The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1844-11-19 00:00:00

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THE NEW RAILWAYS OF CHESHIRE AND
LANCASHIRE.

In the movement now going on, for extending or im-
proving existing railways, and providing new lines to
meet the wants of districts and towns hitherto without
such aids to cheap and expeditious locomotion, this
portion of our country, as it was amongst the foremost to
embrace the advantages of the railway system, is not be-
hind other portions of the kingdom, or the least extensive
in its projects; and it is satisfactory to observe that these
are, without an exception, legitimate projects, and such
as must eventually be profitable, as well as useful, in their
results. It was naturally to be expected that, as the
system progressed, and its advantages became universally
recognised, the Liverpool and Manchester Railway could
not long remain the sole connecting line between the
River Mersey and the manufacturing districts to the east
and north, by which the commerce of Liverpool is fed,
and which draw from us their raw material. The im-
portant towns of Preston, Lancaster, Bolton, Wigan, &c.,
would not long continue satisfied with the imperfect and
circuitous communication originally provided for them •
whilst the traffic of the south, as naturally, would require
the shcrtening of the elbow formed by taking it along the
Liverpool and Manchester line to a junction with the
direct southern line at Warrington. Accordingly, we
now see proposed a number of lines, northward and east-
ward, diverging to these towns from Liverpool as a centre,
with a line to the south materially shortening the route to
Birmingham and London.

But, in ddition to these lines, a new feature has pre-
sented itself to us, in the projection of a number of new
railways from the opposite side of the Mersey, hitherto
isolated, to Manchester, Yorkshire, and the southern
counties. The proposed formation of extensive docks at
Birkenhead, and the spirit of enterprise existing in that
rising locality, have originated aldesire to connect it di-
rectly with the seats of manufacturing industry ; and,
accordingly, measures have been taken for an application
to parliament in the ensuing session, for powers to carry
out these projects, which are far from being insignificant
in their extent, or without a degree of feasibility and pub-
lic, as well as local, advantage. To enable our readers to
apprehend at a glance the direction and connections of all
these schemes, on either side of our river, we have pre-
pared as accurate a map of the country and the lines pro-
posed, as circumstances would allow, and sufficiently so
to convey a fair idea of their direction and objects, to
which we beg the attention of our readers, while we pro-
ceed briefly to notice them in detail. And first we shall
examine the Cheshire lines.
The first of these, in importance, is that proposed to
connect the Cheshire side of the river with Manchester,
Stockport, and Yorkshire. This line commences near
the Sutton station of the Chester and Birkenhead line ;
and proceeds, skirting at a short distance from the estu-
ary of the Mersey, by Childer Thornton, Whitby,
Thornton, Elton, and Frodsham, to Preston Brook ; from
thence by Daresbury, Grappenball, Bollington, Warbur-
ton, Dunham-Massey, Bowden, and Lymm, to Altring-
ham, thus passing through one of the most fertile valleys
in Cheshire, or the kingdom, from which the population
of Manchester at present draw a great portion of their
agricultural produce. From Altringham the line pro-
ceeds by Sale and Ashton-on-Mersey, where it crosses the
river, through Stretford and Chorltcpcum-Hardy, to a
junction either with the Manchester and Liverpool or
with the Manchester and Bolton Railway, in Salford.
Powers are also proposed to be taken for the erection of
an independent station adjoining that of the Liverpool
and Manchester and Manchester and Leeds companies,
near the Victoria Bridge.
The distance by this line between Birkenhead, or Liver-
pool, and Manchester, will be about eight or nine
miles more than by the existing railway communication.
There will, however, only be 33 miles of new railway,
viz., from Hooton station to Manchester, to construct ;
and, when we consider the favourable nature of the
country to be traversed, the absence of any great works,
and, above all, the improved state of railway science, since
the Liverpool and Manchester line was formed, its com-
paratively inexpensive character will constitute it a very
formidable competitor with that line, even for the traffic
of Liverpool itself.

To connect Chester with Manchester, Stockport, &c.,
it is proposed to make a branch from the line above des-
cribed, commencing near Elton and running by Crough_
ton, Backford, and Moston, to a junction with the Ches-
ter and Birkenhead Railway in the townships of Upton
and parish of St. Mary on the Hill, Chester. It is im -
portant to mention that the promoters of this latter line
(geni'rally called the Chester, Preston Brook, and Stock-
port) have joined interests with the direct Birkenhead line.
To connect Stockport with both Birkenhead and Chester,
another branch is proposed to diverge from the main Line
at Altringham, and, passing by Northen, Didsburv, Chea-
dle, Mosely, to join the Manchester and Birmingham
Railway at Heaton Norris, near Stockport. It is also
proposed to connect the line with the Churnet Valley line,

THE LIVERPOOL STANDARD.

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and a proposed Buxton line, by a branch to Bramhall ;
and by two other branches it is proposed to be connected
with the Manchester and Leeds line near Oldham, and
the Manchester and Sheffield line, between Ashton and
Hyde, thus securing a portion of the traffic of Yorkshire,
Lincolnshire, and Derbyshire.
As might have been expected, at a time when capitalists
are so eagerly seizing hold of every line of country which
offers facilities for railway schemes, so favorable a coun-
try, as the route of this line from Birkenhead to Man-
chester, is not without claimants to its possession.
Amongst these we observe that a company, or rather a
combination of three powerful companies,—the Midland,
the Sheffield and Manchester, and Manchester and Bir-
mingham,—have given notice for a :Lie from Altringham
to Manchester, passing by almost the same route as the
Birkenhead and Manchester line. This proposed line,
we may remark, possesses a valuable feature, inasmuch
as, instead of communicating with the Liverpool and
Manchester line and using their station at Victoria Bridge,
its promoters adopt the southern entrance into Man-
chester, in allowing themselves to be bullied out of which
by the Leeds Company the Liverpool and Manchester
Board committed so fatal a mistake. We do not think,
however, that any serious apprehension need be enter-
tained as to the success of the scheme from this or
other competing claims. On the contrary, we con-
sider it very likely, and indeed advisable, that such
a compromise will be entered into as will enable the
Birkenhead people to go to Parliament with the in-
fluence of these parties in aid of their own. The
giving up a portion of their scheme into such hands might
even operate advantageously, by securing to the Birken-
head company a greater portion of the vast traffic, of
which these companies have the disposal. We speak,
however, merely our own opinion, with no authoritative
information as to the course likely to be pursued.
Another project is by the Directors of the Birkenhead
and Chester Railway, viz.—a tunnel from their station in
Grange-lane to the docks forming at Wallasey Pooh
Upon this, however, we need not remark as a novelty,
for, in fact, such a communication was a necessary ad-
junct to these docks.
To the south of Chester important projects are also on
foot. Notices have been given of an application to par-
liament for the necessary powers to construct a line of
railway, commencing at Shrewsbury, and passing,. almost
in a direct line by Hadnall and Wem, approaching the
town of Wellineton, which it passes a little to the left,
then crossing a detached portion of Flintshire and pro-
ceeding thence, on the Cheshire side of the valley of the
Dee, to Chester. This line will make the distance by
railway between Shrewsbury and Chester about thirty-six
miles; and in connexion with the proposed Shrewsbury
and Wolverhampton line, will form a competing line from
Birkenhead and Chester to the south. A reference to the
map in our paper will show the capabilities of this line to
accommodate, by branches, the important mineral and
agricultural towns and districts, through which it passes.
A connexion is also proposed to be formed between the
Chester and Holyhead Line and the manufacturing dis-
tricts of Lancashire and Yorkshire, by means of a branch
to the proposed Birkenhead and Manchester Line, the
value of which, as affording to those districts a shorter
route for the passenger and goods traffic of Ireland and
the mineral produce of Wales. we shall not enlarge upon,
having already exceeded the limits we proposed to devote
to the Cheshire undertakings.
On the Lancashire side of the Mersey, one of the most
r, strikin projects is the line from Liverpool to Bolton and
Wigan.. This line passes through the heart of the great
coal district of Lancashire, intersecting the Wigan coal
beds, and proceeding by those of Pemberton, Winstanlev,
Billinge, Knowsley, &c., through Walton and Bootle to
-a
station near the North Docks of Liverpool. By this line
the important towns of Chorley, Preston, &c., will also
obtain a shorter communication with Liverpool.
By another line, commencing at the north end of Liver-
pool, it is proposed to connect that port still more directly
with Ormskirk and Preston; and, by the formation of
branches from it, to join the proposed Blackburn and
Burnley line near Blackburn, and to form a communica-
tion with Southport.
We come now to an examination of the lines projected
by the Grand Junction, and first, as the most important
to this town, we take the line by which it is proposed to
shorten the route into Liverpool. The branch by which
this is to be effected commences in the township of Keke-
wick, runs through those of Daresbury, Norton, and
Runcorn, and crosses the river at a narrow about two
miles above Runcorn. From this point it proceeds, al-
most in a direct line, by Cuerdley, Widness, Upton,
Speke, and Childwidl, crossing in its course the Runcorn
Gap Railway, to a junction with the Liverpool and Man-
chester Railway at or near Huyton. By the formation of
this line a saving of distance is effected between the two
points of about eight miles.
Another important line of the same Company is that
proposed from Crewe to communicate with Newcastle
and Stoke, at which latter place it joins a line to be formed
by the Trent Valley Company to Stafford. These projects,
we are glad to find, have been recently laid before a pub-
lic meeting, held at Stafford, over which the mayor of that
town presided, and, with some additional accommodation
to be given to the Pottery district, have been received as

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satisfactory and meeting the requirements of th_._. e to wns
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With respect to the communication to be given to
Shrewsbury from the Grand Junction line, upon which,
it will be remembered, the difference occurred between
that Company and the London and Birmingham, two pro-
jects will be offered to the consideration of Parliament :
onealine running from Shrewsbury, by Wellington, to Staf-
ford and another, branching off near Wellington and pro-
ceeding on to Wolverhampton. Another line is also pro-
jected, we believe, by the London and Birmingham, pro-
ceeding from the proposed Chester and Shrewsbury line
near Wem to the Shrewsbury and Wolverhampton line
near Wellington, then cutting off the angle formed by
carrying their lines to Shrewsbury, and reducing the dis-
tance between Wolverhampton to Chester by this route
to something near that by the Grand Junction route. A
communication is also proposed to be made from the
Chester and Shrewsbury line passing by the town of
Wrexham and joining the Chester and Holyhead line
about midway between Holywell and Chester.
We now come to the new projects of the Liverpool and
Manchester company. It has long been acknowledged
that the stations, both in Lime-street and at Wapping,
were insufficient in size and arrangement for the traffic of
the Manchester and Liverpool and the Grand Junction
lines. To remedy these defects it is proposed to purchase
the buildings adjoining the station in Lime-streeet, as far
back as Hotham-street, including some on the east side of
the same street, the north side of Gloucester-street, and
the south of Sidney-street; the dwelling houses adjoin-
ing the station at the bottom of Gloucester•street and
Lord Nelson-street. Upon the site thus formed an
extensive station will be formed capable, it is thought
of furnishing the accommodation requisite. The
station at Wrapping is to be extended by the
purchase of land and buildings, warehouses, &c.,
on the north side of Crosbie-street and adjoining the sta-
tion ; the warehouses and buildings on the west side of
Wapping, and on either side of Ironmonger-lane, front-
ing the King's and Queen's Docks. The_ tunnels
and
works
at Edge-hill are likewise to be enlarged ; a new
tunnel to be made to Smithdown-lane, and another from
Edge-hill to terminate at or near the Waterloo Dock in
the north end of the town. By the carrying out of these
several projects much greater facilities will be afforded to
the commerce of the port than at present it enjoys.
Another project is the formation of a line branching off
from the main line at Barton, and passing by Worsley,
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form a branch from Barrownook Moss, in Rainf rd, in
the parish of Prescot, (there to unite
vith an intended
railway from the St. Helens and Runcorn Gap Railway,
near Rufford, a junction with the North Union at
Euxton,) and terminating at or near Lightbody-street,
Boundary-street North, Victoria-road, Great Howard-
street, and Regent-road, in this town. Of this line
we have not been able to procure a plan in time
to enable us to include it in our map. The line from
Barrownook Moss, however, is intended to reduce the
present distance by the Liverpool and Manchester and
North Union lines to Preston and Lancaster, and as it
passes close to Ormskirk, is expected to remove the ne-
cessity of the proposed Liverpool, Ormskirk, and
Preston line. The communication with the north end of
the town will, of course, be a valuable feature in the line,
if constructed.
In conclusion we shall regret if in the course of these
remarks, explanatory of our plan or in the plan itself,
we shall be found to have done injustice to any of the
lines enumerated. Our object was certainly to be impar-
tial and just to all; and if we have offended we shall be
most willing to make all the reparation in our power.

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