Difference between revisions of "Severn Valley Railway Timeline 1965-1969"

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Significant events in the history of the Severn Valley Railway in preservation between 1965 and 1969 are set out below.
 
Significant events in the history of the Severn Valley Railway in preservation between 1965 and 1969 are set out below.
 
==1965==
 
==1965==
 +
'''June 1965'''
 +
:On Friday 25 June 1965, the 'Kidderminster Shuttle' reported that BR had withdrawn the 8.30am 'Cathedrals Express' service from Kidderminster to London. Keith Beddoes, a local railway enthusiast, discussed this with a group of colleagues at work. The subject changed to the attempts to reopen part of the Bluebell line, and Beddoes suggested that the same could be done here.<ref name=MagnerBeddoes>[[Bibliography#Books|Magner (1997)]], pp 60-64, "Personal memories of Mr Keith Beddoes"</ref>
 +
 +
:Letters were written to the local press over that weekend, and on Monday they responded, suggesting a meeting. This took place at the house of Tony Tuite, a colleague of Beddoes, on the evening of Tuesday 29 June. Those present decided to organise a public meeting and arrangements to advertise this were put in hand.<ref name=MagnerBeddoes/> 
 +
 +
'''July 1965'''
 
[[File: The Coopers Arms, Canterbury Road, Kidderminster - geograph.org.uk - 1113269.jpg |thumb|300px|right| The Cooper's Arms (Geograph)]]
 
[[File: The Coopers Arms, Canterbury Road, Kidderminster - geograph.org.uk - 1113269.jpg |thumb|300px|right| The Cooper's Arms (Geograph)]]
The formation of the Severn Valley Railway in preservation began on 6 July 1965. Keith Beddoes, a local railway enthusiast, organised a meeting at the Cooper’s Arms in Kidderminster to discuss the feasibility of preserving a section of the former GWR Severn Valley Railway which had been closed by British Railways (BR). Around 50 people attended the meeting, and those present agreed to form the [[Severn Valley Railway Society]] (“the Society”).  The initial membership subscription was proposed as £1, but eventually set at 1 guinea (£1+1shilling) at the suggestion of John Garth, in order to increase funds.
+
:The formation of the Severn Valley Railway in preservation officially began on 6 July 1965. The public meeting proposed by Keith Beddoes took place at the Cooper’s Arms in Kidderminster, attended by around 50 people.
 +
 +
::Three possible locations were considered for the potential preserved railway, and the meeting spent some time discussing the merits of these.  It was not considered feasible to use a section of the [[Wyre Forest Line | Tenbury Branch]] between [[Bewdley]] and [[Wyre Forest Line#Cleobury Mortimer | Cleobury Mortimer]] as BR were still using Bewdley station at that time and could not grant access.  The [[Cleobury Mortimer and Ditton Priors Light Railway]] was also deemed unsuitable because of its remoteness and the relatively light axle load limits of the light railway.  The Severn Valley Railway between Bridgnorth and Hampton Loade was therefore chosen.
 +
 
 +
::Those present agreed to form the [[Severn Valley Railway Society]] (“the Society”).  A committee of 8 was appointed, and the initial membership subscription was proposed as £1, but eventually set at 1 guinea (£1+1shilling) at the suggestion of John Garth, in order to increase funds.<ref name = SVR191>SVR News 191, “Fifty Years Ago" (Christopher George)</ref> 
 +
 
 +
:On Sunday 11 July the Society inspected the track from [[Hampton Loade]] to [[Bridgnorth]], noting that all the signals and most of the railway installations along the route had been removed.<ref name=Magner43>Magner (1997) pp. 43-46.</ref>  While holding up the old station name board at Bridgnorth to take a photograph, they were challenged “What the hell do you think you are doing?” by a man with a shotgun. This turned out to be George Thorpe (also known as ‘Elias’) who had continued to operate the station refreshment room after the station itself had shut. Once the Society explained their idea, they were quickly made welcome!
 +
 
 +
:On Sunday 25 July, the Society made a second visit to inspect the line between [[Hampton Loade]] and Bridgnorth.  They discovered that since their first visit, BR had resumed the removal of track from Bridgnorth Station towards [[Kidderminster]]. The Society authorised John Garth to send a telegram to British Rail asking them to stop taking up the line.  This was sent on Monday 26th, and at 5pm on 28 July BR agreed to a stay of execution while negotiations took place.<ref name=Magner43/>
 +
 
 +
'''August 1965'''
 +
:The Society’s initial goal was to operate services over the 4&frac12; miles between Bridgnorth and Hampton Loade.  However the Society would also need to take on the track between Hampton Loade and Milepost 144&frac12; near [[Alveley Sidings|Alveley]] in order to maintain a connection to the main line via the section beyond, which BR was still using for colliery traffic from [[Alveley Colliery]]. 
  
Two other possible locations were also considered for the potential preserved railway.  One option was to use a section of the [[Wyre Forest Line | Tenbury Branch]] between [[Bewdley]] and [[Wyre Forest Line#Cleobury Mortimer | Cleobury Mortimer]]. However this was not feasible because BR were still using Bewdley station at that time and could not grant access.  Another option would have been the [[Cleobury Mortimer and Ditton Priors Light Railway]]; however this was deemed unsuitable because of its remoteness and the relatively light axle load limits of the light railway.  The Severn Valley Railway south of Bridgnorth thus became the Society’s goal.
+
:The Society met with BR on 4 August. BR proved unwilling to lease the line to the SVR, and suggested a provisional price of £45,000 for the outright purchase of line between [[Bridgnorth]] and Milepost 144&frac12; at [[Alveley Sidings|Alveley Colliery]]. At the same meeting BR granted the Society access to the Bridgnorth Station site in exchange for a nominal rent of £5 per month.<ref name=Cleaver>SVR News 189/190, “The Early Days of the Severn Valley Railway”, A.G. Cleaver</ref>.
  
On Sunday 11 July the Society visited [[Bridgnorth|Bridgnorth Station]]. While holding up the old station name board to take a photograph, they were challenged “What the hell do you think you are doing?” by a man with a shotgun. This turned out to be George Thorpe (also known as ‘Elias’) who had continued to operate the station refreshment room after the station itself had shut. Once the Society explained their idea, they were quickly made welcome!
+
:A public meeting took place at Kidderminster on 9 August, attended by between 70-100 people. The majority of those attending supported the plans, although some felt the provisional price of £45,000 was too high. Dissent was mainly from representatives of other Midlands preservation societies.<ref name=Magner43/><ref name=Cleaver/>
  
On 25 July, the Society made a second visit to inspect the line between [[Hampton Loade]] and Bridgnorth.  They discovered that since their first visit, BR had begun to take up the track from Bridgnorth Station towards [[Kidderminster]]. The Society authorised John Garth to send a telegram to British Rail asking them to stop taking up the line, which they fortunately agreed to do while negotiations took place.
+
:Another public meeting took place at Bridgnorth on 31 August, attended by between 50-80 people. The proposals were generally well received.<ref name=Magner43/><ref name=Cleaver/>
  
The Society’s initial goal was to operate services over the 4&frac12; miles between Bridgnorth and Hampton Loade.  However the Society would also need to take on the track between Hampton Loade and Milepost 144&frac12; near [[Alveley Sidings|Alveley]] in order to maintain a connection to the main line via the section beyond, which BR was still using for colliery traffic from [[Alveley Colliery]]. At a meeting in August, the Society proposed to lease the line from BR.
+
'''September 1965'''
 +
[[File: S3641 SLS Special at Bewdley 1965.jpg |thumb|300px|right| The SLS special at Bewdley (David Cooke)]]
 +
:On 19 September 1965 the Stephenson Locomotive Society visited Alveley with a special train from [[Bewdley]], hauled by GWR locomotives 4555 and 1420. This helped publicise the preservation scheme.<ref name=Magner43/>
  
BR granted the Society access to the Bridgnorth Station site in exchange for a rent of £5 per month, and regular Sunday afternoon de-weeding of the track and painting of the buildings began.
+
:The first working party took place at Bridgnorth station on Sunday 26 September.<ref name=Magner43/>  Regular Sunday afternoon de-weeding of the track and painting of the buildings continued throughout the 1960s as the station was gradually restored to working condition.
 +
 +
'''October 1965'''
 +
:Having obtained a professional valuation of the station buildings, the Society posted a tender to BR Estates on 21 October offering £25,000 for the line from Bridgnorth to milepost 144&frac12;. On 26 October four members of the Society, led by John Garth, met with BR to discuss this.<ref name = SVR191/><ref name=Magner43/>
  
On 19 September 1965 the Stephenson Locomotive Society visited Alveley with a special train from [[Bewdley]], hauled by GWR locomotives 4555 and 1420. This formed part of a longer rail tour which began at Birmingham Snow Hill and reached Bewdley via Worcester, hauled by [[61994 The Great Marquess|LNER 3442 The Great Marquess]].<ref>[http://www.sixbellsjunction.co.uk/60s/650919sl.html Six Bells Junction]</ref>  The visit helped publicise the SVR's preservation scheme.
+
'''November 1965'''
<gallery>
+
:The first edition of [[Severn Valley Railway News|SVR News]] was produced, edited by Paul Wyers.
File: S3641 SLS Special at Bewdley 1965.jpg |The SLS special at Bewdley (David Cooke)
 
</gallery>
 
  
 
==1966==
 
==1966==
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BR proved unwilling to lease the line to the SVR, and initially quoted a price of £45,000 for the outright purchase of line between [[Bridgnorth]] and Milepost 144&frac12; at [[Alveley Sidings|Alveley Colliery]].  However following a professional valuation the [[Severn Valley Railway Society|Society]] made an offer of £25,000 for the track and buildings, which BR accepted in February 1966.  BR asked for a deposit of 10% against the purchase price.
 
BR proved unwilling to lease the line to the SVR, and initially quoted a price of £45,000 for the outright purchase of line between [[Bridgnorth]] and Milepost 144&frac12; at [[Alveley Sidings|Alveley Colliery]].  However following a professional valuation the [[Severn Valley Railway Society|Society]] made an offer of £25,000 for the track and buildings, which BR accepted in February 1966.  BR asked for a deposit of 10% against the purchase price.
  
The rest of 1966 was taken up with raising the deposit. Bridgnorth Station saw regular ‘open weekends’, the first being a steam-free information display as part of Bridgnorth Arts Festival, over the Whitsun bank holiday weekend.<ref>A. G. Cleaver, "The Early Days Of The 'Severn Valley'", ''SVR News'' 190 (2015), p.24</ref> Two further open weekends later in the year featured road traction engines and a miniature railway set up on Platform 2.  Society membership grew to around 300 in the first year.
+
The rest of 1966 was taken up with raising the deposit. Bridgnorth Station saw regular ‘open weekends’, the first being a steam-free information display as part of Bridgnorth Arts Festival, over the Whitsun bank holiday weekend.<ref name=Cleaver/> Two further open weekends later in the year featured road traction engines and a miniature railway set up on Platform 2.  Society membership grew to around 300 in the first year.
  
 
During 1966 the Society learned that operating authority from the Ministry of Transport would be required before the Railway could be bought from BR.  BR would need to apply for a Railway Order to downgrade the line from “secondary railway” to “light railway” status. Once this was granted, a new Company would need to apply for a Light Railway Order (LRO) to transfer responsibility for the line; the Society itself not being able to apply for legal reasons.  [[Severn Valley Railway Company Limited]], ‘the Guarantee Company’ (being a Private Company Limited by Guarantee), was incorporated on 24 May 1967 in order to make the application for the LRO at the appropriate time.  However the company remained dormant for the next 2 years, with the Society continuing to conduct the negotiations with BR.
 
During 1966 the Society learned that operating authority from the Ministry of Transport would be required before the Railway could be bought from BR.  BR would need to apply for a Railway Order to downgrade the line from “secondary railway” to “light railway” status. Once this was granted, a new Company would need to apply for a Light Railway Order (LRO) to transfer responsibility for the line; the Society itself not being able to apply for legal reasons.  [[Severn Valley Railway Company Limited]], ‘the Guarantee Company’ (being a Private Company Limited by Guarantee), was incorporated on 24 May 1967 in order to make the application for the LRO at the appropriate time.  However the company remained dormant for the next 2 years, with the Society continuing to conduct the negotiations with BR.

Revision as of 16:09, 6 June 2017

Significant events in the history of the Severn Valley Railway in preservation between 1965 and 1969 are set out below.

1965

June 1965

On Friday 25 June 1965, the 'Kidderminster Shuttle' reported that BRBritish Rail or British Railways had withdrawn the 8.30am 'Cathedrals Express' service from Kidderminster to London. Keith Beddoes, a local railway enthusiast, discussed this with a group of colleagues at work. The subject changed to the attempts to reopen part of the Bluebell line, and Beddoes suggested that the same could be done here.[1]
Letters were written to the local press over that weekend, and on Monday they responded, suggesting a meeting. This took place at the house of Tony Tuite, a colleague of Beddoes, on the evening of Tuesday 29 June. Those present decided to organise a public meeting and arrangements to advertise this were put in hand.[1]

July 1965

The Cooper's Arms (Geograph)
The formation of the Severn Valley Railway in preservation officially began on 6 July 1965. The public meeting proposed by Keith Beddoes took place at the Cooper’s Arms in Kidderminster, attended by around 50 people.
Three possible locations were considered for the potential preserved railway, and the meeting spent some time discussing the merits of these. It was not considered feasible to use a section of the Tenbury Branch between Bewdley and Cleobury Mortimer as BRBritish Rail or British Railways were still using Bewdley station at that time and could not grant access. The Cleobury Mortimer and Ditton Priors Light Railway was also deemed unsuitable because of its remoteness and the relatively light axle load limits of the light railway. The Severn Valley Railway between Bridgnorth and Hampton Loade was therefore chosen.
Those present agreed to form the Severn Valley Railway Society (“the Society”). A committee of 8 was appointed, and the initial membership subscription was proposed as £1, but eventually set at 1 guinea (£1+1shilling) at the suggestion of John Garth, in order to increase funds.[2]
On Sunday 11 July the Society inspected the track from Hampton Loade to Bridgnorth, noting that all the signals and most of the railway installations along the route had been removed.[3] While holding up the old station name board at Bridgnorth to take a photograph, they were challenged “What the hell do you think you are doing?” by a man with a shotgun. This turned out to be George Thorpe (also known as ‘Elias’) who had continued to operate the station refreshment room after the station itself had shut. Once the Society explained their idea, they were quickly made welcome!
On Sunday 25 July, the Society made a second visit to inspect the line between Hampton Loade and Bridgnorth. They discovered that since their first visit, BRBritish Rail or British Railways had resumed the removal of track from Bridgnorth Station towards Kidderminster. The Society authorised John Garth to send a telegram to British Rail asking them to stop taking up the line. This was sent on Monday 26th, and at 5pm on 28 July BRBritish Rail or British Railways agreed to a stay of execution while negotiations took place.[3]

August 1965

The Society’s initial goal was to operate services over the 4½ miles between Bridgnorth and Hampton Loade. However the Society would also need to take on the track between Hampton Loade and Milepost 144½ near Alveley in order to maintain a connection to the main line via the section beyond, which BRBritish Rail or British Railways was still using for colliery traffic from Alveley Colliery.
The Society met with BRBritish Rail or British Railways on 4 August. BRBritish Rail or British Railways proved unwilling to lease the line to the SVRSevern Valley Railway, and suggested a provisional price of £45,000 for the outright purchase of line between Bridgnorth and Milepost 144½ at Alveley Colliery. At the same meeting BRBritish Rail or British Railways granted the Society access to the Bridgnorth Station site in exchange for a nominal rent of £5 per month.[4].
A public meeting took place at Kidderminster on 9 August, attended by between 70-100 people. The majority of those attending supported the plans, although some felt the provisional price of £45,000 was too high. Dissent was mainly from representatives of other Midlands preservation societies.[3][4]
Another public meeting took place at Bridgnorth on 31 August, attended by between 50-80 people. The proposals were generally well received.[3][4]

September 1965

The SLS special at Bewdley (David Cooke)
On 19 September 1965 the Stephenson Locomotive Society visited Alveley with a special train from Bewdley, hauled by GWRGreat Western Railway locomotives 4555 and 1420. This helped publicise the preservation scheme.[3]
The first working party took place at Bridgnorth station on Sunday 26 September.[3] Regular Sunday afternoon de-weeding of the track and painting of the buildings continued throughout the 1960s as the station was gradually restored to working condition.

October 1965

Having obtained a professional valuation of the station buildings, the Society posted a tender to BRBritish Rail or British Railways Estates on 21 October offering £25,000 for the line from Bridgnorth to milepost 144½. On 26 October four members of the Society, led by John Garth, met with BRBritish Rail or British Railways to discuss this.[2][3]

November 1965

The first edition of SVR News was produced, edited by Paul Wyers.

1966

Milepost 144½, the old boundary

BRBritish Rail or British Railways proved unwilling to lease the line to the SVRSevern Valley Railway, and initially quoted a price of £45,000 for the outright purchase of line between Bridgnorth and Milepost 144½ at Alveley Colliery. However following a professional valuation the Society made an offer of £25,000 for the track and buildings, which BRBritish Rail or British Railways accepted in February 1966. BRBritish Rail or British Railways asked for a deposit of 10% against the purchase price.

The rest of 1966 was taken up with raising the deposit. Bridgnorth Station saw regular ‘open weekends’, the first being a steam-free information display as part of Bridgnorth Arts Festival, over the Whitsun bank holiday weekend.[4] Two further open weekends later in the year featured road traction engines and a miniature railway set up on Platform 2. Society membership grew to around 300 in the first year.

During 1966 the Society learned that operating authority from the Ministry of Transport would be required before the Railway could be bought from BRBritish Rail or British Railways. BRBritish Rail or British Railways would need to apply for a Railway Order to downgrade the line from “secondary railway” to “light railway” status. Once this was granted, a new Company would need to apply for a Light Railway Order (LROLight Railway Order) to transfer responsibility for the line; the Society itself not being able to apply for legal reasons. Severn Valley Railway Company Limited, ‘the Guarantee Company’ (being a Private Company Limited by Guarantee), was incorporated on 24 May 1967 in order to make the application for the LROLight Railway Order at the appropriate time. However the company remained dormant for the next 2 years, with the Society continuing to conduct the negotiations with BRBritish Rail or British Railways.

1967

The first train arrives at Bridgnorth on 25 March 1967 (Sellick Collection)


Contracts for the purchase of the line between Bridgnorth and Alveley Colliery were exchanged between BRBritish Rail or British Railways and the SVRSevern Valley Railway on 1 January.[5] The Society paid the 10% deposit to BRBritish Rail or British Railways in February 1967, with the balance of the purchase price being paid shortly after the official opening in May 1970. BRBritish Rail or British Railways allowed stock to be moved in once the 10% deposit was paid, and the preservation scheme really gained momentum with the arrival on 25 March of the first locomotive and 4 GWRGreat Western Railway coaches including GWR 6562 which is still at the SVRSevern Valley Railway. GWR 0-6-0 No 3205 had made the journey in steam from the BRBritish Rail or British Railways shed at Stourbridge Junction, where it had been re-assembled after being hauled ‘dead’ from the West Country. Another 3 locomotives and a diesel railcar would arrive during 1967: Ivatt 2MT No 46443 on 22 April, GWRGreat Western Railway Railcar 22 on 13th May, Manning Wardle contractors engine no 2047 (later named Warwickshire) on 22 October, and ex-Port Talbot Railway 0-6-0 No 813 on 25 November.

The availability of working rolling stock saw a succession of steam galas in 1967. The Railway had not yet received the Light Railway Order allowing rides to be given to the general public. However SVRSevern Valley Railway members could travel, so the Railway did a brisk trade in ‘Day Member’ tickets, while full membership of the Severn Valley Railway Society also benefitted, passing the 1,000 mark by the end of the year.

During 1967 the Civil Engineering Department constructed a 30ft long locomotive inspection pit at Bridgnorth. A water tower was purchased from Dudley and erected at Eardington, the only source of suitably soft water on the line.

The excitement of the time was tempered by the news that Shropshire County Council and several local Parish Councils were likely to oppose the formal re-opening of the Railway, as it might prejudice the proposed construction of the Bridgnorth By-pass and the carrying out of road improvements relating to bridges in the Eardington area. However BRBritish Rail or British Railways remained supportive of the SVRSevern Valley Railway, allowing continued tenancy of Bridgnorth Station.

1968

Bridgnorth yard, September 1968 (Wikimedia Commons)

The galas continued with the tacit approval of BRBritish Rail or British Railways. The Easter Steam Gala featured No 3205, while the Autumn Gala saw 10,000 visitors to Bridgnorth, with 3205 and 46443 making alternate trips to Hampton Loade and back. Over £1,000 was raised on that Bank Holiday alone. However BRBritish Rail or British Railways, which was still the LROLight Railway Order holder, became concerned at safety at such sizeable events.

The year saw the arrival of 3 more engines; LMS 3F Jinty 0-6-0 No 47383 on 26 May, Ex-Hams Hall Power Station Peckett 0-4-0ST No 1738 on 13 July and Ivatt 4MT Mogul 43106 on 2 August.

Negotiations with Shropshire County Council and the other dissenting parties proved fruitless, and a Public Enquiry became necessary to consider the proposed Scheme for the Railway. This was held in October 1968 at County Hall in Shrewsbury. BRBritish Rail or British Railways gave backing for the Railway, and many other witnesses were called. The plans put forward for the bypass and evidence on road usage appeared to those present to be hastily put together. On the second day of the Enquiry, the Inspector and all parties travelled from Bridgnorth to Bewdley to view the Scheme at first hand. The Minister of Transport’s decision would be based on the Inspector’s report.

1969

A 1969 line-up (David Cooke)

1969 saw the arrival of another 2 engines; LMS Stanier 8F No 48773 [LMSLondon Midland & Scottish Railway 8233] on 4 January and ex Manchester Ship Canal and ICI Hunslet 0-6-0T 686 The Lady Armaghdale on 14 July.

Alveley Colliery closed in January 1969, following which BRBritish Rail or British Railways officially closed the adjacent section of the line from Alveley to Bewdley. Technically the area north of Bewdley was a closed siding under BRBritish Rail or British Railways control and therefore subject to the recently imposed BRBritish Rail or British Railways steam ban. Early in 1969, BRBritish Rail or British Railways banned steam operations by the SVRSevern Valley Railway, a blow which made the SVRSevern Valley Railway members all the more determined to re-open the line.

Around this time, the SVRSevern Valley Railway Society rented the former goods-shed and yard at Bewdley. This space would be used for restoration of locomotives and rolling stock, 4566 and 1501 being among the earliest residents.

The result of the Public Enquiry was a recommendation by the Inspector that the first LROLight Railway Order should be granted. However in June 1969 the Minister of Transport rejected the recommendation, citing the potential extra cost to public funds of the Bridgnorth By-pass Bridge if the Railway went ahead (the objections relating to the Eardington road bridges were not sustained). The Minister invited the parties to meet and resolve the issue. In order to make progress, it became necessary for the SVRSevern Valley Railway to agree formally that they would either fund the By-pass Bridge or end the line south of the By-pass when and if it was built. Given that assurance, the County Council withdrew its objections and the Minister accordingly found in favour of the Scheme.

In December 1969 the Severn Valley Railway Society was merged into The Guarantee Company, with the latter now becoming the proper entity to take the Scheme forward. The AGM coincided with the announcement that the first LROLight Railway Order had been granted, allowing BRBritish Rail or British Railways to work the line from Bridgnorth to Alveley as a Light Railway, although of course they had no wish to do so. However the granting of that order meant The Guarantee Company could now apply for the second LROLight Railway Order to transfer ownership to the SVRSevern Valley Railway.

See also

References

Past editions of Severn Valley Railway News. Also early history taken from:

Severn Valley Railway Guide 1972/3, DN Cooke and DC Williams.
SVRSevern Valley Railway News 151 “The fortieth anniversary, Wednesday 6 July 2005”, text of a speech by Christopher George.
Severn Valley Railway Steam, Sir Gerald Nabarro, M.P. (1971).
Heritage Railway Magazine article
  1. 1.0 1.1 Magner (1997), pp 60-64, "Personal memories of Mr Keith Beddoes"
  2. 2.0 2.1 SVRSevern Valley Railway News 191, “Fifty Years Ago" (Christopher George)
  3. 3.0 3.1 3.2 3.3 3.4 3.5 3.6 Magner (1997) pp. 43-46.
  4. 4.0 4.1 4.2 4.3 SVRSevern Valley Railway News 189/190, “The Early Days of the Severn Valley Railway”, A.G. Cleaver
  5. Marshall (1989) p. 108.