The Severn, like other English rivers, may be said to have been the
pioneer of railways along its banks: first, in having done much to
correct the inequalities of the surface; secondly, in having indicated
the direction in which the traffic flowed; so that early in the history
of railway enterprise eminent engineers, like the late Robert Stephenson,
saw the desirability of following its course, and thus meeting the wants
of towns that had grown into importance upon its banks, wants which the
river itself was unable to supply. In 1846 the route was finally
surveyed by Robert Nicholson, with a view to a through traffic in
connection with other railways. The scheme met with opposition from
advocates of rival lines. Ultimately, however, the Bill passed the
committees of the two Houses, and the promoters were successful, whilst
the expenses of counsel and witnesses were enormous. The original
estimate for the line was 600,000 pounds: 110,000 pounds for land, and
490,000 pounds for works. 8,500 pounds was down for a girder bridge at
Arley, 8,000 pounds for one near Quatford, 9,000 pounds for one above
Bridgnorth, and 10,000 pounds for one at Shrewsbury. The two bridges
near Bridgnorth and the one near Shrewsbury were abandoned, and a
considerable saving was effected by shortening the line at Hartlebury, by
a junction, with the Oxford, Wolverhampton, and Worcester higher up than
was originally intended. The estimated cost of the works, in consequence
of these reductions, and of the determination of the company to make it a
single line, was thus reduced to nearly one-half the original sum.
Although the Severn Valley Railway joins the Main Trunk line at
Hartlebury, Worcester is regarded as its proper terminus; and at that
point we commence our description.