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Changes
→1969: Corrected suspect typo ("1979" replaced by "1969")
1969 saw the arrival of another 2 engines; LMS Stanier 8F No 48773 [LMS 8233] on 4 January and ex Manchester Ship Canal and ICI Hunslet 0-6-0T 686 The Lady Armaghdale on 14 July.
Alveley Colliery closed in January 1969, following which BR officially closed the adjacent section of the line from Alveley to Bewdley. Technically the area north of Bewdley was a closed siding under BR control and therefore subject to the recently imposed BR steam ban. Early in 19791969, BR banned steam operations by the SVR, a blow which made the SVR members all the more determined to re-open the line.
The result of the Public Enquiry was a recommendation by the Inspector that the first LRO should be granted. However in June 1969 the Minister of Transport rejected the recommendaton, citing the potential extra cost to public funds of the Bridgnorth By-pass Bridge if the Railway went ahead (the objections relating to the Eardington road bridges were not sustained). The Minister invited the parties to meet and resolve the issue. In order to make progress, it became necessary for the SVR to agree formaly that they would either fund the By-pass Bridge or end the line south of the By-pass when and if it was built. Given that assurance, the County Council withdrew its objections and the Minister accordingly found in favour of the Scheme.
In December 1969 the Severn Valley Railway Society was merged into The Guarantee Company, with the latter now becoming the proper entity to take the Scheme forward. The AGM coincided with the announcement that the first LRO had been granted, allowing BR to work the line from Bridgnorth to Alveley as a Light Railway, although of course they had no wish to do so. However the granting of that order meant The Guarantee Company could now apply for the second LRO to transfer ownership to the SVR.
==References and sources==
