First trips on the Severn Valley Railway in 1861
Officially, the first timetabled passenger trains on the Severn Valley line were on Saturday 1st February 1862, following the special train and the opening ceremony on the previous day. However, the contractors, Brassey, Peto and Betts, had a pecuniary interest in seeing the line opened as early as practical due to their investment in shares, although it appears the interest of the latter two was wavering (extra costs of repairing many landslips) while Brassey had joined with William Field in recent contracts, notably the Much Wenlock and Severn Junction Railway (crossing the SVR at Buildwas) and the Tenbury and Bewdley railway. William Field had been taken on by Brassey as agent to oversee the building of the line south of Shrewsbury to beyond Coalport and, it was he who initiated many of the trips. Almost all of the news reports record the SVR contractors as "Brassey and Field". When the contract was let an opening date of October 1860 was hoped for, if the land was released in time. However, there were numerous landslips which inhibited progress and the target soon moved to 1861 with the race on between the four agents and their men as to which sections could be completed first. So, we delve into the local newspaper articles who all claimed their item was 'the first trip on the Severn Valley Railway'!
Thursday 21 March 1861[edit | edit source]
Hereford Times, Saturday 23rd March 1861
The shriek of the railway locomotive – that harbinger of progress and civilisation – was first heard in the valley of the Severn on Thursday. On the Wednesday morning the news that an engine had arrived on the River Severn, a mile and a half above Bridgnorth, soon spread through the town, and a great number flocked to that point to see how it was to be got on the line, a feat of no little difficulty to those unacquainted with such work; but the arrangements Mr Dowell had made were so perfect that in two hours from swinging round the barge, the engine was safely landed on the permanent line of the railway and conducted up the line into the New Town.
On Thursday morning the steam was got up and Mr Dowell, agent and engineer to the contractors, invited a number of the respectable inhabitants of Bridgnorth to go over the completed section of the line. Invitations were given to R.O. Backhouse (ex-Mayor), R. Leake, Mr Cook, Mr Yate, Mr Deighton, Mr Whitefoot, Mr Edkins, Mr Turnbull, Ensign Bache, G. Bangham, G.J. Lewis, J.W. McMichael, Mr Fisher etc. Henry Orlando Bridgman (engineer to the Company) and Thomas Dowell (agent and engineer to the contractors) were on the engine. Accordingly, about 2 o’clock on Thursday afternoon, an impromptu train consisting of the engine and several trucks, dressed with flags and streamers, started from the New Town end of the tunnel with a number of excursionists. Crossing a massive iron girder bridge at the New Town[note 1] and a similar one thrown over the Oldbury Road we came to a very handsome viaduct of five arches which stretches across a narrow but deep and precipitous valley known as ‘the Mill in the hole’[note 2]. The arches are of brick, with stone pediments, and the whole exhibits great strength and solidity of construction. Proceeding as far as the Knowlesands, a small tunnel in the course of construction, prevents further progress in that direction.
By this time, a large number of people had assembled on the Castle Hill and the train, on its return, entered the tunnel under Bridgnorth amid the hearty cheering of the multitude. Passing through this tunnel which is 550 yards long, and excavated through red sandstone it proceeded along a level straight at the rate of fifteen miles per hour nearly as far as Severn Hall[note 3]. Here, the line is very picturesque, gliding through a beautiful table-land, bounded on either side by rocky eminencies partially clothed with verdure, but exhibiting here and there the warm red sandstone. After remaining here a short time, the train returned to Bridgnorth, again passing through the tunnel, and landed the party at the point from which they started; all expressing themselves highly delighted with their trip. During the excursion a sum of money was collected for the purpose of marking the occasion by giving a treat to the men, which was fully appreciated by them. Afterwards Messrs Dowell and Bridgman were invited to drink ‘success to the Severn Valley Railway’ and a number of gentlemen subsequently met at the Crown Hotel, where the prosperity of the line was duly toasted, coupled with the names of the engineers. These gentlemen duly responded and a very pleasant evening was spent.
William Field was born in 1812 near Rugeley in Staffordshire and brought up in the medical profession. It was in 1846, while he was a surgeon at North Stafford Infirmary, that he met Thomas Brassey who was building the Trent Valley line. They became friends and married sisters from Birkenhead. He moved to Shrewsbury in 1851 to work for Brassey on the construction of the Shrewsbury and Hereford Railway and had a leading role in the building of the Shrewsbury and Crewe line. His name was a natural employment as an agent to work on the Severn Valley line. On 8th February 1860 the Shrewsbury Chronicle reported that on Monday evening the 6th a meeting was held at Shrewsbury General railway station with a view to secure a volunteer corps composed of railway officials and servants – Mr Patchett, the Railway Superintendent, was called upon to preside. It was unanimously agreed that a rifle corps be formed from amid their ranks and William Field, railway contractor, was chosen as their captain. The list for the railway contained the names of 78 volunteers and Mr Field, with great liberality, had offered to clothe 30 men. It is therefore no surprise to find early journeys at the northern end of the SVR linked to trips in connection with manoeuvres by the Volunteer Corps. In the following articles, you will notice the use of carriages to replace trucks for these excursions. Although the West Midland Railway Company ordered a considerable number of wagons and locomotives to work the line in May 1861,[1] they would not yet have been delivered. However, Brassey and Field were working the Shrewsbury and Hereford Railway under a 10-year arrangement from opening so would have had stock available at Shrewsbury.
Saturday 23 June 1861[edit | edit source]
Wellington Journal, Friday 29th June 1861
On Saturday last an engine was run through on the Severn Valley line from Bridgnorth to Coalport. A number of trucks, attached to the engine, were gaily dressed with flags on the occasion and several parties availed themselves of the trip. Next week, it is understood, that a regular train will be run. The whole of the cuttings on the line are completed and, yesterday week, the bank near Severn Hall was closed which completes the earthworks. The permanent way is nearly all laid and the ballasting proceeds rapidly.
Friday 29 June 1861[edit | edit source]
Shrewsbury Chronicle. Friday 5th July 1861
Much interest was felt in the proceedings connected with the departure of the Much Wenlock Volunteers on Friday 29th June from the Benthall side of Ironbridge. The station is rapidly advancing towards completion and a special train from Shrewsbury had been despatched for their conveyance to the scene of the contest at Hawkstone – great numbers assembled to witness their departure. The Bridgnorth squad had reached Coalport bridge from thence at half-past five. Here, there is a break in the Severn Valley line (which ere-long will be removed before the energetic power of the numerous men employed thereon). They descended from their cars and proceeded a short distance on foot, when, hearing the signal-whistle of the approaching train, they halted near the Tuckies and were soon, to the number of sixty, safely and comfortably seated in the special train.
The train, retracing its course, re-arrived at Benthall or Ironbridge station at a quarter past six. Some half-score of the Broseley squad were already on the ground ready to depart. At half-past six the Ironbridge squad made their appearance to the number of forty. Passing through the Bridge-gate, they stowed themselves away where best they could. A few minutes more and the steam-horse, which had been snorting and panting as if impatient of the delay, put forth his strength and the train glided swiftly away from the station. Groups of sight-seers were collected on different points of elevation from which a good view could be obtained of the first passenger train to run on the Severn Valley line hence to Shrewsbury.
July 1861[edit | edit source]
The Shropshire News, Thursday 1 August 1861
The members of the Sixth Shropshire Volunteers Corps, upon the occasion of their visit to Warwick the other day, were favoured as upon a former occasion, by a trip upon the Severn Valley Railway. Unfortunately, some iron chairs having been carelessly left upon the line by one of the men, were displaced by the passage of the train and threw one of the carriages off the line. No further injury beyond a fright resulted to the passengers, and the carriage was soon placed again on the rails. The party returned about two o'clock to Ironbridge safe and sound, but on a volley being fired to convey this intelligence to those whom it most concerned, the timid inhabitants awoke in fearful fright from the terrific noise the rifle reports made along the valley – all sorts of terrible impressions were produced.
Thursday 19 September 1861[edit | edit source]
The Shropshire News, Thursday 26th September 1861
On Thursday last, 19th September, the first trip along the entire length of the Severn Valley railway from Shrewsbury to Bridgnorth took place on the occasion of the several Shropshire Rifle Corps visiting the town. The train, arranged by Captain Field consisted of 15 carriages conveying upward of 400 people, ran smoothly over the rails and many had the opportunity of witnessing the interesting scenery along this portion of the valley for the first time. Rather a novel and exciting run was witnessed between Coalport and Apley with a greyhound, belonging to some of the party, trying to keep up with the train. The dog, which appeared in good trim for running, kept up pretty well, but seemed distressed upon reaching the Wren’s Nest, where the train stopped and he was taken on board.
At Bridgnorth the shops were closed at 2 o’clock and, by the train arrived, the whole town appeared to have turned out to witness its arrival at the station. Crowds climbed the rocky heights around Castle Hill; men cheered and women waved their pocket handkerchiefs as the train emerged from the tunnel. The ground chosen for the battalion drill was nearly a mile and a half from the station although nearly opposite on the other side of the river. Having formed with the band of the Artillery at their head, the several companies marched to meet the 4th Shropshire already drawn up to receive them. Here, before a considerable number of nobility and gentry, the companies were put through their drills. The band was then called for and the men re-crossed the river and proceeded to the open square in High Town where they were, for a short time, dismissed. At half past six they were again mustered and, having been inspected by Major Cholmondelay and Adjutant Coldwell, proceeded at double-quick time to the station and the waiting train.
These first trips were confined to the northern half of the line although it was north of Bridgnorth where the most landslips occurred during construction. The Worcester Journal of 15th June 1861 reported on an ‘extraordinary’ landslip on the Severn Valley line when, at Wren’s Nest, several acres of land and wood separated from the adjacent land and travelled in the direction of the river which changed channel as its bed lifted up; also, the steep side of the deep cutting at Chestnut Coppice (opposite Apley Hall) also slipped. South of Bridgnorth, the cutting at Stanley collapsed in the Summer of 1859 necessitating a deviation closer to the Severn, costing the contractors an extra £10,000 (Director John Parson reporting to the half-yearly meeting on Thursday 11th August) and The Express on Thursday 10th January 1861 referred to ‘the past week serious landslips occurred when a portion of the high stone wall facing the embankment adjoining Wribbenhall viaduct collapsed taking two men with it (unhurt) and 2 miles above Bewdley two acres of woodland had slipped into the river with a further slip at Aymer (?)’. However, William Field was informing the Tenbury and Bewdley Railway meeting on Wednesday 1st April 1861 that they had a great deal of plant at Bewdley available as they expected to complete the Severn Valley line shortly (Worcestershire Chronicle of 3rd April 1861). There was a Supplement included in the Worcestershire Chronicle of 11th September 1861, following completion of the Victoria Bridge, on the structure. Earlier calls at Shareholder meetings for opening from Hartlebury to Bewdley had been resisted as the Directors said the line needed to be available for the contractors north from Hartlebury for delivery of materials. John Fowler, the Engineer, had recommended that the earthworks should be given time to settle in view of the instability of the ground beneath evident throughout the construction.
October 1961[edit | edit source]
Shropshire Chronicle Thursday 25th October 1861
Great enthusiasm prevailed at Much Wenlock on Wednesday week on the occasion of the 12th annual meeting of the Olympian Society and the celebration of the introduction of railways into the Borough. It had been announced that cheap trains would run from Hartlebury and Shrewsbury but, owing to the Government Inspector not having been over the line, this arrangement could not be completed; so, there was some disappointment. However, in order that such disappointment was mitigated, Captain Field determined to run a special train from Salop, picking up by the way such ladies and gentlemen as desired to make the trip. The train alluded to left the Coleham station about 10 o’clock, the Shropshire Artillery Band occupying one of the carriages.
Proceeding onwards we left the pretty village of Sutton to the right and shortly arrived at Cross-Houses station (Berrington). Suddenly, we made acquaintance with the Severn, which, in its singularly winding course, departs for a while but greets us again ere we have progressed far, and thus deals with us for the rest of our journey. In the background rises The Wrekin, its summit enveloped in mist. The next station was Cressage, the village lying to the right. Up to this point no difficulty had arisen in the making of the way, but a little further on was a serious slip which entailed a considerable expense to make good. Huge piles were driven in at the water’s edge and up to the rails and the place is now perfectly secure.
To the left we have Buildwas with its quaint church and directly we passed within a few yards of the picturesque remains of Buildwas Abbey. Noticeable too was a fine iron bridge over the Severn and a stranger would scarcely overlook The Bridge Inn, a quiet, old-fashioned, comfortable-looking hostelry in its vicinity. Another minute or so and we were at Buildwas Junction where we left the main line and pursued the Wenlock branch. Hitherto we have met with nothing to obstruct the view, but now we met some rather deep cuttings through a sort of limestone rock or which the district is famous. This stone serves numerous purposes – houses are built of it, roads are constructed thereof, walls are raised by means of it; and, when burnt, it is applied to various uses for which best lime is devoted. Masses of it were ranged along the line. At Bradley the population of the neighbourhood had turned out en-masse to watch the progress of the first passenger train. They looked on with a mixed sort of wonder and satisfaction and shouted lustily as we passed. Near Wenlock, crowds had assembled at various spots that commanded a view of the line, and, amid waving handkerchiefs and loud cheers, the train steamed up the platform. A great concourse of people had gathered there who applauded loudly; the Wenlock Juvenile Band playing ‘See the conquering hero comes’. In the station yard were those about to compete in the Olympian Games – the tilters on horseback, pedestrians etc; a number of beautiful flags being dispersed. Directly a halt was made, Ralph A Benson mounted a truck and addressed the spectators, congratulating them on the completion of the Wenlock and Severn Junction Railway. The people then repaired to the north-west side of the station where a considerable number of ladies had assembled – it being understood that the ceremony of cutting the first sod of the Much Wenlock and Craven Arms Railway was to take place (by the Mayor of Wenlock, C J Faraday esquire). The Shropshire Volunteer Artillery Corps played ‘God save the Queen’. After speeches the party processed to Windmill Field to watch the Olympian Games. In the town, arches bearing suitable inscriptions spanned the streets – ‘Prosperity to the Railway’ being conspicuous. A celebration dinner was held in The Gaskell Arms in the evening.
Thursday 18 October 1861[edit | edit source]
Wellington Journal Friday 26th October 1861
Yesterday week, the first train of trucks with coals came down the line from Shrewsbury to Bridgnorth. A passenger carriage accompanied it containing Captain Field who, having invited a few friends from Bridgnorth to join him, proceeded down the line to Bewdley. The valley, wearing the autumnal livery of the year, appeared in its glory and the members of the little party highly enjoyed themselves; the contractors having nearly completed their work on the line. The stations, bridges, banks etc along nearly the whole distance seem to be in a finished state and, we understand, that at a meeting of the directors and other officials to be held on the 1st November an early date will be fixed for the government inspector to go over the works.
Tuesday 19 November 1861[edit | edit source]
Staffordshire Advertiser Saturday 23rd November 1861
On Tuesday 19th November a special train belonging to the West Midland Railway Company, conveyed the officials of the several companies connected with the line over the newly-constructed railway from Hartlebury to Shrewsbury and back. The party signified the highest approval of the substantial and efficient manner in which the work had been executed, and consider the line in the most satisfactory condition for traffic; the return journey being performed at express speed. The day for the opening to the public is not yet decided upon, but that it will be last week of the ensuing month is possible.
In fact, Colonel William Yolland, the Board of Trade Inspector, did not review the line until the end of December, making recommendations for changes at Buildwas and Hartlebury and at crossing points before a final inspection on 20th January 1862 with formal opening on Saturday 1st February 1862 after the special train and celebrations on 31st January. The articles show how William Field, in particular, was keen to engage the local dignitaries, together with railwaymen in advance of opening in the changes that the railway would bring. However, it is to John Fowler the designer and to Thomas Brassey, the senior contractor, that most thanks should be recorded. The latter, not only invested nearly a quarter of a million pounds of his own money in the venture, but was quick to arrange for the landslips to be addressed without resort to recompense.
See also[edit | edit source]
Notes[edit | edit source]
References[edit | edit source]
- ↑ Birmingham Daily Post, Friday 31 May 1861