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Skeleton This article incorporating gives details of '''unsuccessful proposals for railways in, or associated with, the Severn Valley'''. These fall into three main categories:*Early proposals for railways pre-dating the construction of the Severn Valley Railway itself;*Proposals for railways connecting Wolverhampton and Bridgnorth;*Other proposals, including failed schemes for the Kidderminster Loop lineThe article incorporates information from the SVR-Online Forum "[https://forum.svr-online.org.uk/viewtopic.php?t=4280&postdays=0&postorder=asc&start=120 ''Early history of the SVR on the British Newspaper Archive''" thread].

<div class==Background==The [[Oxford Worcester and Wolverhampton Railway]] which would form the southern connection of the Severn Valley Railway was authorised in 1845 and opened throughout in 1853. The Shrewsbury and Hereford Railway which would form the northern connection was authorised in 1846 and also opened throughout in 1853.<ref"toclimit-2">[https://en.wikipedia.org/wiki/Shrewsbury_and_Hereford_Railway Shrewsbury and Hereford Railway on Wikipedia]__TOC__</refdiv> [[The Severn Valley Railway Company (19th Century)]] was authorised to build the SVR in 1853 and completed its construction in 1862.

The world’s first inter-city passenger railway, the Liverpool and Manchester, opened in 1830. Within a few years the 'Railway Mania' to build new railways had begun, with boom years in the mid-1830s and in 1845–47. Between 1835 and 1853, a number of railways schemes were proposed, with varying degrees of credibility, to build a line railways crossing, following or terminating in the Severn Valley somewhere between Stourport and Ironbridge. Many Some of the schemes during the Mania were for so-called 'direct' railways which were simply planned to run in straight lines across large areas of countryside; these proposals originated would have been difficult to construct and nearly impossible for the locomotives of the day to work on. For context, the '''[[Oxford Worcester and Wolverhampton Railway]]''' which would form the southern connection of the Severn Valley Railway was authorised in 1845 and opened throughout in the 1853. The '''Shrewsbury and Hereford Railway Mania''' which peaked would form the northern connection was authorised in 1846 and also opened throughout in 1853.<ref>[https://en.wikipedia.org/wiki/Shrewsbury_and_Hereford_Railway Shrewsbury and Hereford Railway on Wikipedia]</ref> [[The Severn Valley Railway Company (19th Century)]] was authorised to build the mid-1840sSVR in 1853 and completed its construction in 1862.

*'''===Birmingham, Dudley and Wolverhampton Railway''': ===Proposed in the '''early 1830s''', the route would run "''...from the line of the Grand Junction Railway near Wolverhampton through Dudley, Stourbridge, Kidderminster and Stourport to unite with the Birmingham and Gloucester Railway at or near Worcester''." A survey had been completed by March 1836. The Company wanted the Grand Connection Railway to join their route at Dudley rather than continuing to Wolverhampton, which became a source of dispute between the two companies.<ref>Worcester Journal, 10 March 1836, via the British Newspaper Archive</ref>*'''===Grand Connection Railway''': ===Advertised in '''December 1835''', seeking capital of £800,000.<ref>Worcester Journal, 31 December 1835, via the British Newspaper Archive</ref> It was originally intended to run west of the Severn from Gloucester, crossing the river at Worcester. One branch would connect to Birmingham, the other continue via Stourport, Kidderminster, Stourbridge and Dudley to Wolverhampton.<ref>Worcester Journal, 25 February 1836, via the British Newspaper Archive</ref> Despite changes to the route, the Bill for the line was rejected in Parliament in 1837 and again in 1838.<ref>[https://www.worcesterpeopleandplaces.org.uk/news/356/146/The-Grand-Connection-Railway.html worcesterpeopleandplaces.org.uk]</ref>*'''===Worcester and Cardiff Junction Railway''': ===Proposed in '''1843''', the main branch would begin at the Taff Vale Railway near Cardiff and pass through Leominster, [[Wyre Forest Line#Easton Court|Little Hereford]] and [[Wyre Forest Line#Tenbury Wells|Tenbury]]. A branch was to run from [[Wyre Forest Line#Newnham Bridge|Newnham]] to Stourport.<ref>The Railway Times for 1843, Vol 6, p. 1092.</ref> A meeting was held in September 1844 at which it was resolved to ask the Company "...''to bring a branch line from Tenbury to Cleobury Mortimer, Bewdley and Kidderminster''.".<ref>Worcester Herald, 21 September 1844, via the British Newspaper Archive</ref>*'''===Hereford and Kidderminster Railway''': ===Advertised in '''February 1845''' seeking capital of £750,000. It proposed "''...connecting Hereford, Leominster, Kington, Ludlow, Tenbury, Cleobury, Bewdley, Stourport and adjacent country, etc, with the Mining and Manufacturing districts of Kidderminster, Stourbridge, Dudley, Birmingham and the Metropolis.''".<ref>Hereford Times, 22 February 1845, via the British Newspaper Archive</ref> By April 1845 it was to be amalgamated with the Welsh Midland Railway.<ref name=LES14041845>London Evening Standard, 14 April 1845, via the British Newspaper Archive</ref>*'''Welsh Midland Railway''': Advertised Three months earlier in '''April 1845''' seeking capital of £3.5M. It November 1844, a newspaper article referred to a meeting at Ludlow to discuss a proposed "''...to connect the manufacturing districts and the seaports of south Wales ... with Hereford, Leominster, Ludlow and Birmingham and the great manufacturing districts of Staffordshire.''Railway"which was probably this proposal.<ref>London Evening StandardWorcester Herald, 14 April 18459 November 1844, via the British Newspaper Archive</ref> A meeting took place at Worcester on 30  ===Welsh Midland Railway===Advertised in '''April 1845 at which it was noted that the ''' seeking capital of £3.5M. It proposed railway would be beneficial "''...to connect the interests manufacturing districts and the seaports of the Citysouth Wales ... At that time with Birmingham and the question great manufacturing districts of whether the railway would be built to Staffordshire.'broad gauge' had not been decided".<ref>Worcester JournalLondon Evening Standard, 1 May 185414 April 1845, via the British Newspaper Archive</ref> Notice A meeting took place at Worcester on 30 April 1845 at which it was noted that the proposed railway would be beneficial to the interests of the intention to bring a Bill to Parliament was advertised in November 1845City. At that time the question of whether the railway would be built to 'broad gauge' had not been decided.<ref>[https://newspapers.Worcester Journal, 1 May 1854, via the British Newspaper Archive</ref> Notice of the intention to bring a Bill to Parliament was advertised in November 1845.<ref>[https://newspapers.library.wales/view/3334419/3334420/4/Cilgerran The Cambrian, 21 November 1845, via National Library of Wales]</ref> By 1846 the affairs of the company were being wound up.<ref>[http://www.gwentarchives.gov.uk/media/46833/d4131-newport-abergavenny-and-hereford-railway-company-records-relating-to-the-taff-vale-extension.html#toc Gwent Archives]</ref>*'''===Worcester, Shrewsbury and Crewe Union Railway''': ===Advertised in '''April 1845''' seeking capital of £1.5M. The proposed route was described as "''Forming a junction at Stourport with the London, Worcester and South Staffordshire Railway, 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… will terminate at Crewe''.".<ref>Morning Chronicle, 18 April 1845, via the British Newspaper Archive</ref>*'''===Kidderminster and Welsh Midland Junction Railway''': ===Advertised in '''May 1845''' seeking capital of £650,000. This appears to follow on from the April 1845 proposal to merge the Hereford and Kidderminster Railway with the Welsh Midland Railway, as the advertisement repeated word for word the proposal of the former.<ref>Worcester Herald, 24 May 1845, via the British Newspaper Archive</ref>*'''[[Shropshire Union Railways ===Direct East and Canal Company]]''': First proposed by Robert Stephenson West Junction Railway===Advertised in '''July August 1845''' as one seeking capital of four planned railways for the Shropshire Union. Stephenson surveyed the £800,000. The route from Worcester to Shrewsbury in 1846. A Bill was raised described as "''This important railway is 42 miles in Parliament length; will commence at the same yearrailway station of the Oxford Worcester and Wolverhampton Railway at Kidderminster, but never enacted. Proposals for formation and will proceed from thence by way of a company Tenbury and Leominster to build railway appeared in July 1847Hereford''". The article also noted that "''The line is free from engineering difficulties, but no further action had been taken by 1848 after which time the Shropshire Union let the plan lapseand gradients highly favourable''. However Stephenson'"<ref>Shipping and Mercantile Gazette, 21 August 1845 via the British Newspaper Archive</ref> That description does not really accord with the Engineer's plans were used map, which shows the proposed line crossing the Severn by [[Robert Nicholson]] for what became the [[The Severn a bridge approximately where Dowles Bridge was built, then entering a tunnel at Northwood Lane which ended beyond Habberley Valley Railway Company (19th Century)]], a length of around 1.*8 miles or about the same as Brunel'''Oxford and s famous Box Tunnel.<ref>Copy of map prepared by J Gardener, held by Worcester Extension Archive</ref> By 1846 it had been amalgamated with another scheme backed by the same promoters, the Derbyshire, Staffordshire and Chester Worcestershire Junction Railway.<ref>Worcestershire Chronicle, 4 November 1846 via the British Newspaper Archive</ref> It was later alleged that this merger was unlawful, and by 1851 action was being taken to wind up the affairs of the 'Direct East and West'': Advertised in '''September 1845''' seeking capital of £2.25M. Planned as a broad gauge extension to the OWW's Oxford to <ref>Worcester routeJournal, 26 June 1851 via the proposed extension from Worcester was described as "British Newspaper Archive</ref> ===Shropshire Union Railways and Canal Company===:''Passing up the Severn Vale, it reaches Stourport Main article: [[Shropshire Union Railways and proceeding thence through Kidderminster arrives at Bewdley. Leaving Stourbridge a little to Canal Company]]''First proposed by Robert Stephenson in '''July 1845''' as one of four planned railways for the East, Shropshire Union. Stephenson surveyed the line is taken route from Worcester to BridgnorthShrewsbury in 1846. Passing through or near to Much WenlockA Bill was raised in Parliament the same year, Broseley and Madeley, from which there will be but never enacted. Proposals for formation of a branch company to Shrewsburybuild railway appeared in July 1847, but no further action had been taken by 1848 after which time the line ascends Coalbrookdale and approaching in its course Wellington and Wem, enters WhitchurchShropshire Union let the plan lapse. The trunk line will continue from Whitchurch and passing through or near Malpas, will have its northern terminus in However Stephenson's plans were used by [[Robert Nicholson]] for what became the city of Chester[[The Severn Valley Railway Company (19th Century)]]. ===Oxford and Worcester Extension and Chester Junction Railway===Advertised in ''.".<ref>Shrewsbury Chronicle'September 1845''' seeking capital of £2.25M. Planned as a broad gauge extension to the OWW's Oxford to Worcester route, 19 September 1845, via the British Newspaper Archive</ref> The proposal did not go ahead and shareholders in proposed extension from Worcester was described as "''Passing up the Company voted to wind Severn Vale, it up in November 1846reaches Stourport and proceeding thence through Kidderminster arrives at Bewdley.<ref>London Evening StandardLeaving Stourbridge a little to the East, 30 November 1846, via the British Newspaper Archive</ref>*'''Cambrian line is taken to Bridgnorth. Passing through or near to Much Wenlock, Broseley and Grand Junction Railway''': Advertised in '''September 1845''' seeking capital of £2.2M. The prospectus began "''This important lineMadeley, from which there will be a branch to Shrewsbury, the only one having for line ascends Coalbrookdale and approaching in its object the direct communication between South Wales, Birmingham, the Midland counties, Liverpool, Manchester course Wellington and the NorthWem, enters Whitchurch. The trunk line will commence at Hereford, continue from Whitchurch and passing to the Vale through or near Malpas, will have its northern terminus in the city of the Severn via BewdleyChester''.".<ref>Shrewsbury Chronicle, Bridgnorth19 September 1845, Broseley, Iron Bridge via the British Newspaper Archive</ref> The proposal did not go ahead and Coalbrook Dale, take a direct route through or near Wellington and Market Drayton shareholders in the Company voted to Crewewind it up in November 1846.<ref>London Evening Standard, or to Runcorn30 November 1846, whence via the existing lines will continue the traffic to Liverpool, Manchester British Newspaper Archive</ref> ===Cambrian and the North. At Bewdley there will be a branch line through Kidderminster to Birmingham and the Midland Counties.Grand Junction Railway===Advertised in '''".<ref>Worcestershire Chronicle, 24 September 1845, via the British Newspaper Archive</ref> *'''Shropshire Mineral Railway''': Advertised in '''September 1845September 1845''' seeking capital of £700,000£2.2M. It was intended to form The prospectus began "...''in conjunction with other existing and projected linesThis important line, a the only one having for its object the direct connection communication between South Wales, Birmingham, the Midland counties, Liverpool, Manchester Sheffieldand the North, will commence at Hereford, York and Hull passing to the Vale of the Severn via Bewdley, Bridgnorth, Broseley, Iron Bridge and Swansea and South Wales.''" The proposed Railway itself formed Coalbrook Dale, take a connection between the Grand Junction Railway at Norton Bridge (direct route through or near Stafford) Wellington and the ShrewsburyMarket Drayton to Crewe, or to Runcorn, whence the existing lines will continue the traffic to Liverpool, Hereford Manchester and the North Wales Railway at Wistanstow (north of Ludlow), Shropshire. From Oakengates At Bewdley there will be a branch line through Kidderminster to Birmingham and the planned route southwards passed through "..Midland Counties.''Priors Lee".<ref>Worcestershire Chronicle, Stirchley24 September 1845, Dawley, Madeley and Ironbridge to Coalbrookdale, there crossing the proposed "Worcester and Crewe Railway"''via the British Newspaper Archive</ref group>  ==="note">Presumably referring to the WorcesterShropshire Mineral Railway===Advertised in '''September 1845''' seeking capital of £700, Shrewsbury and Crewe Union Railway000.</ref>It was intended to form ".<ref>Worcestershire Chronicle, 17 September 1845, via the British Newspaper Archive</ref>*..'''Direct London in conjunction with other existing and Holyhead Railway''': Advertised in '''October 1845''' seeking capital of £2Mprojected lines, it proposed a direct route connection between London Liverpool, Manchester Sheffield, York and Hull and Swansea and HolyheadSouth Wales. ''" The southern end of the route was described thus: "''It will commence by proposed Railway itself formed a junction with connection between the proposed Buckinghamshire Grand Junction Railway at Banbury, Norton Bridge (near Stafford) and will proceed by way the Shrewsbury, Hereford and North Wales Railway at Wistanstow (north of KinetonLudlow), Stratford and Bromsgrove to KidderminsterShropshire. From Kidderminster, passing near Bridgnorth, Oakengates the planned route southwards passed through "...''Priors Lee, Stirchley, Dawley, Madeleyand Ironbridge to Coalbrookdale, Broseley there crossing the proposed "Worcester and Wellington to ShrewsburyCrewe Railway"''.".<ref>Worcester Journalgroup="note">Presumably referring to the Worcester, Shrewsbury and Crewe Union Railway.</ref>".<ref>Worcestershire Chronicle, 9 October 17 September 1845, via the British Newspaper Archive</ref>*'''Dudley, Madeley, Broseley ===Direct London and Ironbridge Holyhead Railway''': ===Advertised in '''October 1845''' seeking capital of £800£2M,000it proposed a direct route between London and Holyhead. The prospectus began "southern end of the route was described thus: "''This company has been formed for It will commence by a junction with the purpose proposed Buckinghamshire Railway at Banbury, and will proceed by way of constructing a direct line of railway from Dudley Kineton, Stratford and Bromsgrove to Kidderminster. From Kidderminster, passing near Bridgnorth, Madeley, Broseley and Iron Bridge, at or near which place it is proposed Wellington to form a junction with the proposed Shrewsbury, Worcester and Crewe Union Railway'''.".<ref group="note">Presumably referring to the WorcesterJournal, Shrewsbury and Crewe Union Railway.9 October 1845, via the British Newspaper Archive</ref>...".<ref>Aris ===Dudley, Madeley, Broseley and Ironbridge Railway===Advertised in '''s Birmingham Gazette, 6 October 1845, via ''' seeking capital of £800,000. The prospectus began "''This company has been formed for the British Newspaper Archive</ref> In November 1845 the Company determined purpose of constructing a direct line of railway from Dudley to extend their line to Wolverhampton Madeley, Broseley and Stourbridge by a direct line through KingswinfordIron Bridge, noting this would provide at or near which place it is proposed to form a connection to Stourport "''...in conjunction junction with the Birminghamproposed Shrewsbury, Wolverhampton Worcester and Stour Valley Crewe Union Railway''".<refgroup="note">Presumably referring to the Worcester Journal, 13 November Shrewsbury and Crewe Union Railway.</ref>...".<ref>Aris's Birmingham Gazette, 6 October 1845, via the British Newspaper Archive</ref>*'''Birmingham, Wolverhampton In November 1845 the Company determined to extend their line to Wolverhampton and Stourbridge by a direct line through Kingswinford, noting this would provide a connection to Stourport "''...in conjunction with the Birmingham, Wolverhampton and Stour Valley Railway''' ".<ref>Worcester Journal, 13 November 1845, via the British Newspaper Archive</ref> ===Birmingham, Wolverhampton and Stour Valley Railway'===(often Often shortened to Stour Valley Railway and now known as the Stour Valley Line): The Company was authorised by an Act of Parliament in '''August 1846 ''' and successfully built the line from Birmingham to Wolverhampton via Smethwick which opened in 1852 and is still in use today.<ref>[https://en.wikipedia.org/wiki/Stour_Valley_Line Stour Valley Line on Wikipedia]</ref>The 'Stour Valley' by which the line is known referred to a branch (proposed but never built) from Smethwick following the River Stour via Stourbridge and Kidderminster to its junction with the Severn at Stourport.<ref>Worcestershire Chronicle, 20 August 1845, via the British Newspaper Archive</ref> *'''===Shrewsbury, Ironbridge and Bridgnorth Railway''' ===(known Known as Peele's Line, probably after Joshua John Peele, a prominent Bridgnorth Solicitor): Plans and sections for this proposed railway were deposited in '''November 1852'''. The Book of Reference noted it was "...''to incorporate a Company for making Railways from the Shifnal and Madeley Branch of the Shrewsbury and Birmingham Railway to the towns of Ironbridge and Bridgnorth, and to Lightmoor; and to authorise working arrangement with other Companies.''".<ref>[http://search.shropshirehistory.org.uk/collections/getrecord/CCA_XQ_E_7_1_348/ Shropshire History]</ref> [[Robert Nicholson]]'s original route for the SVR, which passed to the east of the [[Linley|Apley Estate]] and towards Madeley was supported by the Estate's owner and local MP [[Linley|Thomas Whitmore]]. When the SVR announced an alternative route to Shrewsbury via [[Linley]] in late 1852, Whitmore switched his support to the Shrewsbury, Ironbridge and Bridgnorth Railway instead.<ref>[[Bibliography#Books|Marshall (1989)]] p. 23.</ref> ==Proposals for railways connecting Wolverhampton and Bridgnorth==[[File:Bridgnorth-Wolverhampton_1899.jpg|thumb|300px|right|19th Century Wolverhampton and Bridgnorth proposals]] [[File:Bridgnorth-Wolverhampton_1908.jpg|thumb|300px|right|GWR Wolverhampton and Bridgnorth proposals]] ===Wolverhampton & Bridgenorth Railway===Advertised in '''1860''' (the first of a number of [[Wolverhampton#Proposed Railways between Wolverhampton and Bridgnorth|proposed railways between Wolverhampton and Bridgnorth]] to be advertised). A plan for the route was drawn up although it did not include the engineer’s name. It would have run from the Shrewsbury & Birmingham Railway 3 miles west of Wolverhampton via Wergs, Pattingham and Worfield to join the SVR (then still under construction) around 2 miles north of Bridgnorth. The proposal did not gain sufficient interest for a Bill to be presented to Parliament.<ref>[[Bibliography#Books|Marshall (1989)]] p. 114.</ref> ===South Staffordshire & Central Wales Railway Dudley & Bridgenorth===Advertised in 1861. A plan and section were deposited, prepared by engineer Richard Taylor of 'Bridgenorth'.<ref group="note">This scheme, and that of 1860, included the spelling 'Bridgenorth', which appeared on the 1 inch OS map of that time.</ref> The line would have run from the South Staffordshire Railway at Dudley, passing south of Himley and Claverley to join the SVR (still under construction) a mile south of Bridgnorth.<ref>[[Bibliography#Books|Marshall (1989)]] p. 115.</ref> ===Wolverhampton & Bridgnorth Railway===Plans were drawn up by John Addison in 1862, following a similar route to the 1860 scheme but passing north of Worfield and including a short extension to join the LNWR line at Bushbury as well as the Shrewsbury & Birmingham. A Bill was presented in Parliament in February 1863 but it was thrown out after the preamble was not proved. It was presented again in 1864 and 1865, without the LNWR extension on the latter occasion, but both times withdrawn by its promoters. Addison then drafted a new scheme in 1865 with a connection south of Oxley Viaduct and following the Staffordshire and Worcestershire canal for 3&frac12; miles before joining his earlier route to Bridgnorth. This final scheme was never presented in Parliament.<ref>[[Bibliography#Books|Marshall (1989)]] pp. 115-116.</ref> ===Central Wales and Staffordshire Junction Railway===Proposed in 1864, the route would have run from the S&HR at Craven Arms via Corvedale, Bridgnorth and thence via Trysull to Dudley and Wolverhampton.<ref name=Trysull>[https://wikivisually.com/wiki/Trysull Trysull on Wikivisially]</ref> ===Bridgnorth, Wolverhampton & Staffordshire Railway===Proposed in 1865 with a route planned by engineer J. Fogerty. From a connection at Oxley Viaduct, the route would run via Trysull, Wombourn,<ref group="note">The GWR station was named Wombourn, the standard spelling of the time, in preference to the modern spelling Wombourne</ref> Halfpenny Green and crossing the Severn via a viaduct near Oldbury to join the SVR south of Bridgnorth. A 4-mile branch from Wombourn was to run south to join the GWR (former OWW) Kingswinford Branch; a short branch would also run to Swindon (Staffordshire). The Act for this railway received Royal Assent in June 1866, but money could not be raised and the powers lapsed. Another line, following a similar route but with an additional connection to the LNWR near Dunstall, Wolverhampton and without the southern branches, was planned by engineers W.J. Kingsbury and T. Dowell in 1871. A Bill was presented to Parliament in February 1872 but thrown out when the preamble was not proved.<ref>[[Bibliography#Books|Marshall (1989)]] p. 116.</ref><ref name=Trysull/> ===Wolverhampton and Bridgnorth Light Railway===Proposed in 1897 under the Light Railways Act of 1896 which meant a separate Act of Parliament would not be required. The route, planned by W.B. Myers-Beswick, was to run from both the GWR and LNWR lines near Priestfield to join the SVR south of Bridgnorth, with a separate station in Bridgnorth Low Town. However this scheme did not proceed; the GWR and LNWR worked together to defeat the project in 1899<Ref>Light Railways in England and Wales, Peter Boseley (1990), p65 [https://books.google.co.uk/books?id=2Q68AAAAIAAJ&printsec=frontcover&dq=isbn:0719017580&hl=en&sa=X&ved=0ahUKEwjS0t3LmtTJAhUEPRQKHVgxA6sQuwUIIDAA#v=onepage&q&f=false Google Books preview]</ref>. ===GWR Proposals===The GWR Act of 11 July 1905 broadly followed the Bridgnorth, Wolverhampton and Staffordshire Railway scheme of 1865, with a line from the Shrewsbury & Birmingham Railway at Oxley Viaduct passing west of Wombourn and via Halfpenny Green before crossing the Severn near Quatford and joining the SVR at junctions 1 and 1&frac12; miles south of Bridgnorth, with a branch running south to join the Kingswinford Branch. A revised scheme was authorised in GWR (Additional Powers) Act of 1908 which moved the junction into Wombourn. In 1913 the Bridgnorth line was postponed while work went ahead on the Kingswinford section. After the First World War, the Oxley to Kingswinford Branch was completed in 1925 with the ‘branch’ having become the main line. However it was little used and closed for passenger services in 1932. The GWR (Additional Powers) Act of 1924 had extended the deadline for the Bridgnorth connection until 1927, but the decision was quickly taken to abandon it due to the rapid development of road transport.<ref>[[Bibliography#Books|Marshall (1989)]] pp. 118-120.</ref>

*Hereford===Stourbridge Railway, Valley of the Stour Extension===Proposed in 1866, Leominsterthe route would form an extension from the Stourbridge Town branch via Kinver and Wolverley, Ludlow passing 2 miles north of Kidderminster and Birmingham Railway*Shropshire Union Railway joining the SVR north of Bewdley via a north-facing junction. The proposal was rejected by Parliament in 1866.<ref>[[Bibliography#Books|Marshall (Worcester to Crewe1989)]] p. 61.</ref>

==Proposals after the opening of the SVR in 1862=West Staffordshire Railway===After 1862Proposed in 1874, the following railways were proposed route would run from the LNWR line south of Wolverhampton via Kingswinford, west of Stourbridge, Wolverley, west of Kidderminster to connect to form the Tenbury and Bewdley Railway with a junction with short branch to Bewdley. The scheme, which was backed by the LNWR as an alternative to the SVR[[Kidderminster Loop Line]], was rejected by Parliament in 1875.<ref>[[Bibliography#Books|Marshall (1989)]] p. 81.</ref>

{| class="wikitable"!==Cleobury Mortimer and Ditton Priors Light Railway!! First proposed !! Proposed route !! Other information(extensions)===|-| Stourbridge Railway, Valley of the Stour Extension||1866||An extension from the Stourbridge Town branch via Kinver and Wolverley, passing 2 miles north of Kidderminster and joining the SVR north of Bewdley via a north-facing junction || Rejected by Parliament in 1866.<ref>:''Main article: [[Bibliography#Books|Marshall (1989)Cleobury Mortimer and Ditton Priors Light Railway]] p. 61.</ref>'' |-| West Staffordshire Railway||1874 || From the LNWR line south of Wolverhampton via KingswinfordSome time after opening in 1908, west of Stourbridge, Wolverley, west of Kidderminster to connect to the Tenbury and Bewdley Railway with a short branch to Bewdley.||Backed by the LNWR as CM&DPLR considered an alternative extension to the Billingsley, whose [[Kidderminster Loop LineCollieries served by the Severn Valley Railway|colliery]]. Rejected was instead served by Parliament in 1875.<ref>a [[Bibliography#BooksKinlet and Billingsley Sidings signal box|Marshall (1989)branch from the SVR]] pauthorised in 1911 and opened in 1913. 81.</ref>|-|[[Cleobury Mortimer and Ditton Priors Light Railway]]||In 1912||An extension the railway considered three other possible extensions from the terminus at Ditton Priors to , one of which would have joined the SVR near Bridgnorth||One . None of 3 possible the extensions, none of which were taken up after the First World War.<ref>[[Bibliography#Other References|Price (1995)]] pp.39-40.</ref>|}.