In 1845, Waggonettes were built of some size; the first, it is said, was made under the superintendence of the late Prince Consort, and was successful as being the forerunner of a very large number of light, roomy, and useful vehicles. Break waggonettes are also an improvement upon the uncomfortable conveyances called Breaks in early days. The principle of riding sideways was not new. The Irish car, the four-wheeled Inside-car of the Westmoreland Lake district, the old Break, and the Omnibus all contributed to the design of the modern vehicle. In the modern Waggonette we have not only a good looking, comfortable carriage, but one which possesses the advantage of carrying a greater number of persons than any other four-wheeled vehicle of the same weight and size. In 1846 was introduced and perfected by Messrs Hooper the system of suspending carriages on a single wrought iron perch, supported by horizontal undersprings. The perch being light, and to a certain extent elastic, enabled all the beds and iron stays to be proportionately reduced in weight; the wheels and axles, having less to carry, were also made lighter. This system at first was only applied to broughams and sociables, but it has gradually been applied to the largest carriages, especially barouches and landaus, not only in England, but in all countries where carriages are made, so that it is quite the exception for a new carriage to be built with a perch that is not of solid wrought iron. These connecting perches are not now made quite so light as at first; it is found that unless the hind wheels follow steadily, not only is the carriage heavier behind the horse, but the perch itself is frequently bent against very small obstructions; a stronger and stiffer perch is therefore now used, and it is found both easier to the horse and to the occupants of the vehicle. We have now reviewed the principal varieties of carriages introduced into England during the present century; to enumerate the whole would be tedious. At our great Exhibitions in London, Paris, Vienna, and other cities, new shapes have continually appeared, and some have found favour, and some have appeared no more. They are evidence that the ingenuity of Coachbuilders is not less than the ingenuity of the workmen in other trades. The history of the last twenty-five years is, however, sufficiently fresh upon the memory not to require repetition. We have already in the reports of the juries of those several Exhibitions, drawn up by Mr George Hooper, a record of the most noteworthy objects. It would be for the benefit of all persons engaged in Carriage-building if those reports could be reissued with the addition of a report of the interesting Philadelphia Exhibition now in progress. M. Guiet, of Paris, will probably write a report for use in that city.