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On 1 September 1853 at the first Board meeting following incorporation, Robert Nicholson’s appointment as Engineer was confirmed at a salary of £1,000 p.a. The following month a deviation at Shrewsbury was proposed, shortening the line to join the Shrewsbury & Hereford Railway south of Shrewsbury. Nicholson prepared a plan and section and a Bill of Parliament was prepared for the 1854 session<ref name=Marshall29>Marshall (1989), p.29</ref>.
==1854==
It quickly became apparent that economies would be needed to reduce the cost of the line. In February it was decided that the Bill for the Shrewsbury deviation should not proceed beyond a second reading in the Commons. In April Nicholson’s salary was terminated; instead he would be paid for his services as incurred. The Secretary's salary was also reduced. On 19 May Chairman Jonathan Thorp resigned and [[Peto, Brassey and Betts|Morton Peto]] was elected Chairman in his place.<ref name=Marshall31>Marshall (1989), pp.31-32.</ref>.
Nicholson began preparing a revised plan incorporating a number of cost saving measures. These were principally: <ref name=Marshall31/>
*a 2-mile deviation between Stourport and Bewdley with the line passing through a [[Mount Pleasant Tunnel|tunnel at Mount Pleasant]],
*a 3-mile deviation at [[Linley|Apley]] avoiding the need for tunnels, and
*the connection to the Shrewsbury & Hereford Railway at what would become [[Sutton Bridge Junction]].
At this stage the planned route still began south of Hartlebury and included two crossings of the Severn north and south of Bridgnorth.
Thomas Whitmore naturally objected to the Apley deviation. It was suggested that he should receive compensation of £15,000 plus £150 per acre for land purchased, and on 17 July 1854 Nicholson was asked to see what arrangement he could make. The new plans and sections were deposited on 30 November<ref name=Marshall31/>.
==See also==
