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

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 taken to remove the existing evil of
wider the diversity
of this
ofad
et
bloeualsdt
bi
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 way, the expense of the inser-
tion,crossings, as well as the 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 and tender adopted on this line, the same
system might be adopted on any other line, whether on the broad
or narrow gauge An evil may also sometimes eras in six-wheeled
engines, by the centre of gravity of tile engine being brought too
much over the driving wheels, and the springs being 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
any irregultuity in the road 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.
Another cause of unsteady or
the
safety of the train, has 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 outside cylinder es ond the axle bearings. so
but at the same tine we must remark, that it
far as this construction is concerned, 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 subject, we feel bound to report,
that as regards the
f
safety of the passenger, no preference is due, with well-proportioned
engines, to either gauge, except, perhaps,_b eat very high velocities,
where we think a preference 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, Nielielaii WOCI,
2. We have now to evert. to the qqestion ee the relative &Moms
modation and convenience for passengers and Kowa.
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 Aoit_ciasg carriages are esuelly constructed to carry
only six passengers in Melt com Pertinent, and we end that about the
same width is allowed for each passenger on both 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 lines nearly as lofty
as those on the broad gauge,• equally commodious ;in short, we
now see no essential difference as regards accommodation and con-
venience to individual passengers In the first-class carriages of the
two gauges.
In the second-class carriages on the broad gauge six persons sit
side by lilies p;ch perriage being capable of holding seventy-two
passengers. On the narrat* gasget Rely few persons sit
side by side, the total number in each carriage
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 read, the springs of
,
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 11111cli 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, every
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
itweighedtonws.asf,
so
uiczioodlyni3,
e3aelsebip.
aepryeedrs
too f yard,h2oa vaaenn
drdail2tish
miles
elf
senosg
perbns es. per yard,
r,seiaxndo re
engines
attempted,eens
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 present 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 traffic, the mode of working that tram, as
adopted by
different companies, the employment of engines of greater
or lees power, that increased accommodation to the public 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
affords, 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 OQUVA2/ 1145 fat' the Wore abitudaut WOW per wile. sad geght