Trustworthy, administrator
6,720
edits
Changes
Add reference to JB Mayers' work in signalling arrangements
==Before construction: 1845-1858==
[[File:Bridgnorth Journal 2.2.1856Herapaths_Journal_1852.jpg |thumb|200px|right| Article from Herapath's Journal in 1852 announcing the Bridgnorth Journal formation of February 2nd, 1856, encouraging the purchase of shares Severn Valley Railway Company]]===Unsuccessful proposals===:''Main article: [[Unsuccessful proposals for railways in the Severn Valley Railway.]]''The first proposal Proposals for a railway using connecting Worcester to the Severn Valley was Ironbridge Gorge via Bewdley and Bridgnorth were made in 1845 by the grandly named '''Oxford and Worcester Extension & Chester Junction Railway'''. The line was planned as an extension to the proposed [[Oxford Worcester and Wolverhampton Railway]] ("OW&W") and would have been built to the GWR’s GWR's broad gauge, and would have linked Worcester to the Ironbridge Gorge via Bewdley and Bridgnorth. Despite Robert Stephenson being one of the Railway’s Engineers, the The plans were rejected by Parliament and by November 1846 the company had been voluntarily wound up.<ref>[[Bibliography#Books|Vanns (1998)]] pp. 7,9.</ref>
Proposals for the '''Worcester, Shrewsbury and Crewe Union Railway''' were advertised in April 1845. The 67 mile route was described as "''Forming a junction at Stourport with the London, Worcester and South Staffordshire Railway,<ref group="note">An unsuccessful rival proposal to the OWW, supported by the London and Birmingham Railway Company.</ref> the proposed railway will pass up the valley of the Severn and through or in the immediate neighbourhood of Bewdley, Kidderminster, Bridgnorth, Much Wenlock, Madeley, Ironbridge, Coalbrookdale to Shrewsbury, and thence near Market Drayton, Audlem, and Nantwich, will terminate at Crewe, by a junction with the Manchester and Birmingham, and Grand Junction Railways''."<ref>Herapath’s Journal and Railway Magazine, 26 April, 1845. Also Morning Chronicle, 18 April 1845</ref>
Plans for a railway between Shrewsbury and Worcester via the Severn Valley were also drawn up by the '''[[Shropshire Union Railways and Canal Company]]''' between 1845 and 1846, although these too never came to fruition.
In 1852, during the early stages of the formation of the Severn Valley Railway Company which would eventually build the railway, [[Linley|Thomas Whitmore]] sponsored a rival proposal, the '''Shrewsbury, Ironbridge and Bridgnorth Railway'''. A Bill to construct the railway was introduced to Parliament in February 1853 but was thrown out in June of that year.<ref>[[Bibliography#Books|Marshall (1989)]] p. 24.</ref>
Before the building of a railway, road services were available for goods or passengers from Bridgnorth to nearby railway stations. An 1849 poster advertises a service by Richard Beeston, by arrangement with the Grand Junction Railway Company, for carrying goods to Wolverhampton. An 1856 advert in the Bridgnorth Journal offers a GWR service for 'passengers and parcels &c.' to Shifnal.
<gallery>
File:Bridgnorth 1849 poster.jpg | 1849 poster
File:GWR Bridgnorth advert 1956.jpg | 1856 advert
</gallery>
===The Severn Valley Railway Company===
:''Main article: [[The Severn Valley Railway Company (19th Century)]]''
In 1849 plans again emerged for a line following this route, linking the still incomplete [[Oxford Worcester and Wolverhampton Railway]] (‘OW&W’) at a point south of Hartlebury to the Shrewsbury & Birmingham Railway’s projected branch at Madeley in Shropshire. The proposed Severn Valley Railway would provide a more direct route between the railway junction towns of Shrewsbury and Worcester than the alternative route via Hartlebury, Kidderminster, Stourbridge, Wolverhampton and Wellington, and would also provide railway access to the coalfields of Highley and Alveley.
'''The Severn Valley Railway Company ''' (‘SVRC’"SVRC") was formed to build the railway. The first Engineer was [[Robert Nicholson]], an associate of Robert Stephenson, who carried out the survey of the proposed route. Although nominally an independent company, the SVRC was closely associated with the OW&W. The Chairman and two other directors of the SVRC were on the Board of the OW&W, while OW&W Engineer [[John Fowler]] would succeed Nicholson as Engineer of the SVRC in 1855.
Originally the proposal was for a line from south of Hartlebury to [[Coalbrookdale]], but public meetings in October 1852 confirmed the opinion that the line should continue to Shrewsbury. The first Severn Valley Railway Bill passed through Parliament and received Royal Assent in August 1853. This authorised the SVRC to raise £600,000 in shares and borrow up to £200,000 in addition.
Further economies were again found to be necessary, including leaving the OW&W line north of Hartlebury rather than south of it, and tunneling under Bridgnorth High Town rather than crossing the River Severn via an expensive bridge. This third proposal received Royal Assent in July 1856.
<gallery>
File:Bridgnorth Journal 2.2.1856.jpg |Article from the Bridgnorth Journal in 1856 encouraging the purchase of shares in the Severn Valley Railway.
</gallery>
Continued difficulties in raising the finance meant that by 1857 an Abandonment Bill had been put before Parliament. However, following a proposal by contractors Peto, Brassey and Betts to accept part payment of £240,000 shares in SVRC for building the entire line, the Abandonment Bill was withdrawn and a final proposal put before Parliament. [[Double track | This included laying out the route for double track lines but only installing single track with passing places]] (John <noglossary>Fowler</noglossary> had fought hard to achieve this compromise; the Board had proposed laying out the entire route for single track working only).
==Construction: 1858-1861==
:''Main article: [[Construction of the Severn Valley Railway]]''When the contractors [[Peto, Brassey and Betts]] began construction, a completion date of October 1860 was announced. However during construction a number of unstable areas of ground were discovered, while landslips also took place on completed areas of the line, the most significant north of Highley resulted in a change to the line’s route. [[Railway Navvies of the SVR#Newspaper_reports|Contemporary newspaper reports]] also suggest wet weather and [[Bridgnorth Tunnel|tunnel collapses]] in 1860 contributed to the delay. The foundation stone for [[Victoria Bridge ]] at Arley was laid on 24 November 1859 by [[Henry Orlando Bridgeman]].
During 1860, while construction of the line was still in progress, the Severn Valley Railway changed hands twice in two days. On 14 June 1860 an act of Parliament confirmed a 999 year lease of the Company to the OW&W who agreed to run the line. On 16 June 1860 another Act authorised a three-way amalgamation of the OW&W with the Newport, Abergavenny & Hereford Railway and the Worcester & Hereford Railway to form the West Midlands Railway. This company was formed on 1 July 1860.
In February 1861, positioning of the four cast iron ribs of Victoria Bridge began. While work on the bridge was still in progress, the first steam working on the line took place between Stourport and Bewdley on 5 May 1861, watched by large crowds which had gathered for the occasion. Victoria Bridge was completed 5 days later. Station buildings were completed and signalling equipment installed in autumn of 1861.
Contemporary newspaper reports gave details of some of the many [[Railway Navvies of the SVR|accidents which took place during construction]] between 1859 and 1861.
A first inspection of the line was carried out in December 1861 by Col. Yolland of the Board of Trade’s Railway Inspectorate. 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 station and re-positioning of signals. A second inspection was carried out on 15 January 1862; two days later two trains ran over the still incomplete railway calling at stations to deliver apparatus for working it. On 23 January Colonel Yolland's report recommended that the Board of Trade should approve the opening of the railway.<ref>[[Bibliography#Books|Marshall (1989)]] pp. 48-49.</ref>
The first full length working of the Severn Valley Railway was a special train of 22 carriages which left Worcester Shrub Hill at 11:30am on Friday 31 January 1862. This reached Shrewsbury at 2pm, after stopping at every station to be greeted by cheering crowds. The return journey was made with three more carriages and an additional engine.
Public services began on Saturday 1 February 1862, initially with just three return workings per day. The journey from Hartlebury to Shrewsbury stopping at all stations took around 2 hours 10 minutes. Initially there were only five stations at which trains could be crossed; [[Stourport]], [[Bewdley]], [[Bridgnorth]], [[Ironbridge and Broseley]] and [[Buildwas]]. <ref group="note">JB Mayers was Station Master at Stourport from around 1867. While there '' "he received instructions from late WS Tanner to prepare a signalling scheme to allow crossing places on the Severn Valley line to be varied (previously they were fixed in the working timetable with long waits ensuing). From 1875 he spent 20 years as Station Master at Kidderminster" '' (GWR Magazine June 1906).</ref> A number of the other stations would be provided with passing loops at later dates.
In July 1862 another act of Parliament was passed giving the Great Western Railway (‘GWR’) the right to buy the Severn Valley Railway Company before the end of 1871. However in August 1863 the GWR took over the West Midlands Railway, thus assuming the latter’s running powers over the Severn Valley Railway. The Severn Valley Railway was fully amalgamated into the GWR on 1 July 1872, by exchange of Preference Shares in the former for Consolidated Stock in the latter. From that point on, the Severn Valley Railway would be one of many of the GWR’s branch lines.
In 1863 the Worcester Journal published [[Excursions by Railway |two articles describing the Severn Valley Railway from Hartlebury to Shrewsbury]] as part of a series entitled "Excursions by Railway".
==Great Western Railway: 1872-1947==
The Severn Valley line was used for both passenger and freight traffic. However it remained single track throughout its life, and as a consequence rarely saw significant use as a through connecting route apart from brief spells during the two World Wars when it was used to bypass the congested lines of the West Midlands. Indeed it is likely that most passengers only traveled on part of the line during their journey.
The line was rarely at the forefront of railway technology, although 1905 saw the use of brand new [[GWR Steam Railmotor|steam railcars ]] between Bewdley, Kidderminster and Stourport. A year earlier the GWR also introduced a motor [[Bridgnorth steam bus service|steam omnibus service between Bridgnorth and Wolverhampton]].
The peak period of use of the line was between 1880 and 1920. After that time passenger and freight traffic began to decline, although this was mitigated within the section used by the present day SVR by the opening of the West Midlands Sugar Co (later British Sugar Corporation) factory at Foley Park, Kidderminster in 1925 and [[Alveley Colliery]] at [[Highley]] beginning coal delivery by rail in 1939. A number of halts such as [[Northwood Halt]], [[Jackfield Halt]] and [[Cound Halt]] were introduced in the 1930s in a bid to attract more local custom.
:North of Buildwas Junction, the line from Sutton Bridge Junction was kept open for the movement of boilers and other equipment to the new power station. This took place on Saturday 22 April 1966, after which the section to Berrington was closed and the track lifted. The section north of Berrington continued in use for the testing of Rolls Royce Sentinel diesel shunting engines until January 1968. From that time only a short spur of the old line remained open to serve the Shrewsbury Abbey sidings oil depot until that closed to rail traffic on 18 July 1988.<ref name=Magner32/>
:South of Alveley Colliery, the line southwards through Bewdley remained in use for moving coal to Stourport Power Station until the Colliery closed in , with the last coal lifted on 31 January 1969.For a short period following closure of the line from 6 February a class 25 diesel loco was rostered to take an 8T91 Thursday afternoons only light engine move from Kidderminster to Highley to carry the wage packets of the signalman and the shunter who were still stationed there, despite traffic having finished. A third man, a lengths man, was also stationed there but he had to travel on a platelayers trolley each week to Bewdley to collect his wages.<ref>[[Bibliography#Books|Maggs (2009)]]</ref>
:The line between Buildwas and Alveley Colliery Sidings was abandoned by BR. In 1964 they began to lift the track from Buildwas southwards for re-use in the enlargement of Bescot yard near Walsall. Fortunately sufficient material had been reclaimed by the time the north end of Bridgnorth Station was reached, so the workforce was redeployed to work on the Stourbridge Junction to Smethwick line.<ref>[[Bibliography#Books|Marshall (1989)]] p. 165.</ref>
==Locomotives used==
:''Main article: [[Locomotives used on the Severn Valley Branch in commercial service]]''
In the early days the West Midlands Railway used a number of locomotives inherited from the three constituent companies. 2-4-0 locomotives were generally used for passenger traffic up to World War 1, supplemented by 0-4-2s and 0-6-0s used on goods trains. Steam [[GWR Steam Railmotor | railmotors]] were also introduced in 1905.
==Timetables and services==
===Through passenger Passenger services===:''Main article: [[Timetables in commercial service]]''At opening in on 1 February 1862, four there were three trains per day ran between Shrewsbury and Worcester over the Severn Valley Line, with just one train a fourth which ran from Bridgnorth to Shrewsbury and back. This quickly became four through trains per day , while a single train on Sundays. Most stopped at all stations was also added to the timetable running to Shrewsbury in the morning and none were particularly fast<ref name="Morriss35">Rail Centres: Shrewsbury, Richard Kreturning in the late afternoon. Morriss (1986) p35</ref>This pattern continued largely unchanged throughout the rest of the century. Following the opening of the Kidderminster Loop in 1878, some Shrewsbury departures would divert trains from the Tenbury Branch ran to Kidderminster instead of Worcester. Around the same time, other Shrewsbury departures began to terminate at Hartlebury or Bewdley, to connect to local services<ref name="Morriss35" />. By 1900 there were five departures on weekdays but passengers from Shrewsbury, two to Worcester, two to Hartlebury and one to Kidderminster. There was also one service still had to Bridgnorth<ref name="Morriss47">Morriss, p47</ref>change at Bewdley.
===Goods services===
:''Main article: [[Goods traffic on the SVR]]''By their nature, most goods services were operated as required. However one scheduled goods service per day would normally work from Shrewsbury to Kidderminster. Pre-World War II this was usually operated by a GWR ‘Dean Goods’, superseded post-War by its natural replacement, the [[GWR 2251 Class 3205 | Collett 2251 0-6-0 goods]] (during the War an LNER J25 0-6-0 was often used). Another daily goods service also worked from Kidderminster over the [[Wyre Forest Line | Tenbury Branch]]. A [[Station Truck]], sometimes referred to as a Pick-Up Wagon, was a goods wagon attached to cater for small consignments that were individually insufficient to form a full wagon load.
Other goods traffic involved sugar beet trains from Kidderminster to Foley Park. The processing season ran from mid-September to mid-January, during which time up to four complete trains per day would arrive at Kidderminster. Shunting of these loads from Kidderminster yard to the Foley Park factory required a shunting engine to be available 24 hours per day<ref>[[Bibliography | Turley (2005), p72.]]</ref>.
Coal trains from Alveley required use of a tender engine. Post-War these were usually operated by a GWR 4300 class 2-6-0. ==Traffic statistics==:''Main article: [[Traffic statistics in commercial service]]''
==Accidents==
In the early days of railways, working arrangements were primitive and accidents commonplace, though thankfully often minor. LTC Rolt in his book 'Red For Danger' refers to the Board of Trade's struggle to make railway companies implement the fundamental principles of 'Lock, Block and Brake', the interlocking of signals and points, [[Absolute Block|absolute block working]], and the fitting of continuous brakes.
Some of the accidents on the Severn Valley Line were as follows:
*On 20 January 1862, just a few days before the railway's opening, a train hit the gates of a level crossing near Buildwas. "Owing to some inadvertence, the gates were not attended to, and consequently the engine dashed through, scattering the fragments of the gates right and left, with terrific force."<ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0000401/18620124/076/0006 Shrewsbury Chronicle on The British Newspaper Archive]</ref> *On 13 February 1862, a similar mishap occurred near Broseley when, despite the driver sounding his whistle, the gatekeeper "was observed in deep conversation with another man" and failed to open both gates in time, resulting in one of the gates being "shattered to atoms".<ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0001308/18620219/119/0007 Shrewsbury Chronicle on The British Newspaper Archive]</ref> *On 2 January 1864, two wagons and the guard's van of a luggage train derailed while it was being shunted clear of a following passenger train. The passenger train stopped safely, but was delayed by over two hours.<ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0000350/18640106/038/0004 Worcestershire Chronicle Wednesday 6 January 1864 on the British Newspaper Archive]</ref> *On 20 February 1864, a Severn Valley goods train broke down within a mile of leaving Hartlebury for Kidderminster. Despite this happening three quarters of an hour before the 9:33pm express train from Worcester was due, the Hartlebury signalman was not alerted and the express train collided with the rear of the goods train.<ref>[https://www.britishnewspaperarchive.co.uk/viewer/BL/0000033/18640223/006/0003 Birmingham Daily Post Tuesday 23 February 1864 on the British Newspaper Archive]</ref> *On 10 October 1865, a goods train leaving Kidderminster for London at 8pm ran into a number of wagons which had earlier run away from Kidderminster and were obstructing, undetected, the main line near Hoobrook Viaduct.<ref>[https://www.britishnewspaperarchive.co.uk/viewer/BL/0001961/18651014/066/0005 Bridgnorth Journal and South Shropshire Advertiser Saturday 14 October 1865 on the British Newspaper Archive]</ref> *On December 16 1865, late in the evening, a goods train arrived at Bewdley with the brake van having been left behind at Cleobury Mortimer due to a broken coupling, the driver being unaware of this loss until braking assistance was required at the junction with the SVR at Dowles. The driver set off back to Cleobury to collect the brake van, only to find that another coupling had broken and three wagons had been left near the junction, which he then collided with in the dark.<ref>[https://www.britishnewspaperarchive.co.uk/viewer/BL/0000150/18651223/070/0003?browse=False Worcester Journal - Saturday 23 December 1865 on The British Newspaper Archive]</ref> *On 8 November 1866, a goods train from Buildwas ran through signals approaching Bewdley and collided with a standing goods train. The driver was fined for running too fast and the guard for failing to apply brakes when signalled to do so, the latter being cited as the main cause of the accident. Most locomotives of that time had either hand brakes on the tender only, or in the case of some tank engines, no brakes at all, train braking being primarily the responsibility of the guard acting on signals from the driver. Continuous brakes began to be introduced in the mid 1870s.<ref name="Marshall">[[Bibliography|Marshall (1989)]]</ref>. *On 7 May 1867 a train derailed about 1½ miles beyond Highley station. The whole of the train, which consisted of engine and tender, four carriages, and one "break-van", left the rails and the engine and one of the carriages fell over. The primary cause was a track defect, with secondary causes being inadequate maintenance and hot weather. Seven injuries occurred. The report was written by Col. W. Yolland and published on 5 June 1867 by Board of Trade.<ref>[https://www.railwaysarchive.co.uk/docsummary.php?docID=2028 Railways Archive report] (Retrieved 8 November 2019)</ref> *On 20 June 1867, GWR 2-4-0 No 189 (ex OW&W) left the rails while departing Bridgnorth Station south-bound. The accident was attributed to the locomotive not having been properly balanced when leaving Worcester Works.<ref name="Beddoes">[[Bibliography|Beddoes & Smith (1995)]]</ref><ref>[https://www.railwaysarchive.co.uk/eventsummary.php?eventID=2843 Railways Archive accident summary] (Retrieved 8 November 2019)</ref> *In March 1869 a horse drawn timber waggon became stuck while crossing the line near Hampton Loade. The waggon driver unhitched his horses and the driver and stoker of the train jumped clear before the collision and there were no injuries.<ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0000405/18690327/121/0006 Wellington Journal Saturday 27 March 1869 on the British Newspaper Archive]</ref>
*On 20 16 June 1867, GWR 2-4-0 No 189 (ex OW&W) left the rails while departing Bridgnorth Station south-bound1869 staff error lead to a collision with plant at Bewdley. The There were no casualties and no formal accident was attributed to the locomotive not having been properly balanced when leaving Worcester Worksinvestigation took place.<ref name>[https://www.railwaysarchive.co.uk/eventsummary.php?eventID="Beddoes">Beddoes & Smith7342 Railways Archive accident summary] (Retrieved 8 November 2019)</ref>.
*On 7 May 1870 a collision occurred at Bridgnorth when a porter set points incorrectly. The points were not interlocked with the signals<ref name="Marshall" />.
*On 10 January 1871 a "distance[sic] signal had not answered to the lever", causing a luggage train to run into some passenger carriages being shunted by horse from a siding at Kidderminster.<ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0000292/18710114/031/0004 Hastings and St Leonards Observer Saturday 14 January 1871 on the British Newspaper Archive]</ref>
*On 7 August 1880 "On Saturday a passenger train leaving Bridgnorth about 7.40 ran off the line between Hampton Lode and Highley, on the Severn Valley Railway, owing to a cow having strayed on to the line, which has a sharp curve at the spot. The passengers were severely shaken, and the traffic blocked for several hours."<ref>[https://newspapers.library.wales/view/3420560/3420567/156/ The Cardiff Times on the National Library of Wales archive]</ref>
*On 26 November 10 October 1888 the 6.30pm Stourbridge Goods from Tenbury ran into a passenger train from Shrewsbury at the north end of Bewdley Station. The passenger train had passed the home signal at danger and moved into the path of the goods. The report was published on 26 November 1888.<ref name="Beddoes" /><ref>[https://www.railwaysarchive.co.uk/docsummary.php?docID=6984 Railways Archive accident report] (Retrieved 8 November 2019)</ref> *On 6 January 1891 the driver of a goods train approaching Kidderminster from Bewdley mistook the signal for the main line as being the one for the Loop Line and collided with a passenger train approaching Kidderminster from Hartlebury.<ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0000033/18910108/014/0005 Birmingham Daily Post Thursday 8 January 1891 on the British Newspaper Archive]</ref>
*On 29 November 1898 a passenger train from Hartlebury was derailed at Arley after running through down home signal at danger just as the signalman was changing the points for the loop. The circumstances of the accident suggest that locking bars had not been installed at the time to prevent points being changed under a train.<ref name="Marshall" />
*On 2 September 1916, Bernard Brady, a private in the Royal Defence Corps, was knocked down and killed by a train while walking to his post at the [[Elan Valley Aqueduct]]<ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0000033/19160906/050/0002 Birmingham Daily Post on The British Newspaper Archive]</ref>
*On 13 January 1928, 4575 class small prairie No 5508 was derailed north of Bridgnorth Tunnel while traveling at 45-50mph when rotten sleepers gave way. Nobody was injured in the accident<ref name="Marshall" />.
*In December 1940, a member of a gang working on a slip at Sterns was struck and killed by a train while walking along the line to work from his home at Highley early in the morning.<ref>Bridgnorth Journal, December 14 1940</ref> *In October 1944 [[Locomotives used on the Severn Valley Branch in commercial service|57xx 0-6-0PT]] No. 3609 was damaged in a shunting accident in [[Kidderminster mainline station#Goods yard|Kidderminster Goods Yard]].<ref>[[Bibliography#Books|Turley (2005)]] p. 81.</ref> *In August 1947 a car was struck by a goods train on [[Level crossing at Hill Farm, Northwood Lane | Northwood Lane level crossing]], resulting in fatalities to two of the passengers. <ref name="Nabarro">[[Bibliography | Nabarro (1971) p53]] p. 53.</ref> *In March 1956, [[Railcar 22|GWR Diesel Railcar W10W]] caught fire and was was burnt out at [[Bridgnorth]].<ref>[[Bibliography#Other References|Judge (2008)]] p. 227.</ref> *On 28 August 1964 another car was struck by an empty goods train on the same crossing, the primary cause being road vehicle driver error. It resulted in fatalities to two of the passengers.<ref name="Nabarro" /><ref>[https://www.railwaysarchive.co.uk/eventsummary.php?eventID=8787 Railways Archive accident summary] (Retrieved 8 November 2019)</ref> ===Other incidents=== *On 18 June 1855, Frederick Powell, a labourer, was digging out a culvert between the two main lines at Kidderminster when he was struck by a coal train. He was knocked into the trench, but not seriously injured.<ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0000174/18550626/036/0006 Morning Post - Tuesday 26 June 1855 on the British Newspaper Archive]</ref> *In May 1861 an engine cleaner named Samuel Pugh was working in a pit underneath a locomotive at Bridgnorth.<ref group="note">The railway did not open until 1862, therefore this was presumably a Contractors' locomotive.</ref> The driver who was also in the pit asked the fireman to move the locomotive. He initially failed to do so but as Pugh attempted to climb out of the pit between the wheels, the locomotive moved, "almost literally cutting the poor fellow in two". He was taken to the Infirmary where both his legs were amputated.<ref>Western Daily Press, 14 May 1861, via the British Newspaper Archive</ref> *On 19 November 1863, James Priddy of Worcester, the guard of a goods train from London, was crushed between two trains while shunting at Kidderminster.<ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0000398/18631121/018/0005 Hereford Journal - Saturday 21 November 1863 on the British Newspaper Archive]</ref> *On 22 January 1866, Isiah Band, a labourer employed with another man to empty a coal wagon at Bewdley Station was crushed between two wagons and died at home the following day.<ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0000150/18660127/140/0008 Worcester Journal on The British Newspaper Archive]</ref> *On 7 August 1868 the 'stoker' of a train approaching Bewdley from Hartlebury was attempting to grease a piston while the train was in motion when he slipped and seriously injured his foot, "the toes being completely cut off".<ref>[https://www.britishnewspaperarchive.co.uk/viewer/BL/0000150/18680808/005/0003?browse=False Worcester Journal on The British Newspaper Archive]</ref> *On 7 January 1869, Richard Newman, a platelayer, was struck and killed by a Down train approaching Kidderminster as he walked home from work.<ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0000350/18690113/030/0003 Worcestershire Chronicle Wednesday 13 January 1869 on the British Newspaper Archive]</ref> *On 27 April 1876, George Bradley, a cattle drover from Worcester, attempted to alight from the guard's van of a goods train approaching Bewdley Station. Witnesses at the inquest stated that, mistaking the bridge parapet for the platform, he stepped off too soon. He fell to the highway below and died in Kidderminster Infirmary the following morning. One newspaper reported that he stepped off while the train was still moving, however, the guard stated at the inquest that the train was stationary and that he had cautioned Bradley not to get out.<ref>[https://www.britishnewspaperarchive.co.uk/viewer/BL/0000150/18760401/005/0003?browse=true Worcester Journal on The British Newspaper Archive]</ref><ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0002097/18760606/037/0004 Tenbury Wells Advertiser Tuesday 6 June 1876 on the British Newspaper Archive]</ref><ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0000150/18760408/005/0003 Worcester Journal - Saturday 08 April 1876 on the British Newspaper Archive]</ref> *In August 1877, a man named Edwards was sweeping the platform when he stepped in front of a luggage train. Fortunately, he fell between the rails and despite the locomotive and about eight wagons running over him, he suffered only minor bruising.<ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0000350/18770825/043/0008 Worcestershire Chronicle Saturday 25 August 1877 on the British Newspaper Archive]</ref> *On 30 November 1880, George Newman, a yardman at Kidderminster, was knocked down by a luggage train while he was oiling points resulting in his left leg being amputated.<ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0000344/18801204/048/0007 Morpeth Herald Saturday 4 December 1880 on the British Newspaper Archive]</ref> *On 27 November 1896, James Worral, a painter, was working on the new platform at Kidderminster when he was "drawn by the engine between the train and the metals and frightfully injured".<ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0000350/18961128/050/0005 Worcestershire Chronicle Saturday 28 November 1896 on the British Newspaper Archive]</ref> *On 14 October 1901, John Hughes, a goods guard, was killed at Kidderminster. The returns of Accidents and Casualties as reported to the Board of Trade by the several railway companies in the United Kingdom during the three months ending 31 December 1901 show a goods train was being propelled into a siding when the guards van was derailed at hand points. The van turned over whilst Hughes was attempting to jump clear and he was crushed beneath it. Hughes was held to blame for the accident as he failed in his duty to ensure the points were properly set. For future safety, the Board of Trade said the GWR should consider replacing the point lever with one being properly weighted to allow the point to always fall into a safe position. A coroners’ court jury’s verdict was accidental death, with the jury censuring the GWR and its servants. The trades union, Amalgamated Society of Railway Servants (now RMT), retained Wilcocks Taylor solicitor and obtained substantial compensation of £271.16.0. The solicitor’s fee amounted to £5.4.10.<ref>MSS.127/AS/7/3 Amalgamated Society of Railway Servants, Record of accidents, inquests, Board of Trade enquiries, and legal cases, p. 12, Modern Records Centre, University of Warwick via [http://www.railwayaccidents.port.ac.uk/the-accidents/ the Railway Work, Life & Death project] (Retrieved 8 August 2021)</ref> *In October 1902, Lewis Turner, a 56 year old engine driver at Highley Colliery, was travelling as a passenger when he overslept and missed his station. Upon being woken, he tried to leave the train while it was still moving and fell under the wheels and was killed.<ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0000405/19021101/152/0012 Wellington Journal on The British Newspaper Archive]</ref> *On 17 April 1911, William Jones "while endeavouring to enter a train before it drew up, was flung under the train and killed" at Kidderminster.<ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0000576/19110419/006/0003 Aberdeen Press and Journal Wednesday 19 April 1911 on the British Newspaper Archive]</ref>
*In March 1956At 2.32 pm on 3 November 1911, gas fitter D. Cartwright was injured whilst about the track at Kidderminster when he was struck by a rail motor as he stood up with his back to vehicle. He suffered cuts, lacerations and injuries to his collarbone, [[Railcar 22|GWR Diesel Railcar W10W]] caught fire face and side. The whistle sounded twice and platelayer Andrews, five yards away, shouted to him, without effect. The cause was that no look-out had been posted, recently appointed leading fitter Griffiths was burnt out at [[Bridgnorth]].unaware of this responsibility under Rule 273 (f)<ref>The History ‘Railway Accidents. Summary of Accidents and Casualties reported to the Board of Trade by the several railway companies in the United Kingdom during the Great Western Athree months ending 31 March 1911’, 31 March 1911, Appendix B pp.E33-34, Cd.C5808 via [http://www.railwayaccidents.port.ac. Diesel Railcarsuk/the-accidents/ the Railway Work, Colin Judge Life & Death project] (2008Retrieved 8 August 2021), p. 227., ISBN 9781906419110</ref>.
*In August 1964 another car On 7 January 1931, Fireman William Clayton "...was struck by coupling an empty goods train on engine to coaches. He requested <nowiki>[Driver]</nowiki> Lloyd to "Ease up" and lifted the engine shackle over the draw-bar hook. The engine recoiled due to the braked coaches and Clayton's head was caught between the shackle and the same crossing, also closed gangway" at Bewdley resulting in fatalities cuts to two of the passengershis head and face.<ref name="NabarroRWLDP" >[https://www.railwayaccidents.port.ac.uk./ ‘Railway Work, Life & Death’ project, run by the University of Portsmouth, National Railway Museum and Modern Records Centre at the University of Warwick]</ref> *On 15 April 1939, Police Constable A. R. Rudge was killed by being crushed between the buffers of two wagons at Kidderminster goods yard.<ref>[https://www.britishnewspaperarchive.co.uk/viewer/bl/0000768/19390415/264/0006 Birmingham Mail - Saturday 15 April 1939 on the British Newspaper Archive]</ref>
==See also==
* [[The Severn Valley Railway in preservation]]
* [[Sellick Collection]], a collection of photographs of the line in the late 1950s and early 1960s
* [[Station Truck]]
* [[Country Lorry Service and Cartage Service]]
* [[Railway Navvies of the SVR]]
==References==
The Severn Valley Railway Souvenir Guide, available from Gift Shops on the SVR.<br>
Past editions of Severn Valley News.
<references />
==Notes==
<references group="note"/>
==Links==
[http://www.railmaponline.com/UKIEMap.php?lat=52.37057&lng=-2.26833 Rail Map Online] Map of railway lines around Bewdley, showing 'The Loop' (highlighted), the original Severn Valley line continuing to Hartlebury, and the Wyre Forest Line to Tenbury.<br>
[http://www.gutenberg.org/ebooks/17612 Handbook to the Severn Valley Railway, by J. Randall] 1863 book published as an illustrated eBook by www.gutenberg.org
[[Category:The Severn Valley Railway under GWR/BR ownership]]
