The Sun.
London, England, 1845-04-03 00:00:00

RAIL WA

.sere the confusion became worse confounded. Severe,
persons, taking advantage of the manner in which the
door-keeper was engaged with one or two in a trial of
personal strength, slipped in very quietly; and no sooner
had they done so than they broadly stated that such
was the means by which they had gained admittance,
declaring at the same time that they were large
shareholders, but had not brought a scrip. This
was followed by loud appeals to the chair
for ender, silence, and business, which, of course,
had only the effect of producing anything rather than
either order or silence. One individual cried out that
an attempt was being made to swamp the meet-
ing by trying to enforce the admittance of those
who could not show their right to be present, while
others called " the whole thing a mere farce." After the
lapse of nearly an hour, which was consumed in this ir-
regular and noisy procedure,
The CHAIRMAN read the report, which was of
considerable length, and which stated, amongst many
other changes, that 67, out of the 91 members who
composed the board of management, held no shares
whatever in the Company.
Having concluded reading the report, an indi-
vidual, eho said his name was ENGLAND, and that
he was a large shareholder, after denouncing the
practice of excluding others because they had not
their scrip about them, said he had attended here
as an utter stranger, who looked not to the right
or left, and had no concern whatever in stock jobbing,
but had come here for the purpose of ascertaining the
actual position of the affairs of the Company. He
would call upon the meeting to pause and consider well
before they adopted such a report as that just read by
the chairman. Ile had heard of names having been
forged to certain documents ; and if such were the fact,
he would tell the meeting they should not throw stones
from a house of glass.—(Cries of " Ilear," and " No,
no.") He had heard something said about the Grand
Junction line ; but he would ask, was this Company
to succumb to the wishes of that ?—(Cries of " Hear,
hear.") Ile could pledge his honour that he never
had had any communication with the Committee upon
this subject; but he would now put a question to the
chairman, and upon the answer he should receive would
depend the manner in which he should vote. lie would
wish to know from the chairman whether he, or any of
the other four whose names he had seen appende to
certain resolutions, were shareholders in the Grd and
Junction Railway?
The CHAIRMAN said he could, without hesitation, de-
clare that he was not, either directly or indirectly, con
fleeted with the Company.
Several other persons made the same declaration on
behalf of the other parties.
Mr. MILLER conceived that Mr. England was not
speaking to the question.—(Clamour.)
Th: CHAIRMAN said his opinion was that this was a
bond fide meeting.—(llear, hear, and confusion.)
Mr. ENGLAND, amid great confusion, said—Well, I'll
bring the matter to a conclusion at once ; I propose
that this meeting do adjourn till this day six months.—
(Loud shouts of " Hear, hear," " No, no," and clamour.)
Mr. CHADWICK said he would speak to the resolution.
He was a practical man, and knew all the particulars
connected with this transaction. He felt satisfied that
if there was a feeling in a certain quarter in favour of
the Shrewsbury line, the Shropshire men would be in
favour of it also. However, he W3,S perfectly prepared
to say that it was impossible that the Bill for this line
could be passed this session' for the standing
orders had not been complied with, and there-
fore it would be a complete delusion to bring the Bill
now before the House. In fact, it appeared to him that
the intention of the Committee of Management was to
have the line re-surveyed.
Mr. W. B. COLLETT, M.P., said he had not attended
there as the deputy either of the Committee or Direc-
tors, or at the suggestion of any person whatever ; he
merely attended of his own accord, in order to hear
what was to be said, and to explain any circumstance
that might require explanation, if in his poneer to dosin-
so,
in connexion with the Committee. Ile w the
and therefore had
cerity of his own views and objeets,
no reason to fear the fullest discussion. He had
been a very active member of the Committee, and had
been, until a very late period, under the impression that
this Company were to have been joined by the Grand
Junction Company, and it was much to his astonish-
ment he had heard that that Company had withdrawn
from this.—(Cries of " Shame, shame.") He had
heard that complaints were made by parties
calling at the Secretary's office, and not being
able to get satisfactory answers to certain questions
touching the state of the affairs of the Company ; but
he could say that while he felt assured that there was no
disposition to withhold any such information, yet how
was the Secretary to give answers with
knowing the
he
applicants ? With respect to the Committee not
being shareholders, he begged to say concei
to be a recommendation in their favour, because then it
could not be said that they, some of them being Mem-
bers of Parliament, had had any interest in
orr the line which
affairs of the
they should recommend for adoption e fusal.—.
(Hear, hear.) With regard to the
Company having been mismanaged, as ha beena ;ee
said, all he could say was that he now held 300 dh
s
and surely, if the Secretary said that a large per
tentage could now be had upon these shares, it would
hardly admit that it was a fact that the affairs of the Com-
pany had been mismanaged. With resrct to the allegation
that the funds had been squandered, in reply to that he
begged to say it was well known that two-thirds of the
money had been paid into the Exchequer, which had
the remainder had been expended in the necessary out-
not since been touched, and only about one-seventh of
lay. The Bill itself was not more defective than
the generality of such Bills, for it was hn-
possible to have the standing orders complied
with ; but if errors had been committed, it was
owing to the hurried manner in which the Bill had been
got up ; but it was thought better to take chance with
it; and he would therefore suggest that the meet-
ing should await the result of Mr. Gore's motion.
He also begged to assure the meeting that he
had not the least doubt but that every landowner
along the line would assent to its being made.—(H
shear.
hear.) The Hon. Gentleman having sp(?ke at considrable
length, and denied that it was the intention to have
the line and-surveyede," as had been stated, has
g th,hi al
et hseheluiatd4
egfive,n,
eluded ; an then ensued a scene of clamour
and confusion still greater than that which preceded
some asking questions of those oppo.his speech. Seven or eight persons essayed to speak at
tshitee
chhaimir-,
,saomtheernisocmalelnint'g out " Mr. Chairman," who appeared
heard loudly contending that the
chair," " order, order, ' and
to be e
amoetihmeatretilythrsetg
hear, hear," arose in
deafening rapidity from all parts of the room. Amid
the din, r!e, itt
lt ien,
Bill could never pass Wain its present state, owing to the
number of blunders it contained.
Mr. CHADWICK
made a long statement in proposin
M g
the first T. ABRAHAM
lution, but it was of a nature so personal to
he had named that we must decline publish-
the parties reso
ing it. owed in the samefoll strain, making
Mr. COLLETT
some assertions, in reference to an individual present, of
a very serious nature, but as they also were personal
and not relevant to the questionli at issue, it is unneces-
sary to publish them.
,e concluded, by suggesting
that ho would recoin a
men the Committee of Manage-
ment to call a full and general meeting of the share-
holders after the house of Commons had decided upon
Mr. Gore's motion.
Mr. Csaiswicit contended that such a coarse would
be utterly useless, for the Bill contained so many blun-
ders that it could not, by any possibility, be passed.
Then followed another scene of clamour and confusion,
which was raised to a most vociferous pitch, when
The CHAIRMAN called upon the meeting to decide for
or against the adoption
it oher side f the repoof thert. These for aandnd ththe
ose
against it went to e table,
Chairman, amidst shouts and cheers, decided the majo-
rity, in favour of the adoption of the report, which was
followed by renewed cheering,
Mr. ABRAH then moved a resolution, which was
seconded by Mr. CHADWICK, and carried in the
affirmative. It was to the efThet, that " from the facts
contained in the report of the Committee of Inquiry,
the Committee of Manauement had forfeited the cop-
fidence of the shereholsiers.l
Several other resolutions were proposed, and each
created a renewed burst of angry and warm discussion,
which ended ill the adoption of them ; and a vote 01
thanks honbes been passed to the Chairman, the meet
shortlyone-
after three o'
clock.
ing broke up

subject
"It is is estimated by the Mining Journal (quoted in the
Times of Saturday) that the ' make' of iron last year was
1,210,000 tons ; and that the make of 1845 may, by exertion
on the part of the iron masters, reach 1,330,000 tons.
" The consumption last year is estimated at 480,000 tons
for the ordinary home market, and 460,000 exported, and (if
the railways now making took the same last year as in the
estimate for this) new railways 150,000-1,090,000 tons.
Expecting an increase of 40,000 in the export, the Mining
Journal estimates the consumption of 1845 at 1,130,000 tons.
" 2,000 miles of new railway (proposed), it is estimated,
will require 670 tons for every mile, or 1,340,000 tons; half
of which the Mining Journal estimates will be wanted in
1845, and half in 1846, increasing the estimated consumption
of 1845 to 1,800,000 tons.
"The estimate then stands-1845, 1,800,000 tons; 1846,
1,650,000 tons; 1847, 980,000 tons, to which we may add,
perhaps, some 50,000 or 60,000 tons (considering all this
railway, &c.) for increase in ordinary consumption and
export ; but this quantity cannot be supplied so fast. We
may estimate (supposing that there are 200,000 tons present
stock)—stock, 200,000 tons, make 1,300,000 for 1845, or
270,000 tons short of the 'demand. Demand for 1846,
1,920,000 tons ; supply increased to 1,500,000, or 420,000
tons short. Demand for 1847, 1,400,000 tons ; supply,
1,500,000; leaving 100,000 tons stock ; suppliable for 1848,
1,500,000 tons; demand, say 1,030,000 tons.
" Here is production then with a vengeance ; here is de-
pression for 1848.
" It behoves us, then, to take measures against so sad a
depression; not even to stick at checking too great an exten-
sion in the make' of iron (beyond all ordinary demand), or
the too rapid finishing of new railways.
" Restraining the completion of the proposed railways to a
sixth part yearly (not in every case of course, but one with
another), reducing their demand to some 220,000 tons a year,
would keep down the annual requirement to about the present
make,' and thus we might manage to break the fall of this
trade when this out-of-the-way demand ceases—almost, per-
haps, to save it from falling."
This is no doubt an evil of considerable magnitude
under the circumstances described ; but there is a very
large over-estimate made of the quantity likely to be re-
quired for new railways. Many of the projects now an-
nounced will either be completed in part only or laid
aside altogether, while others, having the best support
and the best localities, must be much slower in their pro-
gress than the most moderate of those engaged in them
would imagine. The capital of the whole world would
be otherwise brought into active employment at once,
while, as every one knows who is at all conversant with
such subjects, the cost of railways must be in a great
measure supplied out of the surplus income of the com-
munity. One would imagine that the high price of iron,
leaving other causes out of consideration, would alone
damp the ardour of the speculators in such projects; but
• they appear up to the present moment quite insensible to
I the danger that awaits them.— Times.
his

MILITARY SAVINGS BANKS.
Account of the amount of all sums deposited in the Mi-
litary or Regimental Savings Banks, within the year
ended the 31st March, 1844 ; of all sums withdrawn
during the same period ; and of the interest allowed
upon such deposits ; and also the number of deposi-
tors on the said 31st day of March, 1844.—(Pursuant
to the Act 5 and 9 Victoria, c. 71.)
Amount of sums deposited ~. £15,069 3 2.
Amount of deposits withdrawn
Amount of interest allowed 96 10 1
Balance due by the püblic
Number of depositors
Tho warrant establishing the Regimental Savings
Banks was dated the 11th October, 1843.
SIDNEY HERBERT.
War-office, March 18, 1845. '

Tpp'rot BA/41(s.— The principal features os
the contemplated measures of Sir Robert reel, in reference to
the Scottish banking system, are said to be, that the existing
banks are to be limited to their present circulation, and that
they will be forced to keep an amount of gold equal to
fifth of that circulation, with the option of having one•
fourth of that fifth in silver ; so that if a circulation of a
bank be 200,000/., it must keep 40,000/. in sovereigns to meet
the demands upon it, or else 30,000/. in sovereigns, and
ip,oopt. in silver. Any bank that exceeds its present circu-
lation mnst pi!q every pound of such excess......
. .
I Cale§lolo.4 )1.013#Y.

Tho once famous cattle and sheep market at Morpeth,
which for a long series of years was second only to
malfbe said no longer to exist. It has
ed 'o nothing, all its business having
pto its formidable neighbour of Newcastle-
lStianirot esirs:aeh.ld overTlayclyacil.w:im

REPORT OF THE RAILWAY DEPARTMENT
OF THE BOARD OF TRADE ON Tim
COLCHESTER AND HARWICH RAILWAYS.
Railway Department, Board of Trade,
Whitehall, March 31, 1845.
The Board constituted by the minute of the Lords of
the Committee of Privy Council fbr Trade, for the
transaction of railway business, having had under con-
sideration the several schemes for extending railway
communication to Harwich ; viz., Ilarwich Railway and
Pier—Braithwaite's line ; Ilarwich Railway—Hoskins's
line ; Harwich and Colchester—Mosse's scheme ; Ips,
wich and Harwich—Eastern Union scheme ; have de-
cided on submitting the following report thereon for
the consideration of Parliament.
It will be remembered that at different times projects
to effect this purpose have been brought before Parlia-
ment, and from various causes have either fallen of them-
selves or have been rejected. Last year the struggle
was of a protracted and costly character, and the parties
who contested it, to avoid the recurrence of such a
struggle, combined to form a general measure, which is
now presented as Braithwaite's line. Neither ii Hos-
kins's line a new project ; it was brought forward first
in 1831;, and siib,,equently has been repeatedly before the
public. The projects of Mr. Mosse and the Eastern
Union Company are cow for the first time before Par-
lisment.
Braithwaite's line commences 24 miles to the east of
the Colchester station, running out of the Eastern Coun-
ties Railway, and terminate s in a pier at Hare ich, the
length of the lins•being 15 miles 30 chains.
Hoskins's line has a double commencement ; one
forming-a junction with the Eastern Counties Railway,
and the other with the Eastern Union It tilway near to
Colchester : its length is 15 miles 18 chains.
Mosse's line commences close to the Colchester station
of the Eastern Counties Railway, and terminates in a
proposed pier: its length is 17 miles 17 chains.
The Eastern Union scheme, though called the Ipswich
and Harwich Railway, has no immediate connexion with
Ipswich. It branches out of the Eastern Union Railway
about three quarters of a mile from Manningtree, passes
through that place, and along the right bank of the Stour
to Harwich, having its proposed termination at the ex-
tremity of an intended pier: its length being 11 miles.
The accompanying map shows the direction of the
several lines.
These lines are easy of construction, and without any
engineering obstacles of importance.
Braithwaite's line and Hoskins's line save respectively
about half-a-mile in the total distance between Colchester
and Harwich, when compared with the Eastern Union
scheme, but require about 41 miles more of new railway
to be made. Mosse's line saves about three-quarters of
a mile in the total distance, but requires about 61 miles
more of new railway.
Two of these schemes are put forth by independent
parties, and two by established companies. Hoskins's
and Mosse's are independent lines, but Braithwaite's
line is to be leased and worked by the Eastern Counties
Railway Company, and the Eastern Union scheme is in
fact a branch from the Eastern Union Railway.
Where the traffic is so great as to enable an indepen-
dent company to run numerous trains, and the receipts
are sufficient not only to maintain the line, but to enable
the proprietors to deal liberally with the public, its inde-
pendence forms certainly no objection ; but, where the
traffic is inconsiderable, an independent company
must economise to the utmost ; its stock of
locomotive engines and carriages must be re-
duced to the lowest limit of what is absolutely neces-
sary to serve the traffic : the servants of the company
will be barely sufficient to fulfil their duties, and con-
sequently both the convenience and safety of the public
may be compromised. Besides a short line cannot, under
ordinary circumstances, be worked so economically as a
long line, and there is scarcely an instance of a short
railway having existed without the proprietors either
seeking to extend it, or desiring its amalgamation with
some more powerful company. But a line which par-
takes of the character of a branch, connected with a
powerful company, which has the means of extending its
accommodation without crippling its resources or injur-
ing its rate of dividend, can give to the public advan-
tages beyond what it is possible fur the less powerful
company to afford.
The limited district between Colchester and Harwich
is but thinly inhabited ; its local traffic caonot therefore
be large. It is, on the whole, likely to be better served
by the branch or extension of a large company than by
an independent company.
If this be conceded, the question is narrowed into
whether Braithwaite's or the Eastern Union scheme be
the best ; and if it depended on their being considered
solely as railway schemes, irrespective of other cir-
cumstances, it would be reasonable to suppose that the
line which requires only 11 miles of new formation ought,
ceteris paribus, to be preferred to that which requires
151 miles.
But when the circumstances of the port of Harwich
are taken into consideration, national interests become
mixed up with, and form important ingredients in, the
question, especially as each project contemplates the
erection of a pier. A communication has therefore been
made by this Board to the Lords of the Admiralty en the
subject, and they have stated, that though they do not
consider their objections to the Eastern Union scheme of
such vital importance as to be at once fatal to it, they
think Braithwaite's is, upon the whole, the most expe-
dient and the best for the public interests.
Therefore, notwithstanding the Eastern Union scheme
only requires 11 miles of new railway, we are of opinion
that the statement which we have received from the Ad-
miralty is conclusive against it, and that on public
grounds Braithwaite's Harwich Pier Railway is prefer-
able to either of the others.
COLCHESTER JUNCTION.
The length of this line is six miles, and it has a branch
to the port of Colchester of half a-mile in extent.
It leaves the Eastern Counties line about 2.1 miles
from its present terminus near Colchester, and slanting
in a south-eastern direction, passes through that town.
It then curves round in such a manner as to join the
Eastern Union line ; thus forming an alternative line or
loop through the town of Colchester, with so much of
the Eastern Counties Railway as is already made, and a
,ortion of the Eastern Union Railway now in course of

formation.
The earthworks are moderate—apparently about an
average; but as it is proposed to pass through the town
of Colchester in cutting, and as there will be a covered
arching or tunnel 220 yards long in that part, the line,
for its length, cannot be otherwise than expensive.
The deposited plans and sections are very imperfect,
and the scheme has the appearance of having been
hastily and imperfectly got up.
If the through connexion between London and Ips-
wich were made, and experience had shown to parties
interested in developing to the utmost the traffic of the
district, that it was necessary to construct a line in this
direction for the accommodation of Colchester, the case
would be different. But here is an independent party in
the field, anxious to make a short and rather costly rail-
way, not likely by itself to b e remunerative, and if made,
coming into competition with a portion of the already
constructed line.
In these circumstances we beg to report that there are
public reasons why the Colchester Junction Railway
scheme should be postponed.
In conclusion, we beg to draw attention to the passage
of the Fifth Report of the Select Committee of last year,
in which it is stated, in recommending that reports
should be made to Parliament by this department upon
railway schemes, " That no such report should be held
to prejudice the claims of private persons, the examina-
tion of which should be altogether reserved to the Houses
of the Legislature."
In submitting to Parliament, in conformity with the
recommendation of that Committee, the results at
which we have arrived, with a view to the information
and assistance of Parliament in
i forming a judgment
upon the schemes in question, so far as our re-
port may be available for that purpose, we are anxious
that it should be distinctly understood. that we have ar-
rived at these results solely upon public grounds, and to
the exclusion of all considerations how far such results
might require to be modified by a due regard for private
rights and interests.
DALHOUSIE.
C. W. PASLEY. G. R. PORTER.
D. O'BRIEN.

- -
PRIZE MONEY.-BURMESE BOOTY.-The receipt
from India of a further sum of money, on account of
her Majesty's ships Alligator, Arachne, Boadicea, Cham-
pion, Larne, Liffey, Slaney, Sophie, Tamar, Tees,
engaged in the Burman war during the years 1824,
1825, and 1826, having, by direction of the Lords Com-
missioners of her Majesty's Treasury, been made the
means of remedying some irregularities in the
scheme framed in India for the former distribution ; notice
is given to the officers and crews of the said ships, and their
legal representatives, that payment, on the adjusted scale,
calculated according to the prize proclamation, will be
made at the Naval Prize Department at Somerset House
in the first week in May. The following sums of prize
money, for the undermentioned captures, will be paid to
s,
Lieutenant J. Foote and the officers and crew late of the
Fawn, at J. P. Muspratt's, Abchurch-lane, London, on RAILWAY ACCIDENTS -On Saturday last, as a pas.
Friday, April 18. For the Portuguese slaver Venus, senger train was coming up the Halifax branch, and when
captured on the 29th of April, 1841, 1,322/. 3s. :-Flag, just coming out of the tunnel, a stone fell into one of the
82/. 12s. Bd. ; Lieutenant commanding, 1541. 18s. 10d. ; third-class carriages, which considerably alarmed, but fortu-
second class, 112/. 16s. 10d ; third, 56/. as. 5d ; fifth, nately without injuring, the unprotected passengers. On
181.165. Id; sixth, 121. 10s. 9d. ; seventh, 6/. ss. 4d. For the Thursday morning an early luggage train comingnpmet
Portuguese slaver Dandade, captured 30th Jan., 1840, 964/. with an accident from the same cause.
.A stone. had
.fallen
14s. ld. :-Lieutenant commanding, 160/. Is. 9d. ; second on the rail, and with the jerk of the engine runn.ing against
class, 123/. 10s. 7d. ; sixth,
1311. 15s. 3d. ; fourth, 41/. 3s. 6d. ; it, the chain connecting the train broke. The carriages, laden
fifth, 201. lls. 9d. ; sixth, 13/. 14s. 6d.; seventh, 6/. 17s. 3d. with fine fat pigs, of course descent ran down the steep incline,
For the the Portuguese slaver Rosa, captured Feb. 24, 1840, quiring such force in the that they ran (it is said)
644/. 6s. 10d.:-Lieutenant commanding, 80/. 10s. ICkI.; nearly to Brighouse before they stopped. Fortunately no
second class, 62/. 12s. 10d. ; third, 31/. 6s. sd. ; fourth, train was passing at the time, or the consequences might
31.
95. 7d. ; fifth, 101. Bs. 9d; sixth, 6/. 19s 2d. ; seventh, have been awful.-Halifax G ria .
31. 7d. SINGULAR RAILWAY ACCIDENT:--on Sunday last
BRUTAL CASE Or MANSLLUGHTEIt."-°n Saturday, as the pilot engine was proceeding towards Loughborough,
a man, named David Leigh, was committed to Chester gaol, and when just beyond the Barrow station, a hawk, attempt-
for the manslaughter of Peter httle aged 24, at a village ing!..3 cross the line.at the moment, Was knocked down by the
called Enterpogy, in the above county,, under circumstances engine. On returning from Loughborough, the hawk was
of a very brutal character; From the evidence at the coroner's found on the spothwith its head cut completely off, and a
inquest on the body of the deceased, who was a blacksmith, it snipe in its_maout , which, from the wounds at the back of
appeared that on the 20th ult. a party of nine young men, the head,hh d evidently been killed by the hawk, and
among whom was David Leigh, the accused, went to the beingtoo eavy, prevented the hawk's flying with its wonted
Bull's Head public-house, in the village, for the purpose. of rapidi.y, and thus was the cause of its death also,--Leicester
collecting m hat are termed the Easter pennys. Whilst Chronicle.
.-A scientific gentleman,
there they met with the deceased, and after merrymaking IMPORTANT DISCOVERY
Mr. Frederick Ransoms, engineer, has
with them for some time, he invited the whole party to
.3 discovered a method' whereby the hardest stone can be
r,etsit.ngat IySwich,
his own dwelling. In a short time they returned to the i
brought into a
cutconsistence resembling common putty, so
public-house, where they commenced wrestling and run-
that it can be and moulded into any shape, for useful and
fling races together. In the inidst of their sport, it seems,
ornamental purpon,s, without altering its general character
the deceased felt aggrieved at something that had been
done to him, and whilst he was engaged in scuffle with
and ;appearance; for it becomes as hard, and in some in-
the prisoner,
lie pushed or threw him to the ground, and
stick. Leigh instantly jumped stances even harder, than when subjected to the process. An-
then struck him with a
other peculiarity of the process is, that any colour, or variety
up, and both being evidently in liquor, a serious fight of
colours, car} be imparted to its solid substance, so that an
ensued. The deceased was ultimately knocked down b endless variety of shades can be produced, and, as it is capable
his adversary, and the stick having been wrenched from d's
possession, of being polished, it effectually resists the action of the
ossession, Leigh commenced hitting him violently over the
weather. It can also be used as a cement, and can be brusbed
head and ears. On ceasing, the deceased was found to be
Medial assistance was promptly called ever the surface of wood, so as to render tt tire-proof, -
utterly insensible.
to his aid, but he never showed the slightest symptoms of
recovery, and expired in less than twenty minutes afterwards. ShViikeThitillgliten/1717N.1.Taew..,-We are Informed that the
Mr. Renshawe, the surgeon, who was called to th', decease "" ~,,- 41.0c,ription4 to compensate this gentleman for his heavy ex-
stated that the blows of the click oyes the heaalid .c.,au.seud pontes while prosecuting the cause of teetotalism, have
the rupture of some of the principal blood-vessels, which already exceeded 7,0001.-a sum nearly sufficient to cover
had preiduced death. The jury returnedverdict of a "Dies- the rev. gentleman's liabilities, but of course not enough to
llaustbtor" agaiuit loiti. . support tut eApeuae of =Um campaign.