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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. 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