The Sun.
London, England, 1845-05-31 00:00:00

nages to convey that quantity. He considered it would not be
wtrth his while as a iime.burner to send his lime by the rail. Has
vhitnself nine vessels engaged in the trade.
'here were fifty or sixty
essels altogether employed in the lime trade at Knottingley, in-
!lndng canal boats and river vessels. The vessels engaged in the
yeasting trade were about 300. lithe proposed Wakefield, Pontefract,
arid Goole Railway were formed it would cause a serious injury to
jhe owners of those vessels—he meant those engaged in the corn.
ao
de. It would not decrease the number of vessels employed in
lime trade, as lime.burners would still prefer the canal. The
Corn would also, in his opinion, be still sent by water conveyance.
By the CHAIRMAN—Had stated' that the rail would decrease the
Mm,
of vessels. Did not think that this decrease would take
Placeiti consequence of the rail being selected in preference to the
Wel for the conveyance of corn. Thought that the proposed
!ykefield an.l Goole line would injure Pontefract. The farmer
ou'd then bring his corn to the Wakefield or Leeds market—the
arraer would. be a gainer by it.
_eCrosrexamined by Mr. WILKINS—The people of Knottingley
in favour of the proposed Wakefield and Goole line. (A pe-
tition
I -as here handed to witness.) Knew many of the people
netfined that petition. It was signed by the principal men of
d?eelth and substance in Knottingley. It was signed, however, in
equence of au apprehension that another line would be laid
wa which would not take Knottingley in its course ; it
.was a
;110,Ice of two evils, and they preferred to sign that petition in fa-
°:
," the Wakefield and Goole line. Was part owner of eleven
1:le• Heard the evidence of Mr. Moorehouse eve knew that he
Very large
in the trade. me-burner, and had a great many sels engaged
The Cuarausx here interfered, and said that the evidence of
ea`gerrvaritness had so far gone to show the superiority of water
apA ge to conveyance by rail, and therefore affected the Brayton
ter_ Goole suggested line as much as the proposed Wakefield, Pon-
Inand Goole line.
essrs. PRIKERING and KNOWLES said that their object was to
' ! that Wakefield was not the key of the position of the traffic
neeeeeountry, but they would call direct evidence to prove the
;44 for the formation of the Brayton and Goole line.
as
4leXander Sherrill was then examined by Mr. PICKERING—
kne manager of the goods depot on the Leeds and Selby Railway.
I,herwe the trade generally of the West Riding and about Leeds.
*fie great Wm considerable traffic between Leeds and Hull. There
• accommodation of that traffic to
null
remat want of docks. The dock and wharfage dues were very
Ott a and there would be no chance of a reduction in these with.-
44 thCrVing Port. Goole would afford ample accommodation
thedel4we• The wrol-merchants complain of the delay of
f sty of their wool at Leeds after its arrival at Hull. Some-
icia °Or or five days elapse from the arrival of the wool and its
eanai"*„..There was a great deal of traffic on the Ayr and Calder
tab Abe import trade for 1844 has been—
Piax °' German wool
Sheets .....
Ditto °,f English wool, to Leeds 6,212
tales'oto Bradford 11,380
Itat‘, ,!,w°ol, froman Dieman's Land
Tons tkur fromL don
vir genon •
810, trot goods, by sailing vessels
The ' steam-vessels to Hull
tt",,,-.l,aue.el'ort trade was 4,750 tons of linen from Leeds
1,570 tons from Bradford to Hull ; 1,410 tons
'rettiti°,lo,l to London. There were 13,000 sheep sent annually
tuhere and the stations on the line, and 910 head of cattle. If
X14,-. a direct line between Leeds and Goole, a great traffic
"we to Goole. The amount of the export and import trade
Th to
e W e Places ment,oned was about 32 543, tons .
treat
meaefield and Goole line would benefit Leeds, but not toannual so
th elteht as the Brayton and Goole line.
colt CirstamsN—The reason that the traffic would go to
heerded.int° Hull was the superior accommodation which it af-f
seal 4t Present the merchants were entirely at the mercy o
h 217 al,n,,g agents at Hull.
-mt vts. SEYuotta Was manager of the Leeds and Selby line,
Tea .1-; hot on
, that account an interested witness.
i„lir. ;:14-'ess was cress-examined at great length by Mr. WILKINS.
sibMatthewsdnias on—Lived at Stockton-on. Tees. Was a
-r for the Durham County Coal Company. This Company
WetatunnellY 200,000 tons of coal. 140,000 tons of this quantity
Wes eureePortation ; 40,000 tons went to York, the half of which
"n 4 thabstnned along the line between the collieries and ork,
bead Goo' °per half at York. The effect of the proposed Brayton
-kle
eoealline would, in his opinion, considerably extend this
T4liftse' the cross-examination of this witness,
lal*ithilresiftm&N asked Mr. Knowles what order he intended to pur-
ereply Pect to the additional evidence he would bring forward ?
%hie thte° which Mr. Knowles said that he had been obliged to
4,e:ration _
_eoorse he had first laid down, in consequence of ob
Pro,e which fell from the Chairman, and he had
' called witnesses
a,.eYt indePendently, the necessity for the formation of the
'Pee the -'nd Goole line. He had now regretted that he did not
TheCasa with a general statement.
Leootini,44awAN said that it was the wish of the Committee that
that "°°, chain of evidence should be given on all points,
,14.("e should be concluded before another was commenced.
-"neillie,
00ello pon,l°WLEis concurred in the observations of the Chairman,
U
bittielta- Andrews, who concurred in the evidence of the last
Nati,. The coal trade would begreatly increased if there was
."43101nat -,
York for the conveyance of coals. The proposed
Joseph
Goole line would in his opinion effect this.
.qtee. clePh Fletcher was next examined, and gave similar evi-
toenee4e the cross-examination of this witness was about to
ea_he
(t° h—.°l.aN said, that as it only wanted five minutes to three
iogst tine appointed yesterday for the conclusion of the pro.
co2aY) lie thought it better not to enter into it.
unnittee then adjourned till twelve o'clock on Monday.
-

GROUP F.
gem,- Commit met again this day at twelve o'clock, the Right
e tas_bat° In the chair.
at/It aturuittee resumed the inquiry into
trION, WORCESTICR, AND SOUTH
.P• CO,4,7IIkrirOWLDSHIELE mt.axx.N.vivsr.
) mile URN said he had a great deal of engineering evidence
::.
etd-'.4but in consequence of what fell from the Committee
taaseh, er WoUld not call those witnesses. He would now call
the very highest eminence, whose evidence was
4he t He would call Mr. James Walker.. .
41 the case.
t h,-"amtN—Before the proceedings commence, I think it
ibralitis° in the habit of writing me letters
L., .tt gati% that people are
late,tit the l''at under consideration ; and I am of opinion that it
sl4ttb pies on both sides should see them, if they think
N.tkaa \vodka,: n not read them.,
Oq taNea, Pe,
Sir, that they do not emanate from the
loesiVaa indeed I think not.
}lab r• c.,,Aet an not say that. All I say is, that they are
nabit 'orcsttivts inquiry.
Case. 4dd'essi,e'l Can assure you, Sir, that they are
in
the
The ch The upon the same matter, as counsel in the
lette"4lgMea
seise Whieb—"a hat is all very proper.—(A laugh.) Here are
lOtiale.t!t it is hi I shall place on the table,. and I cannot but ob.
kr Zits. 1,,,gh1Y reprehensible for parties to send such cum. '
Vlith Walker "Clean have no weight with the Committee.
'4'
:libel. t'he'tablio d by M Cocamuaa—l am not connected
ile °t. -ae schemes e -r"
• ' I received a
wltieh before the Committee.
haablatt a„.“:411 Mr. Brunel, containing some questions to
lisae-"yo far: -co Was directed, and a copy of that communication
Utiaeselatoiee,Ttielt to the London and Birmingham. parties. I
kith ; and they" Plans pointing out the railways with both
" aespeet shot, the two systems very plainly indeed,
pl The aatenee to
iht ft the
accommodation to South Staffordshire. °bt Wolverhampton to Oxford is, according to
ItZher, alleden miles shorter by the Great Western line than by
1/7114"ning that from Wolverhampton to Abbot's
/4047h1it iatio' be a narrow gauge as well as a broadgauge rad,
144,,,tatige tin canaideration the saving of fifteen miles. by the
mfge for thee think the Great Western line is entitled to the
klaj the South Stafford district. When I say that, I am
hes:hatk talt.ngirleering difficulties to be the same. Indeed, I
tl4t,e,wis
to an: am sure it is the best line of the two.
Ott, . nter ;
.n laying down the broad gauge
.with the
17hrattri7an six or eight years since I proposed the laying down
etiaieauge on the narrow gauge line.
tlit3thvt at
tat was that ? Witness—l proposed to have
tatZathe,_ tratfrd, where the Northern and Eastern joined
e C°onties Railway.
thati2Co it-4,:_"--Was that recommendation carried out ?
hat aa`l, not. As regards the public the broad gaugerel
yl"cipekl a3,-;4ePt back. As regards my own intebrreusatsd,gwaeuge ;
)1? Coat Would' I. should prefer the narrow to the
'lnas ‘:ocita,... lead me to give the narrow gauge my support.
""--Well, then, you are the more valuable to us as
tllla "best a,
ltafiktY eso:7 attention was some time ago directed to a line of
l:4":84, • London, thickish Worcester and North Wales, to
attatex,
tkist; Onftste
of you form an opinion at that time between
ttstioa46 Jo ar the line you were called upon to consider and the
Isetenil°lYhead, as to making Port Dynllaen the pack et
"'•
ttge 'Nob
voconsidered that the Holyhead station was the best
41 a it as . .
tterakea:bo„,„ _ y opinion that Port Dynllaen was a very fine
Lthat
keeledanirin and capable of great improvement.
IN tittle by Mr. AUSTIN—Those who accompanied me
k'nehie report divided as to the superiority of both harbours.
"t„ in favour of Dynllaen and others ni
''ksaa Of le Holyhead I was most decidedly in
that; /4,4l°lYhead. The last railway that I gave up
Staa the
and York last year: The last one that I con.
as
the; Hull and Selby, several years ago. I am new.ern.-
Latlthe, that a I,7ningharn Canal Company. I understand it is
aas'atial, 'tne of railway should be laid down along the bank!
14,Yet• but
I know nothing more. The course of the line is
Vte .tta ea,
aatha 'taseirl4:4-1 think Mr. Brunel would be unwise to
Ltlatit b-• to a locomotive or an atmospheric line for North
iaiks..e,tl teen'" ascertained the result of the great experiment
%allsae7nirtaa."bea atmospheric„,_ which is about to be tried.
%I') 'ne
h,l COCKBURN-1 think the company which
London to Worcester would be more likely to
1 " th take it u Unless it is done in tha
I\l4,
tthia.lhe
bgr,eat. Probability of its being done at all.
tavg.ktbiltanig b ••.,11unghain Company would do it, because any
thi.stoh 2 1144 7 that line would be taken from the trunk line.
giant:* et 6.n Object of national importance. Looking at the
VlALWah7ge public question, I think of the plan of the two
tigati7orasb7rhearoPton, that to Abbott's Wood is the best for
'l.l,l4hiettY„SluAlf—ls that founded on your opinion that the
4,itvc.nthle—fa*lth Oxford is the best for South Staffordshire, or
Nbtli i..hat there will be a saving of 15 miles?
bciski'frorthavtleve that it would be more advantageous to
1111.4!Vsia_aticia to have the communication open with Oxford.
`°OtinUed—l consider the broad gauge best for
a_Nlittacek „„ I have travelled fifty-seven miles an hour within
s's, °II a ti"" the broad gauge. This velocity has never been
klt4ln. at", thetbitliair,4 gaUge. The four.feet eightainch gauge can
hit,- h,, Came speed as the broad gauge.
4,,,a1 444. r,poet"t? drew the attention of Mr. Walker to the pas.
Zrl at
_Croaa Lin Which he says that the narrow gauge may
ttl'e.Volver "'le in velocity if they would only put on a
'4l.thokiker
kits, t rirlds that when that report was made he had no
kt‘rayktkrtear Western would have gone se much a.head.
11040,41 to be 21. the whole question were open, and all the.
kat atice-arba'e-Fonstructed, which gauge would you choose .
Niskiitetri. N....1;41de gauge certainly.
thistaa thie, It wide guage ? Mr. Walker—The
.seven.
iu th all the great lines of railway committed a
ataikab e first instance in not purchasing land for four
4:/ rot atiti" require one set of lines for passenger traffic
iktreoty
to. 573(114 tram,.
The
t 'nor think
ttnPorte„_the question of shifting a matter.
Ift %itki geh
%tea. "ve The facilities are so great that it is
ha, ego the"anee where it takes place.
4j 'Sell,
QM
Withdrew
ttos.44t laht4 'P's eXam••
'll4 • thateat N., —lneu by 1....00118URN—1 am Chair-
asp, a, the "esterit Company, As such I entertain no
ail/41:41'tiaa
o,sngeested line from Worslden to North Wa.les
) )4, to oxic" bY the Great Western Company if the line
Itti4laQ:ttaas 41 and Wolverhampton.
would be carried out to Port Dynllaen or
t4ot, tOso•I h estimates have not been made to my
it lab e is„ enaae if
ttl , the line to Holyhead or Fort Dynllaen
N., 4'4? 14th 4'dePendent company, and it did not pay, it
th, ',bile of
Irish , the Great Western Company to take
a-ae tied, scatlrleattc to the Great Western Company. No
trtaa4,,4o ep red, but the subject has been discussed
o sehtels, Directors frequently during the last
4tl) t4e It
Was not h,. o Wei„ Made a proportion of the pro-
aaell aa erhaMpton. The alternative terminus as
41/44. 'aik .'4 the "`°l3'head must have lseen discussed, think, at at 410,4' the k; lineation of the terminus depends upon the
to: gat ; I tie t• I think there may be some minutes of these
)414hy bin Patt:.°t rernernber any distinct resolutions. Wk had
44-tir‘ Al:4 a Lit'an'ent last year. The Chester and
t1.41--bt_.l4 this
Year. W oppose it.
is line sug e gestdid
itsel not
f until the BillHolyhea was in-
d

. Mr. Rusrell—The line has long been the subject of contempla.
lion. It was in consequence of the doubts which I had heard cast

on the intentions of the Company in the course of the
examination of Mr. Walker that I now come forward
to be examined. The Great Western Company has
subscribed half a million to the line to Fishguard and Pembroke.
If this Bill were passed I have no doubt but that the Great Western
would make the line to Port Dynllaen or Holyhead. No figure has
been mentioned as the probable cost, but railways cost less now-
-20,0001. a mile less. I believe that:they thought the North Wales

could be made. There are several hues of railway to be made by
the Great Western Railway, There is a project of making a hue

of railway to Warwick and to Birmingham—that is by an indepen.
dent company. There is no subscription from the Great Western.
No engineer has yet been appointed. The question of gauge has
been left for future decision, but I have no doubt if the broad
gauge were carried to Rugby, it would be carried to Birmingham.
The company was formed a couple of months ago. There is also a plan
to carrying the broad gauge to Cheltenham. The eastern terminus
of it is at Shipton, on the proposed line of the railway from Oxford
to Wolverhampton. This is an independent company. If the
broad guage should be carried to Shipton, the.line would be carried to
Oxford. The Great Western Company subscribed half the capital for
that line. There were reports by the Board of Trade in favour of

certain lines proposed by the South_ Western Company in the south
of England. In consequence of an arrangement with the Great
Western, those lines were abandoned. The basis of that agree-
ment was to carry out the recommendation of the Board of Trade,
which was to discourage these competing lines. I do not think
they could carry any line to Exeter, so long as the circum-
tances remain as they are, or so long as the grounds of the
decision of the Board of Trade continue the same. If any alte-
rations were made, the Board of Trade might decide as
they could. There is an appeal on the subject from the South_
Western Company pending at present before the Board of Trade.

There is a case now pending for a line from Weymouth, the South_
Western line coming into it at Dorchester. We do not intend to
lay down a double gauge unless ordered to do so by the Board of
Trade. There is an application before the Board of Trade, on the
part of the Southampton and Dorchester line, for a double line of
rails. The Great• Western were resisting the introduction of a
clause into the Bill compelling them so to do, but they will do so
if required by the Board of Trade. The Grand Junction Com-
pany, as individuals, are promoting the Oxford, Worcester, ansi

Wolverhampton line.
Re-examined by Mr. COCKBURN—We should be mad to think
of making the line between Worcester and North Wales unless
we had the rest of the line. With regard to the West of Eng-
land lines, to which allusion has been made, there were three lines
proposed. The Board of Trade reported in favour of the Bath and
Weymouth, and of the Southampton and Dorchester lines. The
South-Western and the Great Western Companies agreed to abide
by the decision of the Board of Trade, and so the matter has stood.
By Mr. V. STUART—The principal traffic of the Welsh line would
be from Ireland, but there would also be a great increase of traffic.

The Fishguard 'line will be in communication with Wexford.
There is a line of railway proposed from the North of Ireland to
Wexford. It would certainly, notwithstanding this, be worth
our while to make the North Wales line. It would decidedly be
worth our while to make both lines. The one would be a feeder
ft,r the South and the other for the North.

Mr. James Pym, examined by Mr. COCKBURN— I am the treasurer
of the Dublin and Kingstown Railway, since the year 1831. 1
have considered the question as to the best mode of communication
between Dublin and London. Some years since I turned my at-
tention to the line from Port Dynllaen and Holyhead. lam aware
of the proposed line by Chester and Holyhead. I think competition
would be highly desirable. I do not think the Chester and Holyhead

line would carry out all the objects I have in view
in facilitating the communication between Dublin and London.
Mr. Walker's report states the saving of time in Dublin would be
five hours, but they are reckoned from the time the bags arrive at
the post-office and their departure ; but practically we should
have not one hour. 1 believe the proposed line through Worcester
and North Wales would provide greater time for the accommoda-
tion of Dublin. Mr. Brunel says that the communication between
the two cities would take place in twelve hours. I believe if the
Great Western Company got the line to Worcester, it
would be greatly to their interest to tarry on the line to
Portdynllaen, and open a communication from thence to Wick-
low or Dublin. If Portdynllaen were nearer a port, the Dublin
and Kingston Company would carry on the line to Wicklow. The
passage between Wicklow and Portdynllaen is the shortest. There
was a large and respectable meeting in Dublin in favour of the
Portdynllaen line.
Cross.examined by Mr. AUSTIN—The subject was considered
by the Government last year and a representation was made to
them on the subject. They granted an annuity to the Chester
and Holyhead Company for the services in carrying out this line.
They would have coacentrated the Wicklow and Dublin
traffic at Portydnllaen, and the southern traffic through
Wexford at Fishguard. That I believe is the intention.
If suitable harbours were made at Wexford and Fishguard, and the
Fishguard line is made a considerable portion of the traffic of the
south of Irelapd will pass by that route. The traffic from Sligo and
Galway would be concentrated at Dublin and go to Portdynllaen. I
also think it would have a large proportion of the Belfast traffic.
By Mr. AtisriN—Would not the result be that the Great Western
Company would by these schemes have bagged and put into their
pocket the whole of Ireland ?

The witness—l think it wou!d be infinitely to our advantage
.hat they should do so if they will do it on these terrns.—(A laugh.)

Cross.examinatiGn continued—By Mr. Walker's plan we should
have no time at all to answer our letters in Dublin. The four
hours mentioned by him would practically give us no time at all—
but by the other proposed scheme. though nominally we should
have only two hours, yet really we should have four, because we
should have two hours each way.
By the CHAIRMAN—What I want to effect is, that the journey
between London and Dublin shall certainly be performed in twelve
hours.

Cross-examined by Mr. CRIPPS-There is a Bill for a rail-
way to Bangor from Portdynllaen, to communicate with the
Chester and Holyhead Railway. This would be an important line
for persons going to the north of England from Portdynllaen, while
those going to the south would go by the Worcester line. I expect
that if the Great Western Company get:the line to Portdynllae❑
they will also make the harbour, because it will be their interest
to do so.

Mr. Thomas Penson, examined by Mr. Carets—l reside at
Oswestry, which has great communication with North Wales. I
have been surveyor of the counties of Montgomery and Denbigh
for thirty years. My attention was drawn in 1836 to the pro..
priety of forming a railway from Portdynllaen. The project
then proposed was to go by Shrewsbury and the Vale of the
Dee. In 1840 the Hue by Worcester was strongly recommended.
At that time the scheme was considered a hopeless one, on ac-
count of the great length of the line. Unless a line is made to
Worcester, there is no chance of the formation of a North Wales line.
An Independent line from Worcester to Portdynllaen would be one of
the most miserable failures ever proposed. The principal landowners
in Wales would give their support to this line. I have seen the
harbour of Portdynllaen, and I cannot add anything to what you
have already heard from high authorities on the subject.
By the CHAIRMAN —There are engineering difficulties, but they
may be overcome ; but the line would fail for want of traffic. It
would run through a thinly populated county.
Colonel Barlow, examined by Mr. CAMPS— I am the Chairman
of the Southampton Dock Company. I think it would be a great
advantage to Southampton to have a direct communication with
Wolverhampton or the mineral districts.

Mr. Shaw, of Wolverhampton, examined by Mr. COCIBURN-1
am a merchant. There was a public meetiag at Wolverhampton
last Monday, over which I presided. It was respectably attended.
A resolution was carried in favour of increased railway communi-
cation with the metropolis, and in favour of having a line to com-
pete with the Birmingham line, and in support of the pro-
posed Oxford, Worcester, aad Wolverhampton line. They
wanted a competing line with the London and Birmingham
to secure a low rate of charges. They at present can get their
goods at Wolverhampton at a cheaper rate, by a circuitous route
of conveyance by canal or by the Great Western Railway than
they can by the direct route of the London and Birmingham line.
I think it would be most desirable that we should have a commu-
nication opened with Oxford and Southampton.
Mr. C. A. Saunders, examined by Mr. Cocanuan--I am the
Secretary to the Great Western Company, and have been so since
its establishment In )333. 1 recollect in 1836 the Great Western
Company assisting in promoting the Worcester and Oxford line.
It did not succeed, partly in consequence of embarrass-
ment in the money market, and partly in consequence of
the Oxford and Lincoln line being thrown out. We got
the Bill for the Oxford and Sheffield line in 1843,
and it was opened in 1844. He always considered that the Oxford
line would certainly be carried out to Worcester. It was taken
up again this year on the application of the Staffordshire people. On
that application being made the Great Western Company stated there
should be an indication of the feelings of the Staffordshire people
and of the landowners on the line. The parties were told there
would be no disinclination to take up the subject, if we could be
assured of the feelings of the people, and the traffic would
be remunerative. We have always considered the Worces-
ter line would lead to a line to the Welsh coast.
I have no doubt but that if the Worcester line were completed,
a line to North Wales would follow as a matter of course. A
North Wales line of itself would not be remunerative as an inde-
pendent line, but in connexion with another it would. It is
worth the while of the Company to carry its line through a less
remunerative district to secure the traffic through the whole line.
That is the result of all itailway experience. The Oxford and
Rugby line was not taken up seriously by the Great Western
Company until last year. It then became evident that it would
be important to secure communication between Rugby and Oxford.
It would be the interest of the Great Western to bring down the
traffic to us more freely. It would be our interest to work that
line most efficiently, because any passenger brought down by it
must be ours. We should have an undivided interest

in promoting that traffic, and the London and
Birmingham would not have an undivided interest, because
they would lose the passenger when he came on to the Great
Western line. It would be our interest to bring traffic to the
line, it would be theirs to divert it. It would be our interest to
work the line to Southampton. It would be our interest to in-
duce a passenger to travel from Rugby to Basingstoke by working
the line efficiently. The present course of passengers would be
to go from Rugby to London, and then to Southampton.
by the South-Western. By the proposed line passengers would
quit the train at Rugby, and go to Southampton direct by our line.
The object of the Tring line would be for their purposes what the
object of our line is for our purposes. It would sweep traffic back
in an easterly direction, instead of bringing it down to the south.
The best line to promote the interests of the public is ours, because we
have distinct pecuniary interest in working it as efficiently as possible,
which the others have not, as it would open the traffic to the south.
It appears to me more important that the broad guage should go
up than that the narrow gauge should come down. It appears to
me that it would be for the public advantage that this ground should
be considered neutral ground, and should be laid down both with the
broad and narrow gauge. It formed part of the original scheme
that there should be a narrow gauge over that district as well
as a bread. It was a portion of the original agreement,
and is not a scheme recently adopted to obviate difficulties.
It does not follow, as a matter of course, that the coal traders
would be obliged to have a double stock of waggons in consequence
of the change of gauge. Their harrow gauge waggons could be
placed upon one of our trucks. If a new line were opened at
every gauge, the coal 'waggons would, in many places,
have to be be altered, for the waggon used for the
pit is different from that used for a locomotive line.
They would not take an expensive locomotive waggon into the pit,
it would not be economical. I have had frequent communicatious
with the Board of Trade. I made the offers with respect to the
Oxford and Rugby. We offered to provide whatever might be
necessary for shifting loads at Rugby without expense to the public.
I communicated to them the proposal for the broad and narrow gauge.
I told them we were carrying coals on the Great Western at Id.
per ton per mile when we did not find the waggons, and I told them
we would do the same on the Wolverhampton line. Ido not
think that is the minimum. If we have large quantities I think
we might do it at 4d. a ton. I never proposed to submit
the Great Western Company to the revision clause.
Last year, I think the London and Birmingham, joined
with us in opposition to the Bill for the revision clause. I
was not then aware that the London and Birmingham had pro.
posed to the Board of Trade to subject themselves to the revision
clause. Several interviews were had with the Board of Trade,
the inconveniences of the plan were shown, and the clause
was taken out and another substituted, taking old
railways out of the operation of the revision clause.
I was not aware that the London and Birmingham Company were
about to propose to submit to the revision clause, and, on the
contrary, I thought they would make no such bargain. Ido not
think that last year the London and Birmingham was so opposed
to the revision clause as the other companies. The power of revi-
sion as it now stands amounts to this, without preventing your in-
creasing your capital or limiting your expenditure, the Legislature
says you shall not, pay more than ten per cent., without subjecting
yourself to revision, and then you wi❑ be guaranteed ten per cent.
It would operate as a premium on extravagant outlay, and gives
you no encouragement to extend your trade beyond ten
per cent., or to economise either. The only real and
efficient mode of check is a clause reserving a power
to revise the tolls. There could be no difficulty in always
keeping the expenditure so as to avoid revision. Share.