503:
300:
had a 50% share of the Stour Valley
Railway as well as the lease. Suddenly the LNWR was dominant in the area, and the Shrewsbury and Birmingham saw that its position was precarious. However an agreement was reached with the LNWR that traffic would not improperly be diverted away from the S&BR line, and the LNWR's Bill to authorise the lease was allowed to pass. The Shrewsbury and Birmingham Railway was also given running powers over the Stour Valley line; and in addition that the short section of line from Wolverhampton station to the divergence of the Shrewsbury and Stafford lines would be joint. The running powers would lapse if the S&BR were taken over by the GWR or certain companies considered to be its allies.
472:
171:
544:
448:
337:
377:
418:
402:
511:
and
Manchester. The BL&CJR was now owned jointly by the GWR and the London, Midland and Scottish Railway as successor to the LNWR. Birkenhead was itself a key destination for coal and an originating point for imported iron ore. As holiday and leisure traffic developed the seasonal train service included through trains to the coastal destinations of
315:
66:
536:
passengers on 6 March 1972 and all
Wolverhampton passenger traffic was dealt with at the High Level (former LNWR) station. This required reinstatement of the short connecting line to the S&BR line near Stafford Road. Wolverhampton Low Level station was later used as a parcels concentration depot, from 6 April 1970.
435:
inevitable, and this was enacted on 7 August 1854, taking effect on 1 September 1854. The two
Shrewsbury lines were narrow (standard) gauge and were referred to as the “northern division” within the enlarged GWR. There was no physical connection at first until the Wolverhampton line was opened in November 1854.
510:
The GWR operated the line as an important main line; Birkenhead was a key access point for
Liverpool passenger traffic, and trunk express trains, including a night sleeping car train ran. The Birkenhead, Lancashire and Cheshire Junction Railway network gave direct access for goods trains to Liverpool
486:
From 1854 the Great
Western Railway had a through route from Paddington to the Mersey at Birkenhead., albeit with a break of gauge at Wolverhampton. By this time it was obvious that extension of the broad gauge north of Wolverhampton was impossible, and the GWR progressively converted the broad gauge
261:
So far as the
Shrewsbury and Birmingham Railway was concerned, the ten miles from Shrewsbury to Wellington, about a third of the extent of the line, was to be built and operated jointly with the Shropshire Union Railways and Canal Company; that railway was planning a line from Stafford to Wellington,
554:
In 1983 a new spur line was built at
Wolverhampton, enabling direct running from the Stafford direction to Oxley Carriage Sidings: from Stafford Road Junction to Bushbury Junction. The short line was largely built on the course of the Wolverhampton Railway connection from Stafford Road Junction, and
526:
The main line railways of Great
Britain were nationalised in 1948, but the train service pattern remained largely unchanged for some time. However, a changed pattern of leisure and holiday travel led to a gradual decline of those services, while the local passenger trains suffered a steep decline in
138:
The independent promoters of the
Shrewsbury line called their line the Shrewsbury and Birmingham Railway. They decided to continue their attempt, but to leave the section of route between Birmingham and Wolverhampton to be built jointly with others: this was going to be the most expensive section to
425:
Its course passed through the S&B locomotive and carriage works at Stafford Road; this was quite new, and many modern buildings were demolished to make way for the new connecting line. It opened in on 14 November 1854, at the same time as the BW&DR. It was mixed gauge; OW&WR broad gauge
413:
in 1854 finally gave the S&BR access southwards to the GWR, and the LNWR was at last powerless to frustrate the S&BR in the Birmingham area. The Wolverhampton Junction Railway was an essential part of the connection. It was three-quarters of a mile long and connected the southward course of
392:
inspector. At length the line opened on 1 July 1852. The LNWR was still able to prevent the S&BR trains running, by failing to agree operating rules at Wolverhampton and Birmingham stations, and numerous other artificial difficulties. Eventually on 4 February 1854 S&BR Trains started to run
455:
The Lightmoor branch was authorised in S&BR days, to serve a mineral district. It opened in 1854 and was extended to Coalbrookdale in 1864, and the area was connected from the southern end also. The passenger service was never successful and closed in 1915. There was pressure locally to revive
438:
The Shrewsbury lines which the GWR now absorbed were not greatly profitable; and they had huge indebtedness in debentures and guaranteed preference shares. The two lines together had ÂŁ3 million of capital, of which only ÂŁ1.8 million was in ordinary shares. There was half a million in 8% preference
355:
Obviously the S&BR was unable to convey goods traffic for points south of Wolverhampton because of LNWR intransigence, and they tried to construct a goods transhipment location alongside the canal at Victoria basin, just north of Wolverhampton, in April 1850. This was alongside their passenger
299:
In the autumn of 1846 the LNWR took a lease of both the Shropshire Union Railway and Canal system, and of the Stour Valley Railway. The S&BR acquiesced in this, having been given assurances about traffic pooling. The LNWR had acquired share of the Birmingham Canal Company, so that the LNWR now
535:
The Stafford – Wolverhampton – Birmingham line was electrified in 1966. The Paddington to Birkenhead trunk passenger route was ended in 1967, with all through traffic from London to Crewe and beyond being handled over the former LNWR route. Wolverhampton Low Level, the GWR station, was closed to
482:
GWR passenger trains now used their own station at Wolverhampton, and in March 1859 the GWR sold its half share of the other (High Level) station, inherited from the S&BR, to the LNWR. The connection from the S&BR lines to the High Level station was then severed. Herbert Street depot was
384:
The Shrewsbury and Birmingham Railway needed the Stour Valley line to be opened, to give them access to Birmingham. It was evidently physically completed, but the LNWR now adopted underhand tactics to delay opening that would permit the S&BR trains to run on the line. The escalation of this
351:
In addition the LNWR as the major shareholder in the Stour Valley line ensured that the completion of the line, on which the S&BR relied, was delayed. The agreement about traffic pooling was ignored. The LNWR had the old Grand Junction Railway station at Wednesfield Heath, a mile or so from
434:
The determined hostility of the LNWR naturally led to a strong feeling of allied interests between the Great Western Railway, the Shrewsbury and Birmingham Railway and the Shrewsbury and Chester Railway, and they became known as the Allied Companies. It was clear that formal amalgamation was
73:
The S&BR opened from Shrewsbury to its own Wolverhampton terminus in 1849. The Stour Valley Line was still delayed by the LNWR, but the S&BR eventually got access to it in 1852. By this time it was obvious that the LNWR was an impossible partner, and the S&BR allied itself to the
490:
The S&BR route proved to be an important part of the GWR connection with Birkenhead, and through expresses from London were booked on the route. Local traffic was never significant, and the development of reliable bus services in the 1920s and later took much traffic away from the line.
385:
culminated in the S&BR deciding to run a train on 1 December 1851, despite the LNWR prevarication. The LNWR put physical obstructions on the lie to prevent the train running; a large number of men on both the S&BR and LNWR sides were present, but the planned run was frustrated.
348:. This extended to illegal acts; the worst of these took place around Chester, involving the two railways that opposed the LNWR there. Further south the LNWR engaged in a price war, in which fares dropped to unreasonably low levels, in an attempt to coerce the S&BR.
93:
The S&BR route was an important part of this main line until the 1960s, when electrification of former LNWR routes compelled concentration of long-distance traffic elsewhere, and the line became a secondary route, still in important passenger operation.
322:
The S&BR opened its line as far as from Shrewsbury to Oakengates station, as well as the joint line on 1 June 1849. The LNWR opened its line from Stafford, joining the joint line at Wellington, on the same day. The rest of the S&BR through to a
363:
LNWR actions included packing shareholders’ meetings with nominees, the forging of a S&BR company seal, and numerous other improper procedures. As the S&BR and S&CR became increasingly aligned to the GWR, LNWR aggression turned to the
227:, destined to be the saviour of the S&BR later on. Sixteen railways in the district were under consideration, and the S&BR capital was ÂŁ1.3 million. The Stour Valley capital was ÂŁ1.11 million. The bills were passed on 3 August 1846 as the
359:
The S&BR was alienated from the LNWR, and turned to the Great Western Railway, which was building its own line towards Wolverhampton. On 10 January 1851 a traffic agreement was concluded between the S&BR and the S&CR with the GWR.
327:
was opened on 12 November 1849. The Wolverhampton station was a small affair immediately south of the Wednesfield Road. It was at this stage not connected to any other railway, so one platform was enough for the passenger business.
222:
The Shrewsbury and Birmingham Railway Bill (now for a railway between Shrewsbury and Wolverhampton only, under 20 miles) and the Stour Valley Railway (the short form name of the BW&SVR) both went to the 1846 session; so did the
539:
Oxley Sidings had become an important carriage servicing depot, and the line from there to Wolverhampton High Level was electrified in 1972. This was the first section of the former GWR to be electrified with overhead equipment.
555:
a former gas works branch near Bushbury Junction. The connection was installed to enable empty coaching stock trains to access Oxley sidings, but there have been occasional instances of diverted passenger trains using the line.
368:. Nevertheless, in 1851 the Associated Companies (the GWR, the S&BR and the S&CR) obtained running powers over the BL&CJR, giving them ultimately access to Birkenhead, Liverpool and Manchester.
139:
build, and the bigger railways already had plans for the district. That became the Birmingham, Wolverhampton and Stour Valley Railway; it would be paid for jointly, with the S&BR, the LNWR and the
356:
terminus. As they attempted to lay boards to make a pathway for the physical transfer of goods from their wagons to canal barges, they suffered from LNWR physical violence and intimidation there too.
128:, on their own main line, to join it. It was these lines that went to the 1845 session of Parliament as the Shrewsbury and Birmingham Railway, but the scheme failed Standing Orders and was rejected.
78:, which reached Wolverhampton in 1854. The S&BR merged with the GWR in 1854. With the S&BR and other absorbed railways, the GWR obtained a through route between London and the
479:
In 1858 the GWR built a large goods depot at Herbert Street, Wolverhampton, near the Victoria Basin. In broad gauge days it was used as the transshipment shed at the break of gauge.
527:
patronage. The loss of heavy industry resulted in diminished mineral traffic; and the common ownership of alternative routes led to diversion of much trunk freight to other lines.
240:
365:
135:)the London and North Western Railway. This changed the competitive situation completely, and both factions within the LNWR abandoned their support for any Shrewsbury line.
414:
the S&BR at Stafford Road Junction into the Birmingham, Wolverhampton and Dudley Railway, at Cannock Road Junction. It was wholly owned by the Great Western Railway.
250:
The Shrewsbury, Oswestry and Chester Junction Railway was authorised in 1845 to build to a terminus in Shrewsbury, but the obvious affinity of that line – it became the
502:
344:
At this period the LNWR decided to do all it could to harm the Shrewsbury and Birmingham Railway, and its natural allies the Shrewsbury and Chester Railway, and the
565:
The present-day (2019) passenger train service consists of typically three trains an hour on weekdays, with some through trains to Aberystwyth and Holyhead.
410:
224:
494:
Oxley marshalling yard was developed just north of the divergence from the Stafford line, and a large carriage servicing depot was later established there.
1205:
59:
664:
Wolverhampton ; temporary station at Wednesfield Road; opened 13 November 1849; closed 24 June 1852, when LNWR station (later High Level) opened.
254:– with the Birmingham company led to the decision to have a joint station at Shrewsbury, at a modified location. It would also be jointly used by the
1220:
324:
559:
193:
1082:
269:. The directors instructed that the major structures on the line be made suitable for broad gauge track, in case that were to be laid later.
1178:
1158:
955:
934:
794:
17:
121:
and hoped that the Shrewsbury line might enable them to by-pass the GJR; accordingly they supported it, and provisionally agreed a lease.
1215:
124:
In their own defence, the Grand Junction Railway devised a scheme for a railway from Wolverhampton to Shrewsbury as well as a line from
483:
alongside that connection, and now traffic for Herbert Street accessed the depot by a one-mile connection from Stafford Road Junction.
426:
trains required access to Victoria Basin, and the headshunt into the Basin sidings was the northernmost point of the GWR broad gauge.
720:
696:
610:
132:
188:
An Act for making a Railway from Shrewsbury to Wolverhampton, with a Branch, to be called "The Shrewsbury and Birmingham Railway."
175:
47:
255:
708:
Madeley Court; opened 2 May 1859; renamed Madeley 1897; closed 22 March 1915; reopened 13 July 1925; closed 21 September 1925;
1210:
345:
251:
471:
551:
From 1967 development of a new town named Telford took place. The town has a station on the S&BR line, opened in 1986.
388:
The matter dragged on, with alleged unsafe factors on the line being used to delay opening, in some cases assisted by the
114:
634:
Cosford Aerodrome Halt; opened for workmen only 17 January 1938; opened to public 31 March 1938; renamed Cosford 1940;
562:
was opened, partly funded by generous Government grants. However it does not appear to have attracted much traffic.
456:
it, and remarkably a trial was arranged in 1925; it was unsuccessful and the service closed again two months later.
131:
Shortly afterwards the London and Birmingham Railway and the Grand Junction Railway amalgamated, forming (with the
543:
447:
143:
each subscribing a quarter of the capital; the remaining quarter would come from ordinary public subscriptions.
460:
266:
336:
272:
The Shrewsbury, Wolverhampton and South Staffordshire Junction Railway amalgamated with the S&BR in 1847.
311:
tunnel, 471 yards, took some time to complete; although it was short, it was to be bored through solid rock.
118:
55:
680:
Dunstall Park; opened 1 December 1896; closed 1 January 1917; reopened 3 March 1919; closed 4 March 1968;
487:
southward to mixed gauge. From 1 October 1861 narrow gauge trains ran between Paddington and Birkenhead.
183:
75:
1189:
Col M H Cobb, The Railways of Great Britain: A Historical Atlas, Ian Allan Limited, Shepperton, 2002
280:
258:
and the Shropshire Union company. It was ready in time for the opening throughout of the S&BR.
376:
655:
Stafford Road Junction; 1854 divergence to Cannock Road Junction and Wolverhampton GWR station.
1174:
1154:
1078:
951:
930:
790:
417:
43:
101:
usage, and much later the first section of the former GWR to have overhead electrification.
97:
The S&BR line had the distinction of having at one time the northernmost section of GWR
401:
619:
Oakengates; opened 1 June 1849; renamed Oakengates West between 1951 and 1956; still open;
244:
236:
198:
389:
1199:
609:
Ketley Junction; divergence of Wellington and Severn Junction Railway (later part of
284:
140:
35:
585:
Abbey Foregate; opened April 1887; former ticket platform; closed 30 September 1912;
927:
A Regional History of the Railways Of Great Britain: volume 11: North and Mid Wales
810:, David & Charles Publishers, Newton Abbot, 1973, 0 7110 6093 0, pages 81 to 83
211:
79:
275:
In 1847 the Shrewsbury and Birmingham Railway got approval to build a branch from
34:
was authorised in 1846. It agreed to joint construction with others of the costly
352:
Wolverhampton, while the S&BR connected into no other line at Wolverhampton.
808:
A Regional History of the Railways of Great Britain: volume 7: the West Midlands
649:
Oxley Middle Junction; convergence of line from Kingswinford branch 1925 - 1965;
512:
98:
948:
A Regional History of the Railways of Great Britain: volume 10: the North West
308:
288:
83:
51:
39:
87:
658:
Wolverhampton Stafford Road; opened October 1850; closed June or July 1852;
18:
Shrewsbury, Wolverhampton and South Staffordshire Junction Railway Act 1846
830:
The Progress of the Great Western Railway from London to the Mersey, part1
597:
Market Drayton Junction; convergence of Market Drayton branch 1867 – 1967;
520:
516:
125:
771:, published by the Great Western Railway, London, 1927, pages 348 to 351
109:
Local people proposed a railway from Birmingham to Shrewsbury by way of
1129:
Railway Passenger Stations in England, Scotland and Wales: A Chronology
739:
276:
582:
Abbey Foregate Junction; convergence of Shrewsbury Loop, 1867 onwards;
314:
65:
643:
Birches and Bilbrook; opened 1934; renamed Bilbrook 1974; still open;
110:
646:
Oxley North Junction; divergence of Kingswinford branch 1925 - 1965;
1131:, the Railway and Canal Historical Society, Richmond, Surrey, 2002
542:
501:
470:
446:
416:
400:
375:
335:
313:
64:
686:
Wolverhampton Low Level; opened 1 July 1854; closed 6 March 1972.
625:
Hollinswood Junction; divergence of Stirchley branch 1908 - 1959;
50:, which used underhand and coercive tactics. The section between
463:
at Ironbridge. This work has ceased and the branch has closed.
683:
Cannock Road Junction; convergence with former OW&WR line;
843:
An Historical Geography of the Railways of the British Isles
616:
New Hadley Halt; opened 3 November 1934; closed 13 May 1985;
628:
Madeley Junction; convergence of Coalbrookdale line; below;
603:
Stafford Junction; divergence of Stafford line 1849 - 1991;
459:
From 1969 the branch handled merry-go-round services to a
588:
Upton Magna; opened 1 June 1849; closed 7 September 1964;
117:
was engaged at the time in competitive rivalry with the
667:
Wolverhampton; opened 1 July 1854; closed 6 March 1972.
971:, McCorquodale & Co, London, 1904, pages 28 and 29
594:
Admaston; opened 1 June 1849; closed 7 September 1964;
241:
Birmingham, Wolverhampton and Dudley Railway Act 1846
672:
Wolverhampton Junction Railway and Low Level Station
591:
Walcot; opened 1 June 1849; closed 7 September 1964;
366:
Birkenhead, Lancashire and Cheshire Junction Railway
1075:
Directory of the Railway Companies of Great Britain
210:
205:
192:
182:
156:
69:
System map of the Shrewsbury and Birmingham Railway
265:The final laying out of the line was entrusted to
1111:
1109:
988:
986:
1077:, Matador Publishers, Kibworth Beauchamp, 2017,
637:Albrighton; opened 13 November 1849; still open;
622:Telford Central; opened 12 May 1986; still open;
769:History of the Great Western Railway: volume I
579:Shrewsbury; joint station; opened 1 June 1849;
506:Between Wellington and Market Drayton Junction
58:was also built jointly, in this case with the
1171:Atlas of the Great Western Railway as at 1947
640:Codsall; opened 13 November 1849; still open;
8:
411:Birmingham, Wolverhampton and Dudley Railway
225:Birmingham, Wolverhampton and Dudley Railway
600:Wellington; opened 1 June 1849; still open;
451:Buildwas railway station and power station
231:Shrewsbury and Birmingham Railway Act 1846
158:Shrewsbury and Birmingham Railway Act 1846
153:
845:, Cassell, London, 1959, pages 117 to 119
763:
761:
759:
738:At this stage the GWR was no closer than
46:. This work was dominated by the hostile
1173:, Wild Swan Publications, Didcot, 1997,
1123:
1121:
864:
862:
860:
787:The Great Western North of Wolverhampton
781:
779:
777:
393:on the Stour Valley Line to Birmingham.
1153:, Ian Allan Limited, Shepperton, 1988,
882:
880:
878:
876:
874:
789:, Ian Allan Limited, Shepperton, 1986,
755:
731:
560:Telford International Railfreight Park
558:In 2009 a rail freight depot known as
262:in order to get access to Shrewsbury.
950:, David St John Thomas, Nairn, 1986,
929:, David St John Thomas, Nairn, 1980,
7:
832:, in the Railway Magazine, June 1915
1206:Great Western Railway constituents
889:, in Railway Magazine, August 1915
325:temporary station at Wolverhampton
25:
946:Geoffrey Holt and Gordon Biddle,
697:Wellington to Craven Arms Railway
631:Shifnal; opened 13 November 1849;
611:Wellington to Craven Arms Railway
291:, as well as increasing capital.
133:Manchester and Birmingham Railway
32:Shrewsbury and Birmingham Railway
980:MacDermot, pages 357 to 363
176:Parliament of the United Kingdom
169:
48:London and North Western Railway
256:Shrewsbury and Hereford Railway
113:and Wolverhampton in 1844. The
1221:1849 establishments in England
677:Stafford Road Junction; above;
421:Wolverhampton railways in 1854
380:Wolverhampton railways in 1852
346:Chester and Birkenhead Railway
318:Wolverhampton railways in 1849
252:Shrewsbury and Chester Railway
90:by the use of running powers.
1:
1151:The Age of the Electric Train
1140:Christiansen, pages 95 and 96
1046:Christiansen, pages 91 and 92
1028:Christiansen, pages 88 and 89
721:Wolverhampton–Shrewsbury line
115:London and Birmingham Railway
1115:Christiansen, page 90 and 91
1094:MacDermot pages 402 and 403
1019:MacDermot, pages 373 to 380
1010:MacDermot, pages 371 to 373
898:MacDermot, pages 351 to 353
1237:
1216:Transport in Wolverhampton
694:
661:Spur to LNWR 1852 to 1854;
151:United Kingdom legislation
705:Madeley Junction (above);
430:Amalgamation with the GWR
295:The LNWR gathers strength
168:
163:
461:coal-fired power station
60:Shropshire Union Railway
42:section, the so-called
1103:Christiansen, page 156
548:
507:
476:
452:
422:
406:
381:
341:
319:
119:Grand Junction Railway
82:at Birkenhead, and to
70:
1211:History of Shropshire
992:Christiansen, page 88
969:Railway Reminiscences
916:Christiansen, page 86
819:Christiansen, page 85
546:
505:
474:
450:
443:Madeley and Lightmoor
420:
404:
379:
339:
317:
76:Great Western Railway
68:
1037:Beck, pages 15 to 18
1064:MacDermot, page 397
1055:MacDermot, page 390
907:MacDermot, page 353
854:MacDermot, page 346
409:The opening of the
397:A GWR route at last
304:Opening of the line
239:c. cccvii) and the
806:Rex Christiansen,
711:Lightmoor (works).
606:End of Joint Line;
549:
508:
477:
453:
423:
407:
405:Wellington station
382:
342:
320:
71:
27:Railway in England
937:, pages 40 and 41
925:Peter E Baughan,
841:Ernest F Carter,
372:Stour Valley line
340:Oakengates Tunnel
332:War with the LNWR
283:, and extend the
220:
219:
164:Act of Parliament
44:Stour Valley Line
16:(Redirected from
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1141:
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1073:Donald J Grant,
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691:Lightmoor branch
245:9 & 10 Vict.
237:9 & 10 Vict.
233:
232:
199:9 & 10 Vict.
173:
172:
159:
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141:Birmingham Canal
21:
1236:
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1127:Michael Quick,
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1083:978 1785893 537
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767:E T MacDermot,
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547:Telford Station
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475:Codsall station
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828:Herbert Rake,
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785:Keith M Beck,
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695:Main article:
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652:Oxley Sidings;
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647:
644:
641:
638:
635:
632:
629:
626:
623:
620:
617:
614:
613:, 1857 – 1962;
607:
604:
601:
598:
595:
592:
589:
586:
583:
580:
575:
572:
570:
567:
532:
529:
499:
496:
468:
465:
444:
441:
431:
428:
398:
395:
390:Board of Trade
373:
370:
333:
330:
305:
302:
296:
293:
218:
217:
214:
208:
207:
203:
202:
196:
190:
189:
186:
180:
179:
174:
166:
165:
161:
160:
150:
148:
145:
106:
103:
26:
24:
14:
13:
10:
9:
6:
4:
3:
2:
1233:
1222:
1219:
1217:
1214:
1212:
1209:
1207:
1204:
1203:
1201:
1186:
1183:
1180:
1179:1 874103 38 0
1176:
1172:
1166:
1163:
1160:
1159:0 7110 1392 6
1156:
1152:
1149:J C Gillham,
1146:
1143:
1137:
1134:
1130:
1124:
1122:
1118:
1112:
1110:
1106:
1100:
1097:
1091:
1088:
1084:
1080:
1076:
1070:
1067:
1061:
1058:
1052:
1049:
1043:
1040:
1034:
1031:
1025:
1022:
1016:
1013:
1007:
1004:
1001:Beck, page 14
998:
995:
989:
987:
983:
977:
974:
970:
964:
961:
957:
956:0 946537 34 8
953:
949:
943:
940:
936:
935:0 946537 59 3
932:
928:
922:
919:
913:
910:
904:
901:
895:
892:
888:
883:
881:
879:
877:
875:
871:
868:Beck, page 11
865:
863:
861:
857:
851:
848:
844:
838:
835:
831:
825:
822:
816:
813:
809:
803:
800:
796:
795:0 7110 1615 1
792:
788:
782:
780:
778:
774:
770:
764:
762:
760:
756:
749:
741:
735:
732:
725:
723:
722:
715:
710:
707:
704:
703:
702:
701:Opened 1854.
698:
690:
685:
682:
679:
676:
675:
671:
666:
663:
660:
657:
654:
651:
648:
645:
642:
639:
636:
633:
630:
627:
624:
621:
618:
615:
612:
608:
605:
602:
599:
596:
593:
590:
587:
584:
581:
578:
577:
573:
569:Location list
568:
566:
563:
561:
556:
552:
545:
541:
537:
530:
528:
524:
522:
518:
514:
504:
497:
495:
492:
488:
484:
480:
473:
466:
464:
462:
457:
449:
442:
440:
436:
429:
427:
419:
415:
412:
403:
396:
394:
391:
386:
378:
371:
369:
367:
361:
357:
353:
349:
347:
338:
331:
329:
326:
316:
312:
310:
303:
301:
294:
292:
290:
286:
285:Coalbrookdale
282:
278:
273:
270:
268:
267:William Baker
263:
259:
257:
253:
248:
246:
242:
238:
234:
226:
216:3 August 1846
215:
213:
209:
204:
200:
197:
195:
191:
187:
185:
181:
177:
167:
162:
155:
147:Authorisation
146:
144:
142:
136:
134:
129:
127:
122:
120:
116:
112:
104:
102:
100:
95:
91:
89:
85:
81:
77:
67:
63:
61:
57:
53:
49:
45:
41:
37:
36:Wolverhampton
33:
19:
1185:
1170:
1165:
1150:
1145:
1136:
1128:
1099:
1090:
1074:
1069:
1060:
1051:
1042:
1033:
1024:
1015:
1006:
997:
976:
968:
963:
947:
942:
926:
921:
912:
903:
894:
887:Rake, part 2
886:
850:
842:
837:
829:
824:
815:
807:
802:
786:
768:
734:
719:
700:
564:
557:
553:
550:
538:
534:
525:
509:
493:
489:
485:
481:
478:
458:
454:
437:
433:
424:
408:
387:
383:
362:
358:
354:
350:
343:
321:
307:
298:
274:
271:
264:
260:
249:
228:
221:
212:Royal assent
137:
130:
123:
108:
96:
92:
80:River Mersey
72:
31:
29:
1169:R A Cooke,
513:Aberystwyth
467:In GWR days
247:c. cccxv).
99:broad gauge
1200:Categories
1085:, page 502
750:References
498:After 1930
309:Oakengates
289:Ironbridge
287:branch to
184:Long title
84:Manchester
56:Wellington
52:Shrewsbury
40:Birmingham
958:, page 45
797:, page 10
574:Main line
531:From 1966
201:c. cccvii
88:Liverpool
716:See also
521:Pwllheli
517:Barmouth
439:shares.
194:Citation
126:Stafford
740:Banbury
281:Madeley
277:Shifnal
105:Origins
1177:
1157:
1081:
954:
933:
793:
111:Dudley
726:Notes
206:Dates
1175:ISBN
1155:ISBN
1079:ISBN
952:ISBN
931:ISBN
791:ISBN
519:and
86:and
54:and
30:The
279:to
38:to
1202::
1120:^
1108:^
985:^
873:^
859:^
776:^
758:^
523:.
515:,
62:.
742:.
243:(
235:(
20:)
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