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[[File'''June 1965''': The Coopers Arms, Canterbury RoadOn Friday 25 June 1965, the 'Kidderminster - geographShuttle' reported that BR had withdrawn the 8.org.uk - 1113269.jpg |thumb|300px|right| The Cooper30am 'Cathedrals Express's Arms (Geograph)]]The formation of the Severn Valley Railway in preservation began on 6 July 1965service from Kidderminster to London. Keith Beddoes, a local railway enthusiast, organised discussed this with a meeting group of colleagues at work. The subject changed to the Cooper’s Arms in Kidderminster attempts to discuss the feasibility of preserving a section reopen part of the former GWR Severn Valley Railway which had been closed by British Railways (BR). Around 50 people attended the meetingBluebell line, and those present agreed to form Beddoes suggested that the same could be done here.<ref name=MagnerBeddoes>[[Severn Valley Railway SocietyBibliography#Books|Magner (1997)]] (“the Society”). The initial membership subscription was proposed as £1, but eventually set at 1 guinea (£1+1shilling) at the suggestion pp 60-64, "Personal memories of John Garth, in order to increase funds.Mr Keith Beddoes"</ref>

Two other :Letters were written to the local press over that weekend, and on Monday they responded, suggesting a meeting. This took place at the house of [[Tony Tuite]], a colleague of Beddoes, on the evening of Tuesday 29 June. Those present decided to organise a public meeting and arrangements to advertise this were put in hand<ref name=MagnerBeddoes/>. '''July 1965'''[[File: The Coopers Arms, Canterbury Road, Kidderminster - geograph.org.uk - 1113269.jpg |thumb|300px|right| The Coopers Arms (Geograph)]]:The formation of the Severn Valley Railway in preservation officially began on 6 July 1965. The public meeting proposed by Keith Beddoes took place at the Coopers Arms in Kidderminster, attended by around 50 people. ::Three possible locations were also considered for the potential preserved railway, and the meeting spent some time discussing the merits of these. One option It was not considered feasible to use a section of the [[Wyre Forest Line | Tenbury Branch]] between [[Bewdley]] and [[Wyre Forest Line#Cleobury Mortimer | Cleobury Mortimer]]. However this was not feasible because as BR were still using Bewdley station at that time and could not grant access. Another option would have been the The [[Cleobury Mortimer and Ditton Priors Light Railway]]; however this was also deemed unsuitable because of its remoteness and the relatively light axle load limits of the light railway. The Severn Valley Railway south of between Bridgnorth thus became the Society’s goaland Hampton Loade was therefore chosen.

On Sunday 11 July ::Those present agreed to form the Society visited [[Bridgnorth|Bridgnorth StationSevern Valley Railway Society]](“the Society”). While holding up A committee of 8 was appointed, and the old station name board to take a photographinitial membership subscription was proposed as £1, they were challenged “What the hell do you think you are doing?” by a man with a shotgun. This turned out to be George Thorpe but eventually set at 1 guinea (also known as ‘Elias’£1+1shilling) who had continued at the suggestion of [[John Garth]], in order to operate the station refreshment room after the station itself had shutincrease funds. Once the Society explained their idea<ref name = SVR191>SVR News 191, they were quickly made welcome!“Fifty Years Ago" (Christopher George)</ref>

:On 25 Sunday 11 July, the Society made a second visit to inspect inspected the line between track from [[Hampton Loade]] to [[Bridgnorth]], noting that all the signals and Bridgnorthmost of the railway installations along the route had been removed.<ref name=Magner43>Magner (1997) pp. 43-46. </ref> They discovered that since their first visit, BR had begun to take While holding up the track from old station name board at Bridgnorth Station towards [[Kidderminster]]. The Society authorised John Garth to send take a telegram photograph, they were challenged “What the hell do you think you are doing?” by a man with a shotgun. This turned out to British Rail asking them be George Thorpe (also known as ‘Elias’) who had continued to stop taking up operate the station refreshment room after the station itself had shut. Once the lineSociety explained their idea, which they fortunately agreed to do while negotiations took place.were quickly made welcome!

:On Sunday 25 July, the Society made a second visit to inspect the line between [[Hampton Loade]] and Bridgnorth. They discovered that since their first visit, BR had resumed the removal of track from Bridgnorth Station towards [[Kidderminster]]. The Society authorised [[John Garth]] to send a telegram to British Rail asking them to stop taking up the line. This was sent on Monday 26th, and at 5pm on 28 July BR agreed to a stay of execution while negotiations took place<ref name=Magner43/>. '''August 1965'''[[File:Archive poster 12.jpg|thumb|300px|right|Early SVRS poster]]:The Society’s initial goal was to operate services over the 4&frac12; miles between Bridgnorth and Hampton Loade. However the Society would also need to take on the track between Hampton Loade and Milepost 144&frac12; near [[Alveley Sidings|Alveley]] in order to maintain a connection to the main line via the section beyond, which BR was still using for colliery traffic from [[Alveley Colliery]]. At a meeting in August, the Society proposed to lease the line from BR.

:The Society met with BR on 4 August. BR proved unwilling to lease the line to the SVR, and suggested a provisional price of £45,000 for the outright purchase of line between [[Bridgnorth]] and Milepost 144&frac12; at [[Alveley Sidings|Alveley Colliery]]. At the same meeting BR granted the Society access to the Bridgnorth Station site in exchange for a nominal rent of £5 per month.<ref name=Cleaver>SVR News 189/190, and regular Sunday afternoon de-weeding “The Early Days of the track and painting of the buildings beganSevern Valley Railway”, A.G. Cleaver</ref>.

:A public meeting took place at Kidderminster on 9 August, attended by between 70-100 people. The majority of those attending supported the plans, although some felt the provisional price of £45,000 was too high. Dissent was mainly from representatives of other Midlands preservation societies.<ref name=Magner43/><ref name=Cleaver/>  :Another public meeting took place at Bridgnorth on 31 August, attended by between 50-80 people. The proposals were generally well received<ref name=Magner43/><ref name=Cleaver/>. '''September 1965'''[[File: S3641 SLS Special at Bewdley 1965.jpg |thumb|300px|right| The SLS special at Bewdley (David Cooke)]][[File:SVRSposterJonathanWilcox.jpg |thumb|300px|right| Early SVRS poster]]:On 19 September 1965 the Stephenson Locomotive Society visited Alveley with a special train from [[Bewdley]], hauled by GWR locomotives 4555 and 1420. This helped publicise the preservation scheme.<galleryref name=Magner43/>File: S3641 SLS Special The first working party took place at Bewdley Bridgnorth station on Sunday 26 September.<ref name=Magner43/> Regular Sunday afternoon de-weeding of the track and painting of the buildings continued throughout the 1960s as the station was gradually restored to working condition. '''October 1965''':Having obtained a professional valuation of the station buildings, the Society posted a tender to BR Estates on 21 October offering £25,000 for the line from Bridgnorth to milepost 144&frac12;.jpg |The SLS special at Bewdley (David Cooke)On 26 October four members of the Society, led by [[John Garth]], met with BR to discuss this<ref name = SVR191/><ref name=Magner43/gallery>. '''November 1965''':The first edition of [[Severn Valley Railway News|SVR News]] was produced, edited by Paul Wyers.

'''February 1966''':On 1 February 1966 the Society met with BR proved unwilling , who agreed to lease the £25,000 offer for purchase of the line and buildings, subject to contract and subject to a light Railway Order (LRO) being granted by the SVR, Ministry of Transport<ref name=Cleaver/>. :On 22 February 1966 BR’s District Engineer and initially quoted a price his assistants travelled from Bewdley to Bridgnorth to inspect the line. BR Standard Class 4 76039 from Oxley Shed hauled the Engineers’ saloon. '''May 1966''':The rest of 1966 was taken up with raising the deposit of £45,000 10% for the outright purchase of line between [[the railway. Bridgnorth]] and Milepost 144&frac12; at [[Alveley Sidings|Alveley Colliery]]. However following a professional valuation Station saw regular ‘open weekends’, the [[Severn Valley Railway Society|Society]] made first being an offer exhibition of £25railway relics in connection with Bridgnorth Arts Festival,000 for over the track and buildings, which BR accepted 29-31 May Bank Holiday weekend. This event included a steam roller operating in February the road outside the station<ref name = SVR11>SVR News 11 article 'Open Weekends'</ref>. '''July 1966''':The second Open Weekend on 9-10 July marked the first anniversary of the preservation society. BR asked for The event featured a deposit number of road traction engines in the station yard. A 5in gauge miniature railway was set up on Platform 2 with 50 yards of 10% against track, on which a train hauled by a ‘Hall’ and ‘Pannier’ gave rides to children. Almost 1,000 visitors paid the purchase price1/6d admission fee<ref name = SVR11/>.

The rest of 1966 was taken up with raising the deposit. Bridgnorth Station saw regular ‘open weekends’, the first being a steam-free information display as part of Bridgnorth Arts Festival, over the Whitsun bank holiday weekend.<ref>A. G. Cleaver, "The Early Days Of The 'Severn Valley'", 'September 1966'SVR News'' 190 (2015), p.:The third Open Weekend on 24</ref> Two further open weekends later in -25 September was the year featured road last without steam traction engines . A fairground including roundabouts, swings and a miniature railway dodgem card was set up on Platform behind platform 2. 1,500 visitors attended, raising £200 for the funds<ref name = SVR11/>. Society membership grew to around 300 in the first year.

[[File'''September 1967''':BR gave permission for 3205-Bridgnorth-3-to travel in steam to Taplow Station goods yard for a GWS open day on 16 September. The return working, which also brought Ocean Liner Saloon 9113 to the SVR, was one of the last steam movements on BR’s Western Region, which was by then fully 'dieselised'<ref>Magner p. 50.</ref>. '''October 1967''':The first full 'Steam Weekend' took place on 14-03-2515 October.jpeg|thumb|300px|right|The first 3205 and 46443 worked a four coach formation with the last train arrives of the evening being double headed with five coaches. Operations at Bridgnorth on 25 March 1967 (the time were under the direction of [[Bill Gillett|Mr W Gillett]], the Chief Operating Inspector of BR’s Birmingham Division, and he allowed a full service to [[Sellick CollectionHampton Loade]])to be run. The Railway had not yet received the Light Railway Order allowing rides to be given to the general public. However SVR members could travel, so the Railway did a brisk trade in ‘Day Member’ tickets, while full membership of the [[Severn Valley Railway Society]]also benefited, passing the 1,000 mark by the end of the year.

Contracts for the purchase of the line between Bridgnorth and Alveley Colliery were exchanged between BR and the SVR on 1 January.<ref>[[Bibliography#Bools|Marshall (1989)]] p. 108.</ref> The Society paid the 10% deposit to BR in February 1967, with the balance of the purchase price being paid shortly after the official opening in May 1970. BR allowed stock to be moved in once the 10% deposit was paid, and the preservation scheme really gained momentum with the arrival on 25 March of the first locomotive and 4 GWR coaches including [[GWR 6562 Brake Composite | GWR 6562]] which is still at the SVR. [[GWR 2251 Class 3205|GWR 0-6-0 No 3205]] had made the journey in steam from the BR shed at Stourbridge Junction, where it had been re-assembled after being hauled ‘dead’ from the West Country. Another 3 locomotives and a diesel railcar would arrive during '''November 1967''': [[LMS Ivatt Class 2 46443|Ivatt 2MT No 46443]] on 22 April, GWR [[railcar 22|Railcar 22]] on 13th May, [[2047 Warwickshire|Manning Wardle contractors engine no 2047]] (later named Warwickshire) on 22 October, and [[GWR 813 Saddle Tank|ex-Port Talbot Railway 0-6-0 No 813]] arrived on 25 November.

'''February 1968''':On 1 February, BR published their application for the first Light Railway Order. Objections were received from Shropshire County Council on the grounds that it would prejudice the proposed construction of the Bridgnorth By-pass (an estimated £60,000 increase on the original estimate of £1m was quoted) and from Highley Regional District Council that it would prevent road improvements on a narrow bridge in the Eardington area<ref>SVR News 13, “Severn Valley Railway Progress” ([[Richard Dunn|R.H Dunn]])</ref>. '''March 1968''':On 31 March the SVR provided a special train to convey a party of BR officers along the line, to facilitate the smooth transfer of the branch from BR to the SVR. [[3205]] was the locomotive used, with [[John Hill]] the driver<ref>[[Bibliography#Books|Magner (1997)]] p. 51.</ref>. '''April 1968''':The galas continued with the tacit approval of BR. The Easter Steam Gala on 13-15 April featured [[GWR 2251 Class 3205|No 3205]]. Large crowds resulted in long waiting times, while hindered by the Autumn Gala saw 10,000 visitors to [[Bridgnorth]]lack of a run round loop and sufficient coaches. Admission fees were 3/6d for adults and 2/- for members and children, with 3205 and around £600 in funds raised<ref name = SVR11/>. '''May 1968''':[[LMS Ivatt Class 2 46443Jinty 47383|46443LMS 3F Jinty 0-6-0 No 47383]] making alternate trips to arrived on 26 May. '''July 1968''':Ex-Hams Hall Power Station [[Hampton LoadePeckett 1738|Peckett 0-4-0ST No 1738]] and back. Over £1,000 was raised arrived on that Bank Holiday alone. However BR, which was still the LRO holder, became concerned at safety at such sizeable events13 July.

The year saw the arrival of 3 more engines; [[LMS Jinty 47383|LMS 3F Jinty 0'''August -6-0 No 47383]] on 26 May, Ex-Hams Hall Power Station [[Peckett 1738|Peckett 0-4-0ST No 1738]] on 13 July and September 1968''':[[LMS Ivatt Class 4 43106|Ivatt 4MT Mogul 43106]] arrived on 2 August.

:The Autumn Gala on 31 August and 1-2 September saw 10,000 visitors to [[Bridgnorth]], with [[43106]] and [[LMS Ivatt Class 2 46443|46443]] making alternate trips to [[Hampton Loade]] and back.<ref>[[Bibliography#Books|Mitchell and Smith (2007]] fig. 74.</ref> The capacity issues of the Easter Gala were resolved, and over £1,000 was raised on that Bank Holiday alone. However BR, which was still the LRO holder, became concerned at safety at such sizeable events. :On 7 September, work began to dismantle the signal box at Pensnett which over the following months would be dismantled and reassembled at Bridgnorth<ref name=SVRNews11>SVR News 11</ref>. '''October 1968''':Negotiations with Shropshire County Council and the other dissenting parties proved fruitless, and a Public Enquiry became necessary to consider the proposed Scheme for the Railway. This was held in on 1-2 October 1968 at County Hall in Shrewsbury. BR gave backing for the Railway, and many other witnesses were called. The plans put forward for the bypass and evidence on road usage appeared to those present to be hastily put together. :On the afternoon of second day of the Enquiry, a special train consisting of 3205 and three coaches took the Inspector and all parties travelled from Bridgnorth to [[Bewdley]] to view the Scheme at first hand. The Minister of Transport’s decision would be based on the Inspector’s report.

[[File:S0657_Big_4_Line_Up_1969.jpg | thumb|300px|right| A The Easter 1969 line-up (David Cooke)]] [[File:Archive poster 3.jpg|thumb|300px|right|Whitsun Steam Gala poster]][[File:Archive poster 4.jpg|thumb|300px|right|Steam Gala poster]]'''January 1969 saw the arrival of another 2 engines; ''':[[LMS Stanier 8F 48773|LMS Stanier 8F No 48773]] [(LMS 8233] ) arrived in steam on 4 January . :During January BR announced that they proposed to end passenger services between Hartlebury, Bewdley and ex Manchester Ship Canal Kidderminster from 7 April 1969 (the closure actually took place in [[Severn Valley Railway Timeline 1970-1979#1970|January 1970]]). The SVR had already announced an intention to purchase the section from Alveley to Bewdley following this closure, and were in contact with BR<ref name=SVRNews11/>. :[[Alveley Colliery]] closed at the end of January 1969, following which BR officially closed the adjacent section of the line from [[Alveley Sidings|Alveley]] to [[Bewdley]]. Technically the area north of Bewdley was a closed siding under BR control and ICI Hunslet 0therefore subject to the recently imposed BR steam ban. Early in 1969, BR banned steam operations by the SVR, a blow which made the SVR members all the more determined to re-open the line.  '''April 1969''':The 'Easter steam gala' on Sunday 6-0T April saw Bridgnorth's four tender locos lined up in the yard (see photo)<ref>SVR News 13</ref>.  '''June 1969''':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 recommendation, citing the potential extra cost to public funds of the [[686 The Lady ArmaghdaleBridgnorth Bypass Bridge|Bridgnorth By-pass Bridge]] on 14 Julyif 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. :Around this time, the Society rented the former goods-shed and yard at Bewdley (then still an active BR station). This space would be used for restoration of locomotives and rolling stock, 4566 and 1501 being among the earliest residents.

[[Alveley Colliery]] closed in January '''July 1969, following which BR officially closed the adjacent section of the line from [[Alveley Sidings|Alveley]] to ''':Ex Manchester Ship Canal and ICI Hunslet 0-6-0T [[Bewdley686 The Lady Armaghdale]]arrived on 14 July. 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 1969, BR banned steam operations by the SVR, a blow which made the SVR members all the more determined to re-open the line.

Around this time'''September 1969''':A 9-vehicle convoy left Bridgnorth by rail to visit Birmingham Railway Museum at Tyseley for a special event. The convoy consisted of BR Brush Type 4 No. 1858, [[Carriages formerly resident on the SVR Society rented |GWR BTK 5787]], [[46443]], [[3205]], [[Railcar 22]], [[Carriages formerly resident on the former goods-shed and yard at Bewdley. This space would be used for restoration of locomotives and rolling stockSVR|Royal Saloon 9001]], [[Carriages formerly resident on the SVR|GWR BCK 7285]], 4566 [[GWR 6562 Brake Composite|GWR BCK 6562]] and 1501 being among the earliest residentsa BR brake van<ref>SVR News 14</ref>.

The result of the Public Enquiry was a recommendation by the Inspector that the first LRO should be granted. However in June '''October 1969 the Minister of Transport rejected the recommendation, citing the potential extra cost to public funds of the [[Bridgnorth Bypass Bridge|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 formally 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. On 9 October an Evening Mail headline reported "''Green light for S.V.R. to run trains from Bridgnorth''"<ref>Magner</ref>.

In '''December 1969''':On 6 December 1969 the [[Severn Valley Railway Society]] was merged into [[Severn Valley Railway Company Limited|The Guarantee Company]], with the latter now becoming being considered 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.