Changes

'''January 1969 saw the arrival of another 2 engines; ''':[[LMS Stanier 8F 48773|LMS Stanier 8F No 48773]] [(LMS 8233] ) arrived in steam on 4 January . :During January BR announced that thy proposed to end passenger services between Hartlebury, Bewdley and ex Manchester Ship Canal Kidderminster from 7 April 1969 (the closure actually took place in [[Severn Valley Railway Timeline 1970-1979#1970|January 1970]]). The SVR had already announced an intention to purchase the section from Alveley to Bewdley following this closure, and ICI Hunslet 0-6-0T were in contact with BR<ref name=SVRNews11/>. :[[Alveley Colliery]] closed at the end of January 1969, following which BR officially closed the adjacent section of the line from [[Alveley Sidings|Alveley]] to [[686 The Lady ArmaghdaleBewdley]] on 14 July. Technically the area north of Bewdley was a closed siding under BR control and therefore subject to the recently imposed BR steam ban. Early in 1969, BR banned steam operations by the SVR, a blow which made the SVR members all the more determined to re-open the line.

[[Alveley Colliery]] closed '''June 1969''':The result of the Public Enquiry was a recommendation by the Inspector that the first LRO should be granted. However in January June 1969the Minister of Transport rejected the recommendation, following which BR officially closed citing the adjacent section potential extra cost to public funds of the line from [[Alveley SidingsBridgnorth Bypass Bridge|AlveleyBridgnorth By-pass Bridge]] if the Railway went ahead (the objections relating to [[Bewdley]]the Eardington road bridges were not sustained). Technically The Minister invited the area north of Bewdley was a closed siding under BR control parties to meet and therefore subject to resolve the recently imposed BR steam banissue. Early in 1969:Around this time, BR banned steam operations by the SVR, a blow which made the SVR members all Society rented the more determined to reformer goods-open shed and yard at Bewdley (then still an active BR station). This space would be used for restoration of locomotives and rolling stock, 4566 and 1501 being among the lineearliest residents.

Around this time, the SVR Society rented the former goods'''July 1969''':Ex Manchester Ship Canal and ICI Hunslet 0-shed and yard at Bewdley. This space would be used for restoration of locomotives and rolling stock, 4566 and 1501 being among the earliest residents6-0T [[686 The Lady Armaghdale]] arrived on 14 July.

The result of the Public Enquiry was a recommendation by the Inspector that the first LRO should be granted. However in June '''October 1969 the Minister of Transport rejected the recommendation, citing the potential extra cost to public funds of the [[Bridgnorth Bypass Bridge|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 SVR 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. On 9 October an Evening Mail headline reported "''Green light for S.V.R. to run trains from Bridgnorth''"<ref>Magner</ref>. '''December 1969''':On 6 December 1969 the [[Severn Valley Railway Society]] was merged into [[Severn Valley Railway Company Limited|The Guarantee Company]], with the latter now being considered the proper entity to take the Scheme forward. The AGM coincided with the announcement that the first LRO had been granted, allowing BR 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 LRO to transfer ownership to the SVR.