The Sun.
London, England, 1842-01-22 00:00:00

EVENING SUN

THAMES EMBANKMENT AND ni-
PROVEMENT.
The following, which embraces a great variety
of most interesting matter connected witl► the
River Thames, constitutes the greater part of
the Report just made to the Corporation of Loc►-
don by Mr. Walker, the President of the Col-
lege of Civil Engineers:—
REPORT OF JAMES WALKER, CIVIL EN-
GINEER.
TO THE CHAIRMAN OF THE NAVIGATION
COMMITTEE.

23, Great George-street, Dec. 13, 1841.
SlR—The object of the survey, which, in company with
the City Solicitor, Capt. Bullock, R.N. ; Capt. Fisher,
R.N., principal Harbour Master : the Water Bailiff,
and Mr. Leach, Clerk of the Works, I have made of
the Thames, between the London Stone at Staines
and Gravesend, has been to enable me, with the co-ope-
ration of the above gentlemen, to point out a remedy
for the present defects of the river, in respect to naviga-
tion, as well as to salubrity, and to the comfort and
convenience of the inhabitants and owners of property

on its banks.
During the thirty years that I have known the River,
and have been professionally employed upon some of
the principal engineering works on its shores, I am not
aware that an inquiry to the same extent has been gone
into ; although the evils existing in the river have been
long felt, and partial measures have been adopted for
their removal.
The first of these was immediately after the Fire of
London, in 1666, when Sir Christopher Wren pro-
posed the construction of a coin modious quay, or open
wharf, from Blackfriars Bridge to the Tower, in con-
sequence of which an Act was passed, in 1668, to pre-
vent the erection of buildings within forty feet of the
river bank, between the Tower and the Temple, so as
to leave an open space, called the " forty foot way ;"
which Act, however, was in a great degree rendered
nugatory by encroachments, and was ultimately repealed
in 1821.
The next public measure of the kind was in 1767,
just a century after Wren's proposal, when, in con-
nexion with the completion of Blackfriars Bridge, the
frontage of the River, from Paul's-wharf, up to
and including the Temple-gardens, was embanked,
under the direction of the late Mr. My Inc, the
architect and engineer, in a straight line of half
a mile in extent, at right angles with the Bridge,
the object being, as stated, "to remove the
accumulation of mud, filth, and rubbish from the City
side, which had rendered the wharfs inaccessible even
at high water, was extremely offensive, and, in summer,
often dangerous to the health of the neighbouring in-
habitants." This measure, although partial and limited,
is the greatest modern embanking improvement that has
been accomplished.
In 1770 the proposal for embanking 100 feet into
the river, in front of the space then called Durham-
yard, now the Adelphi-terrace, was effected by Messrs.
Adam, under an Act of Parliament, which, for reasons
now difficult to discover; was strenuously opposed by
the Corporation of London at every stage.
Amongst the various schemes for improving the port
of London, which were proposed at the end of the last
and beginning of the present century, there were several
for altering and amending the course of the river. Of
these, one was a plan for wharfs and warehouses by
Mr. Jessop, then at the head of his profession in this
country as a civil engineer ; another was by Mr. Ralph
Walker. Reports were also prepared by Mr. Mylne,
Mr. Dance, Mr. Reveley, and other architects ; which
with the Reports of Committees thereon were printed.
These inquiries at that time terminated in the forma-
tion of the West India, then the London, afterwards
the East India, the Commercial, and lastly, the St.
Katharine Docks; but the river below bridge has, with
some few exceptions, been left untouched.* Mr. Tel-
ford's Report of 1823 referred chiefly to the probable
effects upon the river by the removal of London Bridge.
The Report of Sir John Rennie and Mr. Mylne, on
the construction of a new line of quays along both shores
of the river, between the bridges of London and West-
minster, was made in 1831 ; and in the following year
Mr. Scott and Mr. Firth presented a Report, contain-
ing a concise historical account of the proceedings in
reference to the river, (luring the two last centuries,
from which I have taken the above statement of the
Act of 1668, and the improvement of 1767.
Lest year I had the honour, as you are aware, to be
selected by the Treasury, the Commissioners of Public
Works, and the Navigation Committee of the Corpora-
tion of London, to report and estimate on embanking
the river between Vauxhall and London bridges. This
became a subject of inquiry before a Select Committee
of the House of Commons. The evidence I then gave
has been printed by order of the Committee ; it contains
my opinion of the defects and means of improving that
part of the river ; also, copy of the two Reports before
referred to ; together with the objections to the scheme,
elicited in the way of questions put to me chiefly by one
of the Members of the Committee. A reference, there-
fore, to the examination before that Committee will be
found interesting and useful in the present inquiry.
But the object of the investigation now on foot is
even more extensive, embracing the whole length within
the jurisdiction of the Lord Mayor, from Staines
nearly to the mouth of the Thames, a distance of up.
wards of 73 miles ; with London near the middle of it.
It is to this middle portion, namely, between Chelsea
and Barking Creek, a length of 16 miles, within which
is comprehended the whole of the metropolis, and the
docks and public works connected therewith, that our
attention has been principally directed. Mr. Leach's
Report embraces the part above Chelsea, which con-
cerns the Upper Navigation ; and there is compara-
tively little to remark upon the part below Barking
Creek, except in respect of the shoals, to which I shall
refer, and the lines for embankments which are shown
upon the plans.
The subject is very important, whether considered
in reference to the commerce and shipping of London,
with its extensive docks, and the country around and
above it ; or, as the great drain of a very extensive
district, calculated at about 6,000 square miles ; includ-
ing the first city in the world, and therefore affecting the
health, wealth, and comfort of millions of human beings.
Without going into difficult questions as to the
changes that may have taken place in the direction of
the main stream of the river, it is evident that great
labour and skill have been applied to confine it within
its present banks, which, from London to the mouth of
the river, a length of 40 miles, are chiefly artificial.
The probability is that as the embankments were gra-
dually raised, the ground at the back of them became
higher by the deposit consequent upon the diminished
action of the waves upon it ; and that the creeks
and irregularities got filled up and levelled : notwith-
standing which the marshes are still from six to seven
feet under the level of an average spring tide ; and
nine or ten feet under the highest tides. One of these
tides, that of the 18th October, 1811, the highest re-
corded during at least half a century, rose three feet
six inches above the T, inity Standard of average spring
tides, marked upon ail the bridges ; and was ten feet
above the level of the low marshes ; so that if the
artificial embankments were cut through, the Thames
would, at the very next tide, take possession of the
large space which has leen so long abstracted from it ;
and would be generally five times its present width.
'fo watch over and prevent such a calamity, which
would entail very serious loss of life and property, is
the duty of Commissioners of Sewers, to whom
Juries of the counties make presentments, and
through whose care breaches in the banks are of very
rare occurrence; the last, of great moment, having
been at Dagenhatn, nearly one hundred and forty years
since, the stopping of which, by Captain Perry, was
probabebly the most important work (lone in the
Thames in the course of that century. Diving the
thirty years that I have been engineer to the Com-
missioners for the part of the river extending from
London to below Dagenham, a distance of from twenty
to thirty mile;, no breach of any consequence has taken
place.

There is, I believe, no trace in history as to the
time when these embankments were formed ; the pro-
bability is that they are the work of the ancient
Britons, under Roman superintendence. They are the
result of skill and bold enterprise not unworthy of any
period.

As these banks, and the oldest erections upon the
titer, are suited to the present level of the water, there
are no good grounds for supposing that the tides up
the river now reach a much higher level than when the
embankments were formed. If they do, it must be
caused by tl‘e tides at sea being higher than in ancient
times ; for it would be unreasonable to suppose that,
when the river extended to the foot of the rising ground
on the Kent and Essex sides, the tide would not attain
a considerably higher level at and above London, than
it did at the entrance of the Medway, from the great
width of the mouth and form of the river, or rather
estuary at that time.
At present the level at high water at London-bridge
is two feet higher than at Sheerness,t a length of
forty miles; and at Loudon-bridge it is, on the average
of a series of observations t, when the river was free
from land floods, one foot lower than at Richmond
Bridge, which is 161 miles above L mdon Bridge, end
only one mile end a half below Teddington, where the
fi at weir is placed across the River ; high water at
I{,ehmond being thus three feet above that at Sheerness.
The high-water level •
" uot, of course, attained
throughout at the same instant of time. The difference
of the times of 1411 water at these places is about two
hours each ; that at Richmond being two hours later
than at London Bridge ; and at that bridge, on the
average, two hours later than at Sheerness.
Whilst old London Bridge stood, the regular incli-
nation of the surface of the water was disturbed, there

* The principal work within my recollection is the re-
movakby the Conservator of the River, of a dangerous
rook of concreted gravel from near the entrance of the
West India Docks, called the Blackwell Rock, at con-
siderable expense, about 35 years since.
I. Mr. Lloyd's levels, published in the Transactions of
the Royal Society in 1831.
! The observations were made in 1823, previously to
the
removal of old London Bridge, under the superm-
-4 Mxitag u e and Mr. Leach.

being a " step down" of from six to eighteen inches,
varying according to the strength of the tide at high
water, and caused by the obstruction which the massive
piers and starlings of the bridge presented to the flow
of the tide.
But, although the artificial embankments have not
produced much effect upon the positive height of the
surface of the water, at either high or low water ;
they have, by contracting the width, undoubtedly done
much to increase the depth, under low water, of the
part between the banks, and thereby to improve the
river for an extent of navigation, for which, in its natu •
ral estate, it would probably have been quite unfit, from
the want of depth and from the uncertainty of the
channel. This deepening has been effected by con-
, fining the current of the up-land, or fresh-water, united
with the tidal water, to act upon a limited width, in-
stead of being diffused, and its force spent over a great
surface ; thus its velocity and scouring force have been
increased, and the channel has been deepened.
An illustration of this principle has been afforded in
our own time in other rivers ; in none perhaps so much
as in the river Clyde, which, chiefly from the operation
of contracting the width, has, from having a depth
at Glasgow, only for boats and barges, drawing from
two to five feet water at spring tides, become, all
within the last eighty years, navigable up to the quays
for ships drawing from thirteen to sixteen feet, with full
cargoes from the East and West Indies'and elsewhere.
I name the above to show that although the river
Thames has numerous imperfections, there is, in its
great outlines, much to admire ; and that, even its ap-
parent defects ought to be treated with caution ; and I
wish not to be understood to say that the narrowing
or embanking bas improved the sea entrances of the
Thames, or at all lower down than where the enbank-
meets were formed ; by diminishing the back water,
their effect has been injurious.
la respects its fitness for trade, we have, with the
exception of some shoals, to be afterwards referred to,
a depth of from 12 to 14 feet at low water* nearly up
to London Bridge ; and a width nowhere of less than
700 feet ; but generally 1,000 feet at high water, near
London, a distance of 40 miles from its mouth.
As respects salubrity, it is to be observed that in al-
- to the river or fresh water, which, even as high
as Staines, 37 miles above London, is very seldom less
than 150,000 cubic feet per minute, and is much in-
creased by the streams which afterwards join it, and
still more by the springs which rise up under it in its
course downwards ; there is also the very much greater
volume of tidal water, rising and falling in every
twelve hours, from 14 to 19 feet in vertical height.
in constant motion, at a speed of from two to three
miles per hour, carrying past London upwards of
70,000 tons, or from two and a half to three millions of
cubic feet of water, at every minute of time. Even the
defects which are at present apparent, and so much re-
quire removal,• arise in a great measure from the al-
tered state of things at the end of perhaps fifteen
centuries from the time when the Thames was em-
banked, rather than from the ignorance of the engineers
who had the direction of the great work. Could they
have contemplated that, on a length of only five miles,
there would be placed upon its banks a city containing
two to three millions of human beings, whose only drain
would be the Thames ; and that the citizens would
invent and adopt luxuries in their houses, which
should discharge every kind of impurity into sewers
and drains, to be built in every street and alley, and
which should all empty themselves into the river, more
care would probably have been taken to equalise the
river, and so to contract the width at these densely
peopled portions, as to prevent the nuisances now justly
complained of. Or, had they anticipated that, lower
down, at Woolwich, a great establishment would be
formed for building and repairing ships of war, to
float which, thrice the depth of water, sufficient for their
largest vessels, with a river wall certainly not in the
best direction for the tide, would be required ; they
might have kept the embankments, above and below
Woolwich, in straighter lines, so as to have induced a
stronger current, and to have prevented the trouble-
some accumulation of mud in front of that national
establishment.
It is to be noticed, also, that the clumsy erection of
London-bridge in the twelfth century much disturbed
the uniformity of the river, as left by the original em-
bankers. Its eighteen piers, with starlings, each from
30 to 50 feet in thickness, reduced the width of the
water-way from 920 down to 300 feet, and the sec-
tional area in nearly the same ratio ; and this small
water-way was further interrupted by nine of the
openings having the whole of the London-bridge
waterworks before them. These erections, in-
creased by the stone that was, from time to time,
thrown in the openings and round the piers, to
prevent their being undermined ; and the bridge
being carried away, acted as a solid weir, or dam, in
diminishing the scour of the river, and causing an ac-
cumulation of matter above the bridge. Hence, not
only the high-water difference to which I have referred,
but also the difference at low-water, for, when the tide
was out, the water above the bridge was prevented ebb-
ing so low, as it did below the bridge, by from three to
five feet, so that the quantity and strength of the tidal
current was lessened, and the solid bed, or channel of
the river above the bridge, was raised from eight to ten
feet higher than below it.
This great evil is now removed by the present new
and elegant fabric, designed by the late Mr. Rennie,
and executed under the direction of his sons, Messrs.
George and Sir John Rennie, which was opened in
1831. It has a water-way of 690 feet in width, with
a great increase of depth under the arches ; and the
whole channel of the river, above bridge, has since,
from the increased current, being gradually lowering.
Hence, already has it been found requisite to support
by piling round, within coffer-dams, formed at great
expense, the piers of Blackfriars-bridge, the waterway
of which is 780 lineal feet, and the like operation is
now in progress, also under our (Walker and Bur-
gess's) direction at Westminster-bridge, built by La-
belye, in 1740, of which the waterway is 820 feet. The
piers of Vauxhall, bridge, which was built under my
direction in 1816, are, with one exception, carried
down to the London clay, and are not, therefore, likely
to ho undermined.
What has thus so soon been rendered necessary for
the bridges upon the river, will, probably, in time, be
required for the buildings on its sides. When it is con-
sidered that the bed of the Thames at London is ge-
nerally gravel, with a large mixture of fine sand, for a
depth of from ten to fourteen feet under low water,
where the London clay is reached, it is manifest that
this point bas not yet received the attention it deserves;
nor will it, probably, until its effects become visible
upon some poblic or other important building. t Much
was said on this head in my evidence before the Select
Committee of last year, which it is unnecessary to re-
peat here.
Dismissing, however, the subject of the buildings for
the present, the ancient Thames embankers appear to
have done their work so well that, notwithstanding the
great increase of traffic, little has been done up to the
present day to improve the navigation of the river
below Fulham Bridge, which is eight miles above
London. Above Fulham, absolute necessity appears to
have demanded an improvement for passing the barges.
It was not, however, until 1777 that power was given
to raise funds, even to make a horse towing-path, and
to remove shoals; and still the navigation remained
vary imperfect until after the year 1810, when an Act
was passed, empowering the Conservator of the River
to erect locks, weirs, and other works, and to collect
additional toll upon the traffic. whereby a very great
improvement has been effected, under the able super-
intendence of Mr. Leach, who has directed the exe-
cution of all the locks and repairs done under the Act
of 1810.
The Lord Mayor, as Conservator of the Thames,
through a Committee of the Corporation of London, in-
terferes to prevent encroachments and nuisances for
the whole of the district, between Staines and Yantle

Creek, which is a few miles above the Medway. The
Corporation of Trinity House, under their charter,
raise gravel for the ballasting of ships, and thus if the
shoals happen to be gravel they are removed, the chief
object being, not the improvement of the river, but the
ballast they take up. Leave to raise, above bridge,
gravel and sand for repairing roads, making foundations,
and other purposes, is given to individuals, who take
such materials wherever the quality suits them,
without sufficient regard to the improvement of
the navigation. The Commissioners of Sclera for
the City form and enlarge their outlets .Ito the
river to discharge the mud from the streets and
the contents of drains into the river. And the
Commissioners of Sewers and Embankments for the
levels or marshes below London, support their embank-
ments and sewers to prevent the Thames from overflow-
ing the banks ; and to carry off the rain water through
the sluices which enter the river ; but, if a part of the
river is too wide, causing a shoal in the middle, or line
of navigation, and a muddy bank by the sides of it,
both proably the effects of too great width, I am not
aware of any power, with sufficient disposable funds, to
remove the shoal, or to narrow and straighten the river,
even where there would be no private interest opposed
to it. lam sure, at least, that very little indeed has
been done in this way ; and it is not, therefore, surpri•
sing that, from the alterations occurring in so great a
lapse of time, there should be many things requiring at-
tt ntion and improvement. To state these, and the
manner of effecting them, is the matter now to be con-
sidered; and when I say the manner, I refer only to
incering part ; without any
my own profession, the eng
reference to legal powers and authorities, which I leave
entirely in other hands.

Mr.-Leach's Report states the defects and deside-
rata from Battersea-bridge upwards, and the obstruc-
tion caused by the awkward position of the bridges, and
the small openings between the piles or piers. These
bridges are indeed altogether unworthy, as respects
utility and appearance, of the situations so near London

* This low water is that of 17 feet 10 inches under
the datum high water of Trinity standard, both deter-
mined by that Corporation in 1800. The high water is
marked upon the entrance of the London Docks, and
upon a pier of each bridge in the river.
f Mr. Leach is of opinion that the foundation of So-
merset House already requires watchin;.

• which they occupy. The following suggestions are
therefore directed chiefly to the part from Chelsea-
bridge downwards.
The greatest defect in the river is the irregularity in
its present width and depth ; and in the line of the
wharfs and banks that form its sides. As examples :
Feet.
The width, half a mile below Fulham-bridge, is 820
Two miles lower, or half a mile below Battersea-
bridge, it is .
One mile lower, opposite the Chelsea Water-
works . . . . .
One mile and a quarter lower, opposite the Peni-
tentiary, only
• • • • •
Three-quarters of a mile lower, opposite the
Houses of Parliament, before the new river
wall was built . . • . . 1,050
Half a mile lower, opposite Hungerford-market 1,450
which is nearly two and a half times the width
opposite the Penitentiary.
Three-quarters of a mile lower, below Black-
friars-bridge. . . • •
Three-quartets of a mile lower, below South-
wark-bridge, it is contracted to . . .
just hale the width opposite Hungerford-mar-
ket, which is one mile and a half higher.
The irregularity is less below London-bridge,
with the exception of the contraction to -
opposite Limehouse-bridge Dock, three miles
below London-bridge : so that the great in-
equalities are chiefly in the wharfed part at
London.

. 1,000

Now, on reference to the accompanying plans, and
the table of widths and observations, appended to this
Report, it will be seen generally that where the river
is narrow, there it is deep and comparatively clear of
mud, excepting where the bends divert the strength of
the tide to one side, but where the width is great,
there are shallows and muddy banks ; which are
injurious to navigation and to health. A main
object, therefore, is to take means for removing
these evils by an approximation to a uniform width
and depth ; and, with the exception of the cases where
the shore between high and low water is used for coal
barges and floating timber (for which a special provi-
sion can be made by recesses or docks, as is hereafter
referred to, but explained more particularly in the
evidence of last year's Committee), it is generally the
interest of the owners of the particular property, as well
as of the public, that they should be removed.
One of these causes of the present great irregula-
rity upon the shores of the River, even where em•
bankments have been formed in modern times, has
been the want of a general system or plan for guiding
the lines of wharfs and embankments ; so that each
party has proceeded, either without authority ; or
the Navigation Committee has granted or withheld
the authority, and defined the line, as the applying
or opposing party had the stronger argument or in-
terest, without baying more before them than It-
rnited information of the part of the river which was
proposed to be embanked. Thus necessarily, although
often with the best intentions, sanction may have been
given to what was injurious ; and resistance offered to
what would have been beneficial : to say nothing of the
effects of private interest and influence operating in the
same injurious manner, where the Committee, of which
all the members were not likely to be conversant with
such matters, had no general guide before them, and
where the duties of the Conservator were, therefore, dis-
charged with difficulty and uncertainty.
The plans now presented are intended to supply in
some measure the above defect. They extend from
Putney-bridge to Gravesend. In the portion between
Putney and the river Lea below Blackwell, the pro-
posed river lines are marked, which, after our survey
and consideration, we concur in deeming as regular as
circumstances will admit, and therefore as advisable.
We reserve the right of correcting any errors. In
the portion above Vauxhall-bridge, we have conferred
with the parties principally interested. Between
Vauxhall and London Bridges, the lines are, with
some partial and local modification, the same as I pro-
posed, and which formed the subject of the inquiry
before the Select Committee of the Session 1840.*
Between London-bridge and the River Lea, the
lines, where wharfs at present exist, are not such as to
admit of great variation, and from the knowledge of,
or professional engagement with, the owners of the
parts that are not yet wharfed, I do not anticipate any
very great objection.
The line from the Lea downwards to Barking Creek
is laid out with particular regard to the effect of re•
moving the nuisance caused by the mud opposite Wool-
wich Dock-yard, and the shoals in the navigation, the
worst in the course of the river. To effect the im-
provement suggested here of straightening the channel
of the river by the removal of the quicksands above
Woolwich on the Essex side, ands below Wool
with on the Kent side, would be a public
work of great labour and cost, in which the
Admiralty must feel a strong interest, the means here-
tofore taken to effect this important object not having
succeeded ; nor are any similar measures which do not
increase the velocity of the tide close to the wharf wall
likely to do so. In stating this Ido not wish to be un-
derstood as saying that nothing less than the alterations
here proposed, in the course of the river, will effect
I the object ; and I beg to add that caution is, at the
same time, required to avoid producing a velocity which
might be inconveniently rapid.
In an extensive measure of this nature, a general
agreement of the owners of premises to extend at once
to the recommended line is not to be expected, although,
for the public reasons I have stated, as well as on ac-
count of the addition to the extent of property, and get-
ting rid of the banks of mud, which affect so injuriously
the beauty and healthiness of the houses abutting upon
the river, the probability is, that even supposing the
extension to be optional, the applications for licenses
will be numerous, if parties know how far they may ex-
tend. To prevent doubt and all suspicion of partiality,
the terms and conditions should be defined, and made
generally known, and if the value set upon the ac-
quired ground (as was done where the Blackfriars em-
bankment was made) be understood to form a fund to
be exclusively appropriated to the purpose of improving
the river, the amount would generally be contributed
without grudging.
One of the improvements to which I refer, and for
which the funds will be applicable, is the removal of
shoals, where they consist of a material like stilth and
clay, the value of which will not pay for the removal.
In the works of Blackfriars and Westminster Bridges,
a surface of this nature, lying over the gravel has been
met with, but after this surface was removed, the gravel
under it was taken up without any charge to the Com-
mittees. It will be essential, in the removal of shoals,
not to go under the regular level, but to leave the bot-
tom, at a proper and uniform depth, with a small and
defined navigable channel in the middle, gradually we
becoming shallower towards the sides.

* A lithographic plan is attached to the printed Re.
port of the Committee.

THE KING OF PRUSSIA.
(FROII A CORRESPONDENT.)
Shortly before two o'clock yesterday afternoon, a spe-
cial Queen's messenger arrived at the Foreign Office
from Ostend, with dispatches for the Earl of Aberdeen,
announcing that his Majesty the King of Prussia
would not arrive in this country until to-day,
when he might be expected at Greenwich about
one o'clock. At the time the messenger left Os-
tend, only one of the three British steamers which
had been sent to convey his Majesty and suite
had arrived at Ostend, but the others were every hour
expected. The Earl of Aberdeen not being at the office,
the messenger immediately proceeded to the Noble Earl's
private residence, and orders were sent to the Admiralty
for the intelligence to be immediately forwarded to her
Majesty and Prince Albert, at Windsor Castle.

THE POETRY PROFESSORSHIP
AT OXFORD.
At a meeting held this morning, before the Vice-
Chancellor, for the purpose of ascertaining the number
of votes respectively promised to the candidates, it ap-
peared that there were fur Mr. Garbett, 921; for Mr.
Williams, 623: upon which the friends of the latter gen-
tleman immediately withdrew him from the contest.
Oxford, Thursday, Jan. 20, 1842.

- - -
PROMISSORY NOTES.
(From Last Night's Gazette.)
An Account of the Average Aggregate Amount of Promissory
Notes payable to Bearer on Demand which have been in
Circulation in the United Kingdom, distinguishing those
circulated by the Bank •f England, by Private Banks, and
by Joint Stock Banks, in England and Wales, by the Banks
in Scotland, by the Bank of Ireland, and by all other Banks
in Ireland, and of the Average Amount of Bullion in the
Bank of England, during the Four Weeks preceding the
Bth day of January, 18.1•. x., pursuant, to, the Act of 4 and
5 Victoria, cap. 50.

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