Wikipedia

Midland Railway

This article is about the historical British railway company. For the heritage railway on one of its former routes, seeMidland Railway – Butterley.For other uses, seeMidland Railway (disambiguation).

TheMidland Railway(MR) was arailwaycompany in the United Kingdom from1844.[2]The Midland was one of the largest railway companies in Britain in the early 20th century, and the largest employer inDerby,where it had its headquarters. It amalgamated with several other railways to create theLondon, Midland and Scottish Railwayatgroupingin 1923.[3]

Midland Railway
TheMidland Grand Hotelat St Pancras station, the London terminus of the Midland Railway in June 2012
Overview
HeadquartersDerby
LocaleEngland and Wales
Dates of operation10 May 1844–31 December 1922
PredecessorMidland Counties Rly,North Midland Rly,Birmingham and Derby Junction Rly
SuccessorLondon, Midland and Scottish Railway
Technical
Track gauge4 ft8+1⁄2in(1,435 mm)standard gauge
Length2,170 miles 22 chains (3,492.7 km) (1919)[1][note 1]
Track length6,625 miles 48 chains (10,662.9 km) (1919)[1][note 1]

The Midland had a large network of lines emanating from Derby, stretching toLondon St Pancras,Manchester,Carlisle,Birmingham,andBristol.It expanded as much through acquisitions as by building its own lines. It also operated ships fromHeyshamin Lancashire toDouglasandBelfast.A large amount of the Midland's infrastructure remains in use and visible, such as theMidland Main Lineand theSettle–Carlisle line,and some of its railway hotels still bear the nameMidland Hotel.

History

edit

Origins

edit
Midland Railway boundary marker at Sutton Bonington, Nottinghamshire, July 2019
1920 general map of Midland Railway

The Midland Railway originated from 1832 inLeicestershire/Nottinghamshire,with the purpose of serving the needs of local coal owners.[4]

The company was formed on 10 May 1844 by the merger of theMidland Counties Railway,theNorth Midland Railway,and theBirmingham and Derby Junction Railway,[5]theBirmingham and Gloucester Railwayjoined two years later.[6]These met at theTri-Junct stationat Derby, where the MR established itslocomotiveand later itscarriage and wagonworks.

Leading it wereGeorge Hudsonfrom the North Midland, andJohn Ellisfrom the Midland Counties.James Allportfrom theBirmingham and Derby Junction Railwayfound a place elsewhere in Hudson's empire with theYork, Newcastle and Berwick Railway,though he later returned.[7]

The MR was in a commanding position having its Derby headquarters at the junctions of the two main routes from London to Scotland, by its connections to theLondon and Birmingham Railwayin the south, and fromYorkvia theYork and North Midland Railwayin the north.[8]

Consolidation

edit

Almost immediately it took over theSheffield and Rotherham Railwayand theErewash Valley Linein 1845, the latter giving access to theNottinghamshireandDerbyshirecoalfields. It absorbed theMansfield and Pinxton Railwayin 1847, extending the Erewash Valley Line from the latter betweenChesterfieldandTrent JunctionatLong Eaton,completed to Chesterfield in 1862, giving access to the coalfields that became its major source of income. Passengers fromSheffieldcontinued to useRotherham Masboroughuntil a direct route was completed in 1870.

Meanwhile, it extended its influence into theLeicestershirecoalfields, by buying theLeicester and Swannington Railwayin 1846,[9][page needed]and extending it to Burton in 1849.

The South-West

edit
1840 print of Curzon Street railway station in Birmingham

After the merger, London trains were carried on the shorter Midland Counties route. The formerBirmingham and Derby Junction Railwaywas left with the traffic to Birmingham andBristol,an important seaport. The original 1839 line from Derby had run toHampton-in-Arden:theBirmingham and Derby Junction Railwayhad built a terminus atLawley Streetin 1842, and on 1 May 1851 the MR started to run intoCurzon Street.[10]

The line south was theBirmingham and Bristol Railway,which reached Curzon Street viaCamp Hill.These two lines had been formed by the merger of thestandard gaugeBirmingham and Gloucester Railwayand thebroad gaugeBristol and Gloucester Railway.[citation needed]

They met atGloucestervia a short loop of theCheltenham and Great Western Union Railway.The change of gauge at Gloucester meant that everything had to be transferred between trains, creating chaos, and the C&GWU was owned by theGreat Western Railway,which wished to extend its network by taking over the Bristol to Birmingham route. While the two parties were bickering over the price, the MR's John Ellis overheard two directors of theBirmingham and Bristol Railwayon a London train discussing the business, and pledged that the MR would match anything the Great Western would offer.[11][page needed]

Since it would have brought broad gauge into Curzon Street with the possibility of extending it to the Mersey, it was something that the other standard gauge lines wished to avoid, and they pledged to assist the MR with any losses it might incur.[11][page needed]In the event all that was necessary was for the laterLNWRto shareBirmingham New Streetwith the Midland when it was opened in 1854, andLawley Streetbecame a goods depot.[12]

Eastern competition

edit

The MR controlled all the traffic to the North East and Scotland from London. The LNWR was progressing slowly through the Lake District, and there was pressure for a direct line from London to York. Permission had been gained for theNorthern and Eastern Railwayto run throughPeterboroughandLincolnbut it had barely reachedCambridge.

Two obvious extensions of the Midland Counties line were fromNottinghamto Lincoln and fromLeicesterto Peterborough. They had not been proceeded with, but Hudson saw that they would make ideal "stoppers": if the cities concerned were provided with a rail service, it would make it more difficult to justify another line. They were approved while the bill for the direct line was still before Parliament, forming the present dayLincoln Branchand theSyston to Peterborough Line.

TheLeeds and Bradford Railwayhad been approved in 1844. By 1850 it was losing money but a number of railways offered to buy it. Hudson made an offer more or less on his own account and the line gave the MR an exit to the north, which became the start of the Settle and Carlisle line, and it gave the MR a much more convenient station atLeeds Wellington.[citation needed]

In spite of the objections of Hudson, for the MR and others, the "London and York Railway" (later theGreat Northern Railway) led byEdmund Denisonpersisted, and the bill passed through Parliament in 1846.[13]

The Battle of Nottingham

edit

In 1851 theAmbergate, Nottingham, Boston and Eastern Junction Railwaycompleted its line fromGranthamas far asColwick,from where a branch led to the MR Nottingham station. TheGreat Northern Railwayby then passed through Grantham and both railway companies paid court to the fledgling line. Meanwhile, Nottingham had woken up to its branch line status and was keen to expand. The MR made a takeover offer only to discover that a shareholder of theGNhad already gathered a quantity of Ambergate shares. An attempt to amalgamate the line with theGNwas foiled by Ellis, who managed to obtain anOrder in Chancerypreventing the GN from running into Nottingham. However, in 1851 it opened a new service to the north that included Nottingham.[14][page needed]

In 1852 anANB&EJRtrain arrived in Nottingham with aGNlocomotive at its head. When it uncoupled and went to run round the train, it found its way blocked by a MR engine while another blocked its retreat.[15]The engine was shepherded to a nearby shed and the tracks were lifted. This episode became known as the "Battle of Nottingham" and, with the action moved to the courtroom, it was seven months before the locomotive was released.[citation needed]

The Euston Square Confederacy

edit

TheLondon and Birmingham Railwayand its successor theLondon and North Western Railwayhad been under pressure from two directions. Firstly the Great Western Railway had been foiled in its attempt to enter Birmingham by the Midland, but it still had designs on Manchester. At the same time the LNWR was under threat from the GN's attempts to enter Manchester by theManchester, Sheffield and Lincolnshire Railway.[citation needed]

To London

edit

King's Cross 1857–1868

edit
An illustration of King's Cross from 1852, shortly before its use by the Midland Railway

In 1850 the MR, though much more secure, was still a provincial line. Ellis realised that if it were to fend off its competitors it must expand outwards. The first step, in 1853, was to appointJames Allportas general manager, and the next was to shake off the dependence on the LNWR toLondon.

Although a bill for a line fromHitchinintoKing's Crossjointly with theGN,was passed in 1847 it had not been proceeded with.

The bill was resubmitted in 1853 with the support of the people of Bedford, whose branch to the LNWR was slow and unreliable, and with the knowledge of the Northamptonshire iron deposits.

TheLeicester and Hitchin Railwayran fromWigstontoMarket Harborough,throughDesborough,Kettering,WellingboroughandBedford,then on theBedford to Hitchin Line,joining the GN atHitchinfor King's Cross. The line began its life in a proposition presented for the shareholders by George Hudson on 2 May 1842 as: "To vest £600,000 in the South Midland Railway Company in their line from Wigston to Hitchin."[citation needed]a full decade before realisation. The delay was partly due to the withdrawal of GN's interest in the competing scheme, the Bedford and Leicester Railway, after Midland purchased the Leicester and Swannington Railway and the Ashby Canal and Tramway,[16]which were to have been the feeder lines. With the competition thwarted there was less rush to have this line as well as its branch lines to Huntingdon (from Kettering) and Northampton (from Bedford) finished. Both these branches were subsequently built by independent companies.

While this took some of the pressure off the route through Rugby, the GNR insisted that passengers for London alight at Hitchin, buying tickets in the short time available, to catch a GNR train to finish their journey.James Allportarranged a seven-year deal with theGNto run into King's Cross for a guaranteed £20,000 a year (equivalent to £2,410,000 in 2023),[17].Through services to London were introduced in February 1858.[18]The construction of the Leicester and Hitchin railway cost £1,750,000[2](equivalent to £222,460,000 in 2023).[17]

St Pancras 1868

edit
The interior of the Barlow train shed,c. 1870

By 1860 the MR was in a much better position and was able to approach new ventures aggressively. Its carriage of coal and iron – and beer fromBurton-on-Trent– had increased by three times and passenger numbers were rising, as they were on the GN. Since GN trains took precedence on its own lines, MR passengers were becoming more and more delayed. Finally in 1862 the decision was taken for the MR to have its own terminus in the Capital, as befitted a national railway.

On 22 June 1863, the Midland Railway (Extension to London) Bill was passed:

"An Act for the Construction by the Midland Railway Company of a new Line of Railway between London and Bedford, with Branches therefrom; and for other Purpose".[19]

The new line deviated at Bedford, through a gap in theChiltern HillsatLuton,reaching London by curving aroundHampstead Heathto a point between King's Cross and Euston. The line fromBedfordtoMoorgateopened for passenger services on 13 July 1868[20]with services intoSt Pancras stationstarting on 1 October 1868.[21]

St Pancras stationis a marvel ofGothic Revival architecture,in the form of theMidland Grand HotelbyGilbert Scott,which facesEuston Road,and the wrought-iron train shed designed byWilliam Barlow.Its construction was not simple, since it had to approach through the ancientSt Pancras Old Churchgraveyard. Below was the Fleet Sewer, while a branch from the main line ran underground with a steep gradient beneath the station to join theMetropolitan Railway,which ran parallel to what is now Euston Road.[22]

The construction of the London Extension railway cost £9,000,000[2](equivalent to £1,022,840,000 in 2023).[17]

To Manchester

edit
MR sign atRowsley Station,now on heritage linePeak Rail
The Grade II* listedManchester Centraltrain shed, a northern terminus of the Midland Railway.

From the 1820s proposals for lines from London and the East Midlands had been proposed, and they had considered using theCromford and High Peak Railwayto reach Manchester (See Derby station).[citation needed]

Finally the MR joined with theManchester and Birmingham Railway(M&BR), which was also looking for a route to London from Manchester, in a proposal for a line fromAmbergate.TheManchester, Buxton, Matlock and Midlands Junction Railway,it received the Royal Assent in 1846, in spite of opposition from theSheffield, Ashton-Under-Lyne and Manchester Railway.It was completed as far asRowsleya few miles north ofMatlockin 1849. However the M&BR had become part of the LNWR in 1846, thus instead of being a partner it had an interest in thwarting the Midland.

In 1863 the MR reached Buxton, just as the LNWR arrived from the other direction by theStockport, Disley and Whaley Bridge Railway.In 1867 the MR began an alternative line through Wirksworth (now theEcclesbourne Valley Railway), to avoid the problem of the Ambergate line. The section from Wirksworth to Rowsley, which would have involved some tricky engineering, was not completed because the MR gained control of the original line in 1871, but access to Manchester was still blocked at Buxton. At length an agreement was made with theManchester, Sheffield and Lincolnshire Railway (MS&LR)to share lines from a branch atMillers Daleand running almost alongside the LNWR, in what became known as theSheffield and Midland Railway Companies' Committee.[citation needed]

Continuing friction with the LNWR caused the MR to join the MS&LR and the GN in theCheshire Lines Committee,which also gave scope for wider expansion into Lancashire and Cheshire, and finally a new station atManchester Central.[23]

In the meantime Sheffield had at last gained a main-line station. Following representations by the council in 1867 the MR promised to build a through line within two years. To the MR's surprise, the Sheffield councillors then backed an improbable speculation called the Sheffield, Chesterfield, Bakewell, Ashbourne, Stafford and Uttoxeter Railway. This was unsurprisingly rejected by Parliament and the Midland built its "New Road" into a station at Pond Street.[citation needed]

Among the last of the major lines built by the MR was a connection between Sheffield and Manchester, by a branch atDoretoChinley,opened in 1894 through theTotleyandCowburnTunnels, now theHope Valley Line.

To Scotland

edit
TheRibblehead Viaduct,a recognisable feature of theSettle-Carlisle Railwayin April 2006

In the 1870s a dispute with theLondon and North Western Railway(LNWR) over access rights to the LNWR line to Scotland caused the MR to construct theSettle and Carlisleline,[24]the highest main line in England, to secure access to Scotland.

The dispute with the LNWR was settled before the Settle and Carlisle was built, butParliamentrefused to allow the MR to withdraw from the project. The MR was also under pressure from Scottish railway companies, which were eagerly awaiting the Midland traffic reaching Carlisle as it would allow them to challenge theCaledonian Railway's dominance on the West Coast traffic to Glasgow and Edinburgh. TheGlasgow and South Western Railwayhad its own route from Carlisle to Glasgow via Dumfries and Kilmarnock, whilst theNorth British Railwayhad built theWaverley Linethrough the Scottish Borders from Carlisle to Edinburgh. The MR was obliged to go ahead and the Settle to Carlisle opened in 1876.[24]

Later history

edit
Midland locomotive visiting theNorth Norfolk Railway,once part of the M&GN, which the Midland part owned

TheNottingham direct line of the Midland Railwayopened for goods traffic on 1 December 1879[25]and for passenger traffic on 1 March 1880.[26]

By the middle of the decade investment had been paid for; passenger travel was increasing, with new comfortable trains; and the mainstay of the line – goods, particularly minerals – was increasing dramatically.

Allport retired in 1880, to be succeeded by John Noble and then by George Turner. By the new century the quantity of goods, particularly coal, was clogging the network. The passenger service was acquiring a reputation for lateness. Lord Farrar reorganised the expresses, but by 1905 the whole system was so overloaded that no one was able to predict when many of the trains would reach their destinations. At this point SirGuy Granettook over as general manager. He introduced a centralised traffic control system, and the locomotive power classifications that became the model for those used by British Railways.[citation needed]

Midland Railway of England poster

The MR acquired other lines, including theBelfast and Northern Counties Railwayin 1903 and theLondon, Tilbury and Southend Railwayin 1912. It had running rights on some lines, and it developed lines in partnership with other railways, being involved in more 'Joint' lines than any other. In partnership with the GN it owned theMidland and Great Northern Joint Railwayto provide connections from the Midlands to East Anglia, the UK's biggest joint railway. The MR provided motive power for theSomerset & Dorset Joint Railway,and was a one-third partner in theCheshire Lines Committee.

In 1913, the company achieved a total revenue of £15,129,136 (equivalent to £1,880,400,000 in 2023)[17]with working expenses of £9,416,981[27](equivalent to £1,170,440,000 in 2023).[17]

First World War and the Grouping

edit

With the onset of theFirst World Warin 1914, unified Government control of the Midland, and all the main line railways, was imposed through the medium of the Railway Executive Committee. The Midland retained its private sector independence, being given income to match 1913 levels, but was required to undertake huge volumes of military traffic, largely freight, with little opportunity to maintain the network and rolling stock.

At the end of the war, the railways were worn out and it was obvious that resumption of pre-war business was impossible. The Government passed theRailways Act 1921by which all the main line railways were amalgamated into one or other of four new large concerns, in a process known as the "Grouping". The Midland Railway was a constituent of the newLondon Midland and Scottish Railway(LMS) from the beginning of 1923; it was the largest joint stock company in the world.[28][29]

Acquisitions

edit

Ships

edit
Main article:Shipping of the Midland Railway

The MR operated ships fromHeyshamtoDouglasandBelfast.[40]

Emblems

edit
Clockwise from top left: Coat of arms displayed on the outside wall of Derby station; insignia on London Road bridge, Leicester; and wyverns in the wrought iron canopy atHellifieldand in a carved capital atSt Pancras

The coat of arms combines the symbols of Birmingham, Derby, Bristol, Leicester, Lincoln and Leeds. Thewyvern,a legendary bipedal dragon, was used extensively as an emblem by the Midland, having inherited it from theLeicester and Swannington Railway.The MR, which used a wyvernsans legs(legless) above its crest, asserted that the "wyvern was the standard of the Kingdom of Mercia", and that it was "a quartering in the town arms of Leicester".[41]The symbol appeared on everything from station buildings and bridges down to china, cutlery and chamber pots in its hotels, and was worn as a silver badge by all uniformed employees. However, in 1897 theRailway Magazinenoted that there appeared "to be no foundation that the wyvern was associated with the Kingdom of Mercia".[42]It has been associated withLeicestersince the time ofThomas, 2nd Earl of Lancaster and Leicester(c. 1278–1322), the most powerful lord in the Midlands, who used it as his personal crest, and was recorded in a heraldic visitation of the town in 1619.[43]

Accidents and incidents

edit
  • In June 1850, the boiler of a locomotive exploded atKegworth railway station,Nottinghamshire.[44]
  • In 1850, a train was in a rear-end collision with an excursion train atWoodlesfordstation,Yorkshire.The cause was a signal not being lit at night.[45]
  • In 1853, the boiler of a locomotive exploded whilst it was hauling a freight train nearBristol,Gloucestershire.[44]
  • On 9 September 1867, an up cattle train collided with a stationary ballast train inDove Holes Tunnel.An 11-year-old girl being given an unofficial ride in the ballast train brake-van was killed. The cattle train detached from its two locomotives and ran back down the gradient toNew Mills,where it collided with a Manchester-Derby express, which became the second runaway of the incident.[46]
  • On 28 August 1875, a passenger train overran signals and was in a rear-end collision with an excursion train atKildwick,Yorkshire.Seven people were killed and 39 were injured.[45]
  • On 11 August 1880, a passenger train was derailed atWennington,Lancashire.Eight people were killed and 23 were injured.[45]
  • On 19 August 1880, a passenger train stops insideBlea Moor Tunnel,Yorkshiredue to a faulty brake pipe. An express passenger train overruns signals and is in a rear-end collision at low speed.[45]
  • On 27 August 1887, an express passenger train overran signals and collided with a freight train that was being shunted atWath station,Yorkshire.Twenty-two people were injured.[47]
Esholt Junction rail crash
Main article:Esholt Junction rail crash
  • On 9 June 1892, a passenger train overran signals and was in collision with another at Esholt Junction,Yorkshire.Five people were killed and 30 were injured.[48][49][50][51]
  • On 3 December 1892, a freight train crashed at Wymondham Junction.,Leicestershire,severely damaging the signal box.[52]
Main article:Wellingborough rail accident
  • On 2 September 1898, an express passenger train was derailed atWellingborough,Northamptonshireby a trolley that had fallen off the platform onto the track. Seven people were killed and 65 were injured.[53]
  • On 24 July 1900, a passenger train was derailed atAmberswood,Lancashire. One person was killed.[54]
  • On 1 December 1900, a freight train was derailed at Peckwash nearDuffield, Derbyshire.[55]
  • On 23 December 1904, an express passenger train was derailed atAylesbury,Buckinghamshiredue to excessive speed on a curve. Another express passenger train collided with the wreckage at low speed. Four people were killed.[45]
  • On 19 January 1905, an express passenger train overran signals and was in collision with a passenger train atCudworth,Yorkshire.Seven people were killed.[47]
  • In June 1907, a luggage train was derailed by trap points at Silkstream Junction after the driver misread signals.[56]
Main article:Hawes Junction rail crash
  • On 24 December 1910, an express passenger train was in a rear-end collision with two light engines near Moorcock Tunnel, to the south ofAis Gillsummit, due to errors by the signalman atHawes Junctionand the firemen of the light engines. The train was derailed and caught fire. Twelve people were killed and seventeen were injured.[57]
Main article:1913 Ais Gill rail accident
  • On 2 September 1913, a passenger train overran a signal and was in a rear-end collision with another passenger train betweenMallerstangandAis Gill,i.e. to the north of Ais Gill summit. Sixteen people were killed and 38 were injured.

Notable people

edit
Chairmen
  • George Hudson1844 – 1849
  • John Ellis1849 – 1856[58]
  • William Evans Hutchinson 1864 – 1870
  • William Philip Price 1870 – 1873
  • Edward Shipley Ellis 1873 – 1879
  • Matthew William Thompson1880 – 1890
  • (George) Ernest Paget 1890 – 1911
  • George Murray Smith 1911 – 1919
  • Charles Booth 1919 – 1922
  • (William)Guy Granet1922 – 1923
General Managers
  • Joseph Sanders 1849 – 1853 (afterwards Secretary)
  • James Joseph Allport1853 – 1857[7]
  • W. L. Newcombe 1857 – 1860
  • James Joseph Allport1860 – 1880[7]
  • John Noble 1880 – 1892
  • George Henry Turner 1892 – 1901
  • John Mathieson 1901 – 1905
  • (William)Guy Granet1905 – 1918[59]
  • Frank Tatlow 1918 – 1922 (formerly deputy general manager)
Locomotive Superintendents and Chief Mechanical Engineers
Resident Engineers
Chief Architect
Solicitors

See also

edit

Notes

edit
  1. ^abIncludes all railways owned, leased or worked by the company, including those in Ireland

References

edit
  1. ^abThe Railway Year Book for 1920.London: The Railway Publishing Company Limited. 1920. p. 209.
  2. ^abcBarnes, E. G. (1969).The Rise of the Midland Railway 1844–1874.New York: Augustus M. Kelley. p. 308.
  3. ^Whitehouse, Patrick; Thomas, David St John (2002).LMS 150: The London Midland & Scottish Railway A century and a half of progress.Newton Abbot: David & Charles.ISBN0-7153-1378-9.
  4. ^Edward Walford (1878). "28. Agar Town, and the Midland Railway".Old and New London: Volume 5.Cassell, Petter and Galpin. pp. 368–373 – via British History Online.
  5. ^Williams 1988,pp. 37–39.
  6. ^Christiansen, Rex (1983).A Regional History of the Railways of Great Britain, Volume 7 The West Midlands.David St John Thomas David & Charles. p. 53.ISBN0-946537-00-3.
  7. ^abcChisholm, Hugh,ed. (1911)."Allport, Sir James Joseph".Encyclopædia Britannica(11th ed.). Cambridge University Press.
  8. ^Williams 1988,p. 39.
  9. ^Twells, H. N. (1985).A Pictorial Record of the Leicester and Burton Branch Railway.Burton-upon-Trent: Trent Valley Publications.ISBN0-948131-04-7.
  10. ^"Midland Railway. Removal of the Passenger Station at Birmingham".Aris's Birmingham Gazette.28 April 1851.Retrieved12 July2016– via British Newspaper Archive.
  11. ^abVaughan, A. (1997).Railwaymen, Politics and Money.London: John Murray.ISBN9780719551505.
  12. ^Pinton, B. (2005).Birmingham-Derby: Portrait of a Famous Route.Runpast Publishing.
  13. ^"Great Northern Railway Company: Records".The National Archives.1845.Retrieved26 December2010.
  14. ^Anderson, P. H. (1985).Forgotten Railways Vol 2: The East Midlands(2nd ed.). Newton Abbot: David and Charles.
  15. ^"Capture of a Railway Engine".Bell's Weekly Messenger.British Newspaper Archive. 9 August 1852.Retrieved12 July2016– via British Newspaper Archive.
  16. ^Hadfield, Charles (1970).The Canals of the East Midlands.David and Charles.ISBN0-7153-4871-X.
  17. ^abcdeUKRetail Price Indexinflation figures are based on data fromClark, Gregory (2017)."The Annual RPI and Average Earnings for Britain, 1209 to Present (New Series)".MeasuringWorth.Retrieved7 May2024.
  18. ^Davies, R.; Grant, M. D. (1984).Forgotten Railways: Chilterns and Cotswolds.Newton Abbot, Devon: David St John Thomas. pp. 110–111.ISBN0-946537-07-0.
  19. ^"Local and Personal Acts".The Sessional Papers Printed by Order of The House of the Lords Or Presented by Royal Command in the Session 1863.1863. p. 119 – via Google Books.
  20. ^"The New Midland Line between Bedford and London".Sheffield Daily Telegraph.England. 13 July 1868.Retrieved28 July2017– via British Newspaper Archive.
  21. ^"Opening of the new Midland terminus in London".Leicester Journal.England. 9 October 1868.Retrieved29 July2017– via British Newspaper Archive.
  22. ^"Archived copy".Archived fromthe originalon 29 July 2017.Retrieved16 September2010.{{cite web}}:CS1 maint: archived copy as title (link)
  23. ^Casserley, H. C. (April 1968). "Cheshire Lines Committee".Britain's Joint Lines.Shepperton:Ian Allan.pp. 68–80.ISBN0-7110-0024-7.
  24. ^abWolmar, Christian (2008).Fire and Steam.Atlantic Books.ISBN978-1-84354-630-6.
  25. ^"A new line of railway".Sunderland Daily Echo and Shipping Gazette.England. 1 December 1879.Retrieved23 September2017– via British Newspaper Archive.
  26. ^"Midland Railway Opening of the Kettering and Manton Line".Rutland Echo and Leicestershire Advertiser.England. 27 February 1880.Retrieved23 September2017– via British Newspaper Archive.
  27. ^"Midland Railway".Yorkshire Post and Leeds Intelligencer.British Newspaper Archive. 21 February 1914.Retrieved1 August2016– via British Newspaper Archive.
  28. ^Williams, pages 161 to 165
  29. ^David Wragg, LMS Handbook, Haynes Publishing, Yeovil, 2010, ISBN 978 1 84425 828 4, pages 9, 11, 21 to 24
  30. ^Binns, Donald (1995).The Skipton-Colne Railway and The Barnoldswick Branch.Trackside Publications, Skipton, N. Yorkshire.ISBN1900095009.
  31. ^Markham, C. A. (1970) [1904].The Iron Roads of Northamptonshire.Wilbarston: Pilgrim Publications.
  32. ^Maggs, C. (1986).The Birmingham Gloucester Line.Cheltenham: Line One Press.ISBN0-907036-10-4.
  33. ^Maggs, Colin G. (1992) [1969].The Bristol and Gloucester Railway and the Avon and Gloucestershire Railway (Oakwood Library of Railway History)(2nd ed.). Headington: Oakwood Press.ISBN0-85361-435-0.OL26.
  34. ^"Burton and Ashby Light Railway".Derby Daily Telegraph.England. 3 July 1906.Retrieved9 February2016– viaBritish Newspaper Archive.
  35. ^Hadfield, Charles (1970).The Canals of the East Midlands(2nd ed.). David & Charles.ISBN0-7153-4871-X.
  36. ^Vanags, J. (2001).The Mansfield and Pinxton railway.Mansfield: Old Mansfield Society.ISBN0-9517948-5-X.
  37. ^Oakley, Mike (2003).Gloucestershire Railway Stations.Wimborne: Dovecote Press.ISBN1-904349-24-2.
  38. ^Kingscott, G., (2006)Lost Railways of Leicestershire and Rutland,Newbury: Countryside Books
  39. ^abChristiansen, Rex (1983).A Regional History of the Railways of Great Britain Volume 7.David St John Thomas.ISBN0-946537-00-3.
  40. ^"Midland Railway".Simplon Postcards.Retrieved15 December2009.
  41. ^Geoffrey Briggs,Civic & Corporate Heraldry,London 1971
    C. W. Scot-Giles,Civic Heraldry of England and Wales,2nd edition, London, 1953
    A. C. Fox-Davies,The Book of Public Arms,London 1915
    Cuthbert Hamilton Ellis,The Midland Railway,1953
    Frederick Smeeton Williams,The Midland Railway: Its rise and progress: A narrative of modern enterprise,1876
    The Railway Magazine,Vol. 102, 1897
    Dow (1973)[pages needed]
    Clement Edwin Stretton,History of The Midland Railway,1901
  42. ^The Railway Magazine,Vol. 102, 1897
  43. ^"Leicestershire History: What is the Origin of the Leicester Wyvern?".Archived fromthe originalon 26 August 2019.Retrieved29 April2020.
  44. ^abHewison, Christian H. (1983).Locomotive Boiler Explosions.Newton Abbot: David & Charles. pp. 35–36.ISBN0-7153-8305-1.
  45. ^abcdeHall, Stanley (1990).The Railway Detectives.London: Ian Allan. pp. 26, 50–52, 66.ISBN0-7110-1929-0.
  46. ^"Accident report by Lt-Col Rich"(PDF).
  47. ^abEarnshaw, Alan (1991).Trains in Trouble: Vol. 7.Penryn: Atlantic Books. pp. 4–5, 9.ISBN0-906899-50-8.
  48. ^Brayshaw, Jack (3 May 2021)."Railway Station and Railway".Aireborough Historical Society.Retrieved20 June2023.
  49. ^"Railway Accidents – to the Editor of the Times:: The Railways Archive".www.railwaysarchive.co.uk.Retrieved20 June2023.
  50. ^"Accident Returns: Extract for the Accident at Esholt Junction on 9th June 1892:: The Railways Archive".www.railwaysarchive.co.uk.Retrieved20 June2023.
  51. ^"Old pictures of Esholt include scene of devastating accident".Bradford Telegraph and Argus.30 April 2021.Retrieved20 June2023.
  52. ^Earnshaw, Alan (1990).Trains in Trouble: Vol. 6.Penryn: Atlantic Books. p. 6.ISBN0-906899-37-0.
  53. ^"Accident Returns: Extract for the Accident at Wellingborough on 2nd September 1898:: The Railways Archive".www.railwaysarchive.co.uk.Retrieved20 June2023.
  54. ^Spence, Jeoffry (1975).Victorian & Edwardian Railways from old photographs.London: Batsford. p. 76.ISBN0-7134-3044-3.
  55. ^Trevena, Arthur (1981).Trains in Trouble: Vol. 2.Redruth: Atlantic Books. pp. 19–20.ISBN0-906899-03-6.
  56. ^Earnshaw, Alan (1993).Trains in Trouble: Vol. 8.Penryn: Atlantic Books. p. 4.ISBN0-906899-52-4.
  57. ^Accident report by Major J. W. Pringle
  58. ^Bilson, P. (1996).Derby and the Midland Railway.Breedon Books, Derby.ISBN1-85983-021-8.
  59. ^E. G. Barnes (1969).The Midland main line 1875–1922,London: George Allen and Unwin,ISBN0-04-385049-9,pp. 223–224
  60. ^National Archive RAIL 491, accessed on 21 February 2014 via ancestry.co.uk UK, Railway Employment Records, 1833–1956 for Samuel Waite Johnson
  61. ^Chrimes, Mike (2008)."Barlow, William Henry (1812–1902)".Oxford Dictionary of National Biography(online ed.). Oxford University Press.doi:10.1093/ref:odnb/30598.Retrieved24 December2010.(Subscription orUK public library membershiprequired.)
  62. ^Brodie 2001,p. 535.
  63. ^Brodie 2001,p. 838.
  64. ^"Samuel Carter".Dictionary of Unitarian and Universalist Biography.Retrieved20 March2018.

Sources

edit
  • Brodie, Antonia (20 December 2001).Directory of British Architects, 1834–1914. Vol 2.Royal Institute of British Architects.ISBN9780826455147.
  • Dow, George (1973).Railway Heraldry: and other insignia.Newton Abbot: David and Charles.ISBN9780715358962.
  • Truman, P.; Hunt, D. (1989).Midland Railway Portrait.Sheffield: Platform 5.ISBN0-906579-72-4.
  • Williams, Roy (1988).The Midland Railway: A New History.David & Charles.ISBN0-7153-8750-2.


Further reading

edit
Wikimedia Commons has media related toMidland Railway.
edit
Retrieved from "https://en.wikipedia.org/w/index.php?title=Midland_Railway&oldid=1235163884"