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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 Pre-World War II this was usually operated by a GWR ‘Dean Goods’, superseded post-War by its natural replacement, the [[GWR 2251 Class 3205 | Collett 2251 0-6-0 goods]] (during the War an LNER J25 0-6-0 was often used).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]].
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), P72p72.]]</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.
Some of the accidents on the Severn Valley Line were as follows:
*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">Marshall(1989)</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">Beddoes & Smith</ref>.
