The Sun.
London, England, 1846-04-27 00:00:00

penses. Gold and silver only to be received in payment of
duties, taxes, public lands, debts, and sums of money ac-
cruing or becoming due for postages, or otherwise. After
October 1, 1846, every officer or agent engaged in making
disbursements on account of the United States, or of the
General Post-office, shall do so in gold and silver coin only.
The-Bill to go into effect July 1, 1846.
The House then adjourned.
A meeting was held at Philadelphia, on the 2d of April, on
It the ewsouubl jt; e catp
poefa
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rgeo n
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e,
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e di n
favour of war, and ready to compromise the dispute in ques-
tion. It is important that a city of so much consequence as
Philadelphia should thus act, and throw cold water upon
the exertions of such firebrands as Cass and Hannegan.
THE MURDER TRIAL AT MUM/ORD.—The panel of
jurors for the trial of Mr. Ritchie was completed on Tues-
day. The Court requested that the testimony should not be
published until the close of the trial. The jury were sworn
and the trial commenced on Tuesday afternoon. Mr. P. J.
Archer, one of the seconds, surrendered himself for trial, and
was admitted to bail in the stun of 12,000 dollars.
Dust. BE-swEss WOMEN. Recently at New Orleans a
challenge to fight a duel Passed between :hiss Mary Adkins
and Miss Turner, the latter accepting and choosing pistols.
Recorder Genois, hearing of it, and not appreciating the
transports of virtuous and honourable souls, locked up both
parties.

The above journals come to us freighted with the intelli-
gence of disasters by freshets. Bridges without number
have been swept away—houses carried off--railroads sub-
merged—embankments overthrown—thousands of acres of
land deluged, and property of all kinds destroyed to an im-
mense amount. In fact, such injury by floods has not oc-
curred in that country for the last fifty years.
The commercial news by this arrival is not important.
The Stock Market is rather dull, political affairs keeping the
market more from rising than depressing it. It was rumoured
that the steam-ship Unicorn was arrived, but nothing certain
was known. Nothing had been done in exchanges from the
departure of the Hibernia. Quotations were—London, 109ic.
to 110 c. ; Paris, sf. 26ic. to sf. 231 c.

In Cotton a moderate business was done at steady prices.
Flour was steady at sf. 4.3ic. to bf. 50c. Provisions, and
other articles usually imported, were much the same as last
reported.

- LATE AND IMPORTANT FROM MEXICO.
(From the New York Evening Post of April 2.)
We are indebted to a gentleman who arrived here to-day
from Havannah, via Charleston, in the short passage of eight
days, for the following important intelligence :
The Juniata arrived at Havannah on the evening of the
22d ult. from Vera Cruz, which place she sailed from the
16th ult., bringing advices up to that day, and by the captain
we learn that a great change had taken place in the state of
our relations with Mexico.

It appears that Paredes had been induced to alter his
tone, owing to strong manifestations exhibited against a
war with the United States, and that Mr. Slidell, our Mi-
nister, had been duly notified that the Government were ready
to consider propositions he had to make on behalf of our
Government, and that there existed no doubt but that the
matter would be speedily adjusted. Arista and the troops
under his command had pronounced against Paredes and the
war party.

SPORTILY G INTELLIGENCE.
NEWMARKET FIRST SPRING MEETING.
SUNDAY AFTERNOM—The following horses have arrived
since the list of engagements was published :—Green Pea,
Miss Elia, Switeher, Secundus King Charles, Tibthorpe,
Physalis, Lycurgus, and Draco. Chamois and one or two
others are expected to-morrow.
The weather continues unfavourable, and as yet very few
indications of a full meeting are discernable; from the num-
ber of orders, however, that have been received for post-
horses to meet the special train at Chesterford te-morrow,
we have no doubt that by Tuesday, the grand day, the town
will be full. The present arrivals are the Duke of Rutland,
Earl and Countess of Sefton, Lord Charles Manners, Lord
Maidstone, Lord and Lady Newport, Hon. Captain Roust
Hon. F. Villiers, Col. Peel, and Mr. Greville,
DURHAM RACES: FRIDAY.
The two-yrs-old Stakes of 10 guineas each, with 20 sous
added, for colts Bst 31b, and fillies Bst. Three quarters of
a mile. 4 Subs.
Mr. E. R. Clark's Bendigo (J. Bumby) 1
Mr. Meiklau's Duncan 2
Mr. J. Cookson's Miss Birch, 3
Won by a neck.

The Cup Stakes of 10 guineas each, for 3-yrs-old, Est 101 b ;
4 yrs, Bst 31b; 5 yrs, Bst 101 b; 6 yrs and aged, 9st ; mares,
&c. allowed 31b. Two miles. 8 Subs.
Mr. G. Salvin's Fiddlestring, 3 yrs (R. Longstaff) 1
Mr. R. W, Ramsay's Inglewood, 3 yrs 2
Captain Allan's•Themis, 3 yrs 3
The following also started, but were not placed :—Mr.
Surtees's Lady Flora, aged ; Mr. Spearman's Duke of Kent,
4 yrs ; Mr. J. Fawcett's Comical Boy, 4 yrs ; and Mr. W.
Russell's Tractarian, 3 yrs. Tractarian won at his ease, but
having taken the wrong side of the post was distanced.
The Hunters' Stakes .of 5 sovs. each, fer 4-yrs-olds, lOst
121 b; 5 yrs, 1 Ist 81b; 6 yrs, and aged, 12st ; half-bred
horses allowed 71b. Two miles. 7 Subs.
Mr. G. Salvin's Maid of Auckland, aged (Mr. R. Johnson) 1
Mr. Whitelock's Swodale Jack, 6 yrs 2
Mr. Russell's Eleanor, 6 yrs
Mr. Gregson's Tocherless Lass, 5 yrs 4
SHIFFNAL RACES.
We are requested to state that if the highest weight ac-
cepting for the Shiffnall Handicap should be under Bst 71b,
it will be raised to that weight, and the others in proportion.
HUNTING APPOINTMENTS.
Durham County Hds—Wed. at Flass ; Fri. at Thornley—lo
(RECEIVED THIS DAY:)
NEWMARKET, SUNDAY NIGHT.
ENTRIES FOR MONDAY.
PLATE.—Switcher, Miss Elis, Lycurgus, Keppel, Maynooth,
and Plantagenet.
HANDICAP, T.Y.C.—Paultons, Bst 121 b; Cocoa Nut, Sst 41b ;
Dac an Durras, Bst 21b; Fidelity colt, Est 21b. Two paid
forfeit.

The following are scratched for engagements to-morrow:
—Lucetta colt, Macremma colt, Oxberry, and Toga colt.
2,000 GUINEAS STAKES.—Smuggler Bill, Martext, Pite,
Whitefoot,Ginger, Birkenhead, and Titchfield are struck out.

STEEPLE CHASE.
A sporting event came off on Saturday for a very hand-
some Silver Cup (by subscription, free for all horses, 12st
each), at Uxendon Farm, under the patronage and superin-
tendence of the liberal proprietor, Mr. Elmore, who not only
most willingly permits his land to be ridden over for the en-
couragement of steeple chasing, but who, upon all occasions
exhibits the right real true English hospitality by entertain-
ing his friends with a spread of every good thing the appetite
can desire, and such a bottle of old port as " maketh the
heart of man glad."
The ground was heavy, the morning very unfavourable,
and consequently the race did not come off until a quarter
before four, when the following horses appeared at the post :
Mr. Elmore's Will-o'-the-Wisp, aged, 12st (Mr. Philpot) 1
Mr. Fitz's The Essex Cob, aged, 12st ...... .....(Owner) 2
Mr. Poole's The Pony, aged, 19st
The Hon. R. Grimston declared to ride 41b over weight.
At starting they all got well together. Will-o'-the-Wisp
soon began to show in front, and came to the first fence
(a reaper) full a length in advance, which he cleared in
gallant style, quietly followed by the Essex Cob, and The
Pony ; the latter, although he cleared the fence, evidently
bungled, and his rider, in consequence, lost both his stir-
rups, and nearly had a purl. The brook next appeared, and
before the Honourable Gentleman could regain either stir-
rup, he was obliged to charge it, which he did, and most suc-
cessfully, too, a circumstance that appeared to give all the
lookers-on great satisfaction. Will-o'-the-Wisp still con-
tinued the lead, The Cob second, and The Pony last. This
order of things was kept up during the first round, having to
traverse the course twice, in order to make good the dis-
tance (four miles). When they reached the brook the second
time, Will-o'-the-Wisp, still leading, get first over, The Cob
in close attendance, The Pony still last; and here, although
they all got well landed, it became visible The Pony's
chance was out. At this point The Cob appeared to be going
well, but on nearing Philpot's-common he became dis-
tressed; his rider, at this critical period, proved his coolness
and good judgment by taking "a pull," and the animal
seemed for a time to rally, and in a great measure to recover
his lost ground ; but, alas! it was no go ; he was clearly out-
paced by the superior strength and condition of Will-e'-the-
Wisp, who, it may be fairly said, was never headed from
first to last, and won in a canter by at least ten lengths; The
Cob second.

The ground selected was much the same as the last,
with the addition of a stiff post and rail both into and
out of Philpot's Common. The race (which is an
honest four miles) occupied only twelve minutes and a
quarter, and, taking into consideration the heavy state
of the country, the number and formidable nature of
the fences (and be it remembered with 12st. up), speaks
well, not only for the game and stoutness of the animals,
but also for the pluck and j udgment of the gentlemen
who rode.

All passed off well, and without an accident. The
arrangements gave great satisfaction, and everybody
appeared delighted with the day's amusement.

,It is now, we understand, decided on that the ap-
ed
preaching accouchement of the Queen, an event to which
her subjects look forward with so much affectionate interest,
is to take place at Buckingham Palace.—Observer.
Her Majesty and his Royal Highness Prince Albert
honoured the Italian Opera with their presence on Saturday evening.
The royal suite consisted of Lady Portman, the Hon. Miss Napier,
Lord Byron,, the Hon. Colonel Grey, and Lieutenant-Colonel Sey-
mour. There were also present her Royal Highness the Duchess of
Kent, attended by Lady Augusta Bruce; her Royal Highness the
Duchess of Cambridge, attended by the Baroness Ahlofeldt, the
Baron Knesebeck, and Mr. Edmund Mildmay. In the Queen Dow-
ager's box was his Serene Highness Prince George of Meiningen,
attended by Captain Taylor and Mr. Bedford ; his Royal Highness
Prince George of Cambridge. Amongst the company also present
were the Duke of Wellington, the Marchioness of Douro, and Lord
Charles Wellesley; the Duke and Duchess of Beaufort and the Ladies
R. and B. Somerset; Count Esterhazy ; his Excellency the Russian
Ambassador and the Baroness Brunnow ; his Excellency the Hano-
verian Minister, the Baron and Baroness Rothschild, the Dowager
Baroness de Rothschild, the Marchioness of Worcester, the Marquis
of Sligo, the Marquis of Clanricarde, the Marquis of An-
glesea, the Marquis of Westmeath, the Earl of Liverpool, the Earl
and Countess of Kinnoul, the Earl and Countess ot Wton, the
Countess of Jersey, the Earl of Lonsdale, the Earl of Shelbilurne, the
Count de Noailles, the Count and Countess de Jarnac, the Viscountess
Dungannon, the Marquis of Huntley, the Viscount Beresford, the
Viscount Duncannon, the Baron Koller, the Viscount Duppliti, Lard
Brougham, Lord and Lady Tremlestowu, Lady Joddrell, Lady Gar-
diner, Lord H. Lennox, Lord W. Paget, Lady Villiers, Lady Orford,
Lady Pollington, Lord and Lady Macdonald, Lord Ernest Bruce,
Lord Suflield, Lady Murray, Lord W. Beresford, Lord W. Graham,
Sir H. Trench, Sir P. Shelley, Sir R. Vyvyan, Sir W. and Lady
Molesworth, Sir John Guest, Sir Charles Kent, Sir Ralph and Lady
Howard, Sir Henry and Lady Meux, Sir John and Lady Corry, Sir
A. Barnard, Sir H. Webb, Sir Thomas Hare, the Hon. R. Curzon,
the Hon. Mrs. Fitzgibbon and the Misses Fitzgibbon, the Hon. Miss
Foley, the Hon. Mr. Arbuthnot, Mr. St. John Mildmay, Mr. Brere-
ton Trelawny, Mrs. Crawshay, Mrs. Stoddart Douglas, Mrs. Peaulso
toun, Mrs. S. Smith, Captain Bathurst, ice. Sco,
' ROYAL BOTANIC ScCIETT, REGENT'S-PARK. —At a
meeting of fellows of 'this Society, held at the gardens, on Saturday
(the Duke of Norfolk, E. M., President, in the chair), the following
ladies and gentlemen were added to the society :—Lady Cfweglic
Townley, Lady Maria 3lolyneux, the Duke of Marlborough, Colonel
George Smith S Samuel Spry, M.P., Sir Henry Willoughby, Bart.,
Captain Sir J. R. ir
Rowley, part., Pr. Thomas Heberden, Mr. James
Penton, and Mr. %T. Well's Taylor. Several other gentlemen were
proposed; whose election will take place at the next meeting. Some
interesting presents of seeds and plants and additional denatickli; tp
the conservatory building fund were reported.
CONSECRATION OF THE NEW ()BURCH, WOKING-
RAM, BEREs.—Twnetap, EarnAt—This edifice, erected atrre e
for
'-
pense of J. Walter, Esq., of Bear Wood, Bucks, formerly la
the county, was consecrated, yesterday, by the Lord Bishop
a
isbohpanodsof Ox,ni,6
it 2
ford, assisted by several of the clergy of the diocese.
structure, in the Gothic style, situated in the
. dye miles from the
an PYI.O. o''' $6. 'Catherine,
pl
about 2CO yards from the donor's reST ; poc
village of Twygq.4,
Si4OcRINO WADER AT SRIPToN.—On 'Monday last
an Inquest was held at
Skipton-in-craven, before Thomas Brown,
Esq., on view of the body of Mary Rodda, about a ym and a half
appears that Rodda
old, the daughter of John 4todda, a I.ablire.to V. 10s.
4-- it been entitled
is a member of a burial club, and would ave
on the death of his child. Under pretence of killing vermin, he pur-
chased some oil of vitriol,
which he poured down the throat of his
child whilst she was asleep in the cradle, which caused her death.
ile jury returned a verdict of " Wilful murder" against the father,
who was brought to York Castle on Tuesday, to take his trial An the
horrid Wows at the next. Rohm. ___l,--7....,

THE GAUGE OF RAILWAYS.
(From the Commissioners' Report.)
Sir FREDERICK SMITH, in the chair.
Major-General Charles William Pasley, C. 8., examined—. Will you favcur the Commissioners with any observations
you may have to make upon the subject which is under their
deliberation ?—Early in the year 1843 a difference of opinion
took place between the directors of the Ulster Railway, of
which a portion was then formed with a single line of rails,
and the Dublin and Drogheda Company, respecting the
gauges of those railways. The Ulster Railway had a gauge
cf 6 feet 2 inches, which they considered to be the best, and
they objected to the Dublin and Drogheda Railway being
formed with a gauge of 5 feet 2 inches, which was then
proposed by Mr., now Sir John, Macneill, the engineer of
that company, and approved by the directors. It was stated
that these railways must ultimately be united, because it was
proposed to extend the Dublin and Drogheda Railway to
Belfast, joining the Ulster Railway at some intermediate
point. It was therefore admitted by both companies, that
there ought to be an uniformity of gauge between the two
lines, and as each party maintained their own gauge, or pro-
posed gauge, to be the best, the matter was referred to Lord
Ripon, then President of the Board of Trade, and of the
Railway Department of Government. Lord Ripon desired me
to inquire into the case, and to make a report on the subject.
I accordingly wrote a circular letter to a number of the most
eminent locomotive engine-makers and railway engineers, to
request that they would give an opinion, supposing that no
railways existed in England, what, from their experience of
the working of the Great Western, and of the London
and Birmingham, and other existing railways, they would
not apply togMathureg.e,question
Brunel,andthoughtbecauseto
hm that cIo it
sdwoe considered
would
considerediibme
recommend as being the best gauge for general use. I did
pledged
iud3e
catch to fpeeutt
li-
r.
Stephenson and MRobert Stephenson, who first introducedl
the narrow gauge of 4 feet 81A inches on passenger
in England, to be pledged in the same manner railways
‘tvll3ats
gauge; co that it Was not ny intention at first to have ap
plied to them for their opinion. But having ascertained -
afterwards that those gentlemen had expressed a regret that
they had adopted so narrow a gauge as 4 feet 81/2, I wrote
to them also, and they replied that they considered that
gauge to be the best, although they admitted that they
had at one time been of opinion that a wider gauge would
have been desirable ; but they stated that the great improve-
ments in the construction of locomotive engines had been
such as to render a gauge of 4 feet 8 not only perfectly con-
venient, but preferable to any other. All the other engi-
neers wrote, that they considered 5 feet to be the narrowest,
and 5 feet 6 to be the widest gauge, that was required either
for the convenience of the machinery of the locomotive
engine or for speed orsafety. Several of them said that they
considered some intermediate gauge, such as 5 feet 3 inches,
to be the best. After I had received those communications,
besides copies of a lengthened correspondence between the
two railway companies in Ireland that I have mentioned, I
made my report to the Earl of Ripon, dated the 10th of
March, 1843, in which I recommended that the gauge of 5
feet 3 inches should be sanctioned for the Dublin and Drog-
heda Railway, and that all future railways in Ireland should
be required to adopt this gauge, and that as the Dublin and
Kingstown Railway, and the Ulster Railway, the only ones
then made in Ireland, were of very limited length, the di-
rectors of those railways should be required to change their
gauge to 5 feet 3 inches, when they became connected with
other railways, which would not be attended with any very
great inconvenience or expense, especially as the Ulster
Railway had only one line of rails. This opinion having
been approved of by his Lordship, was authorised for all
Ireland ; and, I believe, that the 5 feet 3 gauge has accord-
ingly been introduced in all railway Bills that have passed
ep ereport,ed e e
eto e
ewhiche
elehavetm
r, a
sal
andlupdti e
detogetherpart
efw theitohf
allsin since. My
correspondence
several engineers whom I quoted,
the report of the officers of the railway department to the
Lords of the Committee of Privy Council for Trade for the
year 1843, and I beg leave to refer the Commissioners to that
report for further details. At that time it appeared to me
too late to attempt to introduce an uniform gauge in Great
Britain, where at that time four several gauges prevailed, to
wit, the Great Western and its extensions and branches of
7 feet, whilst the Eastern Counties Railway to Colchester, 11 and the Northern and Eastern Railway from London to
Bishop's Stortford, were on a gauge of 5 feet, recommended
by Mr. Braithwaite, but the London and Birming-
ham, and all the other passenger railways in
England, were on the narrow gauge of 4 feet fli.
This last gauge also applied to the Edinburgh and Glasgow,
and to the Glasgow and Ayr, and other railways proceeding
from Glasgow, whilst the 5 feet 6 gauge had bees adopted
on the Dundee and Arbroath, and on the Arbroath and For-
far Railways. I remained of the same opinion until lately,
when the appointment of this Commission by her Majesty
induced me to reflect more upon the subject; and the esta-
blishment of an uniform gauge for all Great Britain appears
to me so very important, that the advantages of it will far
outweigh the temporary inconvenience to the travelling
public, and the expense of establishing it. I still consider
that the gauge of 5 feet 3, recommended for Ireland in con-
formity with the opinions of the most eminent locomotive
engine-makers and railway engineers, not pledged to any of
the existing gauges, is the best, and that the narrow gauge
of 4 feet 81,1 might be increased to this width very easily.
The same bridges, viaducts, and tunnels, and the same
sleepers would answer, but new axles for the locomotive en-
gines and tenders would be required. In respect to the car-
riages, the bodies or upper part would also answer, but it
would be necessary to alter the frames as well as to make
new axles. In altering the frames, all the transverse parts
or cross pieces would require to be condemned, and wider
transverse pieces introduced; but so much of the original
frames would still remain available, that I have reason to
believe that this expense would be very moderate, probably
not exceeding 301. per carriage. In respect to the Great
Western and other railways on the broad gauge, the same
remark applies. The same longitudinal sleepers would
answer, as well as the transoms or cross pieces after the
latter are cut shorter. The axles of the locomotive engines
and tenders, and the axles of all the carriages, would require
to be altered; and the frames of the carriages would require
to be taken to pieces, and the transverse parts shortened.
In respect to the bodies of the carriages, I consider that they
would still be available for the gauge of 5 feet 3, because Sir
John Macneill, who adopted that gauge, has made his car-
riages as wide as those of the Great Western for the Dublin
and Drogheda Railway, and I believe, of the same height;
and no inconvenience or danger has resulted from using
those wide-bodied carriages upon the 5 feet 3 gauge, since
that line was opened, nearly a year and a half ago. Several
carriages on the Manchester and Leeds Railway also have
been made 8 feet wide, that is of the same width as the
Great Western Railway carriages, and no danger or accident
has occurred, from having those wide-bodied carriages upon
axles and wheels suited to the narrow gauge of 4 feet Bi.
I have further to observe, as a proof of the facility with
which the gauge of a railway may be altered, that on the
Norfolk Railway being made to connect with the Northern
and Eastern Railway, the existing gauge not only of the
latter, but also of the Eastern Counties Railway, which two
companies had become amalgamated, was altered from 5 feet
to 4 feet Bi, under the directions of Mr. Robert Stephenson.
This was done in six weeks, in a very able and effective
manner, without occasioning any accident, and without ma-
terially impeding the traffic on those railways, which con-
tinued as usual, one line only having been altered at a time,
and temporary sidings made, where the up and down trains
passed each other. I have only further to observe, that Ido
not think that Messrs. Stephenson's opinion of the sufficiency
of the narrow gauge of 4 feet 8i for all purposes, has been
borne out by the subsequent experience of more than two
years. The gauge of 4 feet 8 does not admit of a boiler of
sufficient diameter, or of a fire-box of sufficient width, to
give such power to the locomotive engines as is required by
the present state of railway travelling, Mr. Robert Stephen-
son has attempted to get rid of this disadvantage by length-
ening his boilers in the last engines constructed by him,
which are also made with outside cylinders. The lengthen-
ing of the boilers appears to me to be a failure, since it has
not produced engines equal in power to those of the Great
Western Railway • and some of his engines with long
boilers, which I have observed by travelling upon them,
especially the one called the White Horse of Kent,
used on the South-Eastern Railway, go very unsteadily,
oscillating or rolling very much, which, if the speed were
materially increased, I think might prove dangerous, and
which must have a tendency to injure the permanent rail-
way. I never went above 45 miles an hour upon an engine
of this description, but I consider that if they attempted a
speed of upwards of 50 or 60 miles an hour, which I have
seen attained on the Great Western Railway (the possibility
of which speed, however, I doubt with such engines), I do
not think that they would be altogether safe ; indeed my
opinion is that they would roll over if they attained that
speed. As a further proof of the inefficiency of long boilers
to obtain the object in view, I may remark that the engines
made by Messrs. sharp brothers), formerly Sharp and
Roberts, of Manchester, as well as by Mr. Trevethick, of the
Grand Junction Railway at Crewe, and by Mr. Johh Gooch,
of the Smith-Western Railway, travel as quick as those longboiler engines of Mr. Stephenson, and much steadier. Owing
to the narrowness of the 4 feet 8% gauge, Mr. John Goochel e
te
has made some of his goods engines with elliptical boilers,
the transverse or longest axles being vertical, which may
render them a little more top heavy than the others, but,
considering that they are intended for slow trains, there is
no objection diems t
construction. I have further to mention,
that the boilers ,of the Great Western locomotive engines,
cylinders under the directio4 of Mr. Daniel Gooch have
cylinders of 4 feet inter4or diameter, and it has not been
found necessary Or profitable to increase the diameter of the
boilers beyond that, which appears to be recognised on that
railway as the maximum, though the gauge would admit of
much larger ones. And I shall conclude by observing that
the proposed gauge of 5 feet 3 admits of a boiler of 4 feet
diameter, or even of 8 or 4 inches more if required ; so.tthat I
consider this gauge sufficient for all purpose's, unless
wished to travel much faster than the Great ex-
pressWesteirnwerecarQuenotfr;p?iliTonhethgrateatthesetbproesaskibolfe
disaaurva
trains now do, the speed of' which satisfies me.
inYthoeu eat evil
lanteaggre.
And you think that the best way of remedying that is by
a total reform of the existin railways,
do. l 80
as
t°
dperoubbalebdTetyr,mthaye
bem trebled,le ag e of
irailways
course
u r
sn na
e3G'
entire harmony of gauge ?
orofe
abaste
certain
Britain ha
produce one
number
of of years. It certainly will be doublet] and therefore that •
,is
another reason for not adh • •
ermg to either of the present exist-
ing gauges, if a better can be adopted.
You think the time has now arrived for taking some decided
step one way or another ?—I think it has; but it would have
been better to have taken it earlier.
You were understood to say that you considered the
lengthening of the boilers in Mr. Stephenson's long engines
to have been a failure; do you attach any importance to the
lengthening of the fire-box, the defect as regards the fire-box
being in width ?—I have not studied the details of locomo-
tive engines myself; I judge by experience of those I have
travelled upon, and I consider that Mr. Stephenson's length of boiler has not produced that effect, which it was natural to suppose that it would have done.
You have alluded to the unsteadiness of some of the long-
boiler engines, the White Horse of Kent in particular; do
you consider that that is owing to the circumstance that the
White Horse of Kent has outside cylinders, and that there is
no attempt at balancing the moving weight there ?—From my
observation of the effect of outside cylinders on the Grand
Junction and on the South-Western Railway, where they
have been adopted as the last approved patterns, I do ntt
consider that their tendency is to produce oscillation ; i:)
their axles being straight, are stronger and safer thenh-cn are
crank-axles necessarily used with inside cylinders,
continually breaking. I am of opinion, however, that
balapc.ing all the parts of a locomotive engine Many
as much as possible, is of great importance.are
locomotive superintendents of railway companies
of this opinion, and have balanced their crank •axles and
whom is
every part on this principle. Some few,
amongst
Mr.abort Stephenson, have not attached ort-
auce, or any importance so much im p
that lam aware of, to this point.
lout it appears to me that the unsteadiness of the White
Horse of Kent and some other locomotive engines made by
Mr. Robert Stephenson of the same description, arises en-
tirely from the fore and bind wheels being placed too near
together. In one engine that I measured, made according to
Mr. Robert Stephenson's patent, or at his own works (I do
not recollect which), the central distance between the fore
and hind wheels was only 10 feet 9 inches, whilst the dis-
tance from the rear of the firebox to the front of the smoke-
box was more than 20 feet ; the former projecting entirely
behind the hind wheels, and the latter being entirely in front
of the for. wh 1. T _

Stephenson's long-boiler engines, which had two large pair
of wheels in rear coupled, and one small pair of wheels in
front. In this engine, although the same general construction
prevailed, there was not that unusual and one may almost say
alarming sort of oscillation, which I observed on the White
Horse of Bent, and others which had only one pair of large
driving-wheels, and none of the wheels coupled. At Mr.
Stephenson's works I found that another construction was in
progress, which was to have a very large pair of driving-
wheels behind and two small pairs of wheels in front, which
the foreman of that establishment believed to be calculated
to do away that sort of oscillation, of which I spoke to him.
Were the front wheels in a ogie frame ?—Not that lam
aware of ; the engine was not finished. I have only seen
Bogie frames on the American engines, used on the Glou.
tester and Birmingham Railway.
Do not you consider that the leading wheels on the engines
you allude to on the South-Western and on the Grand Junc-
tion, having outside and inside bearings, is a great advan-
tage ?—Yes, I consider it to be a very great advantage ; and
I also consider it an advantage to have the driving-wheels
with flanges, which Mr. Stephenson leaves out.
Yon see no reasoan change the opinion you gave with
respect to the Irish ge 7—None whatever.
Does anything further occur to you to mention 7—l am of
opinion that all locontotive engines and their tenders ought to
have six wheels, and that the latter ought to have powerful
breaks, capable of acting upon all the six wheels at once, both
in front and in rear: they very seldom have the breaks to
act on both sides, which they ought to do, because it pre,
vents racking the axles ; and those more powerful breaks
Imeasighset,ripouserhaanpds,dresentrduecrtivacrat
amay caollsolisioofn,
Oipfiniitonhtahprit teda
desirable that the six-wheeled passengeengines of some
railway companies should gradually be adopted by all.

COURT CIRCULAR,
The Queen and Prince Albert, the Ladies and Gentlemen
way
lof the Court, and the domestic, household, attended; Divine
service yesterday in the private chapel, Buckingham Palace,
Rev.erdaC.
eTahr ley Hon,l k anale s t
C. Leslie Courtenay officiated.
Her Majesty and her Royal Consort took their accustomed
rSaturday was the birthday of her Royal Highness the
arrinvceer eAlice. Her Royal Highness the Duchess of Kent
Their
Ro aly at the Palace on a visit of congratulation.
3 a Hignesses the Duchess of Cambridge and the
Princess, Mary paid a visit in the
forenoon.
The Queen gave a j •
uvende Fete for the amusement of the
Royal Children, in
the
which the following Laterno9n at Buckingham Palace, to
their respective families, vres;ewLtohn the younger members of
Madame Van de Weyer, the Princoeusres liwciitil invitations .
the Duchess of Buccleuch, the Marchionesos "of ElbeerhazY'
Viscountess Emlyn, Lady Lyttelton, and Lady Portman.
n''
Her Majesty. the Queen DOwager was present, attended
by her Lady in Waiting, the Countess Brownlow. Her
Royal Highness the Duchess of Kent was attended by Lady
Augusta Bruce and the Baroness de Speth.
The lower suite of rooms were prepared for the reception,
and the company assembled in the library. Mr. Elutes had
the honour to exhibit a number of necromantic experiments
for the gratification of the young assembly. Mademoiselle
Bourdin attended, and performed quadrille music on the
pianoforte.

At half-past five o'clock the Queen and Prince Albert, the
Queen Dowager, the Royal Family, the Ladies, and the
youthful visitors, passed into the small dining-room, which
was appropriated for refreshments.
Soon after six o'clock, the Queen Dowager and the rest of
the company took their departure.
Saturday was the birthday of her Royal Highness the
Duchess of Gloucester. His Royal Highness Prince Albert,
visited her Royal Highness at Gloucester House at one
o'clock. Her Majesty the Queen Dowager (attended by the
Countess Brownlow) paid a visit to the Royal Duchess in the
afternoon. Their Royal Highnesses the Duchess of Kent,
the Duke and Duchess of Cambridge, Prince George, and the
Princess Mary, also paid visits of congratulation on the
auspicious event to their illustrious relative.
During the day the Members of the Diplomatic Corps, and
the Nobility and Gentry called at Gloucester House, and
left their names for her Royal Highness.
The Queen and Prince Albert took an airing in an open
carriage and four on Saturday.
Her Majesty and Prince Albert, attended by Lady Port-
man, Hon. Miss Napier, Lord Byron, Hon. Colonel Grey,
and Lieut. -Colonel Seymour, honoured the Italian Opera
with their presence on Saturday evening. Her Royal High-
ness the Duchess of Kent, attended by Lady Augusta Bruce,
her Royal Highness the Duchess of Cambridge, attended by
Baroness Ahlefeldt and Baron Knesebeck, his Royal High-
ness Prinee George, and his Serene Highness the Hereditary.
Prince of Saxe Meiningen also honoured the performance of
the Opera with their presence.
Her Majesty the Queen Dowager attended Divine service
yesterday morning, in the Chapel Royal, St. James's. The.
prayers were read by the Rev. J. Helmore, the lessons by
the Rev. Dr. Knapp, and the communion service by the Rev.
Dr. Sleath. The sermon was preached by the Rev. Dr.
Sleath, from St. Matthew, e
S
chap. 5, verse 3. The anthem was
"he organ. 0 sing unto God"—Greene. Sir Georgmart presided at
t
The Queen Dowager was attended by the Countess Brown_
low and Earl Howe. Among the nobility present were the
Duchess of Beaufort, and the Ladies Somerset, the Ladies
St. Germans, Wilton Somers, and Vivian; Lords Cawdor,
St. Germans, Hawarcien, de Manley, and W. Graham.
The Duke of Wellington and Sir F. Trench attended the
early service yesterday in the Chapel Royal, St. James's.
The prayers were read by the Rev. Dr. Wesley. The sermon
was preached by the Rev. Dr. Sleath,
Their Royal Highnesses the Duke and Duchess of Cam-
bridge, and the Princess Mary, attended ,Divine service yes-
terday morning in Grosvenor Chapel, South Audley-street.
The Commissioners of the Metropolitan Termini had a
meeting on Friday. There were
_present Viscount Canning,
the Earl of Dalhousie, the Right Hon. J. C. Herries, Sir P.
Smith, and the Lord Mayor. The Commissioners had
another meeting on Saturday. There were present Viscount
Canning, the Lord Mayor, and Sir F. Smith.
The Eccleciastical Commissioners for England had a Com-
mittee -meeting on Saturday. There were present the
Bishops of Winchester, Bangor, Chester, Ely, Hereford,
Lichfield, and Rochester, the Chancellor of the Exchequer,
and the Earl of Bessborough.

BRIDPORT ELECTION.
TO THE EDITOR OF THE SUN.
SIR,—To endeavour to prevent the it:patchwork legis-
lation by incompetent Members of the House of Commons,
and particularly those who deemed the late Member for
Bridport worthy of the thanks of the House for calling atten-
tion to the law relative to controverted elections, I beg to
request attention to the inconsistency of the remarks of
the
late Member for Bridport on Friday evening last, and those
of his counsel, Mr. Austin, on Saturday last, before the Brid-
port Election Committee. Mr. Cochrane asks how it was
possible for him to meet objections when he did not even
know the witnesses that would be brought against him, and
that this opportunity was given to criminals in all tribunals
of the country. On Saturday Mr. Austin states that he was
quiteprepared to meet the general case of bribery, but he
would not go into the scrutiny on account of the probability
of an early dissolution, and he therefore could not advise the
expense.
Permit me to say, that neither criminals nor other parties
i in any action, in any of the tribunals of the country, know what witnesses are to be brought against them, and this
ex-legislator for Bridport did not know this, and it really ap-
pears that other Members were equally ignorant, a deep
disgrace both to themselves and their constituents. Mr. Austin had the same opportunity of preparing himself,
iu as well as he could have had if the case had been to be tried
any other tribunal in the country.
Now for Mr. Cochrane's cant; he said he mentioned this,
not so much for his own sake, as for their guidance in future
election cases; and afterwards, that his only intention in ris-
ing, was to submit his case to the House, and to show how the
parties who opposed his return to Parliament were disposed
to act towards him in the matter. Experience tells the
people of Bridport, that until his memory is jogged he forgets
very important things. It did not occur to Mr. Cochrane to
mention, that he had with regard to the notices of objection,
given his opponents as much information as they had given
him, and that their notices were exchanged by their agent%
at the same moment —Yours obediently,
Bridport, April 26, 1846.