diff options
| -rw-r--r-- | .gitattributes | 3 | ||||
| -rw-r--r-- | 20388-h.zip | bin | 0 -> 670213 bytes | |||
| -rw-r--r-- | 20388-h/20388-h.htm | 1336 | ||||
| -rw-r--r-- | 20388-h/images/mapb.jpg | bin | 0 -> 592297 bytes | |||
| -rw-r--r-- | 20388-h/images/maps.jpg | bin | 0 -> 80813 bytes | |||
| -rw-r--r-- | 20388.txt | 1276 | ||||
| -rw-r--r-- | 20388.zip | bin | 0 -> 23836 bytes | |||
| -rw-r--r-- | LICENSE.txt | 11 | ||||
| -rw-r--r-- | README.md | 2 |
9 files changed, 2628 insertions, 0 deletions
diff --git a/.gitattributes b/.gitattributes new file mode 100644 index 0000000..6833f05 --- /dev/null +++ b/.gitattributes @@ -0,0 +1,3 @@ +* text=auto +*.txt text +*.md text diff --git a/20388-h.zip b/20388-h.zip Binary files differnew file mode 100644 index 0000000..5690142 --- /dev/null +++ b/20388-h.zip diff --git a/20388-h/20388-h.htm b/20388-h/20388-h.htm new file mode 100644 index 0000000..0792c46 --- /dev/null +++ b/20388-h/20388-h.htm @@ -0,0 +1,1336 @@ +<!DOCTYPE html + PUBLIC "-//W3C//DTD XHTML 1.0 Strict//EN" + "http://www.w3.org/TR/xhtml1/DTD/xhtml1-strict.dtd"> +<html> +<head> +<meta http-equiv="Content-Type" content="text/html; charset=US-ASCII" /> +<title>Report of the Railway Department of the Board of Trade</title> + <style type="text/css"> +/*<![CDATA[ XML blockout */ +<!-- + P { margin-top: .75em; + margin-bottom: .75em; + } + H1, H2 { + text-align: center; + margin-top: 2em; + margin-bottom: 2em; + } + H3, H4 { + text-align: left; + margin-top: 1em; + margin-bottom: 1em; + } + BODY{margin-left: 10%; + margin-right: 10%; + } + TD { vertical-align: top; } + .blkquot {margin-left: 4em; margin-right: 4em;} /* block indent */ + + .smcap {font-variant: small-caps;} + + .pagenum {position: absolute; + left: 92%; + font-size: smaller; + text-align: right; + color: gray;} + + .citation {vertical-align: super; + font-size: .8em; + text-decoration: none;} + // --> + /* XML end ]]>*/ + </style> +</head> +<body> +<h2> +<a href="#startoftext">Report of the Railway Department of the Board of Trade, by Samuel Laing</a> +</h2> +<pre> +The Project Gutenberg eBook, Report of the Railway Department of the Board +of Trade on the London, Worcester, and Wolverhampton, and on the +Birmingham and Shrewsbury Districts, by Samuel Laing, et al + + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + + + + +Title: Report of the Railway Department of the Board of Trade on the + London, Worcester, and Wolverhampton, and on the Birmingham and + Shrewsbury Districts + + +Author: Samuel Laing + + + +Release Date: January 16, 2007 [eBook #20388] + +Language: English + +Character set encoding: ISO-646-US (US-ASCII) + + +***START OF THE PROJECT GUTENBERG EBOOK REPORT OF THE RAILWAY DEPARTMENT *** +</pre> +<p><a name="startoftext"></a></p> +<p>Transcribed by David Price, email ccx074@pglaf.org</p> +<h1>RAILWAYS.<br /> +REPORT of the <span class="smcap">Railway Department</span> of +the <span class="smcap">Board</span> of <span +class="smcap">Trade</span> on the <i>London</i>, +<i>Worcester</i>, and <i>Wolverhampton</i>, and on the +<i>Birmingham</i> and <i>Shrewsbury Districts</i>.</h1> +<p style="text-align: center">(<i>Presented to Parliament by Her +Majesty’s Command</i>.)</p> +<p style="text-align: center"><i>Ordered</i>, <i>by</i> The House +of Commons, <i>to be Printed</i>,<br /> +28 <i>February</i> 1845.</p> +<p style="text-align: center">83—2.</p> +<p style="text-align: right"><i>Under 2 oz.</i></p> +<p style="text-align: right"><!-- page 1--><a +name="page1"></a><span class="pagenum">p. 1</span>Railway +Department, Board of Trade,<br /> +Whitehall, 28 February 1845.</p> +<p>The Board constituted by Minute of the Lords of the Committee +of Privy Council for Trade, for the transaction of Railway +business, having had under consideration the different schemes +deposited with the Railway Department for extending Railway +communication between London, Worcester, and Wolverhampton, and +in the district intermediate between the London and Birmingham +and Great Western Railways, and also, in connexion with the +above, the schemes for extending Railway communication between +Birmingham and Shrewsbury, have determined on submitting the +following Report thereon for the consideration of Parliament.</p> +<p>The object of the first class of schemes in question is to +supply Railway communication to the great mining district of +Staffordshire, lying south of Wolverhampton, to the towns of +Kidderminster, Stourbridge, Stourport, Worcester, &c., and to +the district north of Oxford, intermediate between the Great +Western and London and Birmingham Railways.</p> +<p>For this purpose two competing schemes are proposed; one, +which is promoted by the London and Birmingham Company, comprises +a line from Rugby to Oxford, and another from Wolverhampton, +through Worcester and Banbury, to join the London and Birmingham +line at Tring; the other scheme consists of a line from Oxford to +Rugby, which is proposed to be made by the Great Western Company; +and of another line from Oxford to Worcester and Wolverhampton, +which is undertaken by an independent Company, but in connexion +with the Great Western Company, and which must be considered as +forming, with the Oxford and Rugby line, one scheme, competing +with the former.</p> +<p>For the sake of brevity we shall distinguish these as the +“London and Birmingham or Tring Scheme,” and the +“Great Western or Oxford Scheme.” Their general +direction will be easily understood by reference to the +accompanying map.</p> +<p>In their general features and objects the two schemes are so +nearly identical that the two manifestly cannot stand +together. A further scheme for the accommodation of the +country between Worcester and Wolverhampton, was proposed by the +Birmingham and Gloucester Company, but it is understood that +arrangements have been made by which this scheme is withdrawn in +favour of the London and Birmingham scheme, to which it was +moreover inferior in several important respects, so that we may +consider the question as reduced to one of competition between +the schemes of the two great Companies.</p> +<p>The first point is, whether a sufficient public case can be +established to justify the construction of any Railway at all +throughout the districts in question. As regards the South +Staffordshire district, this point has been disputed by various +Canal interests, who urge that the district is already +sufficiently well supplied by water communication, and that the +introduction of Railways, by destroying the resources and +crippling the efficiency of such water communications, will be +productive of injury rather than of benefit to the Public. +Various special reasons have been urged in support of this view, +more especially with reference to the mineral district of which +Dudley may be considered as the centre. It is said that the +Birmingham Canal Company have, at a great expense, created a very +complete and efficient system of water communication throughout +this district; that a right is reserved of making branch Canals +to all mines and works within certain limits, which right would +be to a certain extent defeated by running a Railway parallel to +the existing Canal, to the injury both of the Canal Company, and +of the owners of the mines and works so cut off; that the +management and charges of the Canal <!-- page 2--><a +name="page2"></a><span class="pagenum">p. 2</span>Company have +always been of the most liberal description; and finally, that +owing to the peculiar nature of the district, in which great +excavations have been made for mining purposes, Railways cannot +be carried through it without danger.</p> +<p>It will be readily conceded that the importance of the +district in question is such as to entitle it to require the best +means of communication, whether by Canal or Railway. +Between Wolverhampton and Stourbridge there are at present about +100 blast furnaces in work, producing about 468,000 tons of pig +iron annually. In order to produce this quantity, nearly +4,000,000 tons of coals, lime, ironstone, and other raw materials +are consumed, which are raised from the mines of the district, +and transported to the various furnaces, forges and +founderies.</p> +<p>The export of iron from the district is about 240,000 tons +annually, in addition to large quantities of heavy hardwares, tin +plates, glass, and other goods. The export of coal is also +very large, and might be greatly augmented by increased +facilities of communication.</p> +<p>The population, depending for support on the iron-works, +mines, and manufactories of the district, is estimated at not +less than 230,000; and the total population of the respective +towns and places between Wolverhampton and Worcester, which would +be benefited by the proposed Railway communication, is believed +to exceed 300,000.</p> +<p>Among these towns may be mentioned Kidderminster, a place of +considerable manufacturing importance, and great intercourse with +different parts of the kingdom; Droitwich, with its extensive +salt works; Stourbridge, Stourport and Worcester.</p> +<p>The construction of a Railway in this direction will also +lead, in all probability, to extensions into the fertile +agricultural district on the west of the Severn, towards +Leominster and Ludlow.</p> +<p>The claim of the district, therefore, to the most improved +mode of communication can hardly be disputed; and whatever claims +Canal Companies may have from benefits previously conferred, or +from past liberality of management, such claims cannot be +considered by us in any other light than those of other private +interests, unless in so far as they may be based upon public +considerations.</p> +<p>Our Report will not, in any way, prejudice or affect the right +of those Canal Companies to have their vested interests, if any, +carefully considered by the Legislature.</p> +<p>Upon public grounds, therefore, we have merely had to consider +the allegation that the interests of the district will not be +promoted by the introduction of Railways, and that Railways +cannot be constructed through it without danger.</p> +<p>Upon the first point it seems sufficient to refer to the +unanimous opinion of the parties principally interested, and who +have the best opportunities of judging of the effects likely to +follow from the introduction of Railways. The only +difference of opinion has arisen from the anxiety of the parties +to obtain a Railway of some description or other, which has led +them to support different competing schemes; but all parties have +united in the strongest representations of the vital importance +to the district of obtaining a good Railway communication, in +addition to those afforded by the Canals. A memorial signed +by the representatives of 46 iron-works, 57 furnaces, and 98 +collieries, in the Staffordshire mineral district, including the +trustees of Lord Ward, from whose estate alone upwards of +1,000,000 tons of coal and iron are raised annually, in favour of +the London and Birmingham scheme; and another memorial, +representing 37 iron-works, and 9 collieries, in favour of the +Great Western scheme, were presented to us; the memorialists in +each case urging in the strongest manner the advantages of +Railway communication to the district.</p> +<p>It is stated, that without such communication, they have to +compete at a great disadvantage with the iron districts of South +Wales and Scotland, which, from their readier access to the sea, +can convey their products to market at a cheaper rate. The +Canals are stated to be not only more tedious and expensive, but +subject to serious interruptions, often for weeks together, from +frost in winter and drought in summer. In short, it is +urged that the apprehensions of the Canal Companies are the best +test of the further advantage of a Railway; since unless the +latter obtained a large proportion of the heavy traffic, which it +could only do by affording the public a better and cheaper means +of transport, the interests of the Canals could not be +prejudiced.</p> +<p><!-- page 3--><a name="page3"></a><span class="pagenum">p. +3</span>With so strongly expressed a wish on the part of such an +important district for Railway communication, and with two great +Companies competing with one another to afford it, we do not +think that, upon public grounds, we should be justified in +reporting that it ought to be withheld on account of any +apprehended interference with existing water +communications. In the case of one Canal Company, special +reasons existed which might have weighed more strongly than those +derived solely from private considerations; viz. that a guarantee +had been given to assist the Severn Navigation Commissioners to +raise money for the purpose of carrying out a great public +improvement authorized by Parliament. From this difficulty, +however, as well as from the apprehension of that great +improvement being impeded by the introduction of Railways into +the district, we are relieved by the offer made by the Railway +Company to whose scheme we recommend that a preference should be +given, to take upon themselves the burden of the guarantee to the +extent of any loss sustained in consequence of the construction +of the Railway, subject to any reasonable conditions and +arrangements.</p> +<p>With regard to the remaining point, that of safety, it is +admitted that portions of the soil being undermined, subsidences +occasionally take place; but there appears no reason to apprehend +any peculiar degree of danger to a Railway from this source, +beyond what equally affects the Canals, Roads, Tramroads, +Founderies, Mills, and other buildings of the district, and which +has never been considered an impediment to the introduction of +Railways in other mining districts. Some of the most +eminent engineers of the day, among whom may be mentioned Sir J. +Rennie, Mr. Brunel, and Mr. R. Stephenson, have proposed the +lines which pass through the district in question, and are +clearly of opinion that they may be worked without any unusual +degree of danger.</p> +<p>We are of opinion, therefore, that some one line of Railway is +required, and may be properly sanctioned, for the accommodation +of the district in question, between Wolverhampton and +Worcester. This being conceded, the sanction of a line in +connexion with it, to connect Worcester more directly with +London, and to give communication to the large intermediate +district, appears to follow almost as a matter of course. +The supply of coals to this district, where a great reduction of +price will be effected, is alone an important object; and, on the +other hand, an outlet will be afforded for agricultural +produce. A population of about 128,000 between Worcester +and Tring would be accommodated by the line in that direction; +and on the whole, taken in connexion with the Worcester and +Wolverhampton Junction, the traffic seems sufficient to justify a +fair expectation of return on the capital to be invested, as also +on the Rugby and Oxford portion of the line, which will complete +a chain of direct Railway communication from the Northern and +Midland to the Southern and South Western counties, and will +afford to those counties a valuable supply of coal from the +Derbyshire collieries.</p> +<p>We proceed, therefore, to investigate the subject, on the +assumption that one or other of the competing schemes promoted by +the London and Birmingham, and Great Western Companies, will be +sanctioned, and that the question is reduced to one of preference +between them.</p> +<p>In regard to distance, the two schemes are as nearly as +possible equal, the distance from Worcester to London being 122 +miles by the Tring line, and 119 by the Oxford line; the former, +however, terminating at the Euston Square Station, and the latter +at Paddington. The number of miles of new Railway to be +constructed in either case is also nearly the same; nor does +there appear to be anything in respect of gradients or +engineering character calculated to give one scheme a decided +preference over the other. The course of the Tring line +accommodates a larger population between Worcester and London +than the Oxford line; but the importance of the districts +traversed by either line, and left out by its competitor, is +hardly sufficient to give a decided superiority on a question of +such magnitude.</p> +<p>A far more important feature of comparison is derived from a +consideration of the question of gauge.</p> +<p>The Great Western scheme is proposed to be constructed on the +wide gauge of seven feet, used upon the different Railways of the +Great Western system; while the scheme of the London and +Birmingham Company is proposed to be <!-- page 4--><a +name="page4"></a><span class="pagenum">p. 4</span>constructed on +the narrow gauge of 4 feet 8½ inches, common to all the +other Railways of the kingdom.</p> +<p>In order to estimate fully the importance of this question, it +must be borne in mind that the Bristol and Gloucester Railway is +on the wide, while the Birmingham and Gloucester is on the narrow +gauge, and that the inconvenience resulting from the break of the +two gauges at Gloucester has been so great as to lead to an +amalgamation of the two Companies, with a view to obviate it, by +introducing uniformity of gauge throughout between Bristol and +Birmingham. From the arrangements which have been made with +this view, it is perfectly evident that upon the question of the +Worcester lines depends whether this uniformity will be proposed +to be attained, by the Birmingham and Gloucester Railway adopting +the wide gauge, or the Bristol and Gloucester adopting the +narrow.</p> +<p>The question, therefore, upon which we have had to form an +opinion is, whether it is better for public interests that the +wide gauge should come up to Birmingham and Rugby, or that the +narrow gauge should go down to Bristol and Oxford?</p> +<p>It would be difficult to overrate the importance of this +question in a national and commercial point of view. If +there is one point more fully established than another in the +practice of Railways, it is that the inconvenience occasioned by +a break upon a line of through-traffic, occasioned by want of +uniformity of gauge, is of such a serious description as to +detract most materially from the advantages of Railway +communication.</p> +<p>The following description of what has actually occurred at +Gloucester during the last few months, furnished to us by a +gentleman who has been practically engaged in the management of +the traffic, will give some idea of the working of the +system:—</p> +<blockquote><p>“We experience the greatest possible +inconvenience from the change, both as regards passengers and +goods; coals we have not attempted to tranship.</p> +<p>“In the first place as regards passengers and passenger +trains:</p> +<p>“The passengers and their luggage have to be hurried +across from one train to the other, when there is a chance of the +luggage being misplaced. Gentlemen’s carriages and +horses have to be changed, a process uniting time and risk. +Valuable parcels have to be handed out in the confusion, and +handed in.</p> +<p>“The result is a delay, with the Mail-trains, for +instance, of half an hour sometimes, just sufficient if the +coming-in train is after time, to miss the Manchester or other +train from Birmingham, or the Exeter or Bath train from Bristol; +annoyance to the passengers, who are anxious about their parcels +and luggage; risk, and expense, as a large body of porters have +to be maintained, who are not fully employed, in order that no +more time than is necessary should be lost in the change of +trains.</p> +<p>“With regard to goods, the inconvenience attending the +change is far more serious.</p> +<p>“Up to this day a great number of waggons laden with +goods of all descriptions have been lying at Gloucester, which we +have been unable to remove in spite of every exertion. We +keep an establishment of clerks and porters to superintend and +effect the transhipment, but, in the hurry of business, mistakes +occur; goods destined for Hull are perhaps put into the +Manchester truck; boxes are bruised, packing torn, furniture and +brittle articles damaged. There is the chance of mistake in +the re-invoicing of goods; the other day, for instance, a bale +for Bristol was laid hold of by a carrier at Gloucester and taken +to Brecon, a claim for some 30<i>l.</i> being instantly made upon +us.</p> +<p>“In short, all the inconvenience, delay, and expense +attending an unloading and reloading of goods have to be +encountered, and there is nothing the senders of goods so much +dread as this. The expense involved is very considerable: +there is the expense of porterage, which varies from 3<i>d.</i> +to 6<i>d.</i> per ton: the expense of clerks employed in +inspecting and invoicing the goods, the expense of shunting the +waggons, the waste of premises, the additional carrying stock it +obliges the Companies on each gauge to maintain, and, above all, +the loss of trade which is sure to result from the delay and risk +attending the change, and the advantage which uninterrupted +communications, whether by Water or Railway, are sure to have +over you in competition.</p> +<p>“Much of this expense and delay, it may be said, can be +obviated by better arrangements and more care; by ample station +accommodation, by abundant <!-- page 5--><a +name="page5"></a><span class="pagenum">p. 5</span>carrying +stock. No doubt some of it may be prevented, but this is +only another name for expense. The care, too, which is +required must not be confined to the Railways immediately +affected, but must commence on a Railway a long way off. +The goods from Leeds for Bristol, for instance, must be duly +placed together at Leeds, packed in such a manner as will enable +you at Gloucester to get at them in the best manner. They +must be forwarded from Leeds, and again from Birmingham, in such +quantities as will be convenient at Gloucester. The +arrangements, in short, by which our interests at Gloucester will +be best consulted, will have to be made by another Company, often +not interested in the matter, and whose convenience may suggest +another course. You cannot, therefore, look forward to +remedying many of the difficulties attending on change of gauge, +which are of this nature.”</p> +</blockquote> +<p>To the above summary of the practical inconveniences +mentioned, we have only to add, that the numerous representations +addressed to us by the principal carrying and commercial +interests which have been concerned in the traffic affected by +the change of gauge at Gloucester, have fully borne out the +statement of the evils experienced, more especially with +reference to the loss, delay, and misdirection of goods. +The principal Railway Companies north of Birmingham have also +made strong representations as to the obstacle thrown in the way +of a proper development of the traffic by the break of gauge; an +obstacle which, as regards coal, iron, salt, corn, and every +description of heavy goods, they consider as amounting to a +virtual prohibition.</p> +<p>The question may be raised how far it is possible to obviate +the inconvenience of two different gauges by mechanical +arrangements? These arrangements may consist +either—</p> +<p>1. Of contrivances for transferring the bodies of +waggons from the wheels and axles adapted for one gauge to those +adapted for the other; or—</p> +<p>2. The laying down of additional rails, so as to permit +trains of either gauge to run on without interruption.</p> +<p>With regard to the first, it is stated that the experiment has +been repeatedly tried on the Liverpool and Manchester, the +Newcastle and Darlington, the Leicester and Swannington, and +other Railways, where crossed by local coal Railways of a +narrower gauge, and has never succeeded. The practical +difficulties also are obvious, of securing with waggons +constructed with moveable bodies, the rigidity and solidity +requisite for safety, and to prevent excessive wear and tear, and +damage to the articles conveyed. Even if we were to +suppose, however, all mechanical difficulties overcome, the +serious objection would still remain, that in addition to the +expense of transfer, a large additional stock would require to be +kept by all Railway Companies, owners of mines, and other parties +who had occasion to send traffic sometimes in the direction where +the gauge was uninterrupted, and sometimes in the direction where +waggons of a special construction were required. This +consideration is the more important as, under the system of the +clearing-house, the whole stock of the narrow-gauge Railways of +the country may be considered as becoming more and more common +property, available wherever there may be a press of business, +and for as great distances as may be required, in order to avoid +the inconvenience of unloading.</p> +<p>The second arrangement, of laying down additional rails, may +be practicable under peculiar circumstances, and to a limited +extent, but it is open to great objections.</p> +<p>It is very doubtful how far the addition of a single rail only +would be consistent with safety, as in this case the centre of +gravity of the carriages of different gauge in the same train +would not be in the same straight line. If a complete +double set of rails were laid down the expense would be very +considerable.</p> +<p>The complication of switches and crossings that would be +necessary would involve considerable additional risk and great +expense. The difficulty and expense of maintaining the +permanent way, and of keeping the double set of rails in proper +adjustment, would be greatly increased; and on the whole, the +expense, inconvenience, and risk, would probably be so great as +to prevent the experiment from being tried to any extent.</p> +<p>We cannot therefore consider the plan of laying down +additional rails as applicable, unless perhaps to a limited +extent and under special circumstances, such as enabling, for +instance, mineral waggons constructed for the narrow gauge to +pass <!-- page 6--><a name="page6"></a><span class="pagenum">p. +6</span>for a short distance and at a slow speed over a +wide-gauge Railway; with which view alone it is proposed to lay +down extra rails upon the Oxford, Worcester, and Wolverhampton +line, for a few miles south of Wolverhampton.</p> +<p>On the whole, therefore, we cannot consider any of the +mechanical arrangements which have been proposed for obviating +the inconvenience of a meeting of different gauges (even if we +could assume their practicability, which in the present state of +experience we should not be warranted in doing,) as anything +better than partial and imperfect palliatives of a great +evil.</p> +<p>Assuming this to be the case, and assuming also, as we are +compelled to do, that an interruption of gauge must exist +somewhere, the question is reduced to this: to ascertain at what +points such interruption should be fixed in order to occasion the +least inconvenience to the traffic and commerce of the +country. From the fact that nearly 2,000 miles of Railway +are already made or sanctioned on the narrow gauge, while not +more than 300 are sanctioned on the wide gauge, a disproportion +which will be still more largely increased by the new Railways +now in contemplation, an inference might be drawn in favour of +confining the gauge which is in such a decided minority within +the narrowest possible limits; and this inference might be +strengthened by referring to the obvious fact that the wide gauge +has not realized those decided advantages over the narrow gauge +which were at one time anticipated. The actual speed of +trains upon the Great Western Railway, as shown by the published +time-tables, and by official returns, is not so high as upon some +narrow-gauge Railways, and notwithstanding the excellence of its +gradients, very slightly higher than the average speed of other +great Railways on the narrow gauge. In respect of safety, +it is manifest that both gauges are alike unobjectionable, with +due precaution and proper management; and in respect of +convenience and of economy, including the cost both of +construction and working, the opinion of a great majority of the +most eminent authorities is unfavourable to the wide gauge.</p> +<p>Without wishing to express any positive opinion ourselves upon +the point, it is enough for us to say that we think there is +nothing in the relative merits of the two gauges in themselves +materially to affect the question between them, which turns upon +commercial considerations.</p> +<p>In this point of view the question is, as we have already +observed, whether the points of junction between the wide and +narrow gauge should be at Rugby, Birmingham and Wolverhampton, or +at Oxford and Bristol. In support of the first view, it is +contended that the principle which should regulate the choice of +the points of junction ought to be to fix them at great +<i>foci</i> of traffic, and centres of converging Railways, where +delay must take place and large establishments be maintained at +any rate; while on the other hand it is contended that such +points are the worst possible to select, and that the opposite +principle should be adopted, of confining an inevitable +inconvenience within the narrowest possible limits, by fixing the +points of junction where there is least through-traffic.</p> +<p>The correctness of the latter proposition seems perfectly +obvious upon general considerations; but the question is one of +such great commercial importance, that we have thought it right +to inquire fully and in detail into the practical effects that +would result to the principal interests concerned from an +interruption of the gauge, on the one hand, at Birmingham and +Rugby, and on the other at Bristol and Oxford.</p> +<p>By either combination the traffic of places intermediate +between Birmingham and Bristol with each other, and with London, +would not be affected; uniformity of gauge being secured equally +in the one case by the wide, in the other by the narrow +gauge. By either combination the traffic between places +north and east of the line of the London and Birmingham Railway +and places south of the line of the Great Western Railway would +not be affected, interruption of gauge having equally to be +encountered in the one case at Bristol and Oxford, in the other +at Birmingham and Rugby.</p> +<p>By the former or wide-gauge combination, the traffic between +Devonshire, Cornwall and all places south of the line of the +Great Western Railway, and Birmingham, and all places between +Birmingham and Bristol, would gain, <i>i.e.</i> would escape an +interruption of gauge; also such of the traffic of South Wales, +to Birmingham, and places short of Birmingham, as in the event of +the South Wales Railway being sanctioned, would take the +circuitous route by that Railway to the north of Gloucester.</p> +<p>On the other hand by the narrow-gauge combination, a break is +avoided in <!-- page 7--><a name="page7"></a><span +class="pagenum">p. 7</span>the whole of the traffic between +Manchester, Liverpool, Hull, and the Northern, Eastern, and +Midland portions of the kingdom, and Bristol, Gloucester, +Worcester, and the whole district intermediate between the London +and Birmingham and Great Western Railways.</p> +<p>The paramount importance of this consideration has been +strongly urged upon us by parties practically acquainted with the +traffic, and by the principal interests affected by the +question.</p> +<p>In the memorial already referred to, signed by the +representatives of 46 iron-works, 57 furnaces, and 98 collieries, +in the Staffordshire mineral district, in favour of the London +and Birmingham line, and narrow-gauge system, it is stated that, +of the total export of the district, only eight per cent. is sent +in the direction of Bristol, of which by far the greater quantity +is shipped from that port, and would therefore be unaffected by a +break of gauge there; while 37 per cent. is sent to Liverpool and +the north and north-west of the kingdom, and 13 per cent. to Hull +and the east, all of which would consequently suffer by a break +at Birmingham.</p> +<p>The wool trade between Bristol, where wool fairs are held +annually, and Leicester and the West Riding of Yorkshire, is very +considerable, all of which would escape a break of gauge by the +narrow-gauge combination.</p> +<p>The export of salt from Droitwich, both to Gloucester and +Bristol, and to Hull and other parts of the kingdom, is already +large, and likely to receive very great increase, if an unbroken +Railway communication is afforded, which can only be done by the +narrow-gauge combination.</p> +<p>The same combination affords the important advantage of an +unbroken communication to the traffic of Manchester and Liverpool +with Bristol, and indeed with the whole of the West of England, +as a very inconsiderable proportion of the goods actually +dispatched require to be carried in transit through +Bristol. The same remark applies to the trade of the +Potteries with the West of England; of Bristol and Gloucester +with the Midland Counties, where the imports of these ports now +meet those of Hull and Liverpool; of Worcester, Kidderminster, +&c. with Liverpool, Lancashire, and Yorkshire, and of various +other branches of traffic that might be specified.</p> +<p>As a proof of the importance of some of the branches of +traffic that would be thus inconvenienced by a change of gauge at +Birmingham, it may be mentioned that single carriers already send +as much as 20,000 tons a year in transit through Birmingham, by +the Birmingham and Gloucester Railway, and that the total +quantity thus sent is estimated at from 50,000 to 100,000 tons +per annum, and is considered to be capable of great increase, the +line of communication having been only very recently completed by +the opening of the Bristol and Gloucester Railway, and the +development of the traffic having since been greatly impeded by +the interruption of the gauge at Gloucester, and other +circumstances.</p> +<p>With the low rates which it is now proposed to establish on +coals, salt, agricultural produce, and other heavy goods, the +amount of traffic that may be expected to pass from the west in +transit through Birmingham, and <i>vice versâ</i>, if the +advantage of an unbroken communication can be secured, will be +exceedingly great. It has been represented to us that +Droitwich alone would send upwards of 250,000 tons of salt +annually.</p> +<p>The same observation applies as to the coal traffic from the +Midland Counties through Rugby to Oxford. The whole of the +extensive district between Rugby and Oxford, where coal is now +usually at a very high price, may be cheaply supplied by Railway; +an object of great importance, which could be only partially +attained if the impediment of an interruption of gauge were +allowed to exist at Rugby.</p> +<p>Another important consideration which seems to point to +Bristol rather than Birmingham, as a proper point for the +interruption of the gauge, and which has been strongly urged upon +us by carriers, merchants, and practical men acquainted with the +course of traffic, is, that Bristol, like London, is a great +emporium and shipping port, through which a comparatively small +portion of the goods which enter by Railway require to be +forwarded in transit without repacking and assortment. The +facilities for water communication with Bristol also give the +public a better alternative than they would enjoy elsewhere of +avoiding the inconvenience of the change of gauge, and thus +afford the best possible security, that if the interruption be +fixed there, the Railway Companies interested will use every +possible effort to reduce the inconvenience to a +<i>minimum</i>.</p> +<p><!-- page 8--><a name="page8"></a><span class="pagenum">p. +8</span>For all these considerations, we can have no hesitation +in expressing our preference, on public grounds, to the +alternative that proposes to fix the break of gauges at Bristol +and Oxford, rather than at Birmingham and Rugby.</p> +<p>Another important advantage offered by the London and +Birmingham scheme, and intimately connected with the question of +the gauge, is the arrangement by which it is proposed to lay down +an additional double line of rails throughout the mineral +district, to be devoted entirely to the accommodation of the +mineral traffic.</p> +<p>We have already seen that the production of iron of the +district requires a continued interchange of coals, lime, +ironstone, and other raw materials among the different mines and +works, to the extent of about 4,000,000 tons annually.</p> +<p>It is only by obtaining ready access to the Railway by means +of short branches or tramroads from those mines and works, that +the benefits contemplated from the introduction of Railway +communication can be fully realized. But if this is to be +the case, and if any considerable portion of this immense local +traffic is to pass by Railway, it is manifest that the rails so +used could not be rendered available without extreme danger and +inconvenience for the general traffic. Even the export +trade alone in coals and iron could not be conducted with +convenience upon the same line of rails as the passenger traffic, +and would require a separate line of rails in order to allow the +waggons passing and repassing from the different works within the +district to reach without interruption some principal station at +its extremity, where trains of the proper size could be formed +and dispatched to distant points. This object would be very +imperfectly fulfilled by the plan proposed by the wide-gauge +Railway, of laying down an extra rail, or pair of rails, on the +narrow gauge, inside the principal rails, which would, in fact, +obviate none of the objections to the accumulation of slow +mineral trains upon the main passenger line, and would allow of +no access by lateral tramroads, without cutting up the main line +by crossings. It is represented also that the waggons of +the wide gauge are, from their greater weight and size, ill +adapted for the purposes of the mineral traffic.</p> +<p>The arrangement in question, of an additional double line of +rails, is equally proposed by the line from Birmingham to +Shrewsbury, <i>viâ</i> Dudley and Wolverhampton, which +traverses the same mineral district, and must be considered as, +to a great extent, identified with the Tring or London and +Birmingham scheme.</p> +<p>The case of the Shrewsbury line, as compared with the +competing scheme of the Grand Junction Company, which stops at +Wolverhampton, depends very much on the same arguments, of the +importance of opening up the Staffordshire mineral field by +Railway communication, which have been already adduced in favour +of the Tring line; and the objections to it on the part of the +Canal and other interests are of the same description. The +arrangements proposed for supplying the local wants of the +district are also of the same nature, and the plans and sections +of the two lines correspond, so that the portion between Dudley +and Wolverhampton is common to the two; the understanding being +that, if both are sanctioned by Parliament, this portion is to be +made by the Shrewsbury Company, and used on equitable conditions +by the other Company.</p> +<p>The Great Western scheme, on the other hand, introduces a +different gauge and different arrangements, and adopts a +different line between Dudley and Wolverhampton, so that its +existence is hardly compatible with that of the Shrewsbury +scheme.</p> +<p>For the reasons stated we are therefore of opinion that, for +the purpose of accommodating the great mineral district of +Staffordshire, the combined scheme of the Tring and Shrewsbury +lines is preferable to any other that has been proposed.</p> +<p>The Tring scheme is equally superior for the local +accommodation of Kidderminster, Stourbridge, and Stourport, to +which it gives better stations, by pursuing a lower level along +the bottom of the valleys, and it admits of more easy extension +towards Leominster, Ludlow, and the West. Between Worcester +and London it accommodates, as we have already seen, a larger +population; and therefore, on the whole, both in these respects +and in the important particular of the gauge, it seems to us to +be in itself decidedly preferable to the competing Great Western +scheme.</p> +<p>It remains to be seen whether there are any other +considerations which might modify this conclusion.</p> +<p><!-- page 9--><a name="page9"></a><span class="pagenum">p. +9</span>It is urged, that the concession of this line to a +Company promoted by the London and Birmingham Company, will +constitute a great monopoly, extending over a vast extent of +country, while, by giving it to the Great Western Company, a +competition would be introduced, from which the Public might +derive benefit. On the other hand, it may be said that, to +allow the Great Western Company to embrace, by their influence, +not only the whole western communications of the island, but also +the whole of South Wales, and the whole district up to Worcester +and Birmingham, would be to establish a monopoly much more +gigantic than that of the London and Birmingham. This +latter monopoly would also be more obviously objectionable, +inasmuch as an interest adverse to the Public would at once be +established if the line from London to Worcester and +Wolverhampton, and that from Bristol to Birmingham, were to be in +the same hands, and upon the same wide gauge, as the line now +proposed through South Wales. The accommodation of +Herefordshire, Worcestershire, South Wales, and the important +districts lying to the west of the present lines of Railway, will +evidently, at no distant period, require not only a wide-gauge +Railway along the Southern coast, to place them in communication +with London, but also a narrow-gauge Railway to place them in +direct and unbroken communication, through Birmingham, with the +manufacturing districts and the great Railway system of the rest +of the kingdom.</p> +<p>The extension of such a Railway would be greatly facilitated +by the establishment of the narrow gauge, and of an interest +independent of the Great Western, in the Worcester district, and, +on the other hand, would be greatly impeded if that district were +assigned to the Great Western interest and to the wide gauge.</p> +<p>In respect therefore of the general question of monopoly, it +appears to us that nothing would be gained by substituting that +of the Great Western for that of the London and Birmingham, which +is the only alternative; at the same time, if the latter Company +had shown no disposition to meet the fair demands of the Public +by a reduction of rates, and to obviate the objections of +monopoly by the offer of reasonable guarantees, it might perhaps +have become necessary, notwithstanding the disadvantages of the +Great Western scheme, in respect of the gauge and other points, +to adopt this alternative.</p> +<p>This is, however, by no means the case; but, on the contrary, +the London and Birmingham Company have come forward voluntarily +to offer guarantees and conditions of a very advantageous +character.</p> +<p>They offer, on condition of their Worcester scheme being +sanctioned, at once to meet the objections of monopoly, by +inserting in their Act the following provisions:</p> +<p>1. The whole of the Railways under their control, +including the existing London and Birmingham Railway, to become +subject to the options of revision and purchase contained in the +Act of last year: the option of revision, however, at 10 per +cent. to accrue at an earlier period than that of 20 years, +specified in the Act.</p> +<p>2. A revised tariff to be framed for the whole of the +said Railways, including the London and Birmingham Railway, upon +the principle of fixing <i>maximum</i> rates for passengers and +goods lower than those at present charged, and at as low a level +as those charged upon any of the principal Northern Railways.</p> +<p>3. One article of such tariff to be, that coals and iron +are to be carried at rates not exceeding 1<i>d.</i> per ton per +mile, including toll and locomotive power.</p> +<p>4. All differences with other Railway Companies, by +which the public safety or convenience are affected, to be +referred to the Board of Trade, or other competent authority for +that purpose established by Parliament.</p> +<p>6. The London and Birmingham Company to pledge the whole +revenue of their existing line for the completion of the proposed +undertaking within a reasonable time.</p> +<p>It appears to us that these guarantees hold out for the Public +a prospect of permanent and certain advantage greatly beyond +anything that could be expected from the competition of two great +Companies, who would be urged by every motive of interest to +combine.</p> +<p>We attach the greatest importance to the security obtained for +the cheap transit of coals and minerals. Not only will a +great benefit be thereby, as we believe, secured for the +important mineral districts of Staffordshire and the Midland +Counties, but also a still more important benefit for the poorer +and <!-- page 10--><a name="page10"></a><span class="pagenum">p. +10</span>industrious classes, and for the consumers of coals +generally throughout the Southern and Western Counties, and in +the Metropolis.</p> +<p>The charge of conveyance of coals by Railway from South +Staffordshire or Derbyshire to London will not exceed 11<i>s.</i> +or 12<i>s.</i> per ton, and it has been stated to us, that, after +payment of all charges, good house coals could be sold here, with +a profit, at prices not exceeding 20<i>s.</i> per ton.</p> +<p>During the recent frost and easterly winds the price of coals +in London has been as high as 40<i>s.</i> per ton; and during the +winter the price frequently exceeds 30<i>s.</i> for coals of +ordinary quality. When we consider how materially the +comfort of all classes, more especially of those in humble +circumstances, depends on a regular supply of cheap coal, and +also how much the employment of industry is affected by the same +circumstances, and when we bear in mind that a saving of every +shilling per ton on the average consumption of the Metropolis is +equivalent to an annual saving to its inhabitants of +150,000<i>l.</i>, it is impossible not to appreciate the +importance of insuring low rates of charge upon the principal +Railways which are in connexion with the great inland coal +fields.</p> +<p>In other respects also we think that the introduction of a +system of moderate charges upon the London and Birmingham and its +tributary Railways, will be calculated to afford great advantage +to important commercial interests, and to the community at large, +while we see every reason to hope that it will not be +unproductive of benefit to the Company itself. We must +remember, however, that this latter point is, to a certain +extent, experimental, and that it is highly important to obtain +voluntarily from the Company guarantees of a permanent +character.</p> +<p>It must not be forgotten that, without some arrangement of +this sort, the Company, if so disposed, has a perfect legal right +to resort to charges so high as greatly to inconvenience the +Public, and that, under an altered state of things, with a +depressed money-market, and all fear of immediate competition +removed, it is by no means certain that it might not find it for +its interest to do so.</p> +<p>We have also the authority of the Select Committee of last +Session for attaching great importance to the prospective +guarantee, for the future, in the shape of options of revision or +purchase, which are now voluntarily offered by one of the first +Railway Companies in the kingdom, whose line could not be, +otherwise than by their own consent, subjected to the operation +of any conditions not contained in their original Act.</p> +<p>On the whole, therefore, when we consider on the one hand the +superior advantages afforded by the London and Birmingham scheme +in itself, and by the adoption of the narrow gauge, and on the +other the great advantages offered by the London and Birmingham +Company, in connexion with it, over their whole system, and the +ample guarantees given against any possible abuses of monopoly, +we can arrive at no other conclusion than that the scheme +promoted by that Company is preferable on public grounds to the +competing scheme, which is inferior in itself, and which holds +out no such collateral advantages.</p> +<p>Having already referred to the Shrewsbury, Wolverhampton, +Dudley, and Birmingham scheme, as connected, in a great measure, +with those between Worcester and Wolverhampton, it will be +convenient to include this scheme in the present Report.</p> +<p>We have stated that the general question involved in the +comparison of this scheme with the competing line proposed by the +Grand Junction Company is, that the latter joins the Grand +Junction line at Wolverhampton, and thus affords no accommodation +to the mineral district between Wolverhampton and Birmingham.</p> +<p>If the views which we have stated in regard to the importance +of opening up this district by Railway communication are correct, +this consideration alone is sufficient to give a decided +preference to the more extended scheme. It also appears to +us, that to entrust the branch to Shrewsbury to the Grand +Junction Company would be open to the objection which we have +stated in our previous Report upon the South Eastern schemes, +when discussing the general policy of giving a preference to +lines proposed by existing Companies for the accommodation of +adjoining districts, viz. that there may be danger in giving such +preference where the scheme proposed by the existing Company, +although insufficient for the complete accommodation of the +district to be provided for, may yet <!-- page 11--><a +name="page11"></a><span class="pagenum">p. 11</span>be sufficient +to throw impediments in the way of other parties coming forward +with more extensive schemes.</p> +<p>A line to Shrewsbury, in the hands of the Grand Junction +Company, would manifestly be not unlikely to be used for the +purposes of protection against competition, rather than of +encouragement to Extensions beyond Shrewsbury, and to the +legitimate development of the traffic. It appears to us, +therefore, that, under the peculiar circumstances of the case, +the fact of the Shrewsbury and Birmingham line being promoted by +a substantial and independent local party, is a legitimate ground +of preference, in addition to that already pointed out, of the +superior advantages afforded by the independent line to the +populous mining district between Wolverhampton and +Birmingham.</p> +<p>As regards the line between Shrewsbury and Stafford, of which +plans and sections have likewise been deposited by the Grand +Junction Company, it appears sufficient to say, that although as +a mere line for the town of Shrewsbury, it might afford +considerable advantages, it accomplishes none of the more +important advantages for the district at large which are held out +by the line to Birmingham.</p> +<p>We are of opinion, therefore, that the latter line is +preferable to all the competing schemes proposed, upon general +grounds of public policy; and we are aware of no public reasons +why it should not receive the sanction of Parliament.</p> +<p>At the same time, there are points of detail connected with +it, more especially as regards the mode of passing through the +town of Birmingham, and of effecting a junction with the London +and Birmingham Railway, to which we think that the attention of +Parliament should be especially directed. With regard to +the first point, it depends to a great extent upon considerations +of private property, which we are precluded from entertaining; +but with regard to the second point, it appears to us of the +greatest importance that provision should be made for an +uninterrupted and convenient junction in Birmingham between the +projected line and that of the London and Birmingham Railway.</p> +<p style="text-align: center">* * * * *</p> +<p>In conclusion, we beg to draw attention to the passage of the +Fifth Report of the Select Committee of last year, in which it is +stated, in recommending that Reports should be made to Parliament +by this department upon Railway Schemes, “That no such +Report should be held to prejudice the claims of private persons, +the examination of which should be altogether reserved to the +Houses of the Legislature.”</p> +<p>In submitting to Parliament, in conformity with the +recommendations of that Committee, the results at which we have +arrived, with a view to the information and assistance of +Parliament in forming a judgment upon the schemes in question, in +so far as our Report may be available for that purpose, we are +anxious that it should be distinctly understood that we have +arrived at these results solely upon public grounds, and to the +exclusion of all considerations how far such results might +require to be modified by a due regard for private rights and +interests.</p> +<p>DALHOUSIE.</p> +<p>C. W. PASLEY.</p> +<p>G. R. PORTER.</p> +<p>D. O’BRIEN.</p> +<p>S. LAING.</p> +<p style="text-align: center">* * * * *</p> +<p style="text-align: center"><!-- page 12--><a +name="page12"></a><span class="pagenum">p. 12</span>RAILWAYS.</p> +<p style="text-align: center">MAP<br /> +<span class="smcap">of the several</span><br /> +PROJECTED RAILWAYS,<br /> +<span class="smcap">in the</span><br /> +WORCESTER, WOLVERHAMPTON, &c,<br /> +DIVISION.</p> +<p style="text-align: center">(Broad and Narrow Gauges.)</p> +<p style="text-align: center"><span class="smcap">referred to in +the</span></p> +<p style="text-align: center">REPORT of the <span +class="smcap">Railway Department</span> of the <span +class="smcap">Board</span> of <span class="smcap">Trade</span> on +the <span class="smcap">London</span>, <span +class="smcap">Worcester</span>, <span class="smcap">and +Wolverhampton</span>, and on the <span class="smcap">Birmingham +and Shrewsbury Districts</span>.</p> +<p style="text-align: center"><i>Ordered</i>, <i>by</i> The House +of Commons, <i>to be Printed</i>,<br /> +28 <i>February</i> 1845.</p> +<p style="text-align: center"> +<a href="images/mapb.jpg"> +<img alt="Map of the projected railways" src="images/maps.jpg" /> +</a></p> +<p>***END OF THE PROJECT GUTENBERG EBOOK REPORT OF THE RAILWAY DEPARTMENT ***</p> +<pre> + + +***** This file should be named 20388-h.htm or 20388-h.zip****** + + +This and all associated files of various formats will be found in: +http://www.gutenberg.org/dirs/2/0/3/8/20388 + + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. Special rules, +set forth in the General Terms of Use part of this license, apply to +copying and distributing Project Gutenberg-tm electronic works to +protect the PROJECT GUTENBERG-tm concept and trademark. Project +Gutenberg is a registered trademark, and may not be used if you +charge for the eBooks, unless you receive specific permission. If you +do not charge anything for copies of this eBook, complying with the +rules is very easy. You may use this eBook for nearly any purpose +such as creation of derivative works, reports, performances and +research. They may be modified and printed and given away--you may do +practically ANYTHING with public domain eBooks. Redistribution is +subject to the trademark license, especially commercial +redistribution. + + + +*** START: FULL LICENSE *** + +THE FULL PROJECT GUTENBERG LICENSE +PLEASE READ THIS BEFORE YOU DISTRIBUTE OR USE THIS WORK + +To protect the Project Gutenberg-tm mission of promoting the free +distribution of electronic works, by using or distributing this work +(or any other work associated in any way with the phrase "Project +Gutenberg"), you agree to comply with all the terms of the Full Project +Gutenberg-tm License (available with this file or online at +http://www.gutenberg.org/license). + + +Section 1. General Terms of Use and Redistributing Project Gutenberg-tm +electronic works + +1.A. By reading or using any part of this Project Gutenberg-tm +electronic work, you indicate that you have read, understand, agree to +and accept all the terms of this license and intellectual property +(trademark/copyright) agreement. If you do not agree to abide by all +the terms of this agreement, you must cease using and return or destroy +all copies of Project Gutenberg-tm electronic works in your possession. +If you paid a fee for obtaining a copy of or access to a Project +Gutenberg-tm electronic work and you do not agree to be bound by the +terms of this agreement, you may obtain a refund from the person or +entity to whom you paid the fee as set forth in paragraph 1.E.8. + +1.B. "Project Gutenberg" is a registered trademark. It may only be +used on or associated in any way with an electronic work by people who +agree to be bound by the terms of this agreement. There are a few +things that you can do with most Project Gutenberg-tm electronic works +even without complying with the full terms of this agreement. See +paragraph 1.C below. There are a lot of things you can do with Project +Gutenberg-tm electronic works if you follow the terms of this agreement +and help preserve free future access to Project Gutenberg-tm electronic +works. See paragraph 1.E below. + +1.C. The Project Gutenberg Literary Archive Foundation ("the Foundation" +or PGLAF), owns a compilation copyright in the collection of Project +Gutenberg-tm electronic works. Nearly all the individual works in the +collection are in the public domain in the United States. If an +individual work is in the public domain in the United States and you are +located in the United States, we do not claim a right to prevent you from +copying, distributing, performing, displaying or creating derivative +works based on the work as long as all references to Project Gutenberg +are removed. Of course, we hope that you will support the Project +Gutenberg-tm mission of promoting free access to electronic works by +freely sharing Project Gutenberg-tm works in compliance with the terms of +this agreement for keeping the Project Gutenberg-tm name associated with +the work. You can easily comply with the terms of this agreement by +keeping this work in the same format with its attached full Project +Gutenberg-tm License when you share it without charge with others. + +1.D. The copyright laws of the place where you are located also govern +what you can do with this work. Copyright laws in most countries are in +a constant state of change. If you are outside the United States, check +the laws of your country in addition to the terms of this agreement +before downloading, copying, displaying, performing, distributing or +creating derivative works based on this work or any other Project +Gutenberg-tm work. The Foundation makes no representations concerning +the copyright status of any work in any country outside the United +States. + +1.E. Unless you have removed all references to Project Gutenberg: + +1.E.1. The following sentence, with active links to, or other immediate +access to, the full Project Gutenberg-tm License must appear prominently +whenever any copy of a Project Gutenberg-tm work (any work on which the +phrase "Project Gutenberg" appears, or with which the phrase "Project +Gutenberg" is associated) is accessed, displayed, performed, viewed, +copied or distributed: + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + +1.E.2. If an individual Project Gutenberg-tm electronic work is derived +from the public domain (does not contain a notice indicating that it is +posted with permission of the copyright holder), the work can be copied +and distributed to anyone in the United States without paying any fees +or charges. If you are redistributing or providing access to a work +with the phrase "Project Gutenberg" associated with or appearing on the +work, you must comply either with the requirements of paragraphs 1.E.1 +through 1.E.7 or obtain permission for the use of the work and the +Project Gutenberg-tm trademark as set forth in paragraphs 1.E.8 or +1.E.9. + +1.E.3. If an individual Project Gutenberg-tm electronic work is posted +with the permission of the copyright holder, your use and distribution +must comply with both paragraphs 1.E.1 through 1.E.7 and any additional +terms imposed by the copyright holder. Additional terms will be linked +to the Project Gutenberg-tm License for all works posted with the +permission of the copyright holder found at the beginning of this work. + +1.E.4. Do not unlink or detach or remove the full Project Gutenberg-tm +License terms from this work, or any files containing a part of this +work or any other work associated with Project Gutenberg-tm. + +1.E.5. Do not copy, display, perform, distribute or redistribute this +electronic work, or any part of this electronic work, without +prominently displaying the sentence set forth in paragraph 1.E.1 with +active links or immediate access to the full terms of the Project +Gutenberg-tm License. + +1.E.6. You may convert to and distribute this work in any binary, +compressed, marked up, nonproprietary or proprietary form, including any +word processing or hypertext form. However, if you provide access to or +distribute copies of a Project Gutenberg-tm work in a format other than +"Plain Vanilla ASCII" or other format used in the official version +posted on the official Project Gutenberg-tm web site (www.gutenberg.org), +you must, at no additional cost, fee or expense to the user, provide a +copy, a means of exporting a copy, or a means of obtaining a copy upon +request, of the work in its original "Plain Vanilla ASCII" or other +form. Any alternate format must include the full Project Gutenberg-tm +License as specified in paragraph 1.E.1. + +1.E.7. Do not charge a fee for access to, viewing, displaying, +performing, copying or distributing any Project Gutenberg-tm works +unless you comply with paragraph 1.E.8 or 1.E.9. + +1.E.8. You may charge a reasonable fee for copies of or providing +access to or distributing Project Gutenberg-tm electronic works provided +that + +- You pay a royalty fee of 20% of the gross profits you derive from + the use of Project Gutenberg-tm works calculated using the method + you already use to calculate your applicable taxes. The fee is + owed to the owner of the Project Gutenberg-tm trademark, but he + has agreed to donate royalties under this paragraph to the + Project Gutenberg Literary Archive Foundation. Royalty payments + must be paid within 60 days following each date on which you + prepare (or are legally required to prepare) your periodic tax + returns. Royalty payments should be clearly marked as such and + sent to the Project Gutenberg Literary Archive Foundation at the + address specified in Section 4, "Information about donations to + the Project Gutenberg Literary Archive Foundation." + +- You provide a full refund of any money paid by a user who notifies + you in writing (or by e-mail) within 30 days of receipt that s/he + does not agree to the terms of the full Project Gutenberg-tm + License. You must require such a user to return or + destroy all copies of the works possessed in a physical medium + and discontinue all use of and all access to other copies of + Project Gutenberg-tm works. + +- You provide, in accordance with paragraph 1.F.3, a full refund of any + money paid for a work or a replacement copy, if a defect in the + electronic work is discovered and reported to you within 90 days + of receipt of the work. + +- You comply with all other terms of this agreement for free + distribution of Project Gutenberg-tm works. + +1.E.9. If you wish to charge a fee or distribute a Project Gutenberg-tm +electronic work or group of works on different terms than are set +forth in this agreement, you must obtain permission in writing from +both the Project Gutenberg Literary Archive Foundation and Michael +Hart, the owner of the Project Gutenberg-tm trademark. Contact the +Foundation as set forth in Section 3 below. + +1.F. + +1.F.1. Project Gutenberg volunteers and employees expend considerable +effort to identify, do copyright research on, transcribe and proofread +public domain works in creating the Project Gutenberg-tm +collection. Despite these efforts, Project Gutenberg-tm electronic +works, and the medium on which they may be stored, may contain +"Defects," such as, but not limited to, incomplete, inaccurate or +corrupt data, transcription errors, a copyright or other intellectual +property infringement, a defective or damaged disk or other medium, a +computer virus, or computer codes that damage or cannot be read by +your equipment. + +1.F.2. LIMITED WARRANTY, DISCLAIMER OF DAMAGES - Except for the "Right +of Replacement or Refund" described in paragraph 1.F.3, the Project +Gutenberg Literary Archive Foundation, the owner of the Project +Gutenberg-tm trademark, and any other party distributing a Project +Gutenberg-tm electronic work under this agreement, disclaim all +liability to you for damages, costs and expenses, including legal +fees. YOU AGREE THAT YOU HAVE NO REMEDIES FOR NEGLIGENCE, STRICT +LIABILITY, BREACH OF WARRANTY OR BREACH OF CONTRACT EXCEPT THOSE +PROVIDED IN PARAGRAPH F3. YOU AGREE THAT THE FOUNDATION, THE +TRADEMARK OWNER, AND ANY DISTRIBUTOR UNDER THIS AGREEMENT WILL NOT BE +LIABLE TO YOU FOR ACTUAL, DIRECT, INDIRECT, CONSEQUENTIAL, PUNITIVE OR +INCIDENTAL DAMAGES EVEN IF YOU GIVE NOTICE OF THE POSSIBILITY OF SUCH +DAMAGE. + +1.F.3. LIMITED RIGHT OF REPLACEMENT OR REFUND - If you discover a +defect in this electronic work within 90 days of receiving it, you can +receive a refund of the money (if any) you paid for it by sending a +written explanation to the person you received the work from. If you +received the work on a physical medium, you must return the medium with +your written explanation. The person or entity that provided you with +the defective work may elect to provide a replacement copy in lieu of a +refund. If you received the work electronically, the person or entity +providing it to you may choose to give you a second opportunity to +receive the work electronically in lieu of a refund. If the second copy +is also defective, you may demand a refund in writing without further +opportunities to fix the problem. + +1.F.4. Except for the limited right of replacement or refund set forth +in paragraph 1.F.3, this work is provided to you 'AS-IS', WITH NO OTHER +WARRANTIES OF ANY KIND, EXPRESS OR IMPLIED, INCLUDING BUT NOT LIMITED TO +WARRANTIES OF MERCHANTIBILITY OR FITNESS FOR ANY PURPOSE. + +1.F.5. Some states do not allow disclaimers of certain implied +warranties or the exclusion or limitation of certain types of damages. +If any disclaimer or limitation set forth in this agreement violates the +law of the state applicable to this agreement, the agreement shall be +interpreted to make the maximum disclaimer or limitation permitted by +the applicable state law. The invalidity or unenforceability of any +provision of this agreement shall not void the remaining provisions. + +1.F.6. INDEMNITY - You agree to indemnify and hold the Foundation, the +trademark owner, any agent or employee of the Foundation, anyone +providing copies of Project Gutenberg-tm electronic works in accordance +with this agreement, and any volunteers associated with the production, +promotion and distribution of Project Gutenberg-tm electronic works, +harmless from all liability, costs and expenses, including legal fees, +that arise directly or indirectly from any of the following which you do +or cause to occur: (a) distribution of this or any Project Gutenberg-tm +work, (b) alteration, modification, or additions or deletions to any +Project Gutenberg-tm work, and (c) any Defect you cause. + + +Section 2. Information about the Mission of Project Gutenberg-tm + +Project Gutenberg-tm is synonymous with the free distribution of +electronic works in formats readable by the widest variety of computers +including obsolete, old, middle-aged and new computers. It exists +because of the efforts of hundreds of volunteers and donations from +people in all walks of life. + +Volunteers and financial support to provide volunteers with the +assistance they need, is critical to reaching Project Gutenberg-tm's +goals and ensuring that the Project Gutenberg-tm collection will +remain freely available for generations to come. In 2001, the Project +Gutenberg Literary Archive Foundation was created to provide a secure +and permanent future for Project Gutenberg-tm and future generations. +To learn more about the Project Gutenberg Literary Archive Foundation +and how your efforts and donations can help, see Sections 3 and 4 +and the Foundation web page at http://www.gutenberg.org/fundraising/pglaf. + + +Section 3. Information about the Project Gutenberg Literary Archive +Foundation + +The Project Gutenberg Literary Archive Foundation is a non profit +501(c)(3) educational corporation organized under the laws of the +state of Mississippi and granted tax exempt status by the Internal +Revenue Service. The Foundation's EIN or federal tax identification +number is 64-6221541. Contributions to the Project Gutenberg +Literary Archive Foundation are tax deductible to the full extent +permitted by U.S. federal laws and your state's laws. + +The Foundation's principal office is located at 4557 Melan Dr. S. +Fairbanks, AK, 99712., but its volunteers and employees are scattered +throughout numerous locations. Its business office is located at +809 North 1500 West, Salt Lake City, UT 84116, (801) 596-1887, email +business@pglaf.org. Email contact links and up to date contact +information can be found at the Foundation's web site and official +page at http://www.gutenberg.org/about/contact + +For additional contact information: + Dr. Gregory B. Newby + Chief Executive and Director + gbnewby@pglaf.org + +Section 4. Information about Donations to the Project Gutenberg +Literary Archive Foundation + +Project Gutenberg-tm depends upon and cannot survive without wide +spread public support and donations to carry out its mission of +increasing the number of public domain and licensed works that can be +freely distributed in machine readable form accessible by the widest +array of equipment including outdated equipment. Many small donations +($1 to $5,000) are particularly important to maintaining tax exempt +status with the IRS. + +The Foundation is committed to complying with the laws regulating +charities and charitable donations in all 50 states of the United +States. Compliance requirements are not uniform and it takes a +considerable effort, much paperwork and many fees to meet and keep up +with these requirements. We do not solicit donations in locations +where we have not received written confirmation of compliance. To +SEND DONATIONS or determine the status of compliance for any +particular state visit http://www.gutenberg.org/fundraising/donate + +While we cannot and do not solicit contributions from states where we +have not met the solicitation requirements, we know of no prohibition +against accepting unsolicited donations from donors in such states who +approach us with offers to donate. + +International donations are gratefully accepted, but we cannot make +any statements concerning tax treatment of donations received from +outside the United States. U.S. laws alone swamp our small staff. + +Please check the Project Gutenberg Web pages for current donation +methods and addresses. Donations are accepted in a number of other +ways including checks, online payments and credit card donations. +To donate, please visit: +http://www.gutenberg.org/fundraising/donate + + +Section 5. General Information About Project Gutenberg-tm electronic +works. + +Professor Michael S. Hart is the originator of the Project Gutenberg-tm +concept of a library of electronic works that could be freely shared +with anyone. For thirty years, he produced and distributed Project +Gutenberg-tm eBooks with only a loose network of volunteer support. + +Project Gutenberg-tm eBooks are often created from several printed +editions, all of which are confirmed as Public Domain in the U.S. +unless a copyright notice is included. Thus, we do not necessarily +keep eBooks in compliance with any particular paper edition. + +Most people start at our Web site which has the main PG search facility: + + http://www.gutenberg.org + +This Web site includes information about Project Gutenberg-tm, +including how to make donations to the Project Gutenberg Literary +Archive Foundation, how to help produce our new eBooks, and how to +subscribe to our email newsletter to hear about new eBooks. + +</pre></body> +</html> diff --git a/20388-h/images/mapb.jpg b/20388-h/images/mapb.jpg Binary files differnew file mode 100644 index 0000000..ee91de9 --- /dev/null +++ b/20388-h/images/mapb.jpg diff --git a/20388-h/images/maps.jpg b/20388-h/images/maps.jpg Binary files differnew file mode 100644 index 0000000..a0450cc --- /dev/null +++ b/20388-h/images/maps.jpg diff --git a/20388.txt b/20388.txt new file mode 100644 index 0000000..300c2f3 --- /dev/null +++ b/20388.txt @@ -0,0 +1,1276 @@ +The Project Gutenberg eBook, Report of the Railway Department of the Board +of Trade on the London, Worcester, and Wolverhampton, and on the +Birmingham and Shrewsbury Districts, by Samuel Laing, et al + + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + + + + +Title: Report of the Railway Department of the Board of Trade on the + London, Worcester, and Wolverhampton, and on the Birmingham and + Shrewsbury Districts + + +Author: Samuel Laing + + + +Release Date: January 16, 2007 [eBook #20388] + +Language: English + +Character set encoding: ISO-646-US (US-ASCII) + + +***START OF THE PROJECT GUTENBERG EBOOK REPORT OF THE RAILWAY DEPARTMENT *** + + + + +Transcribed by David Price, email ccx074@pglaf.org + + + + + +RAILWAYS. +REPORT of the RAILWAY DEPARTMENT of the BOARD of TRADE on the _London_, +_Worcester_, and _Wolverhampton_, and on the _Birmingham_ and _Shrewsbury +Districts_. + + +(_Presented to Parliament by Her Majesty's Command_.) + +_Ordered_, _by_ The House of Commons, _to be Printed_, +28 _February_ 1845. + +83--2. + +_Under 2 oz._ + +Railway Department, Board of Trade, +Whitehall, 28 February 1845. + +The Board constituted by Minute of the Lords of the Committee of Privy +Council for Trade, for the transaction of Railway business, having had +under consideration the different schemes deposited with the Railway +Department for extending Railway communication between London, Worcester, +and Wolverhampton, and in the district intermediate between the London +and Birmingham and Great Western Railways, and also, in connexion with +the above, the schemes for extending Railway communication between +Birmingham and Shrewsbury, have determined on submitting the following +Report thereon for the consideration of Parliament. + +The object of the first class of schemes in question is to supply Railway +communication to the great mining district of Staffordshire, lying south +of Wolverhampton, to the towns of Kidderminster, Stourbridge, Stourport, +Worcester, &c., and to the district north of Oxford, intermediate between +the Great Western and London and Birmingham Railways. + +For this purpose two competing schemes are proposed; one, which is +promoted by the London and Birmingham Company, comprises a line from +Rugby to Oxford, and another from Wolverhampton, through Worcester and +Banbury, to join the London and Birmingham line at Tring; the other +scheme consists of a line from Oxford to Rugby, which is proposed to be +made by the Great Western Company; and of another line from Oxford to +Worcester and Wolverhampton, which is undertaken by an independent +Company, but in connexion with the Great Western Company, and which must +be considered as forming, with the Oxford and Rugby line, one scheme, +competing with the former. + +For the sake of brevity we shall distinguish these as the "London and +Birmingham or Tring Scheme," and the "Great Western or Oxford Scheme." +Their general direction will be easily understood by reference to the +accompanying map. + +In their general features and objects the two schemes are so nearly +identical that the two manifestly cannot stand together. A further +scheme for the accommodation of the country between Worcester and +Wolverhampton, was proposed by the Birmingham and Gloucester Company, but +it is understood that arrangements have been made by which this scheme is +withdrawn in favour of the London and Birmingham scheme, to which it was +moreover inferior in several important respects, so that we may consider +the question as reduced to one of competition between the schemes of the +two great Companies. + +The first point is, whether a sufficient public case can be established +to justify the construction of any Railway at all throughout the +districts in question. As regards the South Staffordshire district, this +point has been disputed by various Canal interests, who urge that the +district is already sufficiently well supplied by water communication, +and that the introduction of Railways, by destroying the resources and +crippling the efficiency of such water communications, will be productive +of injury rather than of benefit to the Public. Various special reasons +have been urged in support of this view, more especially with reference +to the mineral district of which Dudley may be considered as the centre. +It is said that the Birmingham Canal Company have, at a great expense, +created a very complete and efficient system of water communication +throughout this district; that a right is reserved of making branch +Canals to all mines and works within certain limits, which right would be +to a certain extent defeated by running a Railway parallel to the +existing Canal, to the injury both of the Canal Company, and of the +owners of the mines and works so cut off; that the management and charges +of the Canal Company have always been of the most liberal description; +and finally, that owing to the peculiar nature of the district, in which +great excavations have been made for mining purposes, Railways cannot be +carried through it without danger. + +It will be readily conceded that the importance of the district in +question is such as to entitle it to require the best means of +communication, whether by Canal or Railway. Between Wolverhampton and +Stourbridge there are at present about 100 blast furnaces in work, +producing about 468,000 tons of pig iron annually. In order to produce +this quantity, nearly 4,000,000 tons of coals, lime, ironstone, and other +raw materials are consumed, which are raised from the mines of the +district, and transported to the various furnaces, forges and founderies. + +The export of iron from the district is about 240,000 tons annually, in +addition to large quantities of heavy hardwares, tin plates, glass, and +other goods. The export of coal is also very large, and might be greatly +augmented by increased facilities of communication. + +The population, depending for support on the iron-works, mines, and +manufactories of the district, is estimated at not less than 230,000; and +the total population of the respective towns and places between +Wolverhampton and Worcester, which would be benefited by the proposed +Railway communication, is believed to exceed 300,000. + +Among these towns may be mentioned Kidderminster, a place of considerable +manufacturing importance, and great intercourse with different parts of +the kingdom; Droitwich, with its extensive salt works; Stourbridge, +Stourport and Worcester. + +The construction of a Railway in this direction will also lead, in all +probability, to extensions into the fertile agricultural district on the +west of the Severn, towards Leominster and Ludlow. + +The claim of the district, therefore, to the most improved mode of +communication can hardly be disputed; and whatever claims Canal Companies +may have from benefits previously conferred, or from past liberality of +management, such claims cannot be considered by us in any other light +than those of other private interests, unless in so far as they may be +based upon public considerations. + +Our Report will not, in any way, prejudice or affect the right of those +Canal Companies to have their vested interests, if any, carefully +considered by the Legislature. + +Upon public grounds, therefore, we have merely had to consider the +allegation that the interests of the district will not be promoted by the +introduction of Railways, and that Railways cannot be constructed through +it without danger. + +Upon the first point it seems sufficient to refer to the unanimous +opinion of the parties principally interested, and who have the best +opportunities of judging of the effects likely to follow from the +introduction of Railways. The only difference of opinion has arisen from +the anxiety of the parties to obtain a Railway of some description or +other, which has led them to support different competing schemes; but all +parties have united in the strongest representations of the vital +importance to the district of obtaining a good Railway communication, in +addition to those afforded by the Canals. A memorial signed by the +representatives of 46 iron-works, 57 furnaces, and 98 collieries, in the +Staffordshire mineral district, including the trustees of Lord Ward, from +whose estate alone upwards of 1,000,000 tons of coal and iron are raised +annually, in favour of the London and Birmingham scheme; and another +memorial, representing 37 iron-works, and 9 collieries, in favour of the +Great Western scheme, were presented to us; the memorialists in each case +urging in the strongest manner the advantages of Railway communication to +the district. + +It is stated, that without such communication, they have to compete at a +great disadvantage with the iron districts of South Wales and Scotland, +which, from their readier access to the sea, can convey their products to +market at a cheaper rate. The Canals are stated to be not only more +tedious and expensive, but subject to serious interruptions, often for +weeks together, from frost in winter and drought in summer. In short, it +is urged that the apprehensions of the Canal Companies are the best test +of the further advantage of a Railway; since unless the latter obtained a +large proportion of the heavy traffic, which it could only do by +affording the public a better and cheaper means of transport, the +interests of the Canals could not be prejudiced. + +With so strongly expressed a wish on the part of such an important +district for Railway communication, and with two great Companies +competing with one another to afford it, we do not think that, upon +public grounds, we should be justified in reporting that it ought to be +withheld on account of any apprehended interference with existing water +communications. In the case of one Canal Company, special reasons +existed which might have weighed more strongly than those derived solely +from private considerations; viz. that a guarantee had been given to +assist the Severn Navigation Commissioners to raise money for the purpose +of carrying out a great public improvement authorized by Parliament. From +this difficulty, however, as well as from the apprehension of that great +improvement being impeded by the introduction of Railways into the +district, we are relieved by the offer made by the Railway Company to +whose scheme we recommend that a preference should be given, to take upon +themselves the burden of the guarantee to the extent of any loss +sustained in consequence of the construction of the Railway, subject to +any reasonable conditions and arrangements. + +With regard to the remaining point, that of safety, it is admitted that +portions of the soil being undermined, subsidences occasionally take +place; but there appears no reason to apprehend any peculiar degree of +danger to a Railway from this source, beyond what equally affects the +Canals, Roads, Tramroads, Founderies, Mills, and other buildings of the +district, and which has never been considered an impediment to the +introduction of Railways in other mining districts. Some of the most +eminent engineers of the day, among whom may be mentioned Sir J. Rennie, +Mr. Brunel, and Mr. R. Stephenson, have proposed the lines which pass +through the district in question, and are clearly of opinion that they +may be worked without any unusual degree of danger. + +We are of opinion, therefore, that some one line of Railway is required, +and may be properly sanctioned, for the accommodation of the district in +question, between Wolverhampton and Worcester. This being conceded, the +sanction of a line in connexion with it, to connect Worcester more +directly with London, and to give communication to the large intermediate +district, appears to follow almost as a matter of course. The supply of +coals to this district, where a great reduction of price will be +effected, is alone an important object; and, on the other hand, an outlet +will be afforded for agricultural produce. A population of about 128,000 +between Worcester and Tring would be accommodated by the line in that +direction; and on the whole, taken in connexion with the Worcester and +Wolverhampton Junction, the traffic seems sufficient to justify a fair +expectation of return on the capital to be invested, as also on the Rugby +and Oxford portion of the line, which will complete a chain of direct +Railway communication from the Northern and Midland to the Southern and +South Western counties, and will afford to those counties a valuable +supply of coal from the Derbyshire collieries. + +We proceed, therefore, to investigate the subject, on the assumption that +one or other of the competing schemes promoted by the London and +Birmingham, and Great Western Companies, will be sanctioned, and that the +question is reduced to one of preference between them. + +In regard to distance, the two schemes are as nearly as possible equal, +the distance from Worcester to London being 122 miles by the Tring line, +and 119 by the Oxford line; the former, however, terminating at the +Euston Square Station, and the latter at Paddington. The number of miles +of new Railway to be constructed in either case is also nearly the same; +nor does there appear to be anything in respect of gradients or +engineering character calculated to give one scheme a decided preference +over the other. The course of the Tring line accommodates a larger +population between Worcester and London than the Oxford line; but the +importance of the districts traversed by either line, and left out by its +competitor, is hardly sufficient to give a decided superiority on a +question of such magnitude. + +A far more important feature of comparison is derived from a +consideration of the question of gauge. + +The Great Western scheme is proposed to be constructed on the wide gauge +of seven feet, used upon the different Railways of the Great Western +system; while the scheme of the London and Birmingham Company is proposed +to be constructed on the narrow gauge of 4 feet 8.5 inches, common to all +the other Railways of the kingdom. + +In order to estimate fully the importance of this question, it must be +borne in mind that the Bristol and Gloucester Railway is on the wide, +while the Birmingham and Gloucester is on the narrow gauge, and that the +inconvenience resulting from the break of the two gauges at Gloucester +has been so great as to lead to an amalgamation of the two Companies, +with a view to obviate it, by introducing uniformity of gauge throughout +between Bristol and Birmingham. From the arrangements which have been +made with this view, it is perfectly evident that upon the question of +the Worcester lines depends whether this uniformity will be proposed to +be attained, by the Birmingham and Gloucester Railway adopting the wide +gauge, or the Bristol and Gloucester adopting the narrow. + +The question, therefore, upon which we have had to form an opinion is, +whether it is better for public interests that the wide gauge should come +up to Birmingham and Rugby, or that the narrow gauge should go down to +Bristol and Oxford? + +It would be difficult to overrate the importance of this question in a +national and commercial point of view. If there is one point more fully +established than another in the practice of Railways, it is that the +inconvenience occasioned by a break upon a line of through-traffic, +occasioned by want of uniformity of gauge, is of such a serious +description as to detract most materially from the advantages of Railway +communication. + +The following description of what has actually occurred at Gloucester +during the last few months, furnished to us by a gentleman who has been +practically engaged in the management of the traffic, will give some idea +of the working of the system:-- + + "We experience the greatest possible inconvenience from the change, + both as regards passengers and goods; coals we have not attempted to + tranship. + + "In the first place as regards passengers and passenger trains: + + "The passengers and their luggage have to be hurried across from one + train to the other, when there is a chance of the luggage being + misplaced. Gentlemen's carriages and horses have to be changed, a + process uniting time and risk. Valuable parcels have to be handed out + in the confusion, and handed in. + + "The result is a delay, with the Mail-trains, for instance, of half an + hour sometimes, just sufficient if the coming-in train is after time, + to miss the Manchester or other train from Birmingham, or the Exeter + or Bath train from Bristol; annoyance to the passengers, who are + anxious about their parcels and luggage; risk, and expense, as a large + body of porters have to be maintained, who are not fully employed, in + order that no more time than is necessary should be lost in the change + of trains. + + "With regard to goods, the inconvenience attending the change is far + more serious. + + "Up to this day a great number of waggons laden with goods of all + descriptions have been lying at Gloucester, which we have been unable + to remove in spite of every exertion. We keep an establishment of + clerks and porters to superintend and effect the transhipment, but, in + the hurry of business, mistakes occur; goods destined for Hull are + perhaps put into the Manchester truck; boxes are bruised, packing + torn, furniture and brittle articles damaged. There is the chance of + mistake in the re-invoicing of goods; the other day, for instance, a + bale for Bristol was laid hold of by a carrier at Gloucester and taken + to Brecon, a claim for some 30_l._ being instantly made upon us. + + "In short, all the inconvenience, delay, and expense attending an + unloading and reloading of goods have to be encountered, and there is + nothing the senders of goods so much dread as this. The expense + involved is very considerable: there is the expense of porterage, + which varies from 3_d._ to 6_d._ per ton: the expense of clerks + employed in inspecting and invoicing the goods, the expense of + shunting the waggons, the waste of premises, the additional carrying + stock it obliges the Companies on each gauge to maintain, and, above + all, the loss of trade which is sure to result from the delay and risk + attending the change, and the advantage which uninterrupted + communications, whether by Water or Railway, are sure to have over you + in competition. + + "Much of this expense and delay, it may be said, can be obviated by + better arrangements and more care; by ample station accommodation, by + abundant carrying stock. No doubt some of it may be prevented, but + this is only another name for expense. The care, too, which is + required must not be confined to the Railways immediately affected, + but must commence on a Railway a long way off. The goods from Leeds + for Bristol, for instance, must be duly placed together at Leeds, + packed in such a manner as will enable you at Gloucester to get at + them in the best manner. They must be forwarded from Leeds, and again + from Birmingham, in such quantities as will be convenient at + Gloucester. The arrangements, in short, by which our interests at + Gloucester will be best consulted, will have to be made by another + Company, often not interested in the matter, and whose convenience may + suggest another course. You cannot, therefore, look forward to + remedying many of the difficulties attending on change of gauge, which + are of this nature." + +To the above summary of the practical inconveniences mentioned, we have +only to add, that the numerous representations addressed to us by the +principal carrying and commercial interests which have been concerned in +the traffic affected by the change of gauge at Gloucester, have fully +borne out the statement of the evils experienced, more especially with +reference to the loss, delay, and misdirection of goods. The principal +Railway Companies north of Birmingham have also made strong +representations as to the obstacle thrown in the way of a proper +development of the traffic by the break of gauge; an obstacle which, as +regards coal, iron, salt, corn, and every description of heavy goods, +they consider as amounting to a virtual prohibition. + +The question may be raised how far it is possible to obviate the +inconvenience of two different gauges by mechanical arrangements? These +arrangements may consist either-- + +1. Of contrivances for transferring the bodies of waggons from the +wheels and axles adapted for one gauge to those adapted for the other; +or-- + +2. The laying down of additional rails, so as to permit trains of either +gauge to run on without interruption. + +With regard to the first, it is stated that the experiment has been +repeatedly tried on the Liverpool and Manchester, the Newcastle and +Darlington, the Leicester and Swannington, and other Railways, where +crossed by local coal Railways of a narrower gauge, and has never +succeeded. The practical difficulties also are obvious, of securing with +waggons constructed with moveable bodies, the rigidity and solidity +requisite for safety, and to prevent excessive wear and tear, and damage +to the articles conveyed. Even if we were to suppose, however, all +mechanical difficulties overcome, the serious objection would still +remain, that in addition to the expense of transfer, a large additional +stock would require to be kept by all Railway Companies, owners of mines, +and other parties who had occasion to send traffic sometimes in the +direction where the gauge was uninterrupted, and sometimes in the +direction where waggons of a special construction were required. This +consideration is the more important as, under the system of the clearing- +house, the whole stock of the narrow-gauge Railways of the country may be +considered as becoming more and more common property, available wherever +there may be a press of business, and for as great distances as may be +required, in order to avoid the inconvenience of unloading. + +The second arrangement, of laying down additional rails, may be +practicable under peculiar circumstances, and to a limited extent, but it +is open to great objections. + +It is very doubtful how far the addition of a single rail only would be +consistent with safety, as in this case the centre of gravity of the +carriages of different gauge in the same train would not be in the same +straight line. If a complete double set of rails were laid down the +expense would be very considerable. + +The complication of switches and crossings that would be necessary would +involve considerable additional risk and great expense. The difficulty +and expense of maintaining the permanent way, and of keeping the double +set of rails in proper adjustment, would be greatly increased; and on the +whole, the expense, inconvenience, and risk, would probably be so great +as to prevent the experiment from being tried to any extent. + +We cannot therefore consider the plan of laying down additional rails as +applicable, unless perhaps to a limited extent and under special +circumstances, such as enabling, for instance, mineral waggons +constructed for the narrow gauge to pass for a short distance and at a +slow speed over a wide-gauge Railway; with which view alone it is +proposed to lay down extra rails upon the Oxford, Worcester, and +Wolverhampton line, for a few miles south of Wolverhampton. + +On the whole, therefore, we cannot consider any of the mechanical +arrangements which have been proposed for obviating the inconvenience of +a meeting of different gauges (even if we could assume their +practicability, which in the present state of experience we should not be +warranted in doing,) as anything better than partial and imperfect +palliatives of a great evil. + +Assuming this to be the case, and assuming also, as we are compelled to +do, that an interruption of gauge must exist somewhere, the question is +reduced to this: to ascertain at what points such interruption should be +fixed in order to occasion the least inconvenience to the traffic and +commerce of the country. From the fact that nearly 2,000 miles of +Railway are already made or sanctioned on the narrow gauge, while not +more than 300 are sanctioned on the wide gauge, a disproportion which +will be still more largely increased by the new Railways now in +contemplation, an inference might be drawn in favour of confining the +gauge which is in such a decided minority within the narrowest possible +limits; and this inference might be strengthened by referring to the +obvious fact that the wide gauge has not realized those decided +advantages over the narrow gauge which were at one time anticipated. The +actual speed of trains upon the Great Western Railway, as shown by the +published time-tables, and by official returns, is not so high as upon +some narrow-gauge Railways, and notwithstanding the excellence of its +gradients, very slightly higher than the average speed of other great +Railways on the narrow gauge. In respect of safety, it is manifest that +both gauges are alike unobjectionable, with due precaution and proper +management; and in respect of convenience and of economy, including the +cost both of construction and working, the opinion of a great majority of +the most eminent authorities is unfavourable to the wide gauge. + +Without wishing to express any positive opinion ourselves upon the point, +it is enough for us to say that we think there is nothing in the relative +merits of the two gauges in themselves materially to affect the question +between them, which turns upon commercial considerations. + +In this point of view the question is, as we have already observed, +whether the points of junction between the wide and narrow gauge should +be at Rugby, Birmingham and Wolverhampton, or at Oxford and Bristol. In +support of the first view, it is contended that the principle which +should regulate the choice of the points of junction ought to be to fix +them at great _foci_ of traffic, and centres of converging Railways, +where delay must take place and large establishments be maintained at any +rate; while on the other hand it is contended that such points are the +worst possible to select, and that the opposite principle should be +adopted, of confining an inevitable inconvenience within the narrowest +possible limits, by fixing the points of junction where there is least +through-traffic. + +The correctness of the latter proposition seems perfectly obvious upon +general considerations; but the question is one of such great commercial +importance, that we have thought it right to inquire fully and in detail +into the practical effects that would result to the principal interests +concerned from an interruption of the gauge, on the one hand, at +Birmingham and Rugby, and on the other at Bristol and Oxford. + +By either combination the traffic of places intermediate between +Birmingham and Bristol with each other, and with London, would not be +affected; uniformity of gauge being secured equally in the one case by +the wide, in the other by the narrow gauge. By either combination the +traffic between places north and east of the line of the London and +Birmingham Railway and places south of the line of the Great Western +Railway would not be affected, interruption of gauge having equally to be +encountered in the one case at Bristol and Oxford, in the other at +Birmingham and Rugby. + +By the former or wide-gauge combination, the traffic between Devonshire, +Cornwall and all places south of the line of the Great Western Railway, +and Birmingham, and all places between Birmingham and Bristol, would +gain, _i.e._ would escape an interruption of gauge; also such of the +traffic of South Wales, to Birmingham, and places short of Birmingham, as +in the event of the South Wales Railway being sanctioned, would take the +circuitous route by that Railway to the north of Gloucester. + +On the other hand by the narrow-gauge combination, a break is avoided in +the whole of the traffic between Manchester, Liverpool, Hull, and the +Northern, Eastern, and Midland portions of the kingdom, and Bristol, +Gloucester, Worcester, and the whole district intermediate between the +London and Birmingham and Great Western Railways. + +The paramount importance of this consideration has been strongly urged +upon us by parties practically acquainted with the traffic, and by the +principal interests affected by the question. + +In the memorial already referred to, signed by the representatives of 46 +iron-works, 57 furnaces, and 98 collieries, in the Staffordshire mineral +district, in favour of the London and Birmingham line, and narrow-gauge +system, it is stated that, of the total export of the district, only +eight per cent. is sent in the direction of Bristol, of which by far the +greater quantity is shipped from that port, and would therefore be +unaffected by a break of gauge there; while 37 per cent. is sent to +Liverpool and the north and north-west of the kingdom, and 13 per cent. +to Hull and the east, all of which would consequently suffer by a break +at Birmingham. + +The wool trade between Bristol, where wool fairs are held annually, and +Leicester and the West Riding of Yorkshire, is very considerable, all of +which would escape a break of gauge by the narrow-gauge combination. + +The export of salt from Droitwich, both to Gloucester and Bristol, and to +Hull and other parts of the kingdom, is already large, and likely to +receive very great increase, if an unbroken Railway communication is +afforded, which can only be done by the narrow-gauge combination. + +The same combination affords the important advantage of an unbroken +communication to the traffic of Manchester and Liverpool with Bristol, +and indeed with the whole of the West of England, as a very +inconsiderable proportion of the goods actually dispatched require to be +carried in transit through Bristol. The same remark applies to the trade +of the Potteries with the West of England; of Bristol and Gloucester with +the Midland Counties, where the imports of these ports now meet those of +Hull and Liverpool; of Worcester, Kidderminster, &c. with Liverpool, +Lancashire, and Yorkshire, and of various other branches of traffic that +might be specified. + +As a proof of the importance of some of the branches of traffic that +would be thus inconvenienced by a change of gauge at Birmingham, it may +be mentioned that single carriers already send as much as 20,000 tons a +year in transit through Birmingham, by the Birmingham and Gloucester +Railway, and that the total quantity thus sent is estimated at from +50,000 to 100,000 tons per annum, and is considered to be capable of +great increase, the line of communication having been only very recently +completed by the opening of the Bristol and Gloucester Railway, and the +development of the traffic having since been greatly impeded by the +interruption of the gauge at Gloucester, and other circumstances. + +With the low rates which it is now proposed to establish on coals, salt, +agricultural produce, and other heavy goods, the amount of traffic that +may be expected to pass from the west in transit through Birmingham, and +_vice versa_, if the advantage of an unbroken communication can be +secured, will be exceedingly great. It has been represented to us that +Droitwich alone would send upwards of 250,000 tons of salt annually. + +The same observation applies as to the coal traffic from the Midland +Counties through Rugby to Oxford. The whole of the extensive district +between Rugby and Oxford, where coal is now usually at a very high price, +may be cheaply supplied by Railway; an object of great importance, which +could be only partially attained if the impediment of an interruption of +gauge were allowed to exist at Rugby. + +Another important consideration which seems to point to Bristol rather +than Birmingham, as a proper point for the interruption of the gauge, and +which has been strongly urged upon us by carriers, merchants, and +practical men acquainted with the course of traffic, is, that Bristol, +like London, is a great emporium and shipping port, through which a +comparatively small portion of the goods which enter by Railway require +to be forwarded in transit without repacking and assortment. The +facilities for water communication with Bristol also give the public a +better alternative than they would enjoy elsewhere of avoiding the +inconvenience of the change of gauge, and thus afford the best possible +security, that if the interruption be fixed there, the Railway Companies +interested will use every possible effort to reduce the inconvenience to +a _minimum_. + +For all these considerations, we can have no hesitation in expressing our +preference, on public grounds, to the alternative that proposes to fix +the break of gauges at Bristol and Oxford, rather than at Birmingham and +Rugby. + +Another important advantage offered by the London and Birmingham scheme, +and intimately connected with the question of the gauge, is the +arrangement by which it is proposed to lay down an additional double line +of rails throughout the mineral district, to be devoted entirely to the +accommodation of the mineral traffic. + +We have already seen that the production of iron of the district requires +a continued interchange of coals, lime, ironstone, and other raw +materials among the different mines and works, to the extent of about +4,000,000 tons annually. + +It is only by obtaining ready access to the Railway by means of short +branches or tramroads from those mines and works, that the benefits +contemplated from the introduction of Railway communication can be fully +realized. But if this is to be the case, and if any considerable portion +of this immense local traffic is to pass by Railway, it is manifest that +the rails so used could not be rendered available without extreme danger +and inconvenience for the general traffic. Even the export trade alone +in coals and iron could not be conducted with convenience upon the same +line of rails as the passenger traffic, and would require a separate line +of rails in order to allow the waggons passing and repassing from the +different works within the district to reach without interruption some +principal station at its extremity, where trains of the proper size could +be formed and dispatched to distant points. This object would be very +imperfectly fulfilled by the plan proposed by the wide-gauge Railway, of +laying down an extra rail, or pair of rails, on the narrow gauge, inside +the principal rails, which would, in fact, obviate none of the objections +to the accumulation of slow mineral trains upon the main passenger line, +and would allow of no access by lateral tramroads, without cutting up the +main line by crossings. It is represented also that the waggons of the +wide gauge are, from their greater weight and size, ill adapted for the +purposes of the mineral traffic. + +The arrangement in question, of an additional double line of rails, is +equally proposed by the line from Birmingham to Shrewsbury, _via_ Dudley +and Wolverhampton, which traverses the same mineral district, and must be +considered as, to a great extent, identified with the Tring or London and +Birmingham scheme. + +The case of the Shrewsbury line, as compared with the competing scheme of +the Grand Junction Company, which stops at Wolverhampton, depends very +much on the same arguments, of the importance of opening up the +Staffordshire mineral field by Railway communication, which have been +already adduced in favour of the Tring line; and the objections to it on +the part of the Canal and other interests are of the same description. +The arrangements proposed for supplying the local wants of the district +are also of the same nature, and the plans and sections of the two lines +correspond, so that the portion between Dudley and Wolverhampton is +common to the two; the understanding being that, if both are sanctioned +by Parliament, this portion is to be made by the Shrewsbury Company, and +used on equitable conditions by the other Company. + +The Great Western scheme, on the other hand, introduces a different gauge +and different arrangements, and adopts a different line between Dudley +and Wolverhampton, so that its existence is hardly compatible with that +of the Shrewsbury scheme. + +For the reasons stated we are therefore of opinion that, for the purpose +of accommodating the great mineral district of Staffordshire, the +combined scheme of the Tring and Shrewsbury lines is preferable to any +other that has been proposed. + +The Tring scheme is equally superior for the local accommodation of +Kidderminster, Stourbridge, and Stourport, to which it gives better +stations, by pursuing a lower level along the bottom of the valleys, and +it admits of more easy extension towards Leominster, Ludlow, and the +West. Between Worcester and London it accommodates, as we have already +seen, a larger population; and therefore, on the whole, both in these +respects and in the important particular of the gauge, it seems to us to +be in itself decidedly preferable to the competing Great Western scheme. + +It remains to be seen whether there are any other considerations which +might modify this conclusion. + +It is urged, that the concession of this line to a Company promoted by +the London and Birmingham Company, will constitute a great monopoly, +extending over a vast extent of country, while, by giving it to the Great +Western Company, a competition would be introduced, from which the Public +might derive benefit. On the other hand, it may be said that, to allow +the Great Western Company to embrace, by their influence, not only the +whole western communications of the island, but also the whole of South +Wales, and the whole district up to Worcester and Birmingham, would be to +establish a monopoly much more gigantic than that of the London and +Birmingham. This latter monopoly would also be more obviously +objectionable, inasmuch as an interest adverse to the Public would at +once be established if the line from London to Worcester and +Wolverhampton, and that from Bristol to Birmingham, were to be in the +same hands, and upon the same wide gauge, as the line now proposed +through South Wales. The accommodation of Herefordshire, Worcestershire, +South Wales, and the important districts lying to the west of the present +lines of Railway, will evidently, at no distant period, require not only +a wide-gauge Railway along the Southern coast, to place them in +communication with London, but also a narrow-gauge Railway to place them +in direct and unbroken communication, through Birmingham, with the +manufacturing districts and the great Railway system of the rest of the +kingdom. + +The extension of such a Railway would be greatly facilitated by the +establishment of the narrow gauge, and of an interest independent of the +Great Western, in the Worcester district, and, on the other hand, would +be greatly impeded if that district were assigned to the Great Western +interest and to the wide gauge. + +In respect therefore of the general question of monopoly, it appears to +us that nothing would be gained by substituting that of the Great Western +for that of the London and Birmingham, which is the only alternative; at +the same time, if the latter Company had shown no disposition to meet the +fair demands of the Public by a reduction of rates, and to obviate the +objections of monopoly by the offer of reasonable guarantees, it might +perhaps have become necessary, notwithstanding the disadvantages of the +Great Western scheme, in respect of the gauge and other points, to adopt +this alternative. + +This is, however, by no means the case; but, on the contrary, the London +and Birmingham Company have come forward voluntarily to offer guarantees +and conditions of a very advantageous character. + +They offer, on condition of their Worcester scheme being sanctioned, at +once to meet the objections of monopoly, by inserting in their Act the +following provisions: + +1. The whole of the Railways under their control, including the existing +London and Birmingham Railway, to become subject to the options of +revision and purchase contained in the Act of last year: the option of +revision, however, at 10 per cent. to accrue at an earlier period than +that of 20 years, specified in the Act. + +2. A revised tariff to be framed for the whole of the said Railways, +including the London and Birmingham Railway, upon the principle of fixing +_maximum_ rates for passengers and goods lower than those at present +charged, and at as low a level as those charged upon any of the principal +Northern Railways. + +3. One article of such tariff to be, that coals and iron are to be +carried at rates not exceeding 1_d._ per ton per mile, including toll and +locomotive power. + +4. All differences with other Railway Companies, by which the public +safety or convenience are affected, to be referred to the Board of Trade, +or other competent authority for that purpose established by Parliament. + +6. The London and Birmingham Company to pledge the whole revenue of +their existing line for the completion of the proposed undertaking within +a reasonable time. + +It appears to us that these guarantees hold out for the Public a prospect +of permanent and certain advantage greatly beyond anything that could be +expected from the competition of two great Companies, who would be urged +by every motive of interest to combine. + +We attach the greatest importance to the security obtained for the cheap +transit of coals and minerals. Not only will a great benefit be thereby, +as we believe, secured for the important mineral districts of +Staffordshire and the Midland Counties, but also a still more important +benefit for the poorer and industrious classes, and for the consumers of +coals generally throughout the Southern and Western Counties, and in the +Metropolis. + +The charge of conveyance of coals by Railway from South Staffordshire or +Derbyshire to London will not exceed 11_s._ or 12_s._ per ton, and it has +been stated to us, that, after payment of all charges, good house coals +could be sold here, with a profit, at prices not exceeding 20_s._ per +ton. + +During the recent frost and easterly winds the price of coals in London +has been as high as 40_s._ per ton; and during the winter the price +frequently exceeds 30_s._ for coals of ordinary quality. When we +consider how materially the comfort of all classes, more especially of +those in humble circumstances, depends on a regular supply of cheap coal, +and also how much the employment of industry is affected by the same +circumstances, and when we bear in mind that a saving of every shilling +per ton on the average consumption of the Metropolis is equivalent to an +annual saving to its inhabitants of 150,000_l._, it is impossible not to +appreciate the importance of insuring low rates of charge upon the +principal Railways which are in connexion with the great inland coal +fields. + +In other respects also we think that the introduction of a system of +moderate charges upon the London and Birmingham and its tributary +Railways, will be calculated to afford great advantage to important +commercial interests, and to the community at large, while we see every +reason to hope that it will not be unproductive of benefit to the Company +itself. We must remember, however, that this latter point is, to a +certain extent, experimental, and that it is highly important to obtain +voluntarily from the Company guarantees of a permanent character. + +It must not be forgotten that, without some arrangement of this sort, the +Company, if so disposed, has a perfect legal right to resort to charges +so high as greatly to inconvenience the Public, and that, under an +altered state of things, with a depressed money-market, and all fear of +immediate competition removed, it is by no means certain that it might +not find it for its interest to do so. + +We have also the authority of the Select Committee of last Session for +attaching great importance to the prospective guarantee, for the future, +in the shape of options of revision or purchase, which are now +voluntarily offered by one of the first Railway Companies in the kingdom, +whose line could not be, otherwise than by their own consent, subjected +to the operation of any conditions not contained in their original Act. + +On the whole, therefore, when we consider on the one hand the superior +advantages afforded by the London and Birmingham scheme in itself, and by +the adoption of the narrow gauge, and on the other the great advantages +offered by the London and Birmingham Company, in connexion with it, over +their whole system, and the ample guarantees given against any possible +abuses of monopoly, we can arrive at no other conclusion than that the +scheme promoted by that Company is preferable on public grounds to the +competing scheme, which is inferior in itself, and which holds out no +such collateral advantages. + +Having already referred to the Shrewsbury, Wolverhampton, Dudley, and +Birmingham scheme, as connected, in a great measure, with those between +Worcester and Wolverhampton, it will be convenient to include this scheme +in the present Report. + +We have stated that the general question involved in the comparison of +this scheme with the competing line proposed by the Grand Junction +Company is, that the latter joins the Grand Junction line at +Wolverhampton, and thus affords no accommodation to the mineral district +between Wolverhampton and Birmingham. + +If the views which we have stated in regard to the importance of opening +up this district by Railway communication are correct, this consideration +alone is sufficient to give a decided preference to the more extended +scheme. It also appears to us, that to entrust the branch to Shrewsbury +to the Grand Junction Company would be open to the objection which we +have stated in our previous Report upon the South Eastern schemes, when +discussing the general policy of giving a preference to lines proposed by +existing Companies for the accommodation of adjoining districts, viz. +that there may be danger in giving such preference where the scheme +proposed by the existing Company, although insufficient for the complete +accommodation of the district to be provided for, may yet be sufficient +to throw impediments in the way of other parties coming forward with more +extensive schemes. + +A line to Shrewsbury, in the hands of the Grand Junction Company, would +manifestly be not unlikely to be used for the purposes of protection +against competition, rather than of encouragement to Extensions beyond +Shrewsbury, and to the legitimate development of the traffic. It appears +to us, therefore, that, under the peculiar circumstances of the case, the +fact of the Shrewsbury and Birmingham line being promoted by a +substantial and independent local party, is a legitimate ground of +preference, in addition to that already pointed out, of the superior +advantages afforded by the independent line to the populous mining +district between Wolverhampton and Birmingham. + +As regards the line between Shrewsbury and Stafford, of which plans and +sections have likewise been deposited by the Grand Junction Company, it +appears sufficient to say, that although as a mere line for the town of +Shrewsbury, it might afford considerable advantages, it accomplishes none +of the more important advantages for the district at large which are held +out by the line to Birmingham. + +We are of opinion, therefore, that the latter line is preferable to all +the competing schemes proposed, upon general grounds of public policy; +and we are aware of no public reasons why it should not receive the +sanction of Parliament. + +At the same time, there are points of detail connected with it, more +especially as regards the mode of passing through the town of Birmingham, +and of effecting a junction with the London and Birmingham Railway, to +which we think that the attention of Parliament should be especially +directed. With regard to the first point, it depends to a great extent +upon considerations of private property, which we are precluded from +entertaining; but with regard to the second point, it appears to us of +the greatest importance that provision should be made for an +uninterrupted and convenient junction in Birmingham between the projected +line and that of the London and Birmingham Railway. + +* * * * * + +In conclusion, we beg to draw attention to the passage of the Fifth +Report of the Select Committee of last year, in which it is stated, in +recommending that Reports should be made to Parliament by this department +upon Railway Schemes, "That no such Report should be held to prejudice +the claims of private persons, the examination of which should be +altogether reserved to the Houses of the Legislature." + +In submitting to Parliament, in conformity with the recommendations of +that Committee, the results at which we have arrived, with a view to the +information and assistance of Parliament in forming a judgment upon the +schemes in question, in so far as our Report may be available for that +purpose, we are anxious that it should be distinctly understood that we +have arrived at these results solely upon public grounds, and to the +exclusion of all considerations how far such results might require to be +modified by a due regard for private rights and interests. + +DALHOUSIE. + +C. W. PASLEY. + +G. R. PORTER. + +D. O'BRIEN. + +S. LAING. + +* * * * * + +RAILWAYS. + +MAP +OF THE SEVERAL +PROJECTED RAILWAYS, +IN THE +WORCESTER, WOLVERHAMPTON, &c, +DIVISION. + +(Broad and Narrow Gauges.) + +REFERRED TO IN THE + +REPORT of the RAILWAY DEPARTMENT of the BOARD of TRADE on the LONDON, +WORCESTER, AND WOLVERHAMPTON, and on the BIRMINGHAM AND SHREWSBURY +DISTRICTS. + +_Ordered_, _by_ The House of Commons, _to be Printed_, +28 _February_ 1845. + + + + +***END OF THE PROJECT GUTENBERG EBOOK REPORT OF THE RAILWAY DEPARTMENT *** + + +******* This file should be named 20388.txt or 20388.zip ******* + + +This and all associated files of various formats will be found in: +http://www.gutenberg.org/dirs/2/0/3/8/20388 + + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. Special rules, +set forth in the General Terms of Use part of this license, apply to +copying and distributing Project Gutenberg-tm electronic works to +protect the PROJECT GUTENBERG-tm concept and trademark. Project +Gutenberg is a registered trademark, and may not be used if you +charge for the eBooks, unless you receive specific permission. If you +do not charge anything for copies of this eBook, complying with the +rules is very easy. You may use this eBook for nearly any purpose +such as creation of derivative works, reports, performances and +research. They may be modified and printed and given away--you may do +practically ANYTHING with public domain eBooks. Redistribution is +subject to the trademark license, especially commercial +redistribution. + + + +*** START: FULL LICENSE *** + +THE FULL PROJECT GUTENBERG LICENSE +PLEASE READ THIS BEFORE YOU DISTRIBUTE OR USE THIS WORK + +To protect the Project Gutenberg-tm mission of promoting the free +distribution of electronic works, by using or distributing this work +(or any other work associated in any way with the phrase "Project +Gutenberg"), you agree to comply with all the terms of the Full Project +Gutenberg-tm License (available with this file or online at +http://www.gutenberg.org/license). + + +Section 1. General Terms of Use and Redistributing Project Gutenberg-tm +electronic works + +1.A. By reading or using any part of this Project Gutenberg-tm +electronic work, you indicate that you have read, understand, agree to +and accept all the terms of this license and intellectual property +(trademark/copyright) agreement. If you do not agree to abide by all +the terms of this agreement, you must cease using and return or destroy +all copies of Project Gutenberg-tm electronic works in your possession. +If you paid a fee for obtaining a copy of or access to a Project +Gutenberg-tm electronic work and you do not agree to be bound by the +terms of this agreement, you may obtain a refund from the person or +entity to whom you paid the fee as set forth in paragraph 1.E.8. + +1.B. "Project Gutenberg" is a registered trademark. It may only be +used on or associated in any way with an electronic work by people who +agree to be bound by the terms of this agreement. There are a few +things that you can do with most Project Gutenberg-tm electronic works +even without complying with the full terms of this agreement. See +paragraph 1.C below. There are a lot of things you can do with Project +Gutenberg-tm electronic works if you follow the terms of this agreement +and help preserve free future access to Project Gutenberg-tm electronic +works. See paragraph 1.E below. + +1.C. The Project Gutenberg Literary Archive Foundation ("the Foundation" +or PGLAF), owns a compilation copyright in the collection of Project +Gutenberg-tm electronic works. Nearly all the individual works in the +collection are in the public domain in the United States. If an +individual work is in the public domain in the United States and you are +located in the United States, we do not claim a right to prevent you from +copying, distributing, performing, displaying or creating derivative +works based on the work as long as all references to Project Gutenberg +are removed. Of course, we hope that you will support the Project +Gutenberg-tm mission of promoting free access to electronic works by +freely sharing Project Gutenberg-tm works in compliance with the terms of +this agreement for keeping the Project Gutenberg-tm name associated with +the work. You can easily comply with the terms of this agreement by +keeping this work in the same format with its attached full Project +Gutenberg-tm License when you share it without charge with others. + +1.D. The copyright laws of the place where you are located also govern +what you can do with this work. Copyright laws in most countries are in +a constant state of change. If you are outside the United States, check +the laws of your country in addition to the terms of this agreement +before downloading, copying, displaying, performing, distributing or +creating derivative works based on this work or any other Project +Gutenberg-tm work. The Foundation makes no representations concerning +the copyright status of any work in any country outside the United +States. + +1.E. Unless you have removed all references to Project Gutenberg: + +1.E.1. The following sentence, with active links to, or other immediate +access to, the full Project Gutenberg-tm License must appear prominently +whenever any copy of a Project Gutenberg-tm work (any work on which the +phrase "Project Gutenberg" appears, or with which the phrase "Project +Gutenberg" is associated) is accessed, displayed, performed, viewed, +copied or distributed: + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + +1.E.2. If an individual Project Gutenberg-tm electronic work is derived +from the public domain (does not contain a notice indicating that it is +posted with permission of the copyright holder), the work can be copied +and distributed to anyone in the United States without paying any fees +or charges. If you are redistributing or providing access to a work +with the phrase "Project Gutenberg" associated with or appearing on the +work, you must comply either with the requirements of paragraphs 1.E.1 +through 1.E.7 or obtain permission for the use of the work and the +Project Gutenberg-tm trademark as set forth in paragraphs 1.E.8 or +1.E.9. + +1.E.3. If an individual Project Gutenberg-tm electronic work is posted +with the permission of the copyright holder, your use and distribution +must comply with both paragraphs 1.E.1 through 1.E.7 and any additional +terms imposed by the copyright holder. Additional terms will be linked +to the Project Gutenberg-tm License for all works posted with the +permission of the copyright holder found at the beginning of this work. + +1.E.4. Do not unlink or detach or remove the full Project Gutenberg-tm +License terms from this work, or any files containing a part of this +work or any other work associated with Project Gutenberg-tm. + +1.E.5. Do not copy, display, perform, distribute or redistribute this +electronic work, or any part of this electronic work, without +prominently displaying the sentence set forth in paragraph 1.E.1 with +active links or immediate access to the full terms of the Project +Gutenberg-tm License. + +1.E.6. You may convert to and distribute this work in any binary, +compressed, marked up, nonproprietary or proprietary form, including any +word processing or hypertext form. However, if you provide access to or +distribute copies of a Project Gutenberg-tm work in a format other than +"Plain Vanilla ASCII" or other format used in the official version +posted on the official Project Gutenberg-tm web site (www.gutenberg.org), +you must, at no additional cost, fee or expense to the user, provide a +copy, a means of exporting a copy, or a means of obtaining a copy upon +request, of the work in its original "Plain Vanilla ASCII" or other +form. Any alternate format must include the full Project Gutenberg-tm +License as specified in paragraph 1.E.1. + +1.E.7. Do not charge a fee for access to, viewing, displaying, +performing, copying or distributing any Project Gutenberg-tm works +unless you comply with paragraph 1.E.8 or 1.E.9. + +1.E.8. You may charge a reasonable fee for copies of or providing +access to or distributing Project Gutenberg-tm electronic works provided +that + +- You pay a royalty fee of 20% of the gross profits you derive from + the use of Project Gutenberg-tm works calculated using the method + you already use to calculate your applicable taxes. The fee is + owed to the owner of the Project Gutenberg-tm trademark, but he + has agreed to donate royalties under this paragraph to the + Project Gutenberg Literary Archive Foundation. Royalty payments + must be paid within 60 days following each date on which you + prepare (or are legally required to prepare) your periodic tax + returns. Royalty payments should be clearly marked as such and + sent to the Project Gutenberg Literary Archive Foundation at the + address specified in Section 4, "Information about donations to + the Project Gutenberg Literary Archive Foundation." + +- You provide a full refund of any money paid by a user who notifies + you in writing (or by e-mail) within 30 days of receipt that s/he + does not agree to the terms of the full Project Gutenberg-tm + License. You must require such a user to return or + destroy all copies of the works possessed in a physical medium + and discontinue all use of and all access to other copies of + Project Gutenberg-tm works. + +- You provide, in accordance with paragraph 1.F.3, a full refund of any + money paid for a work or a replacement copy, if a defect in the + electronic work is discovered and reported to you within 90 days + of receipt of the work. + +- You comply with all other terms of this agreement for free + distribution of Project Gutenberg-tm works. + +1.E.9. If you wish to charge a fee or distribute a Project Gutenberg-tm +electronic work or group of works on different terms than are set +forth in this agreement, you must obtain permission in writing from +both the Project Gutenberg Literary Archive Foundation and Michael +Hart, the owner of the Project Gutenberg-tm trademark. Contact the +Foundation as set forth in Section 3 below. + +1.F. + +1.F.1. Project Gutenberg volunteers and employees expend considerable +effort to identify, do copyright research on, transcribe and proofread +public domain works in creating the Project Gutenberg-tm +collection. Despite these efforts, Project Gutenberg-tm electronic +works, and the medium on which they may be stored, may contain +"Defects," such as, but not limited to, incomplete, inaccurate or +corrupt data, transcription errors, a copyright or other intellectual +property infringement, a defective or damaged disk or other medium, a +computer virus, or computer codes that damage or cannot be read by +your equipment. + +1.F.2. LIMITED WARRANTY, DISCLAIMER OF DAMAGES - Except for the "Right +of Replacement or Refund" described in paragraph 1.F.3, the Project +Gutenberg Literary Archive Foundation, the owner of the Project +Gutenberg-tm trademark, and any other party distributing a Project +Gutenberg-tm electronic work under this agreement, disclaim all +liability to you for damages, costs and expenses, including legal +fees. YOU AGREE THAT YOU HAVE NO REMEDIES FOR NEGLIGENCE, STRICT +LIABILITY, BREACH OF WARRANTY OR BREACH OF CONTRACT EXCEPT THOSE +PROVIDED IN PARAGRAPH F3. YOU AGREE THAT THE FOUNDATION, THE +TRADEMARK OWNER, AND ANY DISTRIBUTOR UNDER THIS AGREEMENT WILL NOT BE +LIABLE TO YOU FOR ACTUAL, DIRECT, INDIRECT, CONSEQUENTIAL, PUNITIVE OR +INCIDENTAL DAMAGES EVEN IF YOU GIVE NOTICE OF THE POSSIBILITY OF SUCH +DAMAGE. + +1.F.3. LIMITED RIGHT OF REPLACEMENT OR REFUND - If you discover a +defect in this electronic work within 90 days of receiving it, you can +receive a refund of the money (if any) you paid for it by sending a +written explanation to the person you received the work from. If you +received the work on a physical medium, you must return the medium with +your written explanation. The person or entity that provided you with +the defective work may elect to provide a replacement copy in lieu of a +refund. If you received the work electronically, the person or entity +providing it to you may choose to give you a second opportunity to +receive the work electronically in lieu of a refund. If the second copy +is also defective, you may demand a refund in writing without further +opportunities to fix the problem. + +1.F.4. Except for the limited right of replacement or refund set forth +in paragraph 1.F.3, this work is provided to you 'AS-IS', WITH NO OTHER +WARRANTIES OF ANY KIND, EXPRESS OR IMPLIED, INCLUDING BUT NOT LIMITED TO +WARRANTIES OF MERCHANTIBILITY OR FITNESS FOR ANY PURPOSE. + +1.F.5. Some states do not allow disclaimers of certain implied +warranties or the exclusion or limitation of certain types of damages. +If any disclaimer or limitation set forth in this agreement violates the +law of the state applicable to this agreement, the agreement shall be +interpreted to make the maximum disclaimer or limitation permitted by +the applicable state law. The invalidity or unenforceability of any +provision of this agreement shall not void the remaining provisions. + +1.F.6. INDEMNITY - You agree to indemnify and hold the Foundation, the +trademark owner, any agent or employee of the Foundation, anyone +providing copies of Project Gutenberg-tm electronic works in accordance +with this agreement, and any volunteers associated with the production, +promotion and distribution of Project Gutenberg-tm electronic works, +harmless from all liability, costs and expenses, including legal fees, +that arise directly or indirectly from any of the following which you do +or cause to occur: (a) distribution of this or any Project Gutenberg-tm +work, (b) alteration, modification, or additions or deletions to any +Project Gutenberg-tm work, and (c) any Defect you cause. + + +Section 2. Information about the Mission of Project Gutenberg-tm + +Project Gutenberg-tm is synonymous with the free distribution of +electronic works in formats readable by the widest variety of computers +including obsolete, old, middle-aged and new computers. It exists +because of the efforts of hundreds of volunteers and donations from +people in all walks of life. + +Volunteers and financial support to provide volunteers with the +assistance they need, is critical to reaching Project Gutenberg-tm's +goals and ensuring that the Project Gutenberg-tm collection will +remain freely available for generations to come. In 2001, the Project +Gutenberg Literary Archive Foundation was created to provide a secure +and permanent future for Project Gutenberg-tm and future generations. +To learn more about the Project Gutenberg Literary Archive Foundation +and how your efforts and donations can help, see Sections 3 and 4 +and the Foundation web page at http://www.gutenberg.org/fundraising/pglaf. + + +Section 3. Information about the Project Gutenberg Literary Archive +Foundation + +The Project Gutenberg Literary Archive Foundation is a non profit +501(c)(3) educational corporation organized under the laws of the +state of Mississippi and granted tax exempt status by the Internal +Revenue Service. The Foundation's EIN or federal tax identification +number is 64-6221541. Contributions to the Project Gutenberg +Literary Archive Foundation are tax deductible to the full extent +permitted by U.S. federal laws and your state's laws. + +The Foundation's principal office is located at 4557 Melan Dr. S. +Fairbanks, AK, 99712., but its volunteers and employees are scattered +throughout numerous locations. Its business office is located at +809 North 1500 West, Salt Lake City, UT 84116, (801) 596-1887, email +business@pglaf.org. Email contact links and up to date contact +information can be found at the Foundation's web site and official +page at http://www.gutenberg.org/about/contact + +For additional contact information: + Dr. Gregory B. Newby + Chief Executive and Director + gbnewby@pglaf.org + +Section 4. Information about Donations to the Project Gutenberg +Literary Archive Foundation + +Project Gutenberg-tm depends upon and cannot survive without wide +spread public support and donations to carry out its mission of +increasing the number of public domain and licensed works that can be +freely distributed in machine readable form accessible by the widest +array of equipment including outdated equipment. Many small donations +($1 to $5,000) are particularly important to maintaining tax exempt +status with the IRS. + +The Foundation is committed to complying with the laws regulating +charities and charitable donations in all 50 states of the United +States. Compliance requirements are not uniform and it takes a +considerable effort, much paperwork and many fees to meet and keep up +with these requirements. We do not solicit donations in locations +where we have not received written confirmation of compliance. To +SEND DONATIONS or determine the status of compliance for any +particular state visit http://www.gutenberg.org/fundraising/donate + +While we cannot and do not solicit contributions from states where we +have not met the solicitation requirements, we know of no prohibition +against accepting unsolicited donations from donors in such states who +approach us with offers to donate. + +International donations are gratefully accepted, but we cannot make +any statements concerning tax treatment of donations received from +outside the United States. U.S. laws alone swamp our small staff. + +Please check the Project Gutenberg Web pages for current donation +methods and addresses. Donations are accepted in a number of other +ways including checks, online payments and credit card donations. +To donate, please visit: +http://www.gutenberg.org/fundraising/donate + + +Section 5. General Information About Project Gutenberg-tm electronic +works. + +Professor Michael S. Hart is the originator of the Project Gutenberg-tm +concept of a library of electronic works that could be freely shared +with anyone. For thirty years, he produced and distributed Project +Gutenberg-tm eBooks with only a loose network of volunteer support. + +Project Gutenberg-tm eBooks are often created from several printed +editions, all of which are confirmed as Public Domain in the U.S. +unless a copyright notice is included. Thus, we do not necessarily +keep eBooks in compliance with any particular paper edition. + +Most people start at our Web site which has the main PG search facility: + + http://www.gutenberg.org + +This Web site includes information about Project Gutenberg-tm, +including how to make donations to the Project Gutenberg Literary +Archive Foundation, how to help produce our new eBooks, and how to +subscribe to our email newsletter to hear about new eBooks. + diff --git a/20388.zip b/20388.zip Binary files differnew file mode 100644 index 0000000..b9b9f41 --- /dev/null +++ b/20388.zip diff --git a/LICENSE.txt b/LICENSE.txt new file mode 100644 index 0000000..6312041 --- /dev/null +++ b/LICENSE.txt @@ -0,0 +1,11 @@ +This eBook, including all associated images, markup, improvements, +metadata, and any other content or labor, has been confirmed to be +in the PUBLIC DOMAIN IN THE UNITED STATES. + +Procedures for determining public domain status are described in +the "Copyright How-To" at https://www.gutenberg.org. + +No investigation has been made concerning possible copyrights in +jurisdictions other than the United States. Anyone seeking to utilize +this eBook outside of the United States should confirm copyright +status under the laws that apply to them. diff --git a/README.md b/README.md new file mode 100644 index 0000000..206353e --- /dev/null +++ b/README.md @@ -0,0 +1,2 @@ +Project Gutenberg (https://www.gutenberg.org) public repository for +eBook #20388 (https://www.gutenberg.org/ebooks/20388) |
