The Sun.
London, England, 1845-07-24 00:00:00

Zfitrb ZVition

._ _ .~

SUN 0 FF.IOE, Seven o' Clock.

ATTERSALL'S.-THIS EVENING

GOODWOOD STAKES.
10 to 1 agst Pythia
10 to 1 agst Boarding-School :Nliss
12 to 1 agst The Libel
14 to 1 agst Lightning
16 to 1 agst Venus
17 to 1 agst iEgis
20 to 1 agst Lothario
20 to 1 agst Pineapple
25 to 1 agst John °Vaunt
25 to 1 agst Warp
25 to 1 agst Una.
30 to 1 agst Britannia
GOODWOOD CUP.
5 to 1 agst Valerian
12 to I apt St. Lawrence
15 to 2 agst Ironmastcr
22 to 1 agst Stomacher

ST. LEG E: R.
5 to 1 agst Weatherbit
5 to 1 agst Merry Monarch
18 to 1 agst Pantaaa
20 tJ 1 agst Pam

SIX O'CL, WK.

,AILWAY COMMITTEES

(THIS DAY.)

HOUSE OF LORDS.
EREWASH VALLEY LINE.
the The Committee met at eleven th morning, Lord Lyttelton in
,
Chair After a short discussionis as to the admissibility of evi-
-"..,ce 4, to a line not before the Committee,
ult. MACAULAY suggested that the most regular course would be
for Mr. Calvert to object to some particular question, and the point
":"i°R been raised in this manner, it could be argued at length,
-"the Committee would then give a formal vote on the subject.
„ The CHAIRMAN observed that Mr. Calvert had said yesterday
c,at he was unwilling to take an objection. If the counsel did not
-atse the point, the Committee hail a right to do as.
- h 1 t would arise in the course of
th ACAULA sae. t tle po.
be much mo
ebeeese, and that1 it would then te convenient to discuss
Point.
The Committee being of the same opinion, the point was re.
-erved, and the evidence was resumed.
r• Wm. Wilsn, a resdent t lfrdtown, and M. arding a
;,-"ent at Ilcanoo r, werei thena calledA,e and gave local evH ,in
idence "to dents
of the line.
4r. Jessop, engineer, was then examined, and corroborated the
tevid
enee of 51r. Woodhouse and Mr. Bidders. The proposed line
", first laid don by Mr. Rennie, in the year 1834. Mr. Vig-
'ielles w
had laid down a similar line in 1835, but it was on a higher
:repel than Mr. Rennie's, and was, therefore, opposed by the colliery
Ter& The witness laid down the present line in the year 1843,
)C,. it was the same as Mr. Rennie's, except that some deviations
a been
Ti made at the desire of various coal pit proprietors.
wie witness was under cross-examination by Mr. Macaulay when
ent to press.
Z°eeected to state that he was engaged in draining the fens of
rt‘ecoltishire, on which he engaged seventeen engines, of 900 horse
tell," in the agregate. Draining was much retarded by the ex.
eon et which would be materially decreased by a reduction in the
by 4,,,<1fue1• The proposed line would render coals much cheaper,
a cheaper and readier transit.
1741 witness having been cross examined by Mr. MACAULAY,
tea Vignolles was called, and gave evidence in support of that of
J4,01' Woodhouse and Bidder, given yesterday, and of Mr.
the given this morning. This line was originally proposed by
14, -land Company.
spoke' llUnsom, the Chairman (pro tem.) of the Midland Company,
efth, t° au agreement between that Company and the promoters
e:,er tll., to the effect that tire former were to construct the line,
14,
,000/nion of the latter taking stock of them to the amount of
BIT.
'?'his •oodhouse was recalled, and spoke to the same agreement.
Air Concluded the case for the promoters of the Bill.
ALIEXANDER then opened the ease for the opponents of the
411,4 eddressing the Ceinmi tee at great length. The first witness
kr bj Mr. Alexander was
tate "elentine, engineer, who was about to descri be the Amber.
Wheo utei and to point out its advantages over the proposed line,
,
1,4, tSLI'ZR'r objected to the examintion of a witness as to any
hat before the Committee.
tlsrioer'.lacatri,Av replied, and urged the propriety of calling evi-
-114,,,_( Prove that a better line might be, and is likely to be, made
Aft
tlhthe same vicinity.
I%erae ling discussion the CHAIRMAN desired the room to be
;') end, after consulting for a few minutes,
sia '°llunittee decided that it was not competent for counsel to
Ihltlskat t," a witness as to to the details of any particular line, but
"e °Ponents of a Bill might give evidence as to the proba.
hefrii..ent'soine line being made which would be preferable to that
elso the Committee. The witness might be examined
le to
4".,t0 the Points which a preferable line might approach, and
The", general points.
etee,,,,,,etanaination of Mr. Valentine was then confirmed, and
Ettlio4,-,`" their Lordships up to half-past four o'clock, when they
RZes'lied till eleven to-morrow.
4°W, BARRHEA.D, AND NEILSTON
The 't RAILWAY.
I%lre i-s'etent Committee appointed by the House of Lords to in.
the merits of this scheme re assembled at the usual
he line ntorning, and resumed the general evidence in favour of
Mr
Nag,— John Williamson, an eminent mining engineer, had been
elf the Ua surveying the route of the direct line sod of the branch
er 'lreehire Company and had found that the country tra-
t'eal I)/ the direct line contained almost inexhaustible mines of
'iNt4F•lll ironstone but the route of the branch line was sadly deb.
to
,this respect.'
ihsllr. -ernes Gai innkeeper at Barrhead, who ran an mu-
se . et', nes' an
'Piet een that place and Paisley, was called to prove that the
51°0 I,°f the passengers going to Paishy from Barrhead did not
atsley, but went on to Glasgow by the railway.
tritietneeseveral witnesses had been examined to confirm the former
that
the wes
called to prove the traffic tables. He estimated
attu
er
dethigertioss income of the line would be 16,982/. 10s. 9d., and
4 net incomenr!fB.7M. for working expenses, there still remains
Per cent. 8,1904 10s. Pd., which would yield a dividend of
Mr. tied Pun the capital of 142,500/.
le Robs°
ji-e, Pth ni the engineer, who had laid out the proposed
wetad be at there were no engineering difficulties on the line.
TM
'egiii
err, Joh six, wanes and five furlongs in length.
reci furs Millar, a land.valuer, estimated the cost of the land
e etthe Proposed line at 20,2051. 14s. 4d.
Co
tinnittee then adjourned.
C;RMAT WESTERN (DUBLIN AND
The GALWAY) RAILWAY.
Curt,,,`--"LnThittee met at eleven o'clock in the ,ord Chancellor's
The '4'l Bathurst in the chair.
to theeletl
04n!lasta-N then said that the Committee had come to the
40'4. reporting the evidence which they had already heard
kaUse 3, use of Lords, and that they would take the orders of the
he e bill t° whether or no they should proceed on the merits of
a,;3 They would be quite ready to hear the other side rebut
-ISlr. nh had been made out by the petitoners.
ta the 11(:l?o'r said he thought the better course would be to report
Int eviseile° eat on.ee. He would admit that there might have been
tny ra_ the Part of the Company, though even that was not
ront pt,:cine clear, but he denied emphatically that there was any-
treeetatio ed against them, except want of caution. There was no
:Art", whatever upon them.
tot So,,_4°llle further discussion the Committee retired, but did
itZe4,;nke.e how soon they wou'ld meet again, whether in an hour

Ztarxv
CCIRAT 41.111'D PRESTON BROOK

RAILWAY.
I.i, „
today at
1 lIIPORTANT DECISION.
et
'halt i,"Mmittee to whom this line was referred
t;:'t eleven o'clock and resumed the consideration,au otfbtehue
Duke
eriotsf t'eris .41W5Y• Present, Lord Camoys, I.
et' t _ ',Ole Earl of Kinnoul, the Earl of Uxbridge,hairm
and the Marquis
iiiitugonderry.
~ loWlvoEs counsel for the promoters, then addressed the.
~,, -4, ittee
thatre ti,..on, the rebutting case brought forward by the opponenbt
Part
it . 1 he principal ground ot objection wliasuesttautedutatoke
it
vart ''''' the intention of the promoters of the
I eta r he ur g 4nd scheme, by which a mompoly would beconfHerereceluoun.
tedrei '11,141 'lLielion Railway of the traffic of the count Y.
and p'
"-at that was a gratuitous assumption, and wholly unfounded,
Athe Proaatplthrie. real ground of opposition was theutudoetseirtebeotprade
of
and4l4 1,,,,, I of the port of Runcorn, and Pr
':',p,''se''.• After referring to the various points of the goods
hehaicniter._ traffic which had been referred h.", 0i1i•,.... Of Petitioners he concluded a very '
lengthened
iaddress
,74 ',, • °4 the Committee to confirm the decision w
'"eitlitear.d.T co
tne to by the House of Commons, and not to lend
4441‘tr."" to An opposition which, if successdfuplr,ow.eoumldusgtrietaituly_
do the
to
.e,ProliPerity of the port of Runcorn, an
The
iliee wirellare of the district. -
The z,_ el: as then cleared, and on our re admission
etNide4 IRMAN announced that the Committee had carefully
eon 4 Ttiusio the merits of the proposed line, and had come to the
he ,- the
thv preamble of the Bill was not proved.
.00z ,otlirnittee then broke up,
~,,...
AlvaEXB RAILWAY.-MONMOUTH
lhe
C IIREPCbRD
RAlLWAYconsider
theseCreseußt illraett,theiet adPaPoy inted by the House of Lor,els to t
Peers
4trq ..I,°r4 Portman fe(crhthaiermfirasnt)t,imteheinllthuekeßoolifs Norfolk,Cour the
,Ph4el.' „°f. Westrninster, the Earl of Roden, and Lord Leigh.
ale Tall'fo9tna,Oters of both Bills were represented by
4rard_Etulkeley Philli•
kettbr, wiik%ri,a.
bPahAililrips,ma.nrdrel‘wler.tbßeerntsouni Mr. Austin,
:ported the case of Sir
Phillips M.P. for Haverfordweq,
ofth
tiriil/4,"°1 opened the case for the promoters. The preamble
is, _
or
o` let oUt that it was proposed to make a line from F n
kept') Pembroke Docks to Chepstow, in the county of Mon_
lie (ittrhece to be
continuedco by a branch railway to Monmouth.
ther
.., , Talbot) not inform their Lordships that a
hi eth "nPortant line than this had not been considered
4,
oh e eourse of the present session It was su
48,,erve that the railway passed through a large tract of
ad at present unoccupied by any other, a country, too, which
-,4 to ~,„ pererogatory
l'acter rticoend it
thatmmercial intercourse of no common cha-
lie ~, He believed the best introduction of this case would
ZiN; teed to their Lordships some portions of the report of the
,let,h, ef Trade on the subject. That report was made at consi-
th„
i'tet!errg.t, and it liras, perhaps, as well at the outset to stat,e.
hett ,_ o n I ad reference to a larger scheme than their Lordships
ti,otisn7Obnsider, The scheme at that period referred to a sill con-
,,,"iherittowt e Whole of South Wales with the town of Gloucester by
th But it must be borne in mind that though one part
•Je 5t connexion was severed at present, they would
tioabled •
lie,t, , m the nest session of Parliament, t
oent,
renew their ap-
eree kin. But to the report of the Board of Trade. They stated.,
vi that th ,_,YI 0i..... e South Wales and Monmouth and Hereford Rail.
"kY c "itogether a comprehensive Scheme for extending rail.
fiiiii,:e42Municatione in connexion with the existing Great Western
f,r1,1 4,4: test of the Severn to Herefordshire, Monmouthshire,
•uarci; !e whole course of South Wales to Pembroke and Fish.
tetritt ;1 after giving the respective length of lines, and re.
.' be
....,_.° the Map—after stating that they were proposed
tlibisetil ,;""11. Id Out in conjunction with the Great Wes-
ect h-t,ns
they spoke of the gradients. On thi,
1*It) se,pe: r!port said that the gradients of both lines are in parts
:44i.t. btt(eeri bartiattiirieoutt impracticable, and there is reason.ttioiubuetlieutve.
bciocubldu:doetr
thavehm been obtained without 11/2011N:p:14 elPenso ir'i
lould have
',nth --Y
tnidesrble. The works for the greater portion of the
he
t,ea line are it ht • d the whole, the lines present
ter'et eliaerdie'arY engingeerinegodifturulnties Then, after expressing
Its,. Y the i
4,.'ve the 72ZPortance of the lines to *t_he respective districts,
. it
arise, ' ',le towns of Moninouih, Newport, Cardiff, Neath,
the . Lan 11 ' Ith -,..7 Carmarthen Pembroke, and Milford Haven,
he °le of '
Unti the great mineral districts of South Wales, and the
2,11.,, 'll Of
-,rorok Hereford Monmouth, Glamorgan, Carmarthen, and
b), tbis
I:3t. Will
~ all Participate directly in the advantages afforded
thri this P•oved communication ; and that the south of Ireland—
qaste4 v?"43 an important point, and he particularly re.
Irela their r -
lb, 4(1 also, ..-.ordahips attention to it—that th• South of
00.01 *IC to the whole of which the South Wales
n..atilbltd. the shortest which
to London,
-glilitt; 4"%tbo fIOWAt of communisation
will alao pac4fipate IlVtbF
7" UlkiletC.3leing ;' and the advantage in a national

point of view of a line which covers such a great extent of coast,
and affords a ready communication with the dock.yard at Pem-
broke, and with the station at Milford Haven is also considerable.
He (Mr. Talbot) was not much in the habit of passing any en-
eomium on the Board of Trade, but in this instance he thought
they deserved it. Of the 832 landowners on the line there were
but dS dissentients, and a similar difference was observed In respect
of the mileage. He would now call their attention to the im.
portance of the several affected towns in detail, and first he would
refer their Lordships to the town of Chepstow. It was the market
town of an important agricultural district country, connecting the
vallies of the Usk and the Llandaff— and the utmost facilities of these
districts were brought into play by the contemplated railway. The
town of Newport also was the centre of a great coal and iron trade,
and in the same way as John Frost and Co. precipitated themselves
on Newport some years ago, so was the iron traffic precipitated on
the same town now.---(Laughter.) Then it also supplied a market
for the large and fertile districts of Glamorgan and Carmarthen.
With regard to Cardiff, it was in precisely a similar position, and
their Lordships were probably aware that a large stimulus would
be given to the trade of that town by the enterprise of a patriotic
individual of their Lordships' House. The Learned Counsel then re.
ferred to the peculiar advantages which would be given to the towns of
Neath, Bridgend, Swansea, and Llanelly, as well as the minor
towns on the route. The mineral trade in the district was ,im.
mense, not less than 9,000,0004 sterling per annum. There was
but one opponent, Sir Richard Bulkeley Phillips; and after their
Lordships had heard the ground on which he sought to confront
them in that Committee, he thought that their Lord.
ships would decide that the Hon. Baronet could have no lose: standi
before them. After some further remarks the Learned Counsel
concluded by expressing a hope that their Lordships would pass the
preamble of the Bill.
Mr. TALBOT then called Mr. Benson, who described himself as
a magistrate for the county of Glamorgan. Had resided in
South Wales for fifteen years. There are large copper mines at
Combe Avis and Swansea. The coalowners export an immense
quantity of coals, and 30,000 tons of manufactured copper, which
would be sent by railroad, if one was constructed which would se-
cure an expeditious transit and save marine insurance. A great
trade in tin was carried on at Combe Avis, and it exists all along
the valley. There was a great quantity of coal in Glamorganshire,
some of which, not yet wrought, would be opened if the proposed
line went through the district. There could only be a line along
the coast, as the nature of the country would exclude any other.
Witness presided at a meeting last year at Swansea, and every
one was in favour of it.

In cross- exatnination by Mr. WILKINS, the witness said, that
coals are at present brought by sea. The carriage would be much
cheaper by railroad than by the present mode. The district be-
tween Carnarvon and Swansea is nearly level,
Colonel Cameron, of Dun y'Greig, Swansea, way next called,
and his evidence proved that the present water communication was
very defective. The proposed line would be of incalculable advan-
tage to the district, and he hail advocated some scheme of a similar
character for many years. The railway was supported by all the
inhabitants of the principality. lie was the owner of a large coal
field, and had recently opened another colliery, which at present had
Ro ptoper outlet to market. He would, if the present railway
were constructed, send all his coals to Swansea, so as to be Iran.
shipped to London. His pits produced 120,000 tons annually.
Mr. Buckland knew the manufactures and trades of South
Wales. He had assisted in making up the traffic tables. The
trade from Newport was very considerable, not less than between
30,000 and 40,000 tons of iron. The iron and coal annually ex-
ported amounted to 660,000 tons, and a very considerable trade
was carried on with Ireland. The traffic with the district was of a
very extended character; and at least two.thirds of the population
on the route were in its favour.

The Committee then proceeded to the consideration of the
MONDXOUTH AND nrazzrolan (SOUTH
WALES),

Mr. TALBOT appeared for the promoters, and Mr. WORDSWGRTU
for the Canal Company, which runs paralel with a part of the line.

Mr. TALBOT briefly opened the case on the part of the pro.
moters, and detailed at length the advantages which would accrue
to the districts thsough which it would pass. Although it was
opposed by some landowners, he apprehended that it would do
them no serious injury.

The further hearing of the case was then adjourned until to.
morrow, on account of some of the witnesses, owing to the uncx
petted termination of the former Bill not being in attendance.

OXFORD, WORCESTER, AND WOLVICE,
HAMPTON, AND OXFORD AND RUGBY
RAILWAYS.
IMPORTANT DECISION.
The Committee met today at eleven o'clock, Lord Auckland in
the chair, and immediately afterwards retired to consider the
preamble of the Bill and the clauses.
After waiting for about three hours and a half, during which
time considerable anxiety was manifested by those present in.
tereated in the two great Companies at issue,
The Committee returned at half-past three o'clock, when the
Chairman said that he had to intimate to the counsel on behalf of
the two Bills, that the Committee had decided the preambles of
both to be proved, and had directed him to report the Bills, with the
amendments, to the House.
The Committee then adjourned till to-morrow at three o'clock
when they will meet to agree to their report.

Turd GLAXGOW JUNCTION RAILWAY.

The Committee met this morning at 11 o'clock.
The firs; witness called was

Mr. Ciibitt, the eminent engineer, who was examined at great
length with respect to that portion of the line which is proposed to
be laid down on a level on the quays at Glasgow. He was of
opinion that the adoption of this plan would materially interrupt
the business of that part of the city; and that the navigation, but
more particularly the landing of coals, would be seriously impeded.
He even doubted the practicability of the scheme crossing the
quays this way at all.

On his cross examination by Mr. ANDREWS, on behalf of the
promoters, he stated that much of the inconvenience which could
not fail to arise from constructing the line along the
quays might be obviated by carrying the rails completely
above the quays ; but what he strongly recommended
was that they should construct a quay and docks for
their sole use. The quay should be from twelve to fifteen feet
above the water. By effecting this, they would increase their
traffic, and by charging a small additional tonnage on the goods
which they would convey, they would be fully remunerated for this
additional outlay.

Mr. Sergeant WRANGHAM then proceeded to address the Com-
mittee on behalf of Mr. Campbell, the proprietor of the Blythes-
wood's estate and on behalf of the " feuars." To show the in-
creasing value of this estate, he stated that upwards of thirty years
ago it let at 601. an acre, but that during the last few years por-
tions of it had been let at 7501., and that a sixth part of it, equally as
valuable, had not yet been " feued," which would no doubt realise
a rental of about 10,000/. per annum. By the line passing through
the ground the property would be greatly reduced ; and, tesides,
there was a general feeling amongst the " feuars " against it. He
therefore hoped that they would not press the preamble of the Bill.
The CHAIRMAN then desired the room to be cleared, that the
Committee might deliberate whether they should hear any further
evidence.
On the admission of the parties,

The CHAIRMAN intimated that they were prepared to bear addi-
tional evidence on the line before thsm, and not with respect to
any other.
The following witnesses were then called :
Mr. Douglas said he had been land.agent for the Blytheswood es-
tate for the last twenty-fiveyears. The " unfeued" portion was the
most valuable part of the estate, and he had no hesitation in saying
that at least nine tenths of the most valuable buildings of Glasgow
were built on the Blytheswood estate. The carrying of the pro_
posed tunnels through the estate would be highly detrimental to
it, and nithing could warrant the carrying of a tunnel through
a portion of such a thickly populated city as Glasgow but the most
urgent necessity. He understood that the Company would not pay
Mr. Campbell for the land which they proposed to take for the
tunnel.

Mr. ANDREWS said they would pay for what land they took.
They would reimburse the owner for any damage or injury which
they might cause from the construction of the tunnel. They would
secure compensation to Mr. Campbell by a clause in their Bill.
Mr. Thomas Kyle, surveyor, of Glasgow, said he had been well
acquainted with Blytheswood estate in his professional capacity for
many years. The line would pass through a quarry and other
valuable property, to their great Injury. He had no doubt that
the houses at Wellington Arcade would be rendered dangerous by
constructing the line in that direction, the soil being clayey and
the houses apt to sink. At the spot where they proposed com-
mencing the construction he found soft clay. By drawing off the
water they would endanger the safety of large manufactories
erected over its prepared route. A •ery good line might be made
without interfering with the thickly-populated parts of the city.
On cross examination by Mr. ANDREWS, he admitted that a
quiet possession of the tunnel in the Blytheswood estate would pass
through a strata of firm blue clay.

Mr. Locke, civil engineer, knew the town of Glasgow well, and
had had his attention particularly directed to this line, and it ap-
peared to him that the line had not been judiciously selected—.
that a better one might be constructed. There was an objection-
able curve in the tunnel.

Cross-examineel—The difference between a curve in a tunnel
and one in the other part of a line was this—that if an accident

happened it would occur in the dark, and a train coming in a
contrary direction might come in collision with the other, and
serious accidents might be the result.
The Committee then adjourned until to-morrow.

HOUSE OF COMMONS.
GROUP X.
LONDON AND YORK LINES.

The Committee on these railways resumed this morning at th•
customary hour.

After the late excitement kept up with uninterrupted intensity
for so protracted a period, the temporary lull of this morning afforded
a striking contrast to the previous tempest of conflicting elements,
and it was really refreshing to see the altered air of both members,
counsel, and shareholders. The self.complacency of the former,
as if revelling in the delicious contemplation of the progress
hitherto effected, and the important result yesterday attained, and
the comparative composure of the two ►atter more interested parties,
were conspicuous evidences of yesterday's decision.
After a brief interchange of mutual gratulations,

The CHAIRMAN, addressing the counsel present, said that as no
decision was come to in the House of Commons last evening, the
Committee thought it better to defer going into consideration of
the clauses of the London and York Bill till a future period, and
In the meanwhile to proceed with the case of the Cambridge and
Huntingdon line.

Mr. PAGET urged that the clauses common to both the accepted
and rejected Bills, when divided, and all that were unopposed,
might be discussed immediately.
Mr. AWHTIN, Q.C., contended that the Committee could not
proceed with clauses of a Bill which had no existence; and
seconded the proposition of the Committee to posipone the London
and York case till a subsequent occasion.
The CIiAIRMAN, aff consulting with the Committee, said, that
while differing from r. Austin's opinion that the London and
York Biil had no existence, and therefore that it could
not be discussed, they had decided on proceeding with the case
of the Cambridge and Huntingdon scheme, and as it was unopposed,
and would not occupy much time, immediately after its termina-
tion the clauses of the London and York Bill would be taken into
consideration.

IMPORTANT DECISION.

CAMBRIDGE AND HUNTINGDON LINE.

Mr. AosTIY, Q.C., then proceeded to open the case of this line,
stating that the promoters sought authority to construct
a line of railway from a point on the Eastern Counties line near
Cambridge to the town of Huntingdon. The project was one of
considerable utility to the district, traversing the important market
town of St. Ives, would be about 18 miles long, and cost 150,000/.
No engineering difficulties existed, and as it was unopposed, lie
felt assured the Committee would pass the preamble of the Bill.
Mr. Borthwick, examined by Mr. AUSTIN, Q.C.—ls an engineer,
and, in conjunction with Mr. Robert Stephenson, has been engaged
to lay out the Cambridge and Huntingdon Railway. The line
would be 17 miles long, presenting no engineering difficulties, there
being no tunnelling whatever, and its course being a practical level.
Throughout its entire length the worst gradient is 1 in 270, and
the curves are unusually favourable. By the plans, as deposited,

it was proposed to cross two highways on a level, but they now
intended to cross it by a bridge of the ordinary Parliamentary
height. The cost of the undertaking will be 150,0001., including
81,700/. for the land required.
Mr. Duncan, solicitor to the company, under examination by
Mr. JAMES, deposed to the income anticipated on the line being
1,8441., and handed hi a list of the assents and dissents, the share-
holders of 2,0001. and upwards, and other formal evidence.
The preamble of the Bill was then announced to be proved, and
the various elausee were, without opposition, agreed to, the Bill
being ordered it be reported to the Huse, with amendments, to-
MOM%