand Union, 315.---Great North and South Wales and Worcester, ris. dis.—Hull and Barns ley Junction, 355.-I,lncoln and Wainfleet, 345. W.—North Stafford slate, 31, Vis.—Trent Valley Continuation, I:4i. NEWCASTLE-UPON-TYNE,. Fax. 18. STOCK EX , FIANGE.—The are—Direet Northern, par—Esit ern Counties, Viol Extension, l!i p.—Great Grimsby and Junction, Quarter Shares, las. v.—lpswich and Bury, p.— North British, Halves, Carlisle, 1 p.--North Staffordshire, ti p. YORK, Fee. IS. • STOCK Exc RANGE.- The sales are-Grand - Union, l!i-Ipswich and Bury, 87 , .i -Latica•hire anti North Yorkshire, 21. 78.-Leicestor and Bedford, I-London and York Extension, 27/i -Mallon and Dritileld Junction, 2)i-Mancliester, Buxton, Matlock, and Ml - land, 3 8 i -Newcastle anl Berwick, 2274-Newcastle and Dar Eng.. ton, 45 -Ditto. F.xtensions4loS -North British, Carlisle Extension; 21. 19s. 3d.-York and North Midland Extension, New (East and west flitting), 101. 61. EDINBURGH, FEB. 16. Srocx ExcHANGE.--The sales are-Aberdeen, 101. 10s.--Aberd ten Bann; and Elgin, 11. 155.--Airdrie and Batligate, 21. 12.1.- Ar broath and Forfar, 281.-Ditto, Half Shares, 161.-Ayr and Dum fries, 21.25,-Ayr anti Galloway, 11. 1 75.-Banffshire, IL 105.-Eli tisk anti Irish Union, 2/. Os. 6d.-Caledonian, 14/. Ms.-Catalo nian Extension, 21. 12s. 6d.-Caledonian anti Dumbarton, 'Ls.-- Caledonian and N,urthern Direct, 21. ls.-Clydesdale Junction, 197. 103.-Direct Northern, 2/. 9s. 6d.--Dttudee and Arbroath, 391. .sa. --Ditto, New, 22k-fluidics and Terth, 14/. 17s. 6d.-Esgt 2.1.-East Lothian Central, 27..-Edintairgh and tiathgate, 21. 12s. 6d.-Edinburgh and Glasgow, 751. 10,-Dltto, Un it , :ihszes. M. ills.-Ditto, Qttarters, Dumbarton, 16s. Edintmrgh and th Edinborgli Glasgow, and and Grantou, 19/. 10a.- 191. 155.-Ditto, ditto, , 16 10 Atmosplier ' io, 14 55.-Edbiburg, Leith, 2 Gi Now 31 o a. rEod . rint h s t) . uargn . idi 10a.- Ditto, re N f e e vr re po ne ; ' , 1 1 2' . 45 1 °.1 .- DiEdttoi,uLbtoeirtigielalvn!ii. and j ee tt b n l c e ti s, ffi l i. 7. 2 l l. 2l. o - 1 / , :. i d g i o l rgh and Perth , a tock, 274 15-Ditto, Quarter , -hares, lat. 10s.-Glasgow, D um f r i es. : , tut Carlisle, 2/. 10s. -Glasgow and Dundee Junction, 21.-Glasgow and Garnkirk, 437.-Glasgow and Greenock, 191. 10s.-Ditto, New Stock, 101.-Ditto, Preference, IL 155.-Great North of Scotland,. .15.-Granton Junction, 21.-Invcrness and Elgin, U. ag, London anti York, 3/. rm.-North British, 281.-Ditto, Halves, 7/. Ms.-Perth and Inverness, 1/. 165.-Scottish Central, 151. 16a. Scottish Midland, 61.--Stirling and Dunfermline, 21, 7s. si. GLA SGOW, rEs. 17, STocX EX , NANGE.-The sales are - Ayr and Dian lies Junction. 385.-British and Irish rilion, 605.-Caledonian, 14L-Caledonian and Ayrshire Junction, 355. 6 t1.-East Indian Railway, 255. 9d.- 41g'osvt_11(1111c1...z.tn'1,,y.:IL i ti n t i m ar c i t , i o t Dumfries, i t a n vir t o C w ar n lis ar le : , 4 a 2 ; ' 14 - A G r i ci 2 l NJ os.7;n' hour Mineral, 425.-Great North and South Wales, 88. W.-Great North of- India, As.-Lanark and Lothians, 475.-Scottish Central. 15,‘ - -Scottish Central and Caledonian Junction, 30a.-South Mid lead, 895 .-Stirlingshire and Midland Junction, 41s. 6tl. LONG PROTRACTED WILL CAUSE.--Mathias Aspden, merchant of Philadelphia, died in London about twenty•six years since, without issue, and leaving his estate to his heir at-law in England Numerous petitions were beard in the High Court of Chancery, but, on failing to give the proofs required, each was dismissed, when John Aspdeu, of Raw tenstall, Lancashire, commenced establishing his rightful claim to the estate (now amounting to a sum of upwards of 500,000 dollars) as heir-at-law and, after more than twenty years' litigation in British and American courts, the court at Philadelphia has finally given judgment in favour of the Lancashire claimant. It is a remarkable fact, that nearly a quarter of a century has elapsed since this court issued its commission for proof in favour of the said claimant to the Rev. W. Gray, and other gentlemen of Hasliugden, and though no evidence has been produced by the opposing party during the whole period, it appears they have at least succeeded in furthering delay until death has overtaken tbe executor as welt as the aged claimant, leaving the issue of the latter to reap the fruits of his anxious care and arduous • toil., ' FATAL ACCIDENT TO A YOUNG - GENTLEMAN.-011 Monday night W. Payne, Esq., held a protracted inquiry in the board-room of Guy's Hospital, en the body of Mathew Bowles Alt. aged fifteen years. son of the late Captain Alt, R.N. The deceased young gentleman was heir to a large fortune, and resided with hi 3 mother on Chester-terrace, j.ainbeth-road. • John Phillips. 1 3 ° . rough-road, deposed that on Saturday afternoon last, about half past two o'clock, he was standing about four cloora from the British and Foreign School in that toad, and saw ato cart on the oppo site side of the way. The carman had gone into a public-house. anti when he came out, the horse suddenly stxrted off. The carman pursued It and caught bold of the shaft, but was forced amt by the animal's increash , speed. The deceased at this m t oment ran up to the horse and laid fiat of him. Inn Iva.; inurThate y thrown, The unfortunate yeung the right wheels pa.ssing over his body. The , o the hospital. house-surgeon gentleman was proved that deathewv•ea.",:"lZr'e'setV't of the hinnies received from baler run over. The deceased expired :dealt a quarter of an hour after hi s s ..ton. The jury recorded a verdict of " Accidental death,. c:llatotalclit:tue.ntairaoloteft ishrerlroveidunallg SIR ROBERT PEEL ANP THE WESTMINSTER ELEc„„ personsll. . _._ .„,.,, t ~,,,u , „ ‘,.),,, 'voted at the polling-booth at St. Mar. TlON.—iii, „ . i . except the poll-clerks, were aerate at the t:l a ' f: g ." 1 : * : ! (: :: le i i i su i 1 : ; ": ' . l i' o r. j4faii Siri ( L.' ' a ?' 'R t 4l' a l l f t '. e ! g.'Sous.'it It!'reds lb e There were few , present:. ImLanlikh:tah(riel:vholitu-eor:::Sultafer:,.deeided their race l i t i s, ea J r a t m ut es ol lt d y u ron t i and GREAT Fo o t' RACE FOR FIFTY P u .- o . day the two celebrated well-known pedestria 0 DS n Tues ne mile , f . a- e p ers on s, The maxficia i road for at Ealing. IH the presence ef a large assenthl g of p were matched to ;f a i e n c e , & lim a . men splitting and well 50/. aside. After a road was accomplished find (ante th first. The tasty tulle " trader five minutes. EXTENSIVx. FAILURE.—LIVERPOOL, WEDNESDA T.—.. A most extensive feline is ul r Of Stoektialt, supp ose d tobp - o tely announced here to-day, the 'lo ft e the most extensive soap-boilers in Ning. land. Rumour spealts of their liabilities as being immense in antrient ; it is said to the extent Of nec'euttY, involve many nearly - 200,0001. Bach &failure as this must, trills are mentioned, but any ,, e e th a e b r e t h i r n se rr s o d in ep i e l t i t c de ti nt i t i mos It. tiieveral may state es a fact that Messrs. Stockdales' house n° - th a ng yrams-rams- We iti Way S WhiltgYtr bias concerned in any railway speculatlons. laty bsi l be to tb J e • v ailv er oleo' ~~