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*leaving the OW&W line north of Hartlebury rather than south of it and rejoining the authorised route at Upper Mitton, north of Stourport, avoiding the need for second station at Hartlebury south of the OWW's, and
*leaving the authorised route near [[Eardington|Eardington ironworks]], crossing a [[Oldbury Viaduct|viaduct at Oldbury]] and passing under Bridgnorth High Town via a [[Bridgnorth Tunnel|500 yard tunnel]] (which became 550 yards as built), rejoining the authorised route at the south end of the Apley deviation. This avoided the need for two expensive bridges at Quatford (£8,000) and north of Bridgnorth (£9,000)<ref name=Marshall32/>.
==1856==
[[File:Bridgnorth Journal 2.2.1856.jpg|thumb|200px|right|Article from the Bridgnorth Journal in 1856 encouraging the purchase of shares in the Severn Valley Railway.]]
Efforts to stimulate support for the Railway continued. In early 1856 the Company's solicitor Mr. Toogood visited locations up and down the line in an attempt to attract new shareholders.<ref>Bridgnorth Journal, 2 February 1856, via the [https://www.britishnewspaperarchive.co.uk British Newspaper Archive]</ref> A meeting of local businessmen and other interested parties was held at Bridgnorth on 1 March, which resulted in a request for Morton Peto to address a public meeting there.<ref>Bridgnorth Journal, 8 March 1856, via the British Newspaper Archive</ref> Peto agreed, with the public meeting taking place at Bridgnorth Town Hall on 27 March. The press reported that "''The meeting was evidently satisfied with the explanations given, by its unanimous and hearty applause. We have much pleasure in stating that the result of the meeting has already begun to manifest itself, for Mr Toogood has since obtained many additional shareholders''."<ref>Bridgnorth Journal, 29 March 1856, via the British Newspaper Archive</ref>
On 15 April Peto addressed a similar meeting at Bewdley, where his speech was regularly met by cheers from those present.<ref>Bridgnorth Journal, 19 April 1856, via the British Newspaper Archive</ref> A meeting at Stourport on 6 May "...''gave general satisfaction, for strong expressions of support were given by most of the persons present''."<ref>Bridgnorth Journal, 10 May 1856, via the British Newspaper Archive</ref>
Another public meeting took place at Ironbridge on 1 July, at which Peto stated that nearly £70,000 had been raised of the £150,000 needed before work could start. The SVR Act of 21 July 1856 authorised the new deviations. At the end of July Fowler confirmed he had agreed the final route of the line through Apley to Thomas Whitmore’s satisfaction.<ref name=Marshall34>Marshall (1989), pp.34-35.</ref>
Over the following months, fund raising continued and the process of obtaining a tender for construction began.
==See also==
