The Sun.
London, England, 1846-02-19 00:00:00

return from India, by Lieutenant-General Sir John
Fitzgerald, K.C.B.
Captain Ellington, Coldstream tivards, on appointment
as Adjutant, by Col. Walton.
Captain Kirkland, Coldstream Guards, on promotion, by
Col. Walton.
Captain Hamilton, Adjutant Royal East Middlesex
Militia, on his appointment, by Col. Wood, M.P.
Captain H. Bridges. 47th Regiment, on his return from
foreign service, by Gen. Sir Wm. Anson, K.C.B.
Captain George Ponsor.by Hume, 58th Regiment, by
Gas. Maitland.
Captain R. 11. S. Jackson, on appointment to the Adju-
tancy of the Durham Militia, by the Earl of Had-
dington.
Captain Arnold Rawson Wilson, 14th Regiment, Bum-
bay Native Infantry, by Sir Henry Willock, Chairman
of the Court of Directors.
Captain Lumley, Bth Regiment, by Gen. Sir H. Bayley.
Lieut.-Colonel the Hon. Percy Evans Freke, on promo-
tion by Viscount Hawarden.
Major Creagh, 81st Regiment, .by Gen. Sir James
Kempt, G.C.B.
Major John Gordon, 47th Regiment, by Gen. Sir Wm.
Anson, Bart.
Major Carsick, Royal Nast Middlesex Militia, on ap-
pointment, by Colonel Wood, M.P.
Major Mills, 3d West India Regiment, on promotion, by
Lieutenant-General Sir Charles Maxwell.
Lieutenant-Colonel P. Dundas, 47th - Regiment, by
General Sir W. Anson, Bart.
Col. Austen, M.P. for Kent, by the Earl of Delawarr.
Lieutenant-Colonel W. Wyllie, on receiving the Honour
of C.B , by Viscount Palmerston.
Lieutenant-Colonel Brandling, 2d West York Militia, on
promotion, by- the Earl of Harewood.
Lieutenant-Colonel Lewis, Grenadier Guards, on pro-
motion, by Colonel Home.
Lieutenant-C,donel Matheson, on promotion, by General
Sir Willoughby Gordon.
Captain Christie, 13th Prince Albert's Light Infantry,
on promotion, by his father, Colonel Sir Archibald
Christie, K.C.H.
Captain Carlton, South Notts Yeomanry Cavalry, by
Lord J. Manners.
Lieutenant Frederick Campbell, Royal Navy, by the.
Hon. Edmund Phipps.
Commander William Loring, on appointment to her
Majesty's ship Scout, by his father, Rear-Admiral Sir
J. Wentworth Loring.
Cornet R. R Wilford Brett, Bombay Cavalry, by Lieut.-
General Sir Robert Arbuthnot, R.C.B.
Ensign E. B. Hart, 65th Regt., on appointment, by
Lieut.-General Sir Jonn Browne, K.C.H.
Ensign King, 3d Food, by his father, Major-General Sir
Henry King.
Ensign C. P. Beague, on appointment to the 84th Regt.,
by the Earl of Haddington.
Ensign Edward A. Lynch, 13th or Prince Albert's
Light Infantry, on appointment, by Lieut.-Colonel
Squire.
Lieut. Henry Landor Thuillier, Bengal Artillery, by
Lord Charles Beauclerk.
Colonel, the Hon. George Cathcart, Deputy-Lieutenant
of the Tower, by the Duke of Wellington.
Captain Hinde and Lieut. W. P. Snell, by Colonel
Wood.
Rear-Admiral Ross, Captain Buckle, on his promotion
and return from foreign service, and Lieut. G. Great,
head, by Sir G. Cockburn.
Cornets E. A. Breedon, Lord 0. Fitz-Gerald, and W.
J. aambier, by Colonel Bouverie.
Lieuts. C. H, Nugent, S. St. John, Armit, Phillpots, E.
Belfield, and C. Chesny, by Kir J. Burgoyne.
Majors Hatfield, P. Cauntly, and D. Ewart, Captains
W. Lomer, J. H. Rudd, Lieuts. Jones, G. Striven,
Kinkead, and H. Hammond, and Doctors H. Falconer,
and Peterkin, by Lord Ripen.
Lieut.-Colonel Crawford, on return from Mauritius ;
Captains Riddell and Boyce, on their promotion,
Lieuts. J. Lugg, S. Singleton, G. Fraser, W. Hardy
and J. Bolton, Doctor W. Mackintosh, on return from
foreign service, and Mr. Gilborne, by Sir G. Murray.
Lieut.-Colonel Brough, by Sir J. Kemp.
Lieut. Henderson, on his return from Canada, by J. Bur-
goyne.
Lieut. Cox, on return from India, by Sir J. Macdonald.
Lieut. Cubitt, by Lord Bloomfield.
Lieut.-Colonel E. W. Bray, on promotion and return
from India; Captains G. Falcon, on appointment to the
Royal Sovereign Yacht; Sir T. Herbert, on appoint-
ment to her Majesty's ship Raleigh, and Robb, on ap-
pointment to her Majesty's ship Gladiator; Com-
manders J. Ellman, W. Crooke, Sir W. Wiseman, and
C. Beddoes, on their promotion; W. Maitland, on ap-
pointment; W. Johnstone, on return from experimental
squadron; and R. Hewlett, on promotion and ap-
pointment; Lieutenants W. Perceval, Tonge, W. Her-
bert, and E. Bray, by Lord Ellenborough.
At the Levee, the Earl of Egmont presented an Ad.
dress from the county of Surrey; and the Earl of Strad-
broke 137 petitions from Suffolk, praying for continued
protection to British Agriculture.
After the Levee, Earl Granville had an audience of
the Queen, and delivered to her Majesty the Ensigns of
a Knight Grand Cross of the Order of the Bath, worn
by his late father.
Viscount Canning had an audience of her Majesty,
and delivered to the Sovereign the Ensigns of a Knight
Grand Cross of the Order of the Bath, worn by the late
Lord Stuart de Rothesay.
The Queen gave audience to Sir Robert Peel.
The severe and continued illness of the American
Minister prevented his attendance at the Levee yes-
terday.

Iler Majesty and Prince Albert, attended by the
Royal Suite, returned to Buckingham Palace after the
Levee.

Mr. Shepherd, with Mr. Miller, had the honour of an
audience of his Royal Highness Price Albert, by com-
mand, at Buckingham Palace, yesterday morning, for
the purpose of exhibiting a model of a self-locking gate,
adapted to palaces, country seats, fortifications, rail-
ways, &c. His Royal Highness was pleased to express
his approbation.
Her Royal Highness the Duchess of Kent visited her
Majesty yesterday. The Queen had a dinner party yes-
terday evening at Buckingham Palace. The invitations
included her Royal Highness the Duchess of Kent, the
Duchess of Buccleuch, the Archbishop of Canterbury
and Mrs. Howley, his Excellency Count Pollon, the
Marquis of Abercorn, Lord John Russell, Earl Cawdor,
Earl of Morley, Lady Fanny Howard, Colonel the Right
Hon. G. L. Dawson Darner, Hon. Bingham Baring,
Baroness de Speth, and the Hon. and Rev. C. Leslie
Courtenay.
The band of the Coldstream Guards, led by Hr. God-
frey, was in attendance at the palace during dinner, and
performed the following pieces:—
Overture, " Maritana,"—W. V. Wallace.
Valse, "Fleur de Marie,"—Barrett.
Grand Selection from Don Carlos,—Costa.
Original Polon ai se,—Jullien.
Vaudalia, " Mecklenburgisches Volkshid,"—Oertzen.
Marsch,—Von Scharda.
The Chevalier de Ribeiro, presented by his Excel-
lency the Baron de Moncorvo yesterday at the Queen's
Levee as Secretary of Legation, held the same appoint.
ment, as also that of Portuguese Chargé d'Affaires, in
this country a few years ago.
The Ecclesiastical Commissioners for England had a
general meeting yesterday, at the office in Whitehall-
place. There were present the Archbishop of Canter-
bury, the Bishop of London, the Bishop of Carlisle, the
Bishop of Chichester, the Bishop of Ely, the Bishop of
Oxford, the Bishop of Rochester, the Earl of Bess-
borough, and the Right Hon. Sir George Grey.

THE ROYAL POLYTECHNIC
csScait
eiThl
menal,
det Tint
nhtUtghehTe
merits
andrd N.
s spiritedo f
descendingdc , el
ee determinedi oaur snp ,00snf ttrhyi s
planes. They have, therefore, erected in the long
mostW e 0
xa
cr ee. gladt l
eat
fosrogtrafielbnNa
ascending
in
g on
a loco-
motive e nvgeirty, e
inclinedgal-
lery of the institution a railway with a gradient of one
in ten, and extending the whole length of the building.
This is, in our opinion, a very judicious step, as it will
enable engineers and others to form a better estimate of
the merits of the invention; we are glad to learn, also,
that the building is to be very much increased iu magni--
tude, so as to enable the directors to pay more attention
than hithetto they have done to the subject of steam
locomotion.

The lectures on general chemistry, by the chemical
lecturer, Dr. Ryan, are at this season of the year ex-
tremely attractive and various, drawing, as usual, cro.vded
audiences both at the day and nightly exhibitions. Dr.
Bachhoffner also continues to attract cromis of admirers
to his beautiful lectures on natural philosophy. Nor
must we neglect to refer to the school of Steam Navi-
gation under Dr. Ryan, attended at this moment by
great number of our naval officers of the highest rank,
The school also for railway engine-drivers is numerously
attended. This is certainly a class worthy of all com-
mendation, as it enables us to obtain as drivers men of
good education and sound practical knowledge.

OFFICIAL TRAVELLING.—It being considered, with
reference to the great reduction which has taken place in
the expense of travelling in the United Kingdom, conse-
quent upon the introduction of steam vessels and the forma-
tion of rails%ays, that the existing regulations under which
mileage allowances have been granted, both to superior and
inferior officers of the revenue, are no longer applicable, it
has been determined that such allowances shall be in future
discontinued, and ordered that in lieu thereof tie actual
and necessary expenses only be allowed ; and that in cases
where the officers proceed by railroad or steam vessels, which
they are to do in all cases when practicable, superior offi-
cers are to be allowed first-class cabin and railroad carriage
fares and their day pay; and inferior officers, second-class
accommodation by such conveyances. It has not at present
been deemed expedient to disturb the existing rates of tra-
vellii.g allowances to officers of the coast- gird, other than
to direct that the half-mileage allowances to officers of that
branch of the service, travelling by water, be extended to
conveyances by railroad.
A memorial, numerously signed by the tenant-farmers
of East, West, and Mid Lothian, has been addressed to Sir
Robert Peel, with a view to obtaining the power of con-
verting money-rents into grain-rents.—Caledonian Mercury.
DOVER CLIFFS.—The late heavy rains having de-
tached small portions of the cliff overhanging the bottom of
Snargate-street and the Admiralty-yard, a memorial, signed
by several of the inhabitants, was sent to Captain Mercer,
R N., who forwarded the same with a representation to the
Admiralty. The cliff has been surveyed by the Board of
Ordnance, and we understand it is proposed to scrape off
about 40,000 tons of chalk.—Maidstone Journal. _ _

SIR ROGER DIC COVERLEY.—Among the celebrated
characters who have rendered the reign of the Merry Mo-
narch so brilliant for wit and gallantry, the famous
" Beauties " of the Court figure prominently in the ani-
mated narrative now before the public, under the title of
" Sir Roger de Coverley, a Tale of the Court of Charles II."
By the author of the much-admired work, " Maids of
Honour." The amiable, yet amusing, Queen Catherine, of
Braganza, of course, heads the list, which boasts of the
names of the Duchesses of Cleveland, Portsmouth, 'Rich-
mond, Mazarin, and Buckingham ; the Countesses of Dor-
set, Southesk, Ossory, Rochester, and Falmouth ; the La-
dies Bellasis and Sunderland ; and the equally celebrated
Nell Gwynne, Moll Davis, Venetia Digby, Arabella
Churchill, and La Belle Jennings.

THE SUN, LONDON, THURSDAY EVENING, FEBRUARY 19, 1846.

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 time 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 in speed the corresponding trains of theßristol 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. R. Stephenson, in his evidence, that
at one period, the speed on the Northern and Eastern line even ex- I
ceeded that of the Great Western.
In treating of a difference in the speed, other circumstances
besides the mere gauge must be considered. The inclinations
and curves of the Great Western Railway, between London and
Bristol, and even for forty miles beyond Bristol are, with
the exception of the Wootton Basset and the Box inclines, particu-
larly favourable to the attainment of high velocities ; and it is im-
portant to remark that the inclinations and curves on that part of
the Northern and Eastern Railway, where the competition in speed
with the Great Western was the teost successful, are generally of a
similar character.
One of the principal motives professed for constructing the Great
Western Railway on the broad gauge was the attaining of high
speeds, and the credit of the proposers and defenders of that con-
struction has, therefore, been deeply engaged in maintaining them.
The effect of gradients on the speed of the Great Western trains,
even with the powerful engines used on that line, is shown in the
time table annexed, where we find that, while the speed from Pad-
dington to Didcot by rho express train is 47k miles per hour, from
Didcot to Swindon it is only 41•1 ; and from Swindon to Gloucester
only 31'7 ; from Swindon to Bath it is 48•2, but returning only 37'2 ;
from Bristol to Taunton the speed is 461, and from Taunton to Exeter
only 39•2.
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 powerful 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 theT, 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, provide( the read be in a
condition to sustain the great increased force whiib must result from
any increased 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 off 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
weighed only 351bs. per yard, and the engines about six or seven
tons. As soon as speeds of 20 and 24 miles per hour were attempted,
it was found necessary to have rails of 501bs. per yard, and engines
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 en 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 the
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 the fore and hind axles, has a great tendency
to increase the irregular motion produced by the outside cylinder.
Mr. R. Stephenson admits that in some_ of the later engines this
irregularity does exist, but he attributes it to the weight of the piston
and its appendages, observing, " I do 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
much. ,
piston b y the weight upon the wheels, we should get rid of that very
At all events, from whatever cause the motion may arise, the
oscillations are very considerable in some of 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 as average rate of 41
miles per hour, on a line in which, in one direction, ri,:es 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 boiler 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 inches, in the other 14% inches, both outside, and at-
tached to the smoke-box.
In proceeding to compare the locomotive engines, we remark in the
first place, that the fire-boxes, boilers, Ice., of the narrow gauge en-
gines still possess a smaller evaporating 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 the 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, both 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 48 miles an hour, there is no great difference
between the two, but that for speeds of N or 60 miles an hour, the
difference may be worthy of notice. It becomes important, then, 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

let. The difficulty of arranging the trains, where the traffic is fre-
quent, so that the fast train shall be entirely protected from the
chance of interfering with, or coming hit. 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 here, 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 gaups.

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 •f the plant, which consists of engines, of carriages, and of
other carrying stock; and lastly, the cost of working.
There can be no question that in the first construction of a railway,
the narrower the gauge the smaller will be the cost of the works. This
applies to tunnels, bridges, viaducts, embankments, cuttings, sheds,
workshops, turn-tables, tranverse sleepers, and ballast, and the pur-
chase of land ; but it does not 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 fiat country, where there are
neither cuttings nor embankments, the difference would be limited
very nearly to the quantity of land to be purchased (the severance
and damage being about equal in both cases), 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, on 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. How far this isfound to be practically the case is
the next subject for inquiry.

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the seven'narrow gauge carriages so occupied would only be 42 tons.
But Mr. Gooch estimates, from kis own experiments, the relative
powers of traction of the broad gauge engines, and of the narrow
gauge engines of the South-Western Railway when working at the
same speed, as 2,067 to 1,398, or as 67, the load of the broad gauge in
tons, to 45 tons, which would be the corresponding load for the narrow
gauge ; so that the narrow gauge engine has more power over the 42
tons it would have to draw, than the broad gauge has over its average
load of 67 tons, both exclusive of the weight of the engine and tender
—the narrow gauge carriage in this supposition being supposed to con-
tain 84'9 passengers, and the broad gauge only 47'2,
If, however, it were necessary, 224 first-class passengers might be
placed in the seven broad gauge carriages, and, as it has before been
said, 126 in the seven narrow gauge carriages ; but. it appears likely
that this extent of accommodation would only be called for on such
rare occasions, that the question of providing for it, except by as-
sistant power, cannot be taken nto consideration in the present com-
parison.
It is obvious from the forego:ng statement, that the narrow gauge
engine of the class we have been considering has more power over
the seven narrow gauge carriages, and a load of 126 passengers, than
the broad gauge engine has over the seven broad gauge carriages,
and the load of the same number of passengers; and that, therefore,
if the Great Western had been a narrow Instead of a broad gauge
line, the South-Western engines would have had the same command
over the existing passenger traffic of the Great Western, as its own
engines now have with the present construction of that railway.
We must remark, however, that this calculation is for trains con-
sisting exclusively of passengers and their personal luggage. In the
Great Western average trains of 67 tons thdre is au allowance of
about 16 tons for paesepigers and luggage, including gentlemen's car-
riages. Allowing the same weight of luggage on the narrow gauge
line, the train would still not exceed 50 tons, which is considerably
within the power of the narrow gauge engine. For it appears by the
experiments that have been recently made on the Great Western
hallway, the details of which are given in the appendix to the evi-
dence, that the Great Western engine is capable of propelling 83 tons
at a greater speed than the average speed of that line ; and conse-
quently by the proportion above stated, the narrow gauge engine
would be capable of propelling 55 tons at the same rate. We con-
clude, therefore, that the work would be performed at about the same
expense for locomotive power.
That there may be cases in which not only the full power of a
broad gauge engine is required, but even the assistance of a second
engine, is quite certain, bnt such trains form the exception and not
the rule in railway passenger traffic, and we doubt the soundness of
a principle which involves a great expense in construction, for the
sake of possessing capabilities so seldom calledintoactio
It is proper to observe, that the foregoing :*
comparison would have
appeared to stand more in favour of the narrow gaure, had we taken
for the engine of comparison one of those engines of whose increased
capabilities some of the supporters of the narrow gauge system have
informed us ; but we have preferred the comparison afforded with
the South• Western engine, from its being the one on which Mr.
Gooch, of the Great Western Railway, superintended the reconled
experiments: hence, our deductions are made from data furnished
by the advocates of the broad gauge system, without drawing any-
thing from the evidence on the other side; and as those deductions
sufficiently demonstrate that there is no economy in the locomotive
expenses for passenger trains resulting from working a line on the
broad gauge system, even on such lines as those which have at the
present moment the most abundant passenger traffic, any analysation
of the evidence offered in support of the narrow gauge system ap-
pears to us to be quite superfluous.
There is one point, however, stated in Mr. Gooch's comparative
table, and repeated in his evidence, which appears 'so much at vari-
ance with the results we have obtained from other data, as to require
explanation.
Mr. Gooch has asserted that the Great Western Company work
their passenger trains at half the expense per ton at which the Louden
and Birmingham Company work their passenger trains. The fact
is, however, that Mr. Gooch's calculations refer to the gross and not
to the net loads ; and therefore the comparison is not applicable, so
far as regards the profits of these companies, and affords no proof of
economy in working the passenger traffic on the Great Western system.
There can be no doubt, judging both from Mr. Brunel's evidence
given to us, and from his report to the directors of the Great 'Western
Railway Company, that he originally expected there would be on the
Great Western Railway a demand for carrying great numbers of pas-
sengers at high velocities ; but from his own evidence, it appears that
the only heavy passenger traffic upon that railway is between London
and Reading, and between Bath mid Bristol, being a total distance
of about 50 miles, out of 245.
On the remaining part of the line the passenger traffic, per train, is
small.
If the convenience of the public would admit of the whole of the
passenger traffic of this portion of the line being conveyed daily by
two or three large trains, Mr. Brunel's views would have been per-
fectly correct in providing such powerful means; but experience has
proved that the public require passenger trains to be run many times
during the day, and with this frequency of trAns such numbers of
passengers as Mr. Brunel has provided for cannot be expected even
on railways of the largest traffic, so that practically there is a waste
both of power and of means. In the case of " goods traffic," the cir-
cumstances are not the same; railway conveyance for merchandise
seems only to be required a few times in each day, and the trains are
generally large. The " through" waggons have for the most part a
full load, and the disproportion between the gross and the net weight
is consequently much less than in the passenger trains ; still, how•
ever, it appears from the evidence of Mr. Horne, and of other persons
connected with the carrying trade, that on the London and Birming-
ham Railway it frequently happens that waggons are forwarded to a
cons•derable distance to " road-side stations," containing not more
than a ton of gcods ; and there can be no doubt that this must hap-
pen on any long line of railway. The same also occurs in waggons
coming in from branches along the trunk line, and in all such cases
the heavy large waggon of the broad gauge must be disadvantageous
but although the evil is not so grdat with goods waggons of the; '
broad guage as with their passenger carriages, still the loss by dead
weight is greater with these than with smaller waggons, and we do
not perceive any advantages in the broad gauge to counterbalance it,
for where speed is not an object, and this is the case with goods
trains, we believe, from the evidence we have received, that engines
of nearly the same tractive power are to be found on as many narrow
gauge lines as those in use en the broad gauge.
Thus far we have considered the question with reference to the
',railways as they now exist, and composed in a great measure of
'trunk lines of considerable traffic; but the railways to be made in
fizture will in some degree be branches or lines in districts having
traffic of less magnitude than is to be provided for in the existing
railways ; and hence, if for the greater trunk lines a superiority were
due to the broad gauge system, that superiority would be less for
lines yet to be constructed of a smaller amount of traffic ; and neces-
sarily, if the preference were given to the narrow gauge for the ex-
isting lines, that system would be still more entitled to the preference
for the railways of smaller traffic to which we look forward:
We must hero add, that, towards the close of our inquiry, Mr.
Brunel requested, on the part of the broad gauge companies, to In-
stitute a set of experiments to test the power of their engines ; and
Mr. Bidder, on the part of the narrow gauge companies, undertook,
in consequence of such application, to make corresponding experi-
ments on the narrow gauge. After sanctioning these trials, and
being present at the performance of them, a record of which will
be found in the appendix, we may observe, without entering into a
minute detail of the results, or the discrepancies between the returns
as furnished by the two parties themselves, that we consider them
as confirming the statements and results given by Mr. Gooch in his
evidence, proving, as they do, that the broad gauge engines possess
greater capabilities for speed with equal loads, and, generally speak-
ing, of propelling greater loads with equal speed ; and moreover, that
the working with such engines is economical where very high speeds
are required, or where the leads to be conveyed are such as to re-
quire the full power of the engine. They confirm, also, the evidence
given by Mr. Bidder as to the possibility of obtaining high evapo-
rative power with long engines for the narrow gauge, but under
somewhat peculiar circumstances. It appears, moreover, that the
evaporation thus obtained does not produce a corresponding useful
effect in tile tractive power of the engine; a circumstance that would
probably be differently explained by Mr. Gooch and by Mr. Bidder;
but as we de not refer to the power of this description of engine in
the deductions we have made, It is unnecessary for us to allude flu-
ther to them.
After a full consideration of all the circumstances that have come
before us, and of the deductions we have made from the evidence,
we are led to conclude :-
1. That, as regards the safety, accommodation, and convenience of
the passengers, no decided preference is due to either gauge, but
that on the broad gauge the motion is generally more easy at high
velocities,
2. That in respect of speed, we consider the advantages are with
the broad guage. bat we think the public safety would be endan-
gered in employing the greater capabilities of the broad gauge
much beyond their present use, except on roads more consolidated
and more substantially and permanently formed than those of the
existing lines.
3. That in the commercial case of the transport of goods, we
believe the narrow gauge to possess the greater convenience, and to
be the more suited to the general traffic of the country.
4.. That the broad gauge involves the greater outlay and that we
have not been able to discover either in the maintenance of way, in
the cost of locomotive power, or in the other annual expenses, any
adequate reduction to compensate for the additional first cost.
Therefore, esteeming the importance of the high speed
on express trains for the accommodation of a comparatively
small number of persons, however desirable that may be to
them, as of far less moment than affording increased convenience to
the general commercial traffic of the country, we are inclined to
consider the narrow gauge as that which should be preferred for ge-
neral convenience; and, therefore, if it were imperative to produce
uniformity, we should recommend that uniformity to be produced by
an alteration of the broad to the narrow gauge, more especially when
we take into consideration that the extent of the former at present
in work is only 274 miles, whilst that of the latter is not less than
1,001 miles, andithat the alteration of the former to the latter, even
if of equal length, would be the less costly as well as the less difficult
operation.
We are desirous, however, of guarding ourselves from being sup-
posed to express an opinion, that the dimension offoar feet eight and a
half inches is in all respects the most suited for the generol objects of the
-country. Some of the engineers who have been examined by us, have
given it as their opinion that five feet would be the best dimensions
for a railway gauge ; others have suggested five feet three inches,
five feet six inches, and even six feet, but none have recommended
so great a breadth as seven feet, except those who are more parti-
cularly interested in the broad gauge lines. Again, some engineers
of eminence contend that a gauge of four feet eight and a half inches
gives ample space for the machinery of the engine, and all the rail-
way requirements, and would recommend no change to be made in
the gauge.
W. may observe, in reference to this part of the question, that the
Eastern Counties Railway was originally constructed on a gauge of
5 feet, and has since been converted into a gauge of 4 feet 8)4 inches,
to avoid a break of gauge; and we have been informed that some
lines in Scotland originally on the gauge of 5 feet 3 inches are about
to be altered to 4 feet 8)4 inches for the seine reason.
Whatever might be the preferable course were the question now
to be discussed of the gauge for the entire system of railways, where
noise previously existed to clash with the decision, yet under the pre-
sent state sf things we see no; sufficient reason to suggest or recom-
mendrw the adoption of any gauge intermediate between ehaercnar
gauge of 4ft. B%in. and the broad
have been formed upon the 41t. 83,, in.
gauge,rlence of boils the
liarly struck by the circumstance tlgiaatuftlemoofst72l the'
tedeo n
greateri l t tliP, rail-
waysteenns.ber having been undertaken after a long experience
have been constructed as well as
sight of, that some of these railway
and amongst that number we find Mr.
broad and the narrowga• uge in this country. Nor must the fact be lost
planned by g
also the engineer of the Merthyr TylIV/1 and Cardiff I le, which I.
Brunel the o}r:lg'iritiaslh pernogijenceteorrs'ofthe broad gauge. Mr. r. Brunel
swot?,
the four feet eight and a half Inches gauge ; and we think that the
motives which led to his adoption of the narrow gauge in that in-
stance would equally apply to many English lines.
observeilisitindjidni
We are seesible of the importance, in ordinary circumstances, of
leaving commercial enterprise, as well as the genius of scientific men
unfettered ; we therefore feel that the restriction of the gauge is a
measure that should not be lightly entertained; and we are willing
to admit, were it not for the groat evil that must inevitably be ex-
perienced when lines of unequal gauges come into contact, that
varying gradients, curves, and traffic, might justify some difference
In the breadth of the gauge. This appears to be tie view which Mr.
Brunel originally took of the subject ; for the Great Western proper
is a
ma
cline a
ao
anticipated,unu sual
y good
a sgriartioetitettledoibi uwtiskiluighhtlaylaonrgaengeypea influenceams etfinegur al rel
district, it embraced
andall t,l,lccoonivneptardeantciveselyalfrldeeaftriovnalnttha
broad gauge system,
of those defects on which we have commented ; but such a breadth
of gauge, however suitable and applicable it may have originally
been considered to its particular district, appears wholly inapplicable,
or at least very 111 suited to the requirements of many of our northern
itoenstwaiNt,hertagheaGtrraelarts
and midland lines.
In reference to the branches alreatdhyaitn
ticioengrneexa
ynnatudexOnectoedbe4r6,
;nn-stestwoenelny
Western Railway, we may
48
8n
ttohie,ao; xofioirtdhbercanheallit,efhoiriatmwohrwaheec
Bristol and Exeter 53 ; and between Swindon and Bristol it was un-
der 60 tons. With such a limited traffic the power of the broad
eigshliredentii)
ett!aonf
g a
luNg, e
fieinigdi,nfreosienemans
ebsedyionnadte furnished
r
districtsg.rounda
and thegeneral
these
of which we see no reason to dispute, that the expense of altering
the existing broad gauge to narrowgauge
lines, including the altera-
tion or substitution of loco ti Mo ves, amid carrying stock, would not
much exceed 1,000,0001. ; yet we neither feel that we can recommend
the Legislature to sanction such an expense from the public co
moneys,
nor de we think the companies to which the broad railways be-
long can be called upon to incur such an expense themselves
(having made all their works with the authority of Parliament),
nor even the more limited expense of laying down intermediate
rails, for narrow gauge traffic. Still less can we propose, for
any advantage that has been suggtsted, the alteration of the whole
of the railways of Great Britain with their carrying stock and en-
gines, to some intermediate gauge. The outlay in this case would
be very much more considerable than the sum above mentioned ;
and the evil, inconvenience, and danger to the traveller, and the in-
terruption to the whole traffic of the country for a considerable
period, and almost at one aid the same time, would be such that this
change cannot be serieusly entertained.
Guided by the foregoing considerations, we most dutiftilly submit
to your Majesty the following recommendations :-
1. That the gauge of four feet eight inches anti a half he declared
by the Legislature to be the gauge used in all public railways now
under construction, or hereafter to be constructed in Great
Britain.
2. That unless by the consent of the Legislature it should not be
permitted to the directors of any railway company to alter the gauge
of such railway.
3 That in order to complete the general chain of narrow gauge
communication from the north of England to the southern coast,
any suitable measure should be promoted to form a narrow gauge
link from Oxford to Reading, and thence to Basingstoke, or I.y any
shorter route connecting the proposed Rugby and Oxford line with
the South-Western Railway Company.
4. That as any junction to be funned with a broad gauge line would
involve a break of gauge,. provided our first recent, e
ai tnldation be
obtained by re-
adopted, great commercial convenience would
°
clueing the gauge of the present broad gauge I
nes to the uarzow
gauge, of four feet eight inches and a half; and
be found if producing
we therefore think it
desirable that some equitable means should
such entire uniformity of:gauge,
or of adopting such other course as
would admit of the narrow gauge carrifisdesPdssitig, without interrup-
tion or danger, along the broad gauge
__
SMITH,
(L.S )
J M. FREDin3.
(Signed) I lc
Lieut.-Colonel
t Colonel Royal Engineers.
G. B. AIRY, Astronomer Royal. (L.S.)
PETER BARLOW. (L.S.)

THE GAUGES.
The following are the conclusions and recommenikAtiont,erhlch,
from their importance, we recapitulate hi a separate Him the
report :
CONCLUSIONS. •14!
" I. That as regards the safety, accommodation, and cenve-
nience of the passengers, no decided preference is due to either
gauge, but that on the broad gauge the motion is generally more
easy at high velocities.
" 2. That in respect of speed, we consider the advantages are with
the broad gauge, but we think the public safety would be endan-
gered in employing the greater capabilitios of the broad gauge much
beyond their present use, except on roads more consolidated and
more substantially and perfectly formed, than these of the existing
lines.
" 3. That in the commercial use of the transport of goods, we be-
lieve the narrow gauge to possess the greater convenience, and to
be the more suited to the general traffic of the country.
" 4. That the broad gauge involves the greater outlay, and that
we have not been able to discover either in the maintenance of way,
in the cost of locomotive power, or in the other annual expenses,
any adequate reduction to compensate for the additional first cast."
RLCOUNIENDATIONS.
" 1. That the gauge of four feet eight inches and a half be de-
clared by the Legislature to be the gauge to be used in ail public
railways now under construction, or hereafter to be constructed, in
Great Britain.
• "2. That unless by the consent of the Legislature, it should not
be permitted to the directors of any railway company to alter the
gauge of such railway.
" 3. That in order to complete the general chain of narrow gauge
communication from the north of England to the southern coast, any
suitable measure should be promoted to firm a narrow gauge link
from Oxford to Reading, and thence to Basingstoke, or by any
shorter route connecting the proposed Rugby and Oxford line with
the South-Western Railway.
"4. That as any junction to be formed with a troad gauge line
would involve a break of guage, provided our first ebcommendatiou
be adopted, great commercial convenience would be obtained by re-
ducing the gauge of the present broad gauge lines to the narrow
gauge of four feet eight inches and a half; and we therefore think it
desirable that some equitable means should be found of producing
such entire uniformity of gauge, or of adopting such other course as
would admit of the narrow gauge carriages passing, without inter-
ruption or danger, along the broad gauge lines."

- ---
I PARLIAMENTARY BUSINESS.
(From the Votes and Proceedings of the House of Commons.)
WEDNESDAY, FEB. 18.
The following Petitions for Railways were reported, and the Bills
ordered to be brought in by the undernamed Hon. Members:—
London and York—Mr. Astell, Mr. E. Denison, Mr. J. C. Dundas
and Mr. R. Yorke.
WaveneY Valley and Great Yarmouth—Colonel Anson„ Mr.
Rurnbold, and Mr. Wilshere.
Great Western and Uxbridge—Mr. Dashwood and Captain Oswald.
London, Newbury, and Bath Direct—Admiral Dundas, Viscount
Duncan ands MW. Iteneage.
Great Grimsb and Shetlield Junction (Extension No. 3)—Lord
Worsley and Mr. Christopher.
London and Blackwail fix f,
• —..—ening)—Dr. Bowring and Mr. 311 tcalfe.
Great Grimsby and Shetlield Junction (Extension 2fo. I)—Lord Worsley and Mr. Christopher.
East LancasLire (Deviation and Branches)— Mr. Patten & Mr. Walker.
Gloucester and Dean Forest-31r. Phillpotts and Captain Berkeley.
Shropshire Union Railways and Canal (Chester and Wolverhampton
Line)—Viscount Clive and Mr. Legh.
Shropshire Union Railways and Canal (Newtown to Crewe Branches)
—Viscount Clive and Mr. Legh.
London and South Essex—Dr. Bowring and Mr. Mitcalfe.
Harwich and Eastern Counties Junction Railway and Pier—Mr.
Attwood and Mr. Spooner.
Rugby and Stamford—Mr. S. O'Brien and Colonel Anson.

ELECTION NEWS.
SOUTH NORTHAMPTONSHIRE.
NORTHAMPTON, FEB. 17.—Captain Vyse is actively en-
gaged on his canvass. The pretectionists are very much
divided amongst themselves. An impression prevails hers
that the Protection Society is injuring the cause it professes
to serve, and that its violence will lead to disgust, if not re-
action.

- NORTH AND SOUTH NOTTINGHAMSHIRE.
NOTTINGIIAII, HALF-PAST FOUR., P.m.---The High-Sheriff
has appointed the nomination for North Nottinghamshire to
I take place on Saturday, the 28th instant, at the Old Moot
Hall, Mansfield. The voting will take place on the following
Tuesday and Wednesday, at Mansfield, Nottingham, Nut-
tall, and Redford. The result of the poll will be proclaimed
on the following Friday. No candidate except Lord Ben-
tinck has yet appeared ; but the electors have been called
on not to promise their votes, as a candidate favourable to
the Government measures will come forward.
In South Nottinghamshire Lord Lincoln is rapidly gain
ing ground.

SOUTH NOTTINGHAMSHIRE.
NEWARK., WEDNESDAY.—The Earl of Lincoln arrived at
Newark on Monday, from the seat of Sir Robert Bromley, at
Stoke, and has since been engaged in canvassing the voters
at Cottingham, and other places in the neighbourhood.
Quarter before Two o'Clock.—The Earl
of Lincoln has jttst
attempted to address the crowd from the steps of the Town-
hall. His Lordship was received with shouts and groans by
a knot of fellows, who exerted themselves so successfully as
:o prevont him from obtaining a hearing. The farmers took
no part in this demonstration.
Lord Lincoln professes himself sanguine of success. A few
days ago his Lordship looked extremely jaded, but this morn-
ing he appeared to have almost recovered his usual health.

REP4SENTATION OF WEST SOMERSET.
On the 9 instant a requisition was agreed to at Yeovil
calling upon the members for West Somerset, Mr. Acland
and Mr. Dickinson, for "an explicit declaration of the view
which they take of the Ministerial plan." Mr. Acland, in
reply, states distinctly that he shall vote with Sir R. Peel,
and gives his reason at some length. Mr. Dickinson is less
explicit, but gives the electors to understand that he also
intends to support the Ministers in the coming division. A
county meeting is spoken of for the purpose of formally
calling upon these gentleman to, follow the example of Lord
Ashley and Mr. Sturt.

EAST GLOUCESTERSHIRE.
GLOUCESTER, TUESDAY.—The nomination for this election
is fixed for Friday week, and no opposition to the election
of the Marquis of Worcester is expected.—The lion. F.
Charteris, the late representative, who resigned his seat be-
cause he would not submit to the blind dictation of a '• de-
monstration," is very popular, and had he come forward as a
supporter of the Premier's proposed measures, in oppoeitioa
to the Marquis of Worcester, he would, in all probability,
have been returned in preference. A general election is
deemed inevitable here, and the free-traders appear to be
determined to reserve their strength until a more fitting
opportunity.

SOUTH DURHAM.
On the appearance of Mr. Bowes' address in Barnardcastle
last Wednesday, a public meeting of the electors resiiient in
that town was called, and took place in the Town-hall in
the evening. The meeting was attended by a numerous
and respectable body of the electors, when resolutions, ex-
pressing the pleasure with which the meeting heard that
Mr. Bowes was prepared to surport Government, and also
their opinion that a total and immediate repeal would be
better for the agricultural interest than three years' continu-
ance of a modified sliding-scale, were unanimously passed.
It was also resolved, that an address, embodying these reso-
lutions, and requesting Mr. Bowes to retain his seat and sup-
pi,rt, the Ministerial measure, should be signed by the
electors and sent to Mr. Bowes. The address has received
the signatures of nearly all the electors residing in Barnard-
castle, and has been forwarded to Mr. Bowes.
Sir James Duke, in a letter to Thomas Gee,Esq., the chair-
man of the Agricultural Society at Boston, after alluding
to his desire to , protict the agricultural interests by advo-
cating a fixed duty, expresses his determination to support
the Government on the gradual abolition of the corn-laws,
rather than hazard by his vote the success of the present
measure, and thereby force on an immediate repeal.
Mr. Rashleigh, M.P., for East Cornwall, has ?.ssured his
constituents of his adherence to the " principle of protection."

ASSIZE INTELLIGENCE.
IVORTHEI?N CIRCUIT Feb. 17.
The assize for the northern division of the county of Lan-
caster commenced here this morning. Mr. Justice Patteson
presided on the criminal side, and Mr. Justice Coleridge on
the civil. 15 causes are entered for trial. The calendar
contains the names of 22 prisoners. Of these one stands
charged with infanticide, three with manslaughter, one with
robbery, and four with cutting and wounding.
CROWN SlDE.—(Before Mr. Justice ParrEsos.)
Edward Leach, aged 46, was indicted for the manslaughter
of William Day, at Over Darwen.
Mr. Whigham conducted the prosecution. The prisoner
• was defended by Mr. Brandt.
the Red Lion evening in the month
'They had had some previous
pub-
lic-house, in Over Darwen.
The prisoner andthoef djeacnetaiasre)d, appeared, on one
being somewhat intoxicated began
quarrel, and the prisonerlrt,t'atjt
andthey finally
retorted in the same strain, agreed
deceased
the yard 'to fight. On getting into the
to go out into
to use towards the deceased some. abusive language. The
yard they seized one another by the collar, and began, AS
the witness expressed it, ‘. raveling" backwards and forwards.
The deceased at last got out of the hands of the prisoner,
and got up two steps, which led to a back kitchen.
The prisoner ran at him as if to seize him round the middle,
when the deceased, who was a heavy man, leaped upon him,
and bore laini to the ground—the head of the prisoner hitting
the deceased in the lower part of the abdomen. They
struggled for some little time on the ground, until the land-
lord of the public-house came out with a light, and re-
quested them to desist. They both said they had had
trough, and ceased fighting. They went into the public-
house, and deceased complained of being ill. He was taken
home, and became rapidly worse. A doctor was sent for,
but he lingered in great agony till the following day, when
he died. On a post ?nor tern examination it was apparent
that his death had been caused by rupture of the bladder,
and the consequent inflammation of the bowels.
Verdict—Not Guilty.
The Court, in the course of the dav, disposed of two Mint
cases, and a case of street.robbery by a woman of loose cha-
racter.

LONG PROTRACTED WILL CAUSE.—Mathias Aspden,
merchant of Philadelphia, died in London about twenty-six
years since, without issue, and leaving his estate to his heir-
at-law in England. Numerous petitions were heard in the
High Court of Chancery, but, on failing to give the proofs
required, each was dismissed, when John Aspden, of Raw-
tenstall, Lancashire, commenced establishing his rightful
claim to the estate (now amounting to a sum of upwards of
500,000 dollars) as heir-at-law ; and, after more than twenty
years' litigation in British and American courts, the
court at Philadelphia has finally given judgment in favour
of the Lancashire claimant. It is a remarkable fact, that
nearly a quarter of a century has elapsed since this court
issued its commission for proof in favour of the said claimant
to the Rev. W. Gray, and other gentlemen of Haslingden,
and though no evidence has been produced by the opposing
party during the whole period, it appears they have at least
succeeded in furthering delay until death has overtaken the
executor as well as the aged claimant, leaving the issue of
the latter to reap the fruits of his anxious care and arduous
toils.

FATAL ACCIDENT TO A YOUNG GENTLEMAN.-0/1
Monday night \V. Payne, Esq., held a protracted inquiry in the
board-room of Guy's Hospital, en the body of Mathew Bowles Alt,
aged fifteen years, son of the late Captain Alt, lt.N. The deceased
young gentleman was heir to a large tbrtune, and resided with his
mother on Cheater-terrace, Lambeth-road. John Phillips, Bo-
rough-road, deposed that on Saturday afternoon last, about half-
past two o'clock, he was standing about four doors from the British
and Foreign School In that road, and saw a town cart on the oppo-
site side of the way. The carman had gone into a pablic-house.
r and when he came out, the horse suddenly started off. The
ireceived from being
by the animal's increasing speed. The deceased at this moment ran
carman pursued it and caught hold of the shaft, butAT
j:ttuPurtitreBr quarter r 0 f a n hour after
up to (he horse and laid hold of him, but was immediately thrown,
the right wheels passing over his body. The unfortunate yg In;
leivreeiadhre::ttSit.eel-id:11-eraal:lvtlfte I:"
irgreint,to.el
,ed.:
ritai.fttizsveodhei
deceased
aeayssededtheienxrpaesirv( cab toao:btztl.ilueleert
dhialio:
At Hertford
g, the engine-driver, w he,
his admission. Tlice3!Fittor
Monday,
dNra.7.,Eorjxd
oeGhdin.\\ol.l)mnivE
caused a fearful collision
althatn. on the
ever,
Was
the Easte in
9th of last November
o u
CountiesalrNte quarter-sessions, -IsCe 8:a:to:Ely) sNa,y'r, onnear
Iv
by not attending to a signal,
sur-
rendered to take his trial. An objection, how
fperioideaeendtionuggshblytohlislazunbseel, Mr. Ryland, who contended that the
.1 to the
been first taken before a Inagaissttraakteel ,
Martinis of Salisbury, the
Ile
fatal to
dci:netdwilaiastditlsicehoalrgijecedti.on gaistriateds, de-
cl.e-
be punished surnm y'l
atihide thiuedicottnhteerntmaa
eftoriee aeifietn--
gistrate to la may, however, be still tal:ennb
SIR ROBERT P • an
YTHE WE6TMINSTER ELEC.
TION.--The first personLE mL-hAoNvopted at the polling-booth at St. Mar-
garet's Churelt, was Sir Robert Peel. Tho lion. Baronet arrived as
the
gave chimesni
awer
vote going for
ienigithoto,
Bons. There
c emtn encen3ent of the polling,
were few persons present
at that early hour,
auk of the voter. and few, except the poll_ clerks, were aware of the

'~~

the half year ending the 30th of June,
It
1:45 appears that (Turing ,
the number of mile. run by coupled and assisting engines for
passenger trains on the Great Western Railway, amounted to 11,628,
and for goods trains to 51,155. The total number of miles run by
Vie former traitts being 761,483, and of the latter 159,321.