The Sun.
London, England, 1853-01-18 00:00:00

Oxford, and acknowledged there; then passed on from
Islip to the Oxford-roe KI station, where it was again
telegraphed to Oxford and Oxford having answered
"All right," it then proceeded on until the disaster
took place which was the subject of inquiry. That
morning's investigation, by the examination of the sta-
tion master at Bletchley, had further shown that there
was no unnecessary delay at Bletchley ; and if they re-
ferred to the time-book which was given to the guard,
and which was now in evidence, they would find that
the coal-train was to leave Bletchley after the 2240
train from Bletchley. Perhaps, before dismissing that
point, he ought to call their attention to the
fact of three engines having been dispatched with
a coal-train much longer than usual, and suggest for
their consideration whether so stringent a rule as rule 18
ought to have been infringed without written instructions,
and whether the explanation of Mr. Johnson, the station-
master, that it is'better for the advantage and safety of
the general traffic, while it is all carried over a single
line, that extra engines should be attached, and a greater
number of waggons sent on by one train, than for the
train to be divided into two, is a satisfactory explana-
tion, and whether that is a better course than the
separation of an' inordinately long train into two. ThrA
was probably a, matter which they would discuss se.,en
they were deliberating on their verdict. The great ques-
tion for them to consider, however, was as to the sAhrting
of the 5.30 train from. Oxford ; and there he, thought
they should begin by inquiring seriously wie.a 'whom that
starting rested. They had heard from a. series of wit-
nesses that the guard was the person to start all the trains,
and that lie should do it by his whistle. The book
of instructions had been put in to show t •
Wynne had very properly ths;-1, s e•ii ion to he fact
that the regulation only applied to road-side stations.
Now, certainly, Oxfor d could not 1.,e called a road-side
station. But it had been shown all through the inquiry
that the custom had been for *le guard to start the train
by his whistle; and althouglA some of the witnesses—
Hayes and Gwynme in particular—said that they had
known a train to start. by the words "All right," or a
waive of the hand, yet it must be recollected that the
evidence of Capt. liruyeres and Kinch himself was that
the whistle 'orily teas used. He (the coroner) had en-
deavoured to collect from the evidence that portion
which related to the company's servants, hecause his dec.
trine as a coroner had always been, that where machines
were under human agency some human agent ought
to be' resposible for any casualties that might occur.
They would no doubt agree with him, that some
fault was attributable to Smith, the foreman of the
engines, for leaving the station at four o'clock on the 3d
instant, without leaving some one in his place in charge
of the trains, and to examine the persons who had to
conduct them before they started from the station. The
evidence on this point was confirmed by Mr. Blott, who
said that he was not aware that there was any one to
discharge Smith's duty in his absence, and, indeed, that
he did not know that Smith was away at all. Smith also
stated that there was only one line for the traffic between
Islip and Oxford, and that fact would leave no doubt on
on their minds that there was greater risk at that parti-
cular point than on any other part of the line between
Bletchley and Oxford ; and also that there was a still
greater risk between Banbury-road and Oxford, in conse-
quence of the 'other line being set apart for the ballast-
engines in the use of the contractors, who were effecting
repairs at the Wolvercott tunnel. Whether the precaution
now adopted, of using a pilot-engine, ought not to have
been adopted before, was a matter for their consideration ;
and whether a further amount of communication with
the station, by signals or otherwise, ought not to have
been resorted to while there was this additional risk, or
whether the company or its servants had used additional
means of caution or not during that time, were also mat-
ters in the consideration of which the jury must be guiled
in a great measure by the following facts which appeared
in evidence—namely, that from the station to the bridge,
a distance of 300 yards, there was only one policeman ;
that at the bridge the pointsman who was also the sig-
nalman, had the herculean task of attending to fourteen
sets of points besides the bridge and auxiliary signals.
And although Captain Bruyeres had stated that they
were only bridge signals for that part of the line only, it
was evident, from what had occurred, that they were
necessary for the security of trains and their passengers
when starting from Oxford. Then, again, what other
communication had they between the engine-house, the
auxiliary signal, and Wolvercott tunnel ? None. A
line of two miles was left without any signal, with-
out any policeman ; and except the platelayers, who
left work at dark, there was not the least protection to
the public. It was for them to consider, not only
whether they would allow that inquest to pass over
with a mere expression of opinion, but whether they
should not suggest that the legislature ought to inter-
fere, by the enactment of pains and penalties, in
order to prevent the recurrence of such disasters,
arising from the want of precaution, and to secure better
protection to the public in future. The coroner then
went on to consider the important question by whom the
5.30 passenger train was started, and read over the evi-
dence of the various witnesses who deposed as to that
point. He then proceeded to observe that if the jury
should be of opinion that the driver was the person to
blame, the culpability, although he was dead, would still
attach to him in law. The explanation which had been
given them of the cause of the accident by the witnesses
whose position best qualified them to judge was this :
The coal train had not arrived—the passenger train was
waiting to depart. A ballast engine, with a white light,
which might have been mistaken at a distance for green,
came in on the same line, and went up to the ticket plat-
form, in the same manner to all appearance as the coal
train would have done. It went on to the bridge, and then
went back again, as the engine of the coal train might have
done if it had been unhooked. In conclusion, the learned
gentleman said that it was the duty of the jury to divest
their minds of all that they had heard on this question,
excepting what had been sworn to in that room. They
must not let even the sad appearance of their fellow-
creatures, who had been hurried to so unfortunate and
so untimely an end, have any effect in swaying their de-
,cision. Their only duty on behalf of the Crown was to
express that opinion which the evidence adduced would
warrant as to the cause of this melancholy and fatal acci-
dent, and if they considered that one or more of the ser-
vants of the company had been guilty of such negligence
as would make him or them liable to punishment, in a
court of justice, they must declare that to be their de-
cision, without favour or affection, and without prejudice
or malice. With regard to the starting of the train, if
any one of the officers in charge of it had started it with-
out orders, or if any one who ought to give the order
had done so before proper caution had been taken, his
conduct would come within the legal definition of man-
slaughter. It would be for the jury to say whether they
considered any one or more of the confidential servants
of tne company had been guilty of that offence, and the
party or parties might be sent to another tribunal to take
their trial. • It would be for them to say whether
there had been a general negligence throughout the
whole of this sad tragedy—whether, in fact, what
should have been one man's business had been re-
garded as everybody's business—and whether the
precautions provided by the company were inefficient for
the safety of the public. It might, under alI the circum-
stances, be their duty to inquire whether any suggestions
might not be offered by which the company might adopt
additional means of security for railway passengers; be-
causie the importance of their decision could not be over-
rated, inasmuch as it might be made—and he believed it
would be made—the basis for future legislation.
The jury then retired, and after an absence of several
hours, returned the following verdict :
" That the deceased persons came to their death from'
a collision that occurred between a passenger-train and
a coal-train, on the Bucks branch of the London and
North-Western Railway.
"That the collision took place in consequence of the
passenger-train being started without orders from the
station-master ; and they find a verdict of manslaughter
against Kinch, the guard of the said passenger-train, on
whom the responsibility of starting the train devolved ;
and they think the engine-driver worthy of blame for
proceeding at a much faster rate than is usual at first
leaving the station.
"It appears from the evidence that, in consequence
of repairs now going on at the Wolvercott tunnel, the
whole of the traffic between Oxford and Islip is now car-
ried on upon a single line, and the jury beg to express
their opinion that in all such cases a pilot engine should
be employed in order to lessen the probability of a colli-
sion. •
" They consider also that a policeman or signalman
should be stationed between the swing-bridge and Wol-
cott tunnel, as that part of the line appears to be at pre-
sent quite unprotected, and as it includes a level crossing.
" It appears also that part of the line on which the
accident occurred is the Oxford and Rugby line ;- that it
is very difficult to distinguish on which an approaching
train is travelling, until it is close at hand ; and they
think that some distinctive mak should be adopted by
the respective• companies, so that their engines should
be immediately recognised, both by day and night. And
the jury beg especially to call the attention of the railway
directors and the legislature to the paramount imof portance
some weans of communication being established be-
tween the guard and the engine-driver."
The Coroner immediately ordered Kinch to be taken
into custody.

great experiment in navigation is now on the eve of
trial. The caloric ship is undergoing the
,final prepara-
tions for her experimental trip, and will soon' be before
the public for praise or censure. Our own port is des-
tined to reap the honour or suffer-the repoa,ch of its ulti-
mate success or failure. In a former article we alluded,
in general terms, to the principles involved in the con-
struction of this vessel, but the public interest has been
so largely drawn towards the enterprise, that a more
complete description of the plan which it is now proposed
to prove, seems to be ;lot only desirable but necessary.
Wise men have tong pondered the idea which Captain
Ericsson is wording out patiently and hopefully. The
need of new -motors has become more manifest with the
advance of time and commercial prosperity. Steam has
gone into disrepute, and proves itself untrustworthy, un-
safe, and expensive. Electricity hae been tried, and has not
succee'ded. Caloric was something never known in its best
sens'a until now, and the credit is due to Capt. Ericsson
of •directing attention to an old agent of which new applica-
tions may produce the most remarkable results. The
experiment now making is no ephemeral fancy, but is the
Work of a quarter of a century of mature reflection and
ililig-eut inquiry. The ingenious projecter, under whose
auspices it is carried forward, has devoted his best ener-
gies to the task, and it will not fail through want of
forecast, judgment, or ability. The public will assuredly
accord to him their most hearty sympathy.
The Ericsson, taking the name of her inventor, is a
first class vessel of the ordinary steam-ship pattern,
though combining in her construction many valuable
improvements. She is owned by a company of mer-
chants in, this city, among whom is Mr. John B. 'Cach-
ing. The builders of her hull were Messrs. Perrine,
Patterson, and Stack, of Williamsburg. Her engines
are the workmanship of Messrs. Hogg, and Delamater,
,of city, The register of the ship is 1,903 tons ; her
•' ai 250 feet, with 26 feet 6 inches depth in 'hold,
and 40 feet breadth of beam : her paddle wheels which
are sithilar to those of the Collins steamers, differing only
in being somewhat smaller, are 32 feet in diameter, with.,
buckets of 10 feet 6 in. The decks are abundantly pro-
vided with life-boats, among which is one of Francis's
celebrated " life-cars," ready to be cast off from the da-
vits at a moment's notice. Thus far, dry details. ' We
now come to the first causes of difference which -are to be
noticed as marking the contrast between this and the ordi-
nary steamship. The peculiar conformation of the boilers
has served to produce very essential modifications 'in the
exterior as' well as the interior of the vessel which
we shall endeavour to describe as briefly as possible. To
commence,-then, with the upper deck. In place of the
solitary smoke-funnel commonly employed in the steam-
ships to convey away the smoke and gases of the furnace,
the caloric ship presents 'four small tubes, gaily painted
in white and gold, rising but, five feet above the paddle-
wheels, and only 30 inches each in diameter. Two of
theSe tubes,, or chimneys, are intended for use, and two
are for ornament and to preserve uniformity. The two
corner chimneys are attached to the cylinders of the
engine, and the remaining two protect the hold from the
impure and heated air which would otherwise render a
residence therein quite uncomfortable. By this arrange-
ment, Also, and in consequence of the peculiar construc-•
tion of the engines, the upper deck of the vessel is en-
tirely clear. No impeding machinery serves to hinder free
passage fore and aft. The four chimneys, each resting
upon a neatly carved and painted octagonal pedestal, are
formed, two of sheethion, and two of wood. They are
the only noticeable alterations in the exterior of the
ship, save the unusual clearness and roominess of the
deck, where the
.passenger may promenade pleasantly
when the weather shall permit him. But the chimneys
are not alone in their ventilating properties. Besides
each pair of these pipes is a well, extending to the
bottom of the ship, through which a current of cold
air is carried down to the fire-room, rendering that
precarious place as cool and comfortable as the upper
deck, and effectually preventing all danger of con-
flagration from over heating. The mouths of these
" wells" are carefully covered with tarpaulins, and
the room occupied is hardly - equal to a hatchway.
Through the open space thus afforded, an additional
advantage is given for the working of the force pumps,
the pipes of which are carried up through its entire
length, projecting upon the upper deck in a manner very
convenient for the seamen to work them to free the ship
from water. The deck accordingly supplies three desi-
derata, viz. ventilation of the hold ;2, safety from
fire ; 3, a means of preventing danger from leakage, by
readiness of access to the pumps.
The descent from the upper deck is accomplished, not
as in steamships, by impracticable ladders, but by neat
staircases, for which ample space is afforded by the
position f the engine-room. The peculiarities of con-
struction of the vessel begin to appear in this region.
The compact form of the engine leaves a free space on
each side of the ship, from fore to aft, both above and
below, thereby affording opportunities' for easy transi-
tion between all parts of the vessel. The shaft which
turns the paddle-wheels is concealed between decks, and
offers no such obstruction to the midship section of the
vessel as is generally to be found, even in the first-class
steamers. The dining saloons are located aft of the
engine, and the state rooms lie below—easy access to
them being obtained by means of substantial and spacious
stairways. The appointments of the saloons, state rooms,
and other parts of the vessel intended for e accommo-
dation of passengers, are very perfect, and expense has
not been spared to render the Ericsson without a supe-
rior in these respects.
The leading peculiarities of the caloric ship, it is well
known, consist in the application of heated air to the
propulsion of vessels. The radical alteration which is •
accomplished by this plan in the construction of the en-
gine renders a description of the machinery unaccompa-
nied by diagrams a matter of some difficulty. The engine
consists of two pairs of cylinders, connected in their ac-
tion, but not placed side by side. Each pair is composed
of two cylinders, of which the lower one is much the
larger. The upper is termed "the supply cylinder," the
lower " the working cylinder." The diameter of the
working or lower cylinder is 168 inches ; of the upper,
137 inches each. Their, bore, it will be remarked, is
surprisingly large. The position of the cylinders is exactly
in the centre of the vesssl. The magnitude of the lower
cylinder of each pair, it will be noticed, is enormous,
though, from the compact form of the remaining por-
tions of the machinery, the bulk of the entire mass is not
so great as in the common steam-ship. •
The operation of the engines is remarkably simple. A
fire is kindled in the furnaces attached to the lower
cylinders, the flames being removed to a distance of
about five feet fiom the bottom of the cylinder, so
that no actual contact can take place. The appli-
cation of heat serves to increase the temperature
of the air already contained in the lower cylinder.
The air thus heated seeks a vent, which is readily,
found in a series of valves properly arranged for the pur-
pose. The cylinders being each provided with a piston
fitting closely within it, but so contrived that the pistons
of both cylinders operate simultaneously, the vacuum
created by the escape of the air from the working cy-
linder causes the descent of the lower piston, which, of
necessity, draws down with it the piston of the supply
cylinder, and the work of the engine is fairly commenced
in this wise :—A series of valves, each of which is two
feet in diameter, is placed in the top of each supply cy-
linder, and these valves instantly open at the descent of
the pistons ; a current of cold air rushes in, which passes
down, following the piston of the upper cylinder, until
it is stopped by the regenerator—a contrivance upon
which depends the successful operation of the machinery.
The air, having entered this regenerator, is converted
from a cold into a warm current by the operation of the
simplest philosdphical laws. The construucton of the
" regenerator " is at once simple and ingenious. The
invention of this remarkable feature of the engine is en-
tirely due to the genius of Captain Ericsson. Ile found,
by a series of careful experiments on the properties of
caloric, that the affinity of metals for heat was marked
by peculiar circumstances ; that the absorption and ra-
diation of heat from metallic surfaces are nearly instan-
taneous, and that the expansive force of air when its
volume is doubled by the application of heat was at
least equal to the power of steam. To effect the prac-
tical application of this principle was the thing to be
accomplished. Captain Ericsson found that his expe-
riments warranted a belief in the practicability of a new
improvement in the construction of marine and loco-
motive engines, and he set himself to establish the truth
or falsity of the idea which had been so happily sug-
gested to' his mind. Hence the construction of the so-
called " Calorie. Ship."
But it is time to follow the action of the regenerator,
and its effect upon the engine and the currents of air.
The apparatus known as the regenerator is little more
than a series of fine wire nettings of iron, placed side by
side, to the thickness of 12 to 20 inches. As the air
passes through this mass of metallic surfaces, penetrating
through the minute cells formed in the interstices of the
wires, it imbibes a greater volume of caloric, which in-
creases in temperature as the current approaches nearer
degrees,
to the fire beneath. The maximum of heat absorbed by
the air in this passage through the regenerator is 450
belowdegrees.
s 30T
degrees,h em ini
mmilmakinngecaesnsaarigr
e to be
bee o fap4pBloieddegs,
from
at which point the volume of air which has entered the
engine is exactly doubled, and by its expansive force
sets in motion the crank connecting the
during a revolution of the shaft, b m achinery, pro-
wheels are revolved, and the vessel I • which the paddle-
The manner in which these v s.e is put in motion.
transpire is quite remarkable. As ari°llB
performances
the regenerator has performed its the air passing through
revolution of the crank—wh. h work in causing the
the working cylinder • rests upon the piston of
—it is made to re-enter the
apparatus by the upward prehssure of the now ascending
piston. As it passes thr
reverse order, it loses oug the regenerator, in exact
the volume of heat which it had be-
fore acquired and upper surface of becomes cooler as it approaches the
that the regenerator the regenerator. It will thus be seennerator
presents two different surfaces—
one, or the upper, is the cooler, because most directly
opposed to the current of cool air entering the cylinders
from above ; the other, warmed by the furnaces below,
preserving a warm exterior ; 'and by this contra action
r
the current of air which is alternately drawn throughts
of
expelled from it, undergoes essential modifications n
t 'Whole
temperature. A very small per centage of -
permitted
i is perm
volume of atmospheric air thus employe(
to go to waste. The caloric principle no use
'nvolves
of fuel required
less expenditure of material. The supply -

SINGULAR ACCIDENT.—As M. Cartier, managing di-
rector of the coal-pits of Chalonnes-sur-Loire, was step-
ping over a rope lying on the ground at the bottom of
the well, by which the men ascended to the surface, the
basket was suddenly let down, and the rope which was
attached to it of course rose, and catching M. Cartier
before he had time to withdraw, drew him up in the air
at least 40 feet. He was so much injured by the fall
that he died the next day.
THE CONVICT KIRWAN.—The Cork Reporter, of Sa-
turday, has the following strange statement from Spike
Island, where Kirwan is now confined, awaiting the
order for his transmission to a penal colony :—" We have
heard that indulgences and privileges of a very extensive
nature are extended to this unfortunate man in the con-
vict depot at Spike. If report speaks correctly, the con-
vict's cell is truly a comfortable apartment, notwith-
standing its being a place of condign punishment. It has
been stated to us Kirwan is allowed to enjoy all the com-
forts and luxuries he can procure with money, and that
he passes the greater portion of the day in making
sketches of the beautiful scenery by which his prison is
surrounded, and is permitted thus to turn his profes-
sional abilities to account. The same journal states
that two convicts, named Leary and King, effected their
escape from Camden-fort on Saturday morning.
PROPOSED IMPROVEMENTS AT ASHFORD, KENT.—
At Ashford Junction, as many of our readers know, the
South-Eastern Railway Company have their locomotive
workshops and depot, and here, as at other locomotive
stations, the town will necessarily extend. There are
already many evidences of movement ; houses are in
demand, and are being built in several directions. In
connection with this movement, we would direct atten-

tion to the Henwood estate, a compact tract of land
about 46 acres in extent, belonging to Sir E. Chol-
mondely Dering, Bart one of the members for the

hcoausnbteye,nwlahiidchoutnfomr abnudils:linsginbugy llsarrly. fiGnoedpwinros,parcectsatd.
The houses are all to be detached or semi-detached, with
the exception of two blocks on the high road, with an
opening between them to the church. Each house will
have about a quarter of an acre of ground, and is so
placed as to command a prospect ; and there is provi-
sion made for a collegiate school, and for some smaller
houses in a convenient position. The market at Ashford
is the best in the county ; capital brick earth and a good
stone for walls are to be found on the estate. It is pro-
posed, in the first instance, to take very small ground-
rents, and it seems to offer a singularly good opening for
energy and enterprise.—The Builder.
AN INTERESTING CHARACTER.—A man of the name
of James Farrell, alias William Johnson, alias Curley
Jim, with sundry other aliases, useful to him at differ-
ent times, has managed to make himself exceedingly no-
torious in the north ; indeed, so attractive has he be-
come of late months, that several public servants were
anxious to cultivate a closer acquaintance with him, and
would gladly have offered him board and lodging at the
public expense. A full-length portrait of the man has
been given also in one of the popular prints of the day,
viz., in the Police Gazette- The fellow was concerned in
no ess than from six to ten burglaries in the neighbour-
hood of Kendal, and the gang he was connected with
have most, if not all of them, already crossed the seas.
This fellow, however, overcome by the attentions he was
receiving, modestly retired from the scenes of his ex-
ploits, and took up his abode in this town about five
months ago. Help he has been engaged in very sus-
picious transactions, and this week notice reached the
police station that such a man was " wanted" at Ken-
dal. In two hours he was lodged in gaol, and shortly
after was on his way to the north.—Leeds Mercury.
A POLITICA.I. VETERAN.— A letter from Rennes an-
nounces that Count Corbiere, former Minister of their
Majesties Louis XVIII. and Charles X., and an ancient
deputy andl3.‘er of France, died in that city on Tuesday
last, in the 86th year of his age. He died in the full
enjoyment of all his faculties, after having received the
sacraments of the Church with sentiments of the most
edifying Christian piety. Count Corbiere retired from
public life in the year 1830, and terminated his long and
honourable career, faithful to the last to his political
opinions, respected by all parties.
...

- =
,
hPßibmleeSo'ciety last week, that
meeting of the Edinburg
for some time at least, from
statement o r AmNad74l UeßbEy.-fotrdwoualnd aprp:airnfrhoims
stpheenefohlloannhge
he contemplates retiring,
further
nentain.
Ayouc,h'an' sgaied
has
public
' and I shall not for the rest of my life,
come over me,
I thewi I Iphreesten t occasion. sdi
probably, be so
emeuncnhtryt tehneashalbithaovf
embeeeetnin;g
butin public
b canl ic
with my fellow
Lordship, "on :----"
On
say this, that, whenever my voice is required to main-
tain the liberties of my countrymen—either their secular
liberties, when threatened by those who would invade
them, or their Protestant liberties, when threatened by
those who would touch one inch or one iota of our Pro-
testant bulwarks—my voice shall be at the command of
those who wish to hear it ; it shall be raised in defence
of Protestantism and the Protestant Bible • I
no other, this at least will be the most glorious and if
which I can address myself." one add
to
DEATH OF SIR WALTER SCOTT'S GRANDSON. —Mr.
Walter Scott Lockhart Scott, of Abbotsford, the only
son of Mr. Lockhart, and grandson of Sir Walter Scott,
died, unmarried, on the 10th instant, at the early age of
27. When Sir Walter died he left two sons and a grand-
son to perpetuate the lineage of his house ; and it is
grand-
difficult
ifficult to
crossed conceive that even a chance thought could
hand a
abro his mind that all three should die childless
ad in the short space of twenty years. The
only gra.ndchild,of the great novelist now alive is Mr.
but a
Lockhart's only surviving child, Mrs. Hope. It was
month ago that we were called on to chronicle the
death, at 37, of the closest link in blood to Scott's great
contemporary—Byron : and here are we now recording death, at 27, of the closest link in blood to Byron_s_
great contemporary—Sir Walter Scott. It rems as
beif
it were ordained that the children of the brain_ shall .
the sole creations of great authors destined to en d
Atltenceum.

A CLEVER DOG.—An individual in Montrose.isin
possession of a member of the canine race which
owner,
eho 1s ap-
parently far more sagacious than beautiful. R,
it seems, has been in the habit of visiting a friend, about
16 miles distant in the country, pret_tYvefreq
"a not been so
railway recently. However, the visits have frequently by
evidently a
frequent as his dogship desired.to 13
depend upon others
high-minded animal, and scorningo
otheraoous
accustomed
etdo
seatt h e
for his own pleasure, he went
railway station, deliberately
patiently till the train arrived at
in a carriage, waited p took tia
country residence,
house, and then
residence, where he
the station nearest hiso-atjaestoero'us
leaped off and made f his
got safe, much to the astonishment of
of his fhis host ; but if
one
from the pend uestail, greatly
might judge
to his own satisfaction.—North, British. Daily Mail.
HOLLY AND MISTLETOE.—The holly and mistletoe, it
is well known are used to decorate houses at Christmas,
but very few people are aware of the origin of the cus-
tom. The holly was dedicated to Saturn ; and, as the
fetes of that deity were celebrated in December, and the
Romans were accustomed to decorate their houses with
holly, the early Christians decorated their houses in the
• same manner, while they were celebrating their festival at
Christmas, in order that they might escape observation.
The mistletoe was dedicated to Frig a, the Venus of the
Scandinavians, and, as she was the go' ddess of love, it
was formerly a custom to kiss under the mistletoe.