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

TEE CLYDESDALE 3UNCTXON RAILWAY.

The Committee assembled this morning at half past eleven
o'clock, and soon after proceeded to the consideration of the above
scheme.

Petitions in opposition to the construction of the proposed line
had been put in by the trustees of the Clyde Navigation, the barony
of Gorbals, the Paisley and Ardrossan Canal Company, the Glas-
gow, Garnkirk, and Coatbridge Railway, the Paisley and Ayr Rail-
way, and by several private indiduals, who opposed as landowners.
Mr. COCKIIURN opened the case by observing, that he would
proceed to state to the Committee the objects and advantages of the
railway for which he appeared. The scheme was entitled a Bill
for making a railway from the city and harbour of Glasgow, to
Hamilton, and to the Wishaw and Coltness Railway, at Mother.
well, to be called the Clydesdale Junction Railway. It was pro-
posed by this railway to connect the town and harbour of Glasgow
with Rutherglen, from thence it proceeded to a place called Park
Homestead, at which place the line divided into a fork, one branch
of which led to Hamilton, and the other to Motherwell. The ob.
ject of these two lines was threefold. One very important object
was to connect the Motherwell branch with the main trunk line,
already brought before the Committee under the title of the Cale-
donian. The first advantage to which he would call the atten-
tion of the Committee was, that a railway communication would
be established between Hamilton and the left bank of the Clyde.
Secondly, a continuous route would be obtained between Glasgow
and Bothwell, and theparish of Dalziel ; and the third object to be
attained was to connect the Wishart and Coltness Railway and
Wilsontown with the city of Glasgow. The whole of these dis-
tricts are rich in minerals. From Glasgow, on the ►eft bank of the
Clyde, to Hamilton, the line passed through a series of coal fields
and iron works. He felt sure the Committee would be satisfied
when they had heard from the witnesses the number of works and
collieries, and rich mineral fields that would be opened up if a railway
were made between them and Glasgow; It was of the highest im-
portance that a railway cmmunication should be established in
these districts. On the Motherwell branch, which led to the Dal-
ziel collieries, the entire district was extensively productive of mi-
nerals, and it was highly desirable that it should be connected with
Glasgow. The principal object of the Wilsontown and Morning.
side Railway had been to open up the ♦arious mineral
fields which it had traversed, but this object had not
yet been fully obtained, as it did not possess any communication
with the harbour at Glasgow; but the Clydesdale Junction would
give it every facility, and afford another market for the consump-
tion of the produce brought from the districts through which the
Wilsontown Railway passed. The great advantage which would
arise from a communication with the river was entirely lost at pre-
sent, owing to the broken line of connexion. The beneficial effects
which would result from the construction of the line would not be
confined exclusively to Glasgow, but Paisley,: Ayr, and the places
west of Glasgow would largely participate in the benefits to be derived,
and various markets for the disposal of their produce would be be open.
ed up. He would say nothing about the engineering department, for
there were no difficulties whatever to be anticipated in the con.
struction of the railway. Beginning at Hamilton the line at one
end approximated Motherwell, and at the other would unite at the
Park Farmstead, and run OR to Rutherg'en, at which place
it would proceed by an existing railway, called the Polloc
and Govan, to within 100 yards of the harbour at Glasgow.
It was intended to purchase that railway, and the consent of the
trustees had already been obtained to the bargain. The railway
would then be carried down to the water's edge, where it was pro.
posed to carry on the line to connect it with the Glasgow and
Paisley Railway. The estimated expense of the construction of the
entire works amounted to 290,000/. , to which must be added the cost
of the Polloc Railway, which was calculated at about 120,0001.;
and these sums added together would yield a total of 410,000/.
The present intention of the Company was to have only a
single line from the Forth at the Park Farmstead; sufficient
land would, however, be taken for the purposes of the other
branch, which, when it suited the views of the Company, would
be constructed; and a clause having special reference to
this point had been inserted in the Bill, for the purpose
of enabling the Board of Trade to compel the making of the branch
line, should they consider it necessary. The Learned Counsel then
briefly referred to the opposition which had been instituted against
the Clydesdale line by several Comranies and private individuals,
and concluded by saying he was certain that the Committee would
be satisfied as to the practicability of the line by the witnesses who
would be called to tender evidence as to the great traffic of the din.
tricts which it passed through, and they would without doubt allow
the preamble of the Bill to pass.
Mr. COWAN called Mr. Black, baker and grain dealer, Hamilton,
who was the first witness examined. He deposed as to :he coach
traffic to and from Hamilton. There were ten tons of stone car-
ried daily from the neighbourhood of Hamilton into Glasgow. Ile
had observed as many as 500 carts of fruit during the season tra-
velling on the:Hamilton road. He ground from 2,000 to 3,000 guar.
tern of wheat annually, and obtained it sometimes from Glasgow
and at other times from Edinburgh. The flour was distributed in
the neighbourhood of Hamilton.

Mr. Anderson, banker at Hamilton, tendered similar evidence,
Mr. Ferguson, merchant at Glasgow, and partner in the Blantyre
cotton works belonging:to Messrs. H. Monteith and Co.—He had
30,000 spindles and 530 power looms in his maaufactory, which
were driven partly by steam power and wally by water, oonsisting
of two water mills •f 130-horse power and one
steam engine of 70-horse power. The dye works
were also very considerable, and quantities of madder were used in
the process of dying. The number of hands employed about the
works was about 900, all of whom lived within the gates of the
manufactory. The population of the whole, including women and
children, residing within the gates, and who depended on the work
which was furnished them from the factory for tl,eir subsistence,
amounted to 1,600. The quantity of cotton dyed and manu.
factured last year was two thousand five hundred tors.
The cartage of the goods from Glasgow was contracted for at the
rate of 6s. 3d. per ton. If the railway w.re made, as it passed
close by the factory, the goods could be transmitted at a cheaper
rate.

Mr. Stewart, of Glasgow, said he was the proprietor of the iron
works at Shots, and was well acquainted with the neighbourhood
all about Hamilton. The district was very populous,
and there were also extensive mineral fields consisting
of coal and ironstone. It was his opinion that the making of the
railway between Glasgow and Hamilton would greatly tend to
open up: and develop considerable traffic in those minerals. The
average annual production of pig iron from one furnace was
about 5,000 tons, but at present, with two furnaces, kis works
produced 12,000. It was intended to increase the nnmber of
furnaces to four, and they would furnish at least 25,000 tons each
year.

Mr. Wilson, a magistrate of Glasgow, and one of the proprietors
of the Dundyvan ironworks, corroborated the previous testimony.
Mr. Cunningham, one of the partners of the firm of Murray and
Cunningham, ironmasters, Glasgow, was next examined. He
said there were 30,e00 tons of pig iron manufactured annually at
his works. The quantity of coal that was consumed in making
the iron was 75,000, and of limestone 11,000. The ironstone was
principally obtained from the fields in the vicinity of the works,
and lime stone came from a place called Bidla. The iron manu-
factured was chiefly intended for exportation, and was transmitted
thither for shipment to foreign parts. It was conveyed by
railway and then along the Monckland Canal into Glasgow.
He considered this an expensive and inconvenient mode
of conveyance, and if the Clydesdale line were made,
he would send his iron by it from the fork at Motherwell to
Glasgow, provided the expense of carriage were not greater than
the present mode of conveyance.
Mr. Streatchbery, mineral surveyor. was examined as to the
mineral fields along the Hamilton branch to Glasgow. Coal very
extensively abounded in the district, and supposing the seam to be
twenty four feet deep on an area of one square mile, it would be
capable of yielding 18,694,000 tons. At the present moment the
produce was all conveyed by carts. It would be sent by railway if
possible in preference. There was a great deal of stone in the
neighbourhood of Hamilton, from which Hamilton Palace had
been built, and it was extensively used for ornamental as well
as building purposes. The mineral fields on the north of
the Clyde were very large, and as far as he went he found them
distributed along a distance of 21 miles.
On cross-examination, the witness said, that as regarded the
Motherwell branch, it was impossible to say bow long it would be
before the mineral fields in that district could be worked.
Mr. Pare was next called—He stated he had superintended the
getting up of the traffic tables. He had derived his informa-
tion principally from the witnesses who had been examined,
and had accompanied their statements by actual observation. The
income to be derived from the passage traffic by coaches amounted
to 5,1961'; from travellers by post horses and private carriages,
2,0491. These amounts had been calculated at an average rate
per mile of I3d. for each passenger. General merchandise and
agricultural produce would yield an Worn! pt.

produce. Coal merchandise,
coai
traffic
ffi acn
would
le fOr
2,4101. at the rate of :Id. per ton per in,t..,-pyrol
the arr... ::(1,
of ^0 6781., 3t "id
per ton bricks
per mile, and ironstone, limestone, lime, and
..00.
oullolydieldpear retvOennuefor . , . os
g" all Iticonle or 7,0 N. The total gross annual re
ve",,,,fr
vable from all these sources would annitint, *heti doubled P'",o4
lug to P and
aniamei,tary wage, to 14,4901. for passengers,
_, sr
for general traffic. These items added together would O.!"
of 45,2571, from which 40 per cent. being deducted fora'rA
expenses, a clear net annual income of 127,1541 Woul
amounting to 6 per cent. on the subscribed capital.
The Committee adjourned till eleven o'Clock to•nsorrCM'
--- ~

GROUP F. -them'
The Committee met again this day, in Room No. I - ,
Hon. Frederick Shaw in the chair—on the adjourned case eitto
item LONn -,71,T, I;7O2,CZ3TZIL, AND 0°
Sl' ArI'ORDSHIN.E izaWw.al•
_j4
Mr. Sergeant KJNOLAKE said he had to Apply to the,Cies,j,
for leave to postpone the examination of the witness , V'?
who was under cross.examination when the proceedings ci, tel
the previous day. The cause of this arplication was, th''',..ol
important to his case to have the evidence of Mr. Cubitt,ethetn.To
engineer. That gentleman would be examined in th esSevjo
Londonbe a l
ibearntdy
flio- or rtkh
e inquiry,andwhen h e once colon' ee e e(.l- 'llO
that Committee, it was impossible to count upon the time "
1
Th• Citainmasr said, that under the circumstances, b- de
h 1036
mittee had no objection to the arrangement ; indeed t-e
important engineers were examined the better. arielee
In his iert
Mr. Cubitt, engineer, examined by Mr. TatooT— ~.. sub
of engineering had had many opportunities of considering .• fee
of transhipment on the difference of gauge. The change
_e., „MP
from the broad to the narrow 000ld be done with facility aitacutoosr.
Where it was necessary for a transhipment to tawe'dcotlac ossiei:4
done, the only difference being that where it ord
would be an absurdity to introduce it.—(Laughter.) ...in iets!*
to switches, they must be introduced on a line rise ert."o. 000
independent of the gauge at all. The switches
_Pliso $Ol
proportion to the parallels to be crossed on the c
ihin 0. xtord co:.
pyweriiadnrecs i
pgalageuo.
ft o
Atirra.ns h i p
Brunei'sheaivny,
invention.
taidosi i
.o f clay froto t-
_,„ iag ell l''
It was done by a simple mechanical contrivallee, 0111.."
ate°
suit any gauge.ge. and toisl"Liss
Cross-examined by Mr. HILDYARO--With 1'0" of outs'a" id
lines of gauges, a rail could be latheon inside
o_o.oo
the number of switches, and that would be an ad „,tdd be': 4
As
itohethineewreeaisgehdtnonfinhererafielsr,oB7.oinlbg.ittei_or:liiteolipeerle
By the CHAIRMAN.... I he evil of the chaugeof gale;:tosat cis,
throughoutwa s gui
te those
possible
it would affect the public by a delay in the tra..f
e'c to tile i ived
expense attending it. Had an objection at one tin't to sot" to
duction of two gauges, but they had been ibuil„d there': ig
difficulty was over, and the matter made etnte Pesfrisfeed strP
latocessitiviearetthheey were in
EA) theothers, or, again, thecarriPage'senogf.eriew
one gauge to the other, as they could leave the c
cod Dee: e,
gang
.e '' rpecsf.a sr
run on to the other trbm, and fitted with exacto7oo W7;4
passengers, and all, could be lifted up and plo; peso', fors
on the narrow gauge, as the case might be, with `...t requite.
and expedition. Every system of transhipoie_n_e, weir
ju::::es"r rrissffeectiG:le:::
change of gauge could be carried out without dse.te rather isoa
By the CHAlRMAN—Considered the broads antauth g 61, of
anti the narrow much too narrow. TbOnght Muth
I 03
non "" 00
crape
o the
e o
good gauge, but he could not takr- 0 npieioN: .sieti.
•
that the bread gauge under consid
broad practicay. He had but 3 osier:o 0, 01,0,' off i
experience of the working broad gauge Wa' a
° g the br°lo, illb !
A speed of fifty miles an hour could be
done the nArt3 Di l',
and the same power could be attained on
both liee'ashi,t
i a
difference was in the loads taken on -I,he Oa- oillee,
same power and in the same tiine,' "or 5nd,,,t,1,1 to
was done with the greatest regular' 'of e.',.,01Ce
0,
transhipment was not a corisideration, for
"nWctien thsli•tt; of ID;
anythingnecelsiskitey,daiffindcuolftyso
ample
adilficulty
xi
it 0001.
to ;
cone,' roetieabidoi tss .
danger and difficulty could not affect fromtblP the O% other 4
matter. The transhipment of the earth
__ is alls, .Ore
was as difficult an article to renl7 quite made
it was much heavier than costs, a.,nt could e:itso.lls,
as minerals generally. A transhierne'lbe orber
ri little
00,
coals or any other goods from one gangered with age, woltpie
jury to those articles. It would be Aden°
bola esPen-;aeds. uo
pence, indeed a very trifling one. The tic ation °op to cerrod
exceed one farthing per ton for 011 t,,, stalli-f,. talfe!,,,laee
transfer from the broad gauge to the neii eorov - 0000' „...-
to the broad was the sam,.. &ea,aliity. The tbree 1::;ver.
forbe transferred with the same ;eked in water : trsa-
the transhipment could be
lies °, or king Of tb. ye
it could be done by hand, 6t -ntn'e Or-.,,ce Naas ,tlitY,
Was invited by Mr. Brunel to wittleti, eale.- the nee'toin,
shipment at the Paddington station. "•a;ootahle to in the It
good one, and it worked well, quite f time cet°llo minute: sr.
shipment
sewysahasstsi
efehtmeleid..t
ywwetieoe,rnheseahhi ewfmtaeviani ygn,h,t,teatinotadionetdh ae
bears
half
oavonond e
cot; t
br i
es gecs
0,1°,0 bell e b
a 6 tila t'e ed °Li
heworl& ,WO „old
constructing the contrivance suitable to the gaug-siper• to
Re.examined by Mr. TataosThe h as the 1 Patioel, 00
adapted to speed than the narrow, inasteuc _
tore! be .
...filo,.
be larger. The engines on the narroW gaugac_, re.'4o, if !,:e
of course not as broad. Crossings bein! "000 'O4
danger. Could lift a train of any length
.ten,seoatrisanee' to
quired. It was to be done by a inechant e. irooo
eon° t
danger was nothing. .t might be 011 th,
By Mr. V. STHART--In some Casa i .
.t, after ,
~
have a distinct line for mineral traffic; nu 00,01
was the same as any other nande line.
me. ,__ sde.
Dec,.
Mr. Gooch was called, re.examiat_dv.ol4;o4 ,-
The witness merely spoke as to the re i e
../..00
broad and the naroW gauge line'. Mr.
Tataor--• ...wis,,4
Captain Huish, cross
-examined TbYhe Lo. neon and l'ltTle rierr)o
the Grand Junction Railivay. . . te s a
whole north an
Junction line, d the
an ,_ They had purPthei
tos,
Company were' rojecting
will be shortly in their hen Canals,
rrt CanalS, andirallSi ot'
Manchester and the Birmingham the the Churnet o,oj /or
place. Liverpool made arrangements for leasing part to theow' of
other linesd
As Secretary sod 0 i
when it comes into operation. lenast°PoP°3f thieti°onraii tilksd
the has
ellarg ts.e
tion, had repeatedly written to t.,e hes. /no 10 i
were - vties
rriabio"; otherrY a
arrangement,corne and
vihpaegeartnal°;:rohed_itejo,
ham Company for
lately introduced osnu
goods coming from Liverpool, but theloduCtie: their Soo
ttrheersGtrhrough tho.osne ewsit.s.s trii;.1.:01,00000,
well. The broad gauge caanndycaajrnrucyensoic.t°l re ::an.theeethie 601°,1
ford's good:were now all carried on the London b.O 1,, r op
line, in consequence of a dispute bet•reeito:at °iv' On"
vdeuction of the 0,0
had
t jt,"
Junction Company. No legislative nac.r, of theroool;esty
to a competing litre in keeping down the chtt barges
After t ele_A
Birmingham lines. The London and Bird "h"arge6 were i,
bound by their Act to revise their tolls
bar e col 00016 trf`
years' returns of ten per cent. but °gosh , 111°,hefe
day making large purchases of other
..,ss the' ad 'toe'
lands, for extension of their works, it "lisitittlre'bitiset, SO
their profits below the sum allowed bY the il;plsee erehOhd dig
fore it was more likely the reduction Would 00 the ° inii iOO
dred years, if at all. There was a petition frte
rot 1.1., oi
bankers of Liverpool to the House of Corn ° cone 0010
line of railway projected by the Great WeSternos. ho ite„erise
before the Committee, should be allowed W11090:0 id' Ite
Cross-examined by Mr. HILDVAIO---Theroi the `'..apsOl'of tit
petition for the Bill were not all connected ve'
that 01;00
Company, many of them were directors of
_et dire _le
majority of those merchants and bankers i' '
be
poly haPoi
Grind Junction. Oa° Sebe";4lll'
Mr. HILDYARD—Now is it riot the fact wool , or.
who signed the petition for the Great line,"
A 04
Oar's
whowho isis ounnlc,onanheicitleidliawenitnhnttehre?Grand Junction
tter- . sat
Witness—He is a bill professorand ba.ftmatiC. 00 jet
Rev. Mr. Walker—ls a of 00' i, opin; ocili; 00
prefers the broad to the narrow gang too e °°o de
the
ahme actahseematcienanlidonatet,aiannda
greaterwholly aPart It 0/
velocitl on the" ,
Coir° old°
on the narrow. gr. eee „the
mined bY f Peg 10:001
Mr. John Miller, engineer, exa- change 0 t deo
favourable to the broad gauge. The sad Withb: OS° Ito
carried without danger to the contrivance
foe 1 eS$O,OOl
transhipment of goods. The
leave, CHAIIMLN thought it was q-ot soon ii--
01 " 01
was a good one. ~yeetS _s ale
or e - A he' De
I
witnesses asst. this point of the case, 1.- oopo0:401 I
said upon it. s dark
el the rote
~,„ witnes r, 00 „
Mr. AUSTIN—I shall only ask t•- ,his tine per . p
adjourned
de
jeonu
rnAnrioult.e 61 \tsilliilol litiewartel Olt
s surveyed Ce°
Witncs—That is all. I have nc- &et. , the
The Speaker having been anoclow, eteAl
all you know about this tin the
t 4" r the
'clock tO'
vy.
000 'OOO
Gl4Oll n p re's!
nee Celli:SO. ell
The Select Committee on this_g!,-huthe e"--nlif
_AO Pool
hour this morning, and proceeded .."'"0...,5,00ree, r 5 theem
MDINEURG2I". Azir• 0 sw.nasetioo,
d file 10- 700,,) (Frostof foam
ns
Mr. James Beard, a farmer an ureaton"-s Ile'
Narburgh, said he annually, ufaet copy/ ftege 40
Yweenogagedinthe,Pr need
opraor,,
brought at red 4t ( Cft aisly
used in the manufacture was too t 0 cio tooe
Little Dysart. He annually cene die esiront itaiell , erte
which cost him 14s. per ton, while 001 ~id ce tot th. 0
Lochgelly ranged from gs. 6d. to 1°,,,, is
.°`joade, erclef:telis
from ss. to ss. 6d. per ton. 11)05e 7Dellics. P;olTrefer.
upon the railway, in the event of if`his svoT'it viaertsiell.ti'tes or
would pas in the immedite vicinitY ermadee'hould eitien:t:hiel'ej
sent his tiles by water to Perth and
_hd tie ." pa
re i Anc! , 00;
arid expensive mode of conveyaricet;treeted'e ount ens Pit sad ht,
the railway, should it ever be ee ior of tb bat At ouslii' Ate ttl
potatoes were brought from the inter
erteme, 0,0 00iiit
at Perth. He knew of his own K0.,,et0 savrcresai _.,ettir
of which he was lessee, '2,400 tons • onto • 0010 le,
101 5l
had no doubt, therefore, the rai 400. e tee
transit of that article. , gr• bean' f the
The witness was cross-exaerdned h'_,,_ „„eorre
_,,te 0 cs,
but his evidence was in no pint shalt;itit, 01/Pit; the t:00,00:r•' ig
Mr. Robert Philip, a mercheat]shited it told tuft, ahlises,
timony. He said lie was well a iln,„tninni_ virrhtte,,tish 40re
proposed railway, At its northern
..c`t, son Ed Po.•oula Foe,
tion with the GraIIIOII RallWalf Wt" , and he line 000 ~isti
• he Glasg° ot t sou tlir
effected a junction with t .ocur t oofirts
He had, therefore, no doubt whist
.....,r, At
_. di .
.0,
of considerable advantage to the cort'ih'portert& 10° Oil
et ten .1,
cially to the various populous On ~ader . „ heed oo
•on I.°' ivinc" or ill
which it passed. e,,,,sive ir od bi prel on,
Mr. Thomas Russell, an ex.-- „motto by the,toto , the
said—The population of theillekieg;..l
s,Teitte:tinioovenr:..eeeti °
was 17,000, who would all be ac
_7,'-passeet.ite istael94 this
way. Last year 34,575 Pasaseteegacomes.
ergoiod, gri3 ott:,,
going to and from Dundee by
75
, tOns - W. orn
passed, in the same way, 5,° Stirling' iii'ocin C°°lCl
cattle, 6,470 sheep, and '270 dogs.
per sit savigsu so the
Hamilton,AfrAi corroborans-
vessels at Edinburgh, gave el°
mittee afterwards adjourned
emxaarindaegrerG Gibbs, B,tahne
Gene,
~,,
ri
tO -,
oter 10/
PWI bell, • oil
GROV . _aping s 50'1° alb'
o'eTloheek Cinomtreitßteuerrgee_saassceettleditetehroie, '''‘ivoest;os,inolte:o.ol6.l/101040
I),TORTI-1
ITN.
1113.°
14:01121c752g:t3140 :::::_,,icv;:p.gl6l::::pol
Tiow oat,- 1 i nio. Wbot.:it to 1155 ortv,if,
,;...,, agrrelze
00......0py
was orp:
DI
ot,ii 0
There was no oppo
The Bill for altering the line of
;cia ,---o",teriallY IA
art of Josep )id be ferf j eillijOl
Webster, on the p
erty &nn' ,•ty. oa.- aO- p
complained that his proo
' any neecs-1 t the prollettiogto t
the proposed line, and without ne of then,ailge3 or Pio or
Sfe
would be a gre3t ii""vemnetintfa°cilitating ro,oreeld he 5 0
formally,
g f 1
.t andc the
T:t Gomms i
is
rtnt
se#
an inconvenient curve, an
the whole line
t, clae
coal district. The cost of
witnesses were called tnopthroevoerrgi,ll Id: 3bcc:41681., °CI
gree• '-_; owe."'
when the Coolniite'
the cost of this deviatioen_!°
GROVP • 4,
g 0;011 0 i
.o,ioll/ 31 stoi 11
1"
gone 'fh
through
or euagmh ble
seriatim, o f t hi"_i____..,......,2
NO% w - • st the° ,pole 110t#
I,OII7XIOZT .(3243)e
met
this morn cot SA
serfo 100 A t.
The Committee an this lin. n
0,. ..uilriese,t;•_ .be efroes co:
andid;:rotti:t lino re
etg:ie let'- tier; air -gt ° ‘4'
that he thought it might facilit . the condo
to the ithe Co
tt tha ,
hoford, tiro pfloo
the Counsel on each side, that
t° Che ,ir • and t oil theft/ id
rence - ..,sens,-, or It
Previous to the resuraptliawdtalet. 3'l
nA di:B ne
f la tlal"
geej.
0010
gal
subsequent e". ttber int bi°
nion might be shaken bye
no
advantages, ev
___,,feer:ll,l3oool: of
facie view, they could se
ti3ei:tha7nPe'sdSaWilretcf?drded' prefe
t y round Bishopchs.oo7;,_
eidloge
or populatioe, on the coon : 0
_ere,"
by the
be
broo
oe
.pat Opel
possibly compete with those te
Committee ht, too ,
Dir. GixeeN assured the h
~, thatit
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