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- TAFF VALE RAILWAY COMPANY.

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TAFF VALE RAILWAY COMPANY. [REPOBTBD SPECIALLY FOR THE MERLIN.] FRIDAY.—JUNE 19. The committee met again to-day at twelve o'clock. The Chairman said it was the wish of the committee to introduce the four mile clause into the Bill, and not to sanction fractions of miles to be charged upon the different branches. Mr. Calvert said these two point would be conceded. Mr. Cartwright continued: He bad been a petitioner in 1846, when the committee decided that the tolls should be revised on the branches. The charge on the east branch was two-eighths of a penny for toll, and three- eighths of a penny for locomotive power. The peti- tioners asked for a uniform rate of tolls on all the branches, and that rate to be the same as that charged on the Aberdare branch. In 1853 the Taff Yale Railway Company formed another company, called the Taff Vale ^a8gon Company, with a capital ot £ 100,000. The com- pany was formed to purchase from the railway company the waggons, and then to lease them to the railway com- pany. They were leased for 21 years, at the rate of five Per cent. on the capital. The effect of that arrangement enabled the railway company to get £150,000 for their Waggons. (Witness here handed in a statement of the "We capital account of the railway company.) In 1848 the cost of maintenance of way and works was ±5,000, last year it was £ 9,000. He thought the sum of £ 500 Per mile per annum was quite sufficient for the mainten- ance of way, and reasonable re-construction. The tramc 0n the line had gone on increasing during the present 3[ear, and would no doubt go on in the eame ratio as it done in former years. In 1856, although the Rhondda tranch had been completed, the "lead" was but abort, ■W it would increase in traffic greatly. In 1856 a large £ 0rtion of the traffic was taken from the Aberdare branch to the Yale of Neatn, and from thenc to Cardiff. It tolls were reduced to what the petitioners asked, the d??nue would still yield a handsome dividend; the re- ction, in round numbers would amount to £ 2o,000 per on i'" railway company charged 6d. per ton for all dL\ l^ght to the Cardiff station, and if it was lmme- v_. y removed the charge was the same, and no service Performed for that sixpence. They also charged the r1 ,l'o one penny per ton for taking the coals from the j ln line on to a siding. There was a differential rate "r small coal brought from Aberdare to Cardiff; it was ^,e*third less than that charged for small coal from any «her district. On the Newport and Abergavenny line ^"e Were no terminal charges. Cross-examined by Mr. Calvert: Witness had one *7,re in the Taff Vale Railway Company, for the purpose Z[ having the privilege of attending the meetings of the *r?prietors, in oider that he might be able to lay these grievances before the proprietors. What he wanted was ] £ e tolls made uniform the company in computing the Ranges not to take the extreme distance; he really to ask the committee to put in a clause to prevent company from charging more than the distance the were actually conveyed. He also wanted the d. iPertonof terminal charge to be done away with; and kat the excess of twopence per cwt. charged when the ^eight was above five tons should not take place nil 10 j of excess occurred; that no preference should be 0e allowed to the small ooal from the Aberdare district °*er that from other districts; arid that the company "bould convey the coals from the collieries to the main «ne and to the docks, they being allowed a certain mile- age. He did not know if the entire sum paid^ by him «et year forterminal charges amounted to only £ 5 15s. 2d. Calvert said that, taking the witness's estimate, and allowing one-half for siding#, the cost of maintenance °f Way for the last three years should have been £ 400 Per mile. Witness continued: He did not think it was the I practice of any railway company to divide more than 8 or 9 per cent jje wa8 aware there had been snares to I the amount of £ 3,000, upon which no dividend had been paid for five or six years. He did not believe 5 per cent. atock could be got rid of in the present state of the money Market. Re-examined bv Mr. Alexander: His only object in f Petitioning against the bill was to get a unifarmityof rates. *'he Rhyuiney line was not so easily worked as the latt Yale and the Newport and Abergavenny might be con- sidered a passenger line.. Mr. Thomas Vouch said he was a civil engineer, and bad been connected with the construction of some mineral railways in Scotland as well as England. He knew the Taff Vale Railway, and thought that a halfpenny per ton for toll, three-eighths of a penny for locomotive power, and one-fourth of a penny for waggons, were quite suffi. cient charges to make. At those rates the company ■would realise good profits. In fact, he did not know any railway so favourably situated for traffic. Ihe laff Vale line was much similar to the Stockton and Darlington. He had taken the trouble to ascertain the rates charged on the latter railway, and he found they were three farthings per ton per mile, everything included. On the West Hartlepool line, the rates were less than a penny, and no terminal charges. The Edinburgh, Perth, and Dundee's were also less than a penny, and there, one of the places for shipping was made by, and be- longed to, the railway company; while the Maryport and Carlisle Railway Company only charged three farthings per ton per mile exclusive of waggons. Cross-examined by Mr. Burke: He thought three- eighths of a penny a sufficient charge for locomotive power. The charges he had mentioned were those made by the different companies, and not those allowed by Act of Parliament. By Act of Parliament they could charge more. He certainly did not think that railway compa- nies should be compelled to charge the lowest sum for tolls at which they could carry, Re-examined by Mr. Alexander: The Dunfermline line was limited by Act of Parliament to a penny per ton per mile but that company charged a little less. He might state that since the reduction to a penny took place, the Edinburgh, Perth, and Dundee Railway had Mr^Horn wished to inform the committee that after the consultation between Mr. Hawkshaw and Mr.Walker, in reference to that part of the proposed line which would abut on Mr. Blakemore's property, the latter gentleman vould be quite satisfied if the committee would insert a clause to the effect, that the railway company would not be enabled to widen the line on the eastern side of the river, and that they should not have the power to en- croach upon the river without the consent of Mr. Blake- more or the proprietor for the time being. Mr. Calvert said they bad never heard of that clause neither had Mr. Hawkshaw seen it. The Chairman thought it would be best to let the two engineers settle the matter. The committee adjourned to Monday. MONDAY. The committee met again to-day at twelve o'clock. Mr Alexander said that after the evidence given by Mr Vouch, in such a clear and distinct manner, the case °f M6 HeIShter8/i that theVrties had nearly agreed upon Mr. Horn said that the par d a clause with reference to^thP' B,akemorej line which would affect the prop y tv,pm a little and they hoped the committee would g more time to complete the arrangement. The Chairman thought, that then the principal difficulty would be removed. Mr. Vaugh*n addressed the committee on benaii o Messrs. Hill and Forman. He confined himself princi- pally to thut portion of the line from Merthyr to Navi- gation House. Mr. Hill was a gentleman possessed ft minerals which extended over nearly three miles of Bround, and his works were composed of furnaces, water °°Ur8es, and all the necessary appliances for carrying on th« manufacture of iron on a large scale. That gentle- man felt that if the Taff Vale Railway Company should ft Parliament to sanction the bill before them, it would be highly injurious to him, and he would not beablet° carry on his works so beneficially as before; besides, there was a large population depending upon the works. Nr. Hilt was perfectly sensible that he, as an ^dividual, bad no right to appear before the committee and ask p tection if, by granting that protep ion, the public good "Vould be interfered with, yet he contended that before the legislature interfered with his property, a strong ne- cessity would require to be established. No such ne- cessity had as yet been made out. Counsel next drew attention to the state of traffic on the line from Merthyr to Navigation House. In 1856, the total traffic was 1 700 000 tons, and only 284,000 of that passed over that portion of the line. The company took care not to exa, mine their witnesses as to the traffic on that part of the line, but be elicited, on cross-eiawination, that the 1',1 traffic commenced at four o'clock in the morning, and continued till nine o'clock at night, although on other parts of the line the traffic began at three o'clock and con- tinued till ten. During that time 16 trains were run, allowing rather more than one hour for each train over a distance of eight miles. 'ihe mineral trains on that portion of the line were stated to average 180 tons, while on the other parts of the line the maximum was 450 for each train. He would, therefore, respectfully submit to the committee that, on that portion of the case, the traffic being composed of trains much under weight, the company had not shown any case of strong necessity. Besides, before the company went to Parliament to seek further powers, they ought to have been able to show that the time of their existing line was fully occupied. Now, he thought he should also be able to show the com- mittee that the Taff Vale Railway was not the only means of transit between Merthyr and Cardiff; there was a canal, by which a great quantity of minerals were conveyed. Mr. Hill sent the whole of his iron by the canal. He next remarked that if the water courses of Mr. Hill were cut up, he would be quite unable to carry on his works. In carrying on such works a large quan- tity of ground was required for tipping, besides other purposes; in fact, Mr. Hill had been obliged to abandon his own dwelling-house within the last two years, as he required more accommodation for his works, and he was looking out for some ground to rebuild some cottages for his workpeople, as he required the site the cottages stood on for his manufacturing purposes. All that he would ask from the committee was that they would giveMr. Hill the same protection that was granted him when the Taff Vale line was formed in 1836 —[Mr. Vaughan here read the clauses of the Taff Vale Act, which referred to Mr Hill's property.]—With respect to the Merthyr tram-way, it belonged to Mr. Hill and Mr. Forman. It was a road which ran from the Morlais limestone quarries to Navigation House, and conveyed limestone from those works • it also conveyed lime from the Penydarren woiks' On that tramway there was a distance of no less than three miles, out of twelve miles, which would be affected. by the proposed line. If the Taff Vale Com- pany took away that portion of the tramway they pro- posed Mr. Hill and Mr. Forman would be driven with their tramway either into the river on the one side, or into the hill on the other. Mr. Hawkshaw had said the Taff Vale Company would not do his clients any injury of course, if the traffic on the tramway could be main- tained as it was, Mr. Hill would not object to the bill before the committee. As his object was to prevent the traffic of the tramway being impeded, if the laff Vale Railway Company would insert a clause to indemnify him from any injury, he should not object further. As the case stood at the present time, Mr. Hill was liable to lose his traffic and liable to lose his tramway. Mr. Calvert said the company had already prepared clauses and shewn them to Mr. Hill. Mr. Antony Hill was then examined by Mr. Vaughan He said he was the proprietor of the Plymouth Works. In 1836 he and his brother were owners, but he was then the only partner. He had been connected with the works for 50 years, and mauufaotured about 38,000 tons of iron per annum. The population dependant on the works was from six to eight thousand. The works extended for a distance of about two and a half miles. There was a line of railway which communicated through the whole of these works, there was also water courses, and machinery driven by water. He had a water comse that ran along the side of the railway, and his property was intersected by the TaffVale Railway. His railway was close to that of the Taff Vale. The surface of his railway, on the tup of the embankment was about 15 feet; the width of the water course was about 16 feet in some places, and in others 12. On the side of the water course was what was called tipping ground. The 10 yards propose i to be taken by the Taff Vale Company would cover a portion of his railway, which would be a serious injury to him, and a great injury to his works. Ho required a number of cottages for his work people, and must build more. He had also madean arrangement to increase his watercourses, and extend his works, and the proposed railway would interfere with the progress of his works. When in con- versation with Mr. Hawkshaw he did not consent that 10 yards of his ground should be taken for the proposed line. The greatest portion of Mr. Forman's line is taken by the canal. They did not use the Taff Vale Railway to take their iron to Cardiff; the canal was also largely used to Cardiff by the freighters. What he wanted was, that the tratfic on the Merthyr Tramway should not be interfered with. By Mr. Calvert: He had got a copy of some clauses from the promoters of the bill, which he had read. His wants were not confined to the present movement. The Chairman intimated that it was the opinion of the committee that Mr. Hill was entitled to all the protection lie enjoyed under the former Taif Vale Railway Ast. Mr. Vaughan said he should leave it in the hands of the engineers to arrange about clauses for the future opposition. Mr. Horn said that a clause had been agreed too be- tween the engineers respecting Mr. Blakemore's property. (He then read the clause.) This having concluded the case for and against the preamble of the bill, the room was cleared. On the doors being re-opened, The Chairman said they, the committee, had not yet clearly decided as to the case of the freighters, &c. The preamble had been proved with the exception of the Bwllfadare Branch, the capital for which must be struck out. The committee then adjourned to Tuesday, when the clauses of the bill were to be taken up. TUESDAY. The committee met to-day at 12 o'clock. Mr. Butke said as the committee had agreed to pass the preamble of the bill with the exception of the Uwll- fadare Branch, his duty would be to address himself to the tolls alone. He would not for a moment hesitate to say that the question of tolls wns one of most vital im- portance to the company. Whilst the Taff Vale Railway Company were prepared and willing for a large extension, they would not feel inclined to lay out a large sum of money if they were compelled by parliament to reduce their toils to a very low rate, but on the other hand, the company were quite willing to give the most liberal con- sideration to the question. It was not attempted to be denied that the company had by great skill and persever- ance rendered their undertaking profitable: and it was not a little singular that parties should take advantage of the prosperity of the Company and come forward and oppose them in parliament for their own individual advantage. The different Acts of Parliament had granted scales of tolls for the main line and others for the branches. These were not tolls exacted by the company but granted by parliament, and the committee must assume that par- liament had sufficient evidence before them to form a judgment previous to fixing those tolls. On the main line the to.1 Is were, for the use of the line, one penny and one sixth on the Aberdare Branch, seven eighths of a penny; and the proposal of the petitioners was to reduce the whole of the tolls to seven eighths of a penny. The petitioners also wanted a uniformity of change. The promoters were quite willing to take a penny on the main line in place of a penny and one sixth, while they would allow the tolls on the Aberdare Branch to remain as they were before, viz., seven eighths of a penny. He thought the committee must consider the charge of seven eighths of a penny very low indeed, and he contended that the charge to which the company proposed to reduce their tolls on the main line was the very lowest that could be allowed. L the petitioners wanted uniformity of charge let the company raise the tolls on the Aberdare Branch to a penny. The petitioners had called as a witness Mr. Oartwright one of the largest freighters on the line, and who was no doubt deeply interested in money, if it should be at the expense of the company. He (Mr. B.) had been more or less connected profession- ally with the Taif Vale Railway since its commencement, and he could not recollect any occasion on which that company had gone to Parliament but the freighters had opposed tbem for the purpose of getting a reduction of tolls In all Acts of Parliament where railway compa- nies'were concerned, Parliament had limited the divi- dends to be paid to 10 per cent., and it was well known that the Taif Vale Company had never distributed more than 8 per cent. He thought it very hard because the company had, through their own exertions, arrived at a prosperous point, that an attempt should be made to reduce their tolls still lower than at present. He need not inform the committee that the witness, Mr. Cart- wright, was extremely alive to his own interest; he had opposed the tolls on the Monmouthshire railway until they were reduced, and that line might be saia to pay next to nothing. He tried to make out that the working expenses of the Taff Vale were too high, while he utterly ignored the thirty miles of sidings which had to be kept up, as well as the main lino and branches, Afterwards • i i'Ji be admitted that, on the aggregate, 50 per cent. was a fair amount for working expenses. He next tried to show that if the bill of the promoters was passed there would be a great increase of traffic. He (Mr. B.) hoped there would, but for that there could be no security. In fact, some other line might be projected, and he would even ask Mr. Cartwright if another line had not been talked of, and some engineers consulted on the matter He would inform the committee that Mr. Cartwright, who sought to reduce the tolls of the Taff Vale Railway, was one of the promoters of the Ely Dock and Harbour Railway, which had the power of running over the Taff Vale line. The Ely Company had been bofore the very same committee, and got their tolls re-affirmed and yet that gentleman, Mr. Cartwright, who had no interest in the Taff Vale, more than being a large freighter, could come forward afterwards for a reduction of the tolls on the Taff Vale line. The promoters would be only too happy to take the same rates as the committee had given to the Ely Dock and Harbour Railway Company. At the commencement of the proceedings, the promoters of the bill had been twitted for not bringing forward as a witness, Mr. Powell, a large freighter. He had been brought forward, but the opposition could not, in cross- examination, put a single question to him. He thought he need scarcely say more than what be said before, that the question of tolls was one of vital import- ance to the company, and if one seventh of a penny was to be taken off, it would require to come out of the profits of the company, as it could not be taken out of the expenses. On the Ely Dock and Harbour line the tolls were, for use of the line, two thirds of a penny locomotion, three eighths of a penny; and for waggons, one farthing. He proposed for the Taff Vale, for use of the line, two thirds of a penny; for waggons, one eighth of a penny, which would be seven twenty-fourths of a penny less than the charges on the Ely railway. At the close of the counsel's speech the room was or- dered to be cleared, and the committee consulted. On the door being re-opened, The Chairman intimated that the Committee had taken into consideration the terms proposed on both sides, and the result was as follows:- 1st. The charge for coal on the main line and branches should be—for use of line, four eighths of a penny; for locomotion, three eighths of a penny and for waggons, if used, one eighth of a penny. 2nd. That the six mile clause should be reduced to a four mile clause. 3rd. That the fractional part of a mile be charged only once. 4th. That the railway company be charged only once. 4th. That the railway company be not required to shunt the freighters' waggons. 5th. That the railway company be not required to return empty waggons free of charge. 6thi That there should be no terminal charges beyond three pence. 7th. That the railway company be allowed to charge 6d. over- weight when the weight was above five tons. Mr. Burke said that as such had been the decision of the Committee, and as the railway company felt they could not be justified in laying out a large capital, and be cut down to such low charges, they had, by the advice of Mr. Hawkshaw and others, resolved to proceed no further with the bill. However painful it might be, the bill would, therefore, then be withrawn.

REPORTS OF COMMITTEES ON RAILWAY…

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THE LATE DOUGLAS JERROLD.

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I LORD CLIVE.

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MISCELLANEOUS.