The Sun.
London, England, 1845-05-30 00:00:00

ing 21,5821. 14s. 2d. for working expenses, w( uld leave a net
balance of 32,0721. 18s. 2d., or 8 per cent. on 400,000/., the cost
of construction.

Samuel Young, solicitor to the Provisional Committee, gave in
ists of the shareholders, with the sums subscribed by them.
The Committee then adjourned.

Group F.

The Committee met again this day at twelve o'clock, present
the Right Hon. F. Shaw, chairman, Mr. Bramston, Mr. Drum-
mond, Mr. V. Stuart, and Mr. Lockhart. The Committee re-
sumed the adjourned case of the

LONDON, WORCESTER, AND SOUTH STAFFORDSHIRE
RAILWAY.

Mr. Brunel's cross-examination resumed by Mr. Horn
—All the iron-masters of South Staffordshire were im-
pressed with the necessity of a direct line to
Oxford, and it was in accordance with that desire he altered the
course of the line from the course it was at first intended to take,
via Banbury. The distance from Worcester to Tring is 87?, miles,
and the distance by the Great Western from Staffordshire to Oxford
is 35 miles. This makes a difference of something more than 17
miles in favour of his line. If a line of railway were made from
Cheltenham to Worcester, the distance to Oxford would
be between 67 and 68 miles, which would be
a distance of about 10 miles more than hit line.
Considers that the two lines, the one now before the Com-
mittee, and the Cheltenham line just alluded to, would be re-
quired for the accommodation of the county, and if they should be
constructed a change of gauge would be necessary There will be
a double gauge On that part of the line from Wolverhampton to
Abbotswood, and there would be the narrow gauge for the purpose
of meeting the Birmingham and Gloucester and the grand commu-
nication, and also to meet the London and Birmingham. There
would be a shift between the colliery and the main line, whatever
the gauge might be. To bring mineral traffic down to Oxford a
shift would be necessary. The Gloucester and Birmingham Dura-
tion line would be about four miles from his line. They propose
a branch from Droitwich to the Birmingham and Glouces-
ter line, and the gradients on that branch are 1 in 85, and
I in 104, and at a pit at the end 1 in 90. In that
portion of the Tring line there is no gradient
worse than lin 152. Several parts of the works will be common
to both lines. The Great Western Company have commenced
about 10 miles of the Gloucester and Bristol line. Minerals from
the Merthyr and Cardiff line by train lines will be brought up to
this line. Intended to join the narrow and broad gauge through-
out the Wolverhampton works to Abbottswood, being a distance
of about 40 miles. This junction of gauge would be caused by having
at those parts of the line where the course went, the narrow rail
outside the broad gauge lime, and where that was not convenient,
an additional rail would be introduced, the outside rail would be
most convenient, but that would depend upon the circumstances of
the traffic of the county. Between Dudley and Oxford the gra-
dients on this line were far more favourable than on Mr. Stephen-
son's line. At that part the London and Birmingham line would
have great difficulties. From Rugby to Oxford they would have
3,500,000 cubic yards of excavation. Had not compared the cut-
tings on his line with those on the other side, but they were much
less. All the traffic in that part of the county would be more con-
venient to his line, and the broad gauge carriages would favour the
traffic most materially, from the larger loads they would carry. A
train of 400 tons is a good train, and quite sufficient. A train of '2OO
tons would be too small. On the Oxford, Worcester, and Wolver-
hampton line there would be no contact of gauges, the rails would
be the same. There will be a changc of gauge at Rugby in the
line before the Committee, and that is where the greatest change
will take place. Competition would keep the charges of the com-
peting lines in check. On the London and Birmingham
line even the sound of the Great Western project had effected more
than any legislative enactment, for they had already reduced their
rates for carriage of goods. The fares and freight on the London
and Birmingham line are higher than on the Great Western line.
The London and Birmingham has the advantage of the passenger
traffic over the Great Western. The coal trucks would return
empty after reaching their destination. This is the manner in
which all coal trucks, and indeed mineral trucks gene-
rally were disposed of. It was not likely they would
return with minerals from the very places they supplied with
these articles. If there were any return traffic for them, so
much the better; they could be the more profitably employed, but
the loss on return trucks would not be of any consequence—the
slight loss was compensated by the profits on the mineral traffic.
The Birmingham and North Midland have the principal trade of
the north. The Great Western Company might think it desirable
to lay down the broad gauge at Abbotswood.
They would require a space of sixteen feet six inches
to pass that point with a broad gauge. The trade
from Rugby would be so extensive that no one could make a safe
calculation of the returns from that traffic. for it would all depend
upon the accommodation afforded to the mineral traffic. The cost
of transhipment would be less than one halfpenny a mile, count-
ing the expense of waggons and men for working them. It would
be to the advantage of the company to bear the expense of the
shifting, for it would give so much more accommodation to the
traders that the trade on the line would materially increase. The
London and Birmingham Company he considered could have no other
object in making aline from Rugby to Oxford than the obstruction of
the Great Western works. That was his opinion. The Great
Western Company had not yet attained a maximum speed on
their line.

Cross-examined by ➢lr. Cooxx,—There could be no doubt of
the practicability of the transhipment working well. The con-
trivance was simply a mechanical one. It is at work at the
Paddington station, and there is no difficulty in its management.
By Mr. HILDVARD—The contrivance is not altogether new. The
trucks at work at Paddington were the commen coal trucks, which
he had adapted to the improvement.

By the CHAIRMAN—The rail% ay from Wolverhampton to Stour.
bridge was principally for the local traffic, but it would also answer
for the through traffic.

Reexamined by Mr. Cocitavaiv—The maximum speed on the
Great Western line will be much greater than it now is. The mail
train starts from Bristol at half-past eight in the morning, and
arrives at the Paddington station at half-past one in the day. The
stoppages of that train were five, and the distance done in the
time was 118} miles. The cost of the trucks on the Great
Western line at present was considerably more than
35,000/. With regard to the cost of new trucks for
transhipment it was no object, inasmuch as for a new trade
they would require an additional number of trucks for the traffic.
If side lines were necessary to the new scheme, they could be
given with the greatest convenience.

Mr. Edwards, examined by Mr. Cociormarr—ls collector of
Customs at the port of Southampton. It is the largest mail.packet
station in the kingdom. The Great Western system of a broad
gauge is most favourable to traffic. The broad gauge on the
Southampton line would be a great improvement. The traffic would
be far better accommodated—the carriages would hold more, and
that affected the transit.

Mr. D. Gooch examined by Mr. COCKBURN—Is superintendent
of the locomotive power on the Great Western line. Prefers the
broad gauge to the narrow, for safety, speed, and power. The cost
per mile in the transit would be less. The cost of an engine for
the narrow gauge is 1,6001. and for the broad gauge it would be
about 1,8001. The difference was occasioned by the greater power
of the broad gauge engine. Had travelled on the Great Western
broad gauge last Saturday in a train of 63 tons, at a rate of 65
miles an hour.

At this stage of the inquiry the Committee adjourned to twelve
o'clock to• morrow.

Group FF.
EDINBURGH DISTRICT.

The Select Committee on this group re-assembled at the usual
hour this morning, and proceeded with the evidence in support of
the Bill for constructing the

EDINBURGH AND NORTHERN RAILWAY.

Mr. Cameron, a carrier of Edinburgh, who had been examined
in chief on Tuesday, was cross-examined at some length this
morning by Mr. Ayton, with a view of showing that the
goods traffic over the route of the projected railway
was not sufficiently extensive to justify its construction. The
witness denied that the Glasgow and Greenock Railway was
the worst paying line in the kingdom, but he admitted that a
good deal of traffic was diverted from that line by the steamers.
The journey from Dundee to Leith by water was only 21 miles,
but going by way of Burnt Island, which was the route of the pm-
sent line, the distance was i 7 miles. A line from Glasgow to
Perth he did not think would be objectionable, I,ecausc it would
shorten the journey by 18 miles, and avoid a ferry.
Mr. Sergeant BELLASIS informed the Committee that the Duke
of Buccleuch and Mr. Gladstone, who are the present proprietors of
Burnt Island Ferry, were quite ready and willing to bind them-
selves by agreement or otherwise to carry passengers across the
ferry at such a rate as to accommodate the traffic of the railway.
Mr. Thomas Anderson, a banker, of Newburg, and who had
been brought up as a merchant, was well acquainted with the
trade and commerce of that town. Of his own knowledge he could
state that 1,800 tons of flax were annually imported into Newburgh.
The cartage of this article cost from Ss. to 9s. per ton, and after
it was spun the same expense would be incurred again, because it
had to be sent back by the same conveyance that it came. The route
those conveyances generally took was precisely the same as that
of the proposed railway, and he had therefore no doubt whatever
that this traffic would come on the line. Potatoes, starch, and
lime, and other commodities were largely exported from Newburg,
and it was his firm belief that they would all go by railway if there
was one.

Several other witnesses gave corroborative testimony, and the
Committee adjourned till twelve o'clock to-morrow.

Group L.
GUILDFORD, CHICHESTER, AND PORTSMOUTH
RAILWAY.

The Committee resumed their inquiry upon this railway to.day
at one o'clock, Mr. E. B. Denison in the chair, when
Mr. Locke, the engineer, was called, who stated that it was in-
tended to lay down one line of rails, but with provision for
a double line, if it should be found necessary. The course of the
line has been already described, and Mr. Locke stated to-
day that the capital was 1,000,0001., and the cost was intended to
be divided according to the estimates, of 175,5331. for earthworks,
221,2461. for bricklayers' work and tunnelling, 259,6031, for the
permanent way, 50,0001. for stations, 114,0001, for land, and
179,6161. for contingencies and reserve fund. He calculated the
receipts et 93,6661., of which 38,696/. would be allowed for es-
expenses after the usual allowance of 40 per cent The principal
tunnels were 1,045 yards, 200 yards, and 1,670 yards respectively.
The line would be 76 miles in length to London, and the time
occupied in the transit two hours, each journey, by the quick
trains. The gradients were stated as we gave them on the first
day of the inquiry. The line approached close to Chichester, and
its terminus was to be at Portsea.

To the cross-exarninination of Mr. WADDINGTON, Mr. Locke
state that there were would be two turnpike roads to be crossed
and twenty-one public roads. There was a deviation below Chi.
chester, near Cannon House, the property of Mr. Vernon Har-
court, which would cost about 36,1323. additional, in which there
would be two tunnels, one of 371 yards long and another of 9.2. P.,
yards. The original line was a cheaper one, but the gradients ',sere
not so favourable.

To the inquiry of Mr. MILNEs, Mr. Locke said that h., believed
the public would be batter served by this expenditAire than by
giving the money to the proprietors.

To the resumed examination of Mr. Wann,,,,„, Mr. Locke
stated that the deviation had been surve•jed more than three
months ago, but whether before or after tF,O report of the Board of
Trade was made or not he could not
I The deviation was not
more than from one and three-qu Asters to two miles from the
original line, and the deviation '„o the contiguous land was within
the 101) yards allowed by the Railway Consolidation Clauses Act.
To the inquiry of Mr. OSWALD, Mr. Locke stated that the in-
creased expense of the deviation was still within the original esti-
mate. The surplus fw.gl allowed for the contingencies was 179,000/.
and after deductii,g this 36,0001. for the deviation there would still
be 143,484/. as remainder fund. The purchase money of the
Guildford line, was to be 70,0001. or 75,0001., leaving upwards of
60,000/. for contingencies. This was the only deviation that he
recollected either with the Duke of Richmond or any one else,
for there was no other deviation than that allowed by the Railway
Clauses Consolidation Act. The estimate of the tunnelling per
yard was from 34/. to 501. the driving being principally through
chalk. lie expected the whole of the railway would be completed
in the course of two years. There was a tunnel through the clay
of Triple Crouch of 400 yards long which would cost about 501.
per yard.

In the cross-examination of Mr. Flood,
Mr. LOCIiE stated that he had not quite determined where the
stations should be, but he had no doubt that the Company would
make stations wherever the public convenience might require them.
There were 10,0001. allowed in the contigencies for land for this
purpose, and with respect to the station at Godalming, he thought
that the wishes of the inhabitants would be the best means of as-
certaining the position of the station ; but at present a place near
the church would, in his judgment, be the best. The weight of
an engine calculated to surmount the gradients would be about
15 or 16 tons, and with its tender 21 or 22 tons, with a power of
from 2,500 to 2,8001b5. An engine of this power would draw
over those gradients a train of 10 carriages with a burden of 60 to
80 tons. at a speed of neatly 40 miles an hour, 'Filo usu..lspecil
would be about 30 miles an hour. and there wuulii el
;u! eight
trains in a day. 'lbis calculation was based on the suppo-
tion that there would be a passenger
bas
trafficiud thin
infromto Fez.
ham and Brighton, and he b 4

mate of expenses, providing for a locomotive station at Woking
and perhaps a small one at Portsmouth. The weight of the rails
for which he had made his estimate was 751bs. a yard, precisely the
same weight as those on the Southampton line—the engines being
the same weight, and the gradients on this line being steeper, but
shorter. The worst gradient on the South-Western line was I in
260, which extended only 18t miles. The estimated cost of the
rails was 11/, per ton. The price of ballast would be about Is. 9d.
a yard. The aggregate amount of earthwork was about 3,700,000
cubic yards; but he could not tell which was the greatest amount,
cutting or embankment.
To the cross-examination by Mr. O'MALLEY, who appeared for
several land proprietors on the line, Mr. Locke stated that the
route ran by the verge of Westbrooke Park, and within the en.
trance lodge. Near the house there were a leather.mill and a
paper-mill, but the goods from these establishments would net be
injured in bleaching by smut from the engine as it passed, as
there was no smoke, and the only deposit was from the coke in
the tire when the blast was too strong for combustion. But this
deposit was invisible, and not likely to injure anything. Westbrooke
House was a handsome mansion, commanding extensive views over
a fine country, but he thought that the injury was only a matter
of compensation, and not like Mr. Harcourt's, as though the pro-
party would be injured it would not be destroyed. With respect
to the compensation allowed by juries, he had known many in-
stances where large sums had been allowed for injury to properties,
which, in his opinion, had suffered no deterioration at all by the
construction of railways in their neighbourhood.

To the re-examination of Mr. GURNEY, who referred to a pre.
vious question of Mr. O'Malley, who had endeavoured to make the
witness show that the Fire-offices refused to insure houses and
other premises immediately contiguous to railways, Mr. Locke
stated that all the stations along the South. Western line were in-
sured. The line would have been deemed impracticable on ac-
count of the gradients, but the increase of the diameter
of the cylinder of late years had obtained additional
power, and had enabled engineers to surpass gradients which a
few years ago they could not overcome. The line, therefore, was
an eligible one. Facilities, moreover, were possessed by the South-
Western Company, which would enable them to provide the plant
of engines and carriages with much more economy than a new
company could possibly provide them. The cost of locomotive
power has been reduced from 2s. 6d. a mile to 10d., and in some
instances to 9d. On the South-Western line it was formerly 2s.
4d., and now it averaged l Id, per mile. The rough estimate of the
work was 50 miles, at 20,000 d. a mile.
To the inquiries of Mr. M. MitNes, Mr. Locke stated that the
line between Chichester and Portsmouth was the easiest portion of
the line, and he thought that the line from Guildford to Chichester
would be very expensive to make, and, without the addition of the
traffic from Portsmouth, the line would not, in his opinion, pay.
The whole distance of the line between the termini at Hungerford.
bridge and at Portsea would be a trifle short of 76 miles, of which
50 miles would be new works. The distance from Hungerford.bridge
to the Nine Elms station was two miles eight and a half chains;
from thence to Woking, twenty-two miles two feet six chains;
thence to Guildford, five miles six feet five chains ; thence to Chi-
chester, thirty miles six feet ; to Corsham from the Fareham Junc-
tion, eleven miles seven feet six chains, and thence to Portsmouth,
three miles one foot, making a total of seventy-five miles seven feet
nine and a half chains. The quick trains to Southampton were
now passed in two hours at a speedof forty miles an hour. He did
not anticipate any decrease of speed in surmounting the gradients
on the Guildford line, and he was satisfied that some of the carriages
now possessed by the South-Western Company could, with a slight
modification of the wheels and length of stroke, overcome all the
gradients without any decrease in speed. •
To the inquiries of Lord CLIVE, Mr. Locke stated that the
ground on which Westbrooke mansion stood was about fifty feet
higher than that on which the lodge stood ; and :he railway, there.
fore, though it would in some degree impair it, would not materi
ally injure the view from the house.
To the inquiries of the Cuatintari and Mr. OSWALD, Mr. Locke
replied that he believed that the number of carriages attached to
tha quick trains was four, and the same engine which took the
heavy train to Woking could, without any decrease of speed, take
the reduced train on to Chichester and Portsmouth. He had de-
vised the statio❑ at Chichester, which was intended to be about
half a mile from the cathedral, so as to allow one train at a future
period to fork off to Brighton, and the other to Portsmouth and
Fareham.

The Committee then adjourned till twelve o'clock to-morrow.

Group B.
RIPON AND HARROGATE LINE.

The Committee resumed at the usual hour, Mr. Patrick Max-
well Stewart, in the chair.

Mr. DENIsoN, as counsel for the promoters of the Ripon and
Harrogate line, announced that he would now withdraw it alto.
gether from the Committee.
Mr. BAINES, counsel for the Leeds and Thirsk line, wished it to be
undesotood that there had been no collusion, nor bargain of any
kind whatever, between the promoters of the Leeds and Think
and the Ripon and Harrogate lines, in order to induce the latter
to withdraw. The line he represented was proceetled with en-
tirely upon its own merits.

Mr. HILDYARD, on behalf of the Church Fenton and Harro..
gate line, said he would offer no opposition to the Leeds and Thirsk
line.

The CHAIRMAN asked if the proposition made by the promoters
of the Leeds and Thirsk line, of removing the line fifty yards further
from Kirkatall Abbey, had been acceded to by Lord Cardigan ?
Sir Walter Riddell replied in the negative. He would leave
the matter entirely in the hands of the Committee.
Mr. BAINES said the promoters of the Leeds and Thirsk line
had done everything in their power, both by altering the line and
offering money, to satisfy Lord Cardigan, but unsuccessfully.
The room was then cleared, that the Committee might decide
upon the preamble.
Upon re-entering the room

The CHAIRMAN declared that the Committee had negatived
the preamble of the Ripon and Harrogate line, and found the
preamble of the Leeds and Thirsk line proved. They had likewise
found the preamble ofthe Church Fenton and Harrogate lineproved.

The Committee then went through the clauses of the Church
Fenton and Harrogate line.
The Committee next went through the clauses of the Leeds and
Thirsk line, and discharged some formal business.
It may be remarked that all opposition to the Leeds and Thirsk
and to the Church Fenton and Harrogate lines had been with.
drawn, with the exception of the Earl of Cardigan's, which must
be now confined to the clauses.

The length of the line and branches is about 45 miles, passing
through Harrrogate, Ripley, and Ripon, to Thirsk, generally
a populous district, and touching upon numerous lead and iron
mines, as well as upon numerous excellent limestone beds.
The estimated capital is 890,0001.. and the usual amount et de-
posits have been paid in.

It was feared that the tunnel at Bramhope would cut off the
supply of water to this village, but a guarantee was given that the
inhabitants should suffer no inconvenience; if any water should
be una►oidably cut off; other of an equally good kind would be
supplied.

The works on the line are unusually expensive, there being
about a mile and three.quarters of heavy tunnelling, and four or
five viaducts.

The promoters are, however, very sanguine as to the success of
the scheme, and produced abundant evidence to show that the im-
portant towns of Leeds, Bradford, Ripon, Knaresborough, and
Harrogate would be much benefited by it, by the increased faci.
lily of obtaining coal 'and other mining produce, by the increased
commerce they would occasion, and by the ready transit the lines
will afford to agricultural produce.
Mr. BAINES prcposed additional clauses to the Leeds and Thirsk
line, referring to the navigation between Boroughbridge and Ripon,
and enabling the canal proprietors to sell the canal to the proprie-
tors of the railway, and the latter to buy and distribute it among
the proprietors.

Mr. WHATELET said he appeared on behalf of the proprietors of
the Aire and Calder Canal, who made a thousand a year by the
traffic which came into that canal through the Ure. They were
attempting to cut off one of the sources of their profit. There was
no notice in the Bill referring to this proposed amalgamation.

Mr. BAINES said petitions had been presented to the House,
praying for these supplemental clauses, and they had been referred
to the Committee, which had a perfect right to adopt them if
they thought proper. Several navigations interfered between the
Aire and Calder Canal and the Ripon and Boroughbridge Canal.
Mr. WEATELEY said that distance had nothing to do with the
matter, and that though one canal might be 50 miles distant
from the other, still if, the purchase of the latter interfered with
the navigation of the former, they could be no more justified in
interfering with it than in diverting the course of a stream several
miles from a mill, which stream supplied that mill with water.
Mr. BAINES, on the other hand, contended that if such a prin-
ciple were allowed, it would prevent any amalgamation whatever.
He protested against his Learned Friend being heard at all by the
Committee. He had no locus standi, and had given no notice
whatever of his opposition.

The CHAIRMA;Isaid this opposition had certainly come upon the
Committee by surprise, and they should take time to consider
whether or no they were justified in entertaining it.
After some deliberation,

The CHAIRMAN inquired whether, if the sale and purchase were
made, the Company would engage to keep up the canal at the pre-
sent rate.

Mr. BAINES said he had no objection to introduce a clause to
that effect.

Mr. WHITELEY said, if there were any dispute about the
amount of tolls, it would be very desirable to refer it to the Board
of Trade.

Mr. BAINES said the maximum was fixed, and they could not go
beyond it. The Railway Company would, in case of purchase, suc-
ceed to the rights as well as to the liabilities of the canal.
The CHAIRMAN said he would take care that clauses were in.
sorted in the Bill so as to protect the public by keeping the canal in
a fair state for traffic.

Mr. WHATELEY said that was just what he wished. He feared
that unless some such provisions were made, the railway would
engross all the traffic, and tend to drain off the traffic from the
canal to the railroad.
It was finally agreed that clauses should be introduced, providing
that the canal be kept in a proper state of repair, and that the tolls
should not exceed a certain maximum.
Mr. WAIMIURST again urged the ne;essity of making pro-
vision for a supply of water to Bramtv,p,
"flae CIUIRMA.N decided upon edopting the same :.causes in this
Bill with reference to Bramhop.e, as had been adr,pted by the Leeds
Waterworks Company.

LEEDS ANT,I \VEST JI-rfiCTION LINE.
The Committee I,„,‘lng completr.d the Leeds and Thirsk line,
and the Church F
clause in t.hes% -eeAbn and Harrogate line, and revised all the
tills, proceeded to make some alterations in the
Leeds
it ed and
et.'est Junction
m 'Railway Bill, which had keen re-corn.
oathe previous night.
.-r.
.ne alterations made had reference to tolls, and some minor
t
matters of form.

STANDING ORDERS COMMITTEE.
This Committee met to-day between one and two o'clock.
The Committee decided that in the case of the Birkenhead, Man.
chester, and Cheshire Junction Railway, the standing orders ought
not to be dispensed with.

In the case of the Sunderland and Bishops Auckland Railway,
the standing orders ought not to be dispensed with.

LAW INTELLIGENCE
coU.R7 OF Q VEEN'S BENCH, Mori 29.

Tlf R QUEEN V. GREGORY.

At the sitting of the Court this morning,
Mr. Sergeant TALFOURD, on behalf of the Duke of Brunswick,
prayed the judgment of the Court on Barnard Gregory, whom, it
will be recollected, was brought up on the day previous to his dis.
charge from Newgate to receive sentence on that occasion. Mr.
Platt (now Mr. Baron Platt) opposed the motion, on the ground
that the conviction was bad. The point come subsequently to be
argued, and the Court took time to consider. The Learned Ser.
geant now applied for judgment.

Lord DENMAN said that the Court had made arrangements which
would prevent it complying with the request ; it could not by any
means come on to-day, nor could the Court at present fix any
period.
The Duke of Brunswick was in Court.

A RAILWAY TRAIN ON FIRE.—On Monday even-
ing last, the seven P.M. train from Birmingham to Derby was set
ou fire when about five miles from the latter place, in consequence
of a number of sparks flying from the engine upon the carriages.
One of the latter, containing about a score of pigs intended for the
Derby market, was speedily in flames, and the unlucky porkers,
most of which exceeded eighteen atone in weight, were placed in
Imminent danger of being roasted alive. The guard instantly
ordered the train to be stopped, and a supply of water being afforded
by a brook which was fortunately near, the flre was at length ex-
tinguished, but not until all the pigs were dreadfully burnt. Two
of them were killed on the spot, and the rest were forwarded to
their owner, Mr. Brewitt, of Nottingham, who ordered them to
Illtsa.nutlayrkriislolend: thin poor animals being already half dead.
hock H.,,emoNn:4)::.---IVe understand the proprie-
t:tiru:ueniet,smunTyttLaZtotobleoygii.caolinzat;agnitues
tth.aesix. secureden s agetnah the services of
Monday
dathe
the performers on this singular and tuneful in-
!lntl