Changes

Most bridges carried different numbers during the BR era to those now used by the SVR in preservation, for example, [[Trimpley Private Road Bridge]] was numbered 19 by BR and is now the SVR’s Bridge 14. Differences arise because the BR era numbers for the Severn Valley Branch began at [[Hartlebury ]] while the SVR era numbers begin at [[Kidderminster]]. Also two bridges have been built since the closure by BR.

Certain bridges still carry traces of their BR number as noted below. Bridge numbers between [[Bewdley ]] and [[Bridgnorth ]] are as follows:

The majority of the SVR’s 16 miles of track uses bullhead rail. This type of rail was the standard on British railways between the mid-19th and mid-20th centuries. The rail sits in chairs which are in turn attached to the sleepers, and the rail is held fast to the chairs using metal wedges or keys.

After the mid-20th centuryIndividual rails of both types are typically 60 ft in length, Britain’s railway network moved over and are joined to using flat-bottom raileach other by fishplates. This sits directly on the sleepers without the need The fishplates allow a certain amount of longitudinal movement to cater for chairs, expansion and is held by to contraction of the sleepers using Pandrol clipsrails with temperature changes. Flat-bottomed rail was first used on Each section of the SVR line is regularly inspected to check for faults in 1979 when relaying the section between Bridgnorth fishplates and Knowlesands<ref>SVR News 57 and 60</ref>, it can now be seen elsewhere including the section near [[Country Park Halt]] (see picture below)rail fastenings.

Individual rails of both types are typically 60 ft in length, and are joined to each other by fishplates. The fishplates allow a certain amount of longitudinal movement to cater for expansion and contraction of the rails with temperature changes. Each section of the line is regularly inspected to check for faults in the fishplates and rail fastenings. Modern railway practice is to use continuously welded rail (CWR), in which adjacent lengths of rail are welded together, removing the need for fishplates. This gives a smoother ride and reduces maintenance costs. Whilst heritage railways do not generally use CWR, it is used on the sections of track across [[Victoria Bridge]] and through [[Bewdley Tunnel]] (installed during the winter of 2011-12) in order to simplify maintenance in these areas of restricted access. In [[Severn Valley Railway Timeline 2010-2019#2016 | Winter 2015-16]] around &frac12; mile of track at the summit of [[Eardington Bank]] was also relaid with CWR; the SVR announced that ''it has to be realised that the SVR has to look to reducing the maintenance load on the PW teams who are not getting any younger. This section will require vastly less maintenance than the previous jointed bullhead rail allowing the resource that we do have to concentrate more on the remaining jointed sections''.<ref>[http://www.svrlive.com/Pages/Infrastructure.aspx SVR Live Infrasructure page]</ref> Relaying at [[Accommodation bridge near Severn Lodge#County_Boundary_landslip|County Boundary]] in 2017-18 also used CWR.<ref>[https://www.svrlive.com/winter-works-2018 SVR Live, Winter Works 2018] (Retrieved 27 June 2018)</ref> The 1960s track acquired by the SVR from BR predominantly used wooden sleepers, many of which were in less than ideal condition. Although wooden sleepers have generally been retained in stations for aesthetic purposes, the rest of the line has been re-laid over the years using more modern concrete, or rarely steel, sleepers. A substantial portion of the relaying at the north end of the line was done during the 1970s with the aid of labour funded by the [[Manpower Services Commission]].

The earliest Great Western Railway lines from the company's founding in 1833 were laid to 7'&frac14;" broad gauge.<br>Between 1864 and 1892 all broad gauge and dual gauge lines were gradually converted to 4'8&frac12;" standard gauge.<br>This left the GWR with large quantities of surplus broad gauge rails. These rails are recognisable by their distinctive top hat section and many examples of their reuse as fence posts or for similar purposes can be seen alongside the current SVR.