Changes

The area received attention from the Permanent Way Department in autumn 1976, including lifting, packing and slewing the track.<ref>SVR News 41</ref>. In 1977-78 a school project saw children from Warren Farm School in Birmingham make a number of visits under SVR supervision to help clear the land and improve views around Folly Point.<ref>SVR News 46-47</ref>

A major slip in [[Severn Valley Railway Timeline 1980-1989#1980 | 1980]] required excavation of the formation to a depth of 2-3 metres stepped downwards in intervals of 1 metre, installation of new drainage, the insertion of stone filled ‘gabions’ and the lifting of the track by around 18 inches over a length of some 60 feet. Services ran only between [[Bridgnorth ]] and Arley for several weeks while the work was carried out,<ref>SVR News 55-56</ref><ref name=JM>[[Bibliography#Books|Marshall (1989)]] p. 95.</ref> and the slip curtailed the [[Western Locomotive Association]]’s spring diesel weekend.<ref>SVR News 68</ref>

Substantial re-railing was carried out at Folly Point in 1982following a [[Accidents#Folly_Point |derailment]] there the previous year. Folly Point has some sharp reverse curves and the 'high rail' on the outside each curve is subject to wear on its inside edge as the flanges of each wheel pass, this fault being known as 'side cutting'. On this occasion, rails in better condition recovered from flat bottomed relaying elsewhere on the line were used.<ref>SVR News 63</ref>

In spring 1993 SVR News noted that a tightening up of workshop and inspection procedures had been introduced following an investigation by Chief Engineer [[Alun Rees]] into the causes of a the derailment at Folly Point.<ref>SVR News 106</ref>

The following year, Folly Point was one of the many areas on the Railway affected by the [[2007 Storm Damage|freak storms of June 2007]]. An inspection on 20 June, the day after the first storm, revealed that the hillside above the railway appeared to be pushing the railway towards the river, with the tops of the gabion baskets now leaning outwards. At the same time the river bank itself was being eroded, threatening to undercut the retaining wall. Within a few hours permission had been granted to tip stones into the river to stem the erosion. The area was then one of the first places along the Railway where remedial work began. The track was lifted, the whole area dug out and new gabion baskets inserted. Progress was halted and the site was evacuated when the hillside above the railway was found to be moving again. Specialist plant was brought in to install drainage, and another stone gabion wall installed above the railway to prevent further incursion. In early August around 60 tons of stone ballast were brought in to allow lifting and packing of the rails to the correct level, after which the track was relaid.<ref>[[Bibliography#Books|Sowden (2012)]] pp. 38-39.</ref><ref>SVR News 160, "Track Topics"</ref>.