Changes

[[File:Victoria Bridge Illustrated London News 1859.jpg |thumb|300px|right| Laying the foundation stone of Victoria Bridge]]'''Construction of the Severn Valley Railway''' began in August 1858 and was completed in time for the railway to open on 1 February 1862. Chief Engineer [[John Fowler|Sir John Fowler]] oversaw the construction of the Severn Valley Railway, with [[Henry Orlando Bridgeman]] responsible for day to day matters as Resident Engineer. The Contractors [[contractors Peto, Brassey and Betts]] employed a workforce of some 900 [[Railway Navvies of the SVR|navvies]] to build the Railway<ref name=Nabarro36>[[Bibliography#Books|Nabarro (1971)]] p. 36.</ref>.

==The contractors==:''Main article: [[Peto, Brassey and Betts]]''The partnership of contractors who were nominally responsible for building the railway were usually referred to as '''Messrs. Peto, Brassey and Betts'''. Although Morton Peto was substantially involved in the successful formation of the original [[The Severn Valley Railway Company (19th Century)|Severn Valley Railway Company]], Thomas Brassey appears to have been the most active of the three main contractors once construction began. Some contemporary newspaper reports refer to Thomas Brassey's own company '''Messrs. Brassey & Co''' as the Contractor,<ref>Shrewsbury Chronicle, 29 June 1859 via the [https://www.britishnewspaperarchive.co.uk British Newspaper Archive]</ref><ref>Derbyshire Courier, 3 September 1859 via the [https://www.britishnewspaperarchive.co.uk British Newspaper Archive]</ref> while other contemporary newspaper reports refer to '''Brassey and Field''' as Contractors.<ref>Eddowes’s Journal and General Advertiser for Shropshire and the Principality of Wales, 9 March 1859 via the [https://www.britishnewspaperarchive.co.uk British Newspaper Archive]</ref><ref>Hereford Times, 28 May 1859 via the [https://www.britishnewspaperarchive.co.uk British Newspaper Archive]</ref> Brassey appears to have been the most active of the three main contractors once construction began; at At the half-yearly shareholders meeting on 1 August 1860 the Chairman noted that "''...by their arrangement with Mr Brassey some delay might arise in opening the line''." William Field worked in partnership with Brassey on a number of other railway projects including [[Albert Edward Bridge]] at [[Buildwas]] and other sections of the Wellington to Craven Arms Railway on which it lay.<ref>[http://www.forgottenrelics.co.uk/tunnels/gallery/presthope.html Presthope tunnel on ForgottenRelics.co.uk]</ref> The commemorative paper laid under the foundation stone of [[Victoria Bridge]] during construction referred to the contractors as '''Messrs.Brassey, Peto and Betts''' rather than the customaty form of 'Peto, Brassey and Betts, perhaps reflecting the relative significance of each to this particular project.  <gallery mode=packed heights=200px style="text-align:left">Thomas Brassey.jpg | Thomas BrasseyPeto.jpg | <nowiki>Morton</nowiki> PetoEdward Betts.jpg | Edward Ladd Betts</gallery>

The contract between the [[The Severn Valley Railway under GWR/BR ownership#The_Severn_Valley_Railway_Company|Severn Valley Railway Company]] Severn_Valley_Railway_Company and the appointed Contractors contractors Peto, Brassey and Betts for construction of the 40 miles of railway between [[Hartlebury]] and [[Shrewsbury]] was completed on 26 May 1858. The contract stated that the line was to be built on the pattern of the [https://en.wikipedia.org/wiki/Mid-Kent_Railway Mid Kent Railway]. Fowler’s specification, attached to the contract, specified that cuttings and embankments were to be 30ft wide at formation level. For an additional payment of £20,000, all earthworks were to be built for double track. Tunnels were to be 24ft wide and not less than 16ft high at the centre and brick lined if the Engineer specified this was necessary. [[Bridgnorth Tunnel]] was to be built without shafts and without disturbing any buildings.<ref>[[Bibliography#Books|Marshall (1989)]] pp. 37-38.</ref>

In May 1859 Henry Orlando Bridgeman made a special trip to Liverpool to recruit additional navvies to strengthen the labour force.<ref name=Nabarro36/><ref group="note">[[Bibliography#Books|Nabarro (1971)]] reports Bridgeman made a special visit to Liverpool in May 1959 to enlarge the labour force. Bridgeman was, however, employed by [[John Fowler]] working for the [[The Severn Valley Railway Company (19th Century)|SVR Company]] and [[Peto, Brassey and Betts|Thomas Brassey]] was responsible for recruiting workers. Bridgman may have met the contractors in Liverpool to discuss progress on recruitment.</ref>

On 5 August 1861, Fowler reported that earthworks were almost complete apart from places where the slips had occurred. Station buildings were complete apart from fittings, and signalling (rudimentary at that time) was in a forward state. He thought it should be possible to open in October 1861.<ref name=JM48>Marshall (1989), p. 48.</ref> However following further slips he advised that to "...''obtain a permanently substantial formation for the permanent way, time for consolidation is essential''", with the opening being put back to 1862.<ref>Nabarro, p. 38.</ref>

After further delays due to slips, a A first inspection of the line was carried out by Col. Yolland of the Board of Trade’s Railway Inspectorate during December. His report, dated 30 December 1861, listed a number of matters to be addressed before he could recommend opening, including installation of a turntable at Hartlebury, adjustment to the layout at [[Buildwas|Buildwas station]] and re-positioning of signals<ref name=JM48/>.

Fowler’s final report dated 1 February noted that the opening had been delayed by numerous and large slips in various locations, but that by means of proper drainage and continued attention the works were in a safe and satisfactory condition. He endedHis report again emphasised the particular involvement of Thomas Brassey, ending;