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[[File: Railcar22_20110423.jpg|thumb|200px300px|right| Railcar 22.]]The Great Western Railway introduced '''Diesel Railcar ''' units in the 1930s as an a more economic replacement to steam traction on smaller branch lines. They were first used around the Kidderminster / [[Bewdley]] / [[Hartlebury]] triangle from 1936, entering service on the rest of the Severn Valley and [[Tenbury Branch|Tenbury branches]] in 1941 where they continued in use until the 1960s, and were used from time to time . Railcar 22 is owned by the Great Western Society at Didcot but was resident on loan at the Severn Valley RailwaySVR in the 1960s and 1970s.

Railcar 22 is owned entered service from Newport shed on 18 September 1940.<ref name = "Didcot" /> On 30 July 1941, 22 and sister number 23 were noted in the Kidderminster area, believed to be on test runs for the introduction of railcar services on the Severn Valley and Tenbury Branches which began that year.<ref name = "Turley">[[Bibliography#Books | Turley (2005) P. 41.]]</ref> Thereafter Railcar 22 was based in the Bristol area and between 1950 and 1954, in the Reading area where it had been paired with Car 38 after sister Car 35 was destroyed by fire. For the next few years 22 was based at Leamington, before a move to [[Worcester]] in 1958 from where it regularly worked services on the Severn Valley Branch as far as [[Shrewsbury]] and also on the Tenbury Branch. A railcar servicing depot had been established at Worcester in the Carriage & Wagon works area. This was north of Shrub Hill on the opposite side of the main line to the steam shed. Vehicle fuelling points were provided both inside and outside the shed and there were underfloor maintenance pits.<ref name = "Bartlett">[https://www.pen-and-sword.co.uk/blog/author-guest-post-steve-bartlett/ Bartlett, Steve, ‘Worcester’s Great Western Diesel Railcars Working on the Severn Valley’, Pen & Sword blog, 30 September 2020] (Retrieved 8 November 2021)</ref>  For much of its BR life 22 was painted in maroon and cream, but in August 1958 it was repainted in BR mid-green. Following the introduction of more modern BR single diesel units, 22 was reduced to standby status in 1961, and finally withdrawn in October 1962.<ref name = "SB5" /> ==Railcar 22 in preservation==[[File:Railcar W22W 28.5.1967 David Adams.jpg|thumb|300px|right| Railcar 22 at Bridgnorth in BR green livery in 1967]]After withdrawal, W22W was stored at Swindon until being bought by the Midland Group of the Great Western Society at Didcotin 1967. The Society’s Railcar left Swindon on 3 May 1967 as part of the Down Swindon to Gloucester parcels train, and arrived at Kidderminster as part of another freight train on loan Friday 5 May. On Friday 12 May it travelled to [[Alveley Sidings]] as part of the Alveley empties coal train, from where it was propelled onto the SVR on 13th 's section of the railway by BR's Type 2 diesel after platelayers had temporarily replaced the section of rail normally removed to ensure no unauthorised movements took place across the boundary. On Saturday 13 May 1967it was collected by [[3205]] and [[GWR 6562 Brake Composite | GWR Brake Composite 6562]] and delivered to [[Bridgnorth]].<ref> A G Cleaver, "The Early Days Of The 'Severn Valley'", ''SVR News'' 190 (2015) p24.</ref><ref name=SVR6>SVR News 6</ref> Immediately after arrival, the fuel oil was drained and replaced and the cooling water filled. Initial examination revealed water leaks from the cooling system and water reaching the oil in the sumps of both engines through fractures in the oil coolers. After much work by Don Wilcox and remained Henry Muller, assisted by other [[Severn Valley Railway Society|SVRS]] members, the No 1 engine worked for the first time on Sunday 11 June and on 23 June W22W moved under its own power for much the first time.<ref name=SVR6/>  On 22 October 1967 the SVRS staged a "Railcar Weekend" with W22W making hourly trips to [[Hampton Loade]] and back. The day also saw the arrival of [[2047 Warwickshire]].<ref>SVR News 7</ref> Restoration at Bewdley, which included repainting in original GWR livery as No. 22, was completed in September 1968 by a team led by RW (Bob) Timmins. The final lining, lettering and varnishing were completed 'round the clock' by Bob at Tyseley diesel depot in time for No. 22 to part in the 1970sfirst Tyseley Open Day. During The SVRS Committee passed a vote of thanks for their work, noting that time it was the first restored item of rolling stock at the railway.<ref>SVR News 10, 11, 14</ref>  Railcar 22 was used during the opening weekend of service in [[Severn Valley Railway Timeline 1970-1979#1970 | May 1970]]. On the Saturday the Mayor's speech included an expression of interest in the proposed Saturday shoppers' service to Hampton Loade. No. 22 also worked the Sunday 11.00am departure from Bridgnorth.<ref>SVR News 17</ref>  The Saturday shopper's service quickly proved popular, being extended throughout the winter season with two round trips from Bridgnorth at 10.30am and 1.00pm. Work on the inaugural [[Underbridge at Hampton Loade]] in January and February 1971 meant the service terminated north of the bridge with a walkway provided for the final 50 yards to the station.<ref>SVR News 18</ref> The Saturday specials continued through 1973. In June 1972 No. 22 was used in the filming of [[Doctor at Large]] at [[Waterworks Crossing]].<ref>SVR News 24</ref> [[Severn_Valley_Railway_Timeline_1970-1979#1974 | 1974]] saw the opening of the line as far as [[Bewdley]]. The timetable was planned to include short workings between Bridgnorth and Hampton Loade (often referred to as the "shuttle") with a 45 minute interval.<ref>SVR News 30, 31</ref> Good Friday saw the first passenger services to [[Highley]] , with No. 22 working the inaugural service from Bridgnorth to Highley and thereby making the first crossing of passenger services at Hampton Loade with [[600|600 Gordon]] which had worked ECS to Highley earlier that morning. On Saturday 18 May 1974 the first through passenger service from Bridgnorth to Bewdleywas also worked by No. 22, with Jinty [[47383]] operating the Hampton Loade "shuttle". Normal practice became for the shuttle to use the railcar on Saturdays, and a small tank locomotive with 2-3 coaches on Sundays.<ref>SVR News 32</ref>  By the end of 1974 most passenger departures from Bridgnorth were to Bewdley with the shuttle being lightly loaded. In October 1974 the Railcar's owners G.W. Preservations gave notice of the intention to terminate the current loan agreement with a view to the parties reviewing its future.<ref group="note">Correspondence in SVR News suggests GWP's concern was principally that they were responsible for maintaining the vehicle but received no reciprocal benefit from the SVR's use of it</ref> Reporting of this at the 1974 AGM led to some adverse comment from SVR members and in turn ill feeling from GWS members. The approved 1975 timetable saw the end of the early Saturday shopper service and the shuttle. It also excluded the railcar due to its 'uncertain future'.<ref>SVR News 34</ref>  In Spring 1975 SVR News noted that "…''it is the intention of both G.W.P. and SVR that Railcar 22 should remain on the SVR, subject to a special agreement concerning the two bodies, to be discussed further in the future''". The eventual agreement that summer concluded that "''The G.W.P.'s Railcar No. 22 would remain on the SVR. for a minimum period of five years, after which removal from the line would be paid for by the SVR. The vehicle is to be kept in a condition satisfactory to the owners and G.W.P. publicity will be displayed in the vehicle. G.W.S. and its Group to be able to operate the vehicle on up to six occasions each year without charge. In the later part of 1975, the railcar was used occasionally as a standby, all services being timetabled to be steam operated.<ref>SVR News 38</ref> It saw little further use, and in autumn 1977 the SVR announced it would be returning to Didcot at the request of the GWS after essential maintenance work was carried out.<ref>SVR News 46</ref> The work was carried out at in the first half of 1978 by a combination of the C&W and [[Manpower Services Commission]] teams, after which No. 22 left the SVR.<ref>SVR News 48, 49</ref><ref name = "Didcot" /> No 22 made a return appearance at the [[Diesel Locomotives visiting the SVR for galas#1990 | May 1990 Diesel Gala]]. ==Other GWR Railcars on the Severn Valley Railway==The first generation diesel railcars were used around the Kidderminster / Bewdley / Hartlebury triangle from 1936.<ref>[[Bibliography#Books|Beddoes & Smith (1995)]] p. 116.</ref> However they were not then used on the Tenbury Branch as they were not capable of hauling an extra coach on the steeper gradients involved. The advent of the second generation railcars saw them introduced there from 18 August 1941.<ref>[[Severn_Valley_Railway_Timeline_1970Bibliography#Books|Beddoes & Smith (1995)]] p. 133.</ref> Other GWR railcars were also used in service on the Severn Valley and Tenbury branches. In the early 1940s these included streamlined railcars numbers 5, 6 and 7.<ref name = "Turley" /> A photograph by Mike Cuthbert shows W7W at Bewdley on 14 September 1957. SVR News 43 includes a picture of a burned out railcar in the up sidings at [[Bridgnorth]] following a serious fire. The caption identifies this as W7W in August 1956, although it is probably W10W which was destroyed in a fire at Bridgnorth on 9 March 1956. W7W survived till 1959.<ref>[http://www.greatwestern.org.uk/aec4.htm Great Western Archive]</ref>  Apart from Railcar 22, later examples known to have worked in the area in the 1940s include 14, 26, 27, 28, 29, 30 and 32.<ref name = "Turley" /> Worcester's allocation between 1960 and withdrawal was 20, 22, 23, 24, 26, 29 and 32. Twin railcars 33/38 were also allocated, but it is thought they were not used on Severn Valley services.<ref name = "Bartlett" /> Railcar W20W is seen in this picture at Tenbury Wells in 1959. <gallery mode=packed heights=200px style="text-align:left">File:W20WTenbury.jpg | Peter Shoesmith collection</gallery> Another railcar, possibly W32W, is seen in this colourised photograph on the Tenbury Branch.<br><gallery mode=packed heights=200px style="text-1979align:left">File:WyreForestRailcarColour.jpg | Peter Shoesmith collection</gallery> The [[Sellick Collection]] has four images of unnumbered railcars in operation on the Severn Valley in 1959 and 1962. ==Railcar workings==The page below is extracted from the GWR's internal document "GWR Birmingham and Worcester Divisions, Working of Coaches (rail motor, auto cars etc), 5 October 1942". It shows the working arrangements for the GWR Railcars which were based at Worcester.<ref group="note">The services shewn to at the foot of this page refer to trains for workers at the Royal Ordnance Factory in premises commandeered from Cadbury's, which produced ammunition during both World Wars. Blackpole was an unadvertised halt to the north of Worcester built to serve the factory and operated only during and immediately after the Wars.</ref> Three cars ("A", "B", and "C") were used daily. "B" mainly served the Severn Valley Branch, including services to and from Highley mainly for the use of miners working at [[Collieries served by the Severn Valley Railway#1974 Highley Colliery| 1974Highley Colliery]]. "C" mainly served the Tenbury Branch. Both "B" and "C" are referred to as "New type". [[File:GWR WC B-WR 1942-10-05 23.jpg]]  ===1950s===Steve Bartlett has [https://www.pen-and-sword.co.uk/blog/author-guest-post-steve-bartlett/ blogged about 1950s diagrams]: :''It emerged there was also a dedicated Worcester railcar drivers’ link; the drivers stayed with their railcars as they roamed over the Severn Valley system [..] Worcester’s Severn Valley turns started with early morning positioning empty stock movements. In 1950 no less than three of Worcester’s four diesel railcar diagrams started the day on the Severn Valley system. First out was a 4.55am Worcester to Highley empty stock to form a 6.07am Highley to Bewdley. Next out was a 5.10am to Kidderminster empty stock to form a 5.53am Kidderminster to [[Alveley Halt]][..] This railcar then made a three minute empty stock movement to Hampton Loade where it reversed and worked a 6.33am unadvertised service back to Alveley Halt. Both trips were for the conveyance of colliers to work. The third Worcester diagram, the daddy of them all, was a 5.35am forty-eight miles empty stock movement to Ludlow via Shelwick Junction, on the approaches to Hereford. There it reversed and went up the North & West route to Ludlow where it formed a 7.25am Ludlow to Woofferton, continuing from there as an 8.09am to Kidderminster, via Bewdley. Having spent the day working this section its return home was equally worthy of record. This was a 7.26pm Woofferton to Worcester Shrub Hill advertised service via Leominster and Bromyard''<ref name = "Bartlett" />.

*[[The Severn Valley Railway under GWR ownership | The Severn Valley Railway under GWR/BR ownership]]*[[Locomotives used on the Severn Valley Branch in commercial service|Vehicles used on the Severn Valley Branch in commercial service]]

==SourcesNotes==<references group="note"/> ==References==