The New York herald., 1846-03-27

paper the trial Of Tirrel, in Boston, tor the murder
OF Maria Ann Bicktord
This case is so novel in all its parts the defence
sf somnambusm SO singular-the intin acy OF the
Girl Bickford with Tirrel both at home d abro ad,
so extraordinary, that we are induced to give the
proceedings in the case in full
The most singular part of the whole testim ony, is
that of James Bickford, the husband OF the murder
ed grl
The Construction OF Railroads-Battle ortha
Gauges.
This great country seems destined to be continu-
any coavulsed with some new and extraordinary ef-
fort to increase its iehxfh and bresdth-its height
and depth-and all the convulson, anaa the excite
ment, however, that it has yet met with, have tend
ed to condense our donain-bring the extreme
points closer together, and alarm Europe fcs the
safety of her monarchal institutions. Al arc
therefore, necessary for our prosperity.
The most important matter now in dispute, asi De
from the Oregon question, the success OF the light
ming lines, &c, is the of the railroad gau ges-
fully equal, in its line, to the war Of the roses
The battle OF the gauges has been carried on in
Europe, during the past year or two, in the most
rcnguinary manner. No quarter has been given by
either party, and the excitement run SO high that
that government was compelled to interfere and test
the superiority cf one gauge over another.
We give on our outside extracts from very
lengthy report, made to Parliament, by com.
missioners appointed by the government Of
Great Britain for the purpose of testing the
superiority OF the gauges upon which the rail-
ways Of England have been constructed. After the
most extensive and satisfactory experiments, and
the examination of the most distinguished engineers
in the United Kingdom, the commissioners arrived
atthe conclusion that the narrow gauge OF four feet
eight and halt inches, possessed sur advanta
ges, and recommended its universal adoption.
The strongest argument against the construction
Of railroads with wider gauge than four feet eight
and half inches, was that it produced "break Of
gauge" and restricted the operations of other lnes
having the narrow gauge, in preventing the trans
portahon OF the locomotives and trains from one
line TO another. 1t is also shown by this re-
port, that for speed, safety, economy Of construc-
non, and economy of running expenditures, the
narrow gauge has been found full as favorable
as the wide gauge. None of the accidents which
have happened on the railways OF Great Bri-
tain, can be traced TO the limited width OF the
track. Accidents arise from collisions, obstructions
on the road, points wrongly placed, slips in cuttings,
euosidents OF embankments, defective state of the
PSA"aoASAs woy, ioSo VI gauge, OIOken OF loose
chairs, fractures Of wheels and axles, &c. and from
engines running of the line from some other cause.
All but the last are totally independent of gauge,
and the advocates of either gauge cannot fairly
claim, in regard to hes accidents preference for
their respective systems II is stated IN the Parlia-
mentary report. that the wide gauge is more liable
to such accidents, from the circumstance that the
length of the engine, rather the distance between
the tore and hind axle, is less in proportion to its
breadth, than in the narrow gauge engines.
AS regards the safety Of the passengers no prefer
ence is due, with well proporoned engines, to either
gauge; but as regards economy of construction and
facility of connection between the numerous lines
the narrow is decidedly preferable to the wide
gauge.
The number OF miles of railway completed in the
United Kingdom in July, 1916, was q 264; /; of which
IA mules were on the wide gauge Of seven feet; Is
miles on the gauge of six feet two inches, but alter
cd to five feet three inches; 81 miles on the gauge Of
five eei six inches, but intended to be altered to four
feet eight and half inches SO miles FIVE feet three
inches gauge, and 90l miles four feet eight and
halt inches. Number Of miles OF projects for which
plans and sections deposited with the Board Of
Trade for l845, was 5000 Of which only 656 were
on the wide gauges Of seven feet. The grand total
ofrailways made sanctioned or likely to be sanction.
ed, amounts to 1854 miles, OF which 4l3l} are on
the narrow gauge Of four feet eight and halt inches
and 777& on the wide gauge OF seven feet.
Iappears, therefore, evident ntthatthe narrow gauge
must continue to predominant in a much larger pro
portion than exists at this moment. The increase O.
the narrow gauge is very great in proportion to the
wide gauge, not only in lines built from year tc
year, but In the alterations which from time to time
are made from the wide to the narrow system. The
Parliamentary report alluded to, contains vast dea
OF information in relation to this matter and we re
gret that our space will permit giving it at length
The New York and Erie Railroad is being bull
upon the wide gauge system, and it is proposed I,
construct the New York and Boston direct lne also
upon the wide gauge With these exceptions all tn,
railroads OF New York and New England, completed
or in the course of construction, are upon the mar
row gauge Of four feet eight inches. The cars o
all the roads are. therefore, adapted for running OF
each lne and the travelling public are not subject t.
these detentons or delays change Of cars and bag
gage invarablyprod A "bresk of gauge" woule
compel change Of passage and freight cars at tn.
termination OF each line, at an expense of much tim,
ana trouble. The Ere Railroad will nun the entir,
iengtn OF tnls State, and it will become desirable Il
connect at favorable points, with the northern line,
running from Buffalo to Albany which have the mar
row gauge; the connecting links must e;tbey h.. =,
the wide or narrow systems, either OF which com
pels change at ono or other of the corn.c,;n,
points, whereas, II there was break in the c,uos
the trains from ono could into the other and 49,
difficulties which will now be experienced. woul,
be entirely avoided. The local business Of m
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