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London North Western
Railway:
Midland
Railway:
Stratford
Midland Junction Railway
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The London Midland Scottish Railway in Warwickshire
The Midland Railway
The Midland Railway (MR) operated from 1844 to
1922, when it became part of the London, Midland and Scottish Railway.
The Midland Railway had a large network of lines centred on the East
Midlands, with its headquarters based in Derby. Initially connecting Leeds with
London (St Pancras) via the East Midlands by what is now the Midland Main Line,
it went on to connect the East Midlands with Birmingham and Bristol, and with
York and Manchester. It was the only pre-grouping railway to own or share lines
in England, Scotland, Wales and Ireland, becoming the third largest railway
undertaking in the British Isles (after the Great Western Railway and
the London & North Western Railway). Its other notable features were
that it was the largest coal haulier, the largest British railway to have its
headquarters outside London, and (after the Great Central Railway moved
its HQ to London in 1907) the only railway serving London not to have its
headquarters there and the only Midlands-based railway directly serving
Southern England and South Wales.
The Midland Railway was formed by the coming together of
competing railway companies, competition which was causing each of them to be
severely financially damaged. The Midland Railway Consolidation Act was passed
in 1844 authorising the merger of the Midland Counties Railway, the
North Midland Railway, and the Birmingham and Derby Junction
Railway. The three railways shared the tri-junction station at Derby, where
the railway also established its locomotive and later its carriage and wagon
works. Leading it were the dynamic but unscrupulous George Hudson from the
North Midland Railway, and John Ellis from the Midland Counties
Railway, a careful businessman of impeccable integrity. From the Birmingham
line James Allport found a place elsewhere in Hudson's empire with the York,
Newcastle and Berwick Railway, though he later returned. The line was in a
commanding position having its Derby headquarters at the junctions of the two
main routes from London to Scotland. This by virtue of its connections to the
London and Birmingham Railway in the south, and, in the north, the lines
from York, via the York and North Midland Railway.
After the merger, London trains were carried on the shorter
Midland Counties route. The former Birmingham and Derby Junction
Railway was left with the traffic to Birmingham and Bristol, at that time
still an important seaport. The original 1839 line from Derby had run to
Hampton-in-Arden railway station, but the Birmingham and Derby Junction
Railway had built a terminus at Lawley Street in 1842, then in 1851 the
Midland Railway Railwaystarted to run into Curzon Street. The line south
from Birmingham was the Birmingham and Bristol Railway, which reached
Curzon Street via Camp Hill. These two lines had been formed by the merger of
the standard gauge Birmingham and Gloucester Railway and the broad gauge
Bristol and Gloucester Railway. The two companies met at Gloucester via
a short loop owned by the Cheltenham and Great Western Union Railway
(C&GWUR). The change of gauge at Gloucester meant that everything
had to be transferred between trains, creating chaos. Moreover, the
C&GWUR was owned by the Great Western Railway, which wished
to extend its network by taking over the Bristol to Birmingham route.
Parliament had established a commission to examine the
problem and there was a consensus that the track should be unified throughout
the line. The GWR made an offer to the Birmingham and Bristol
Railway'sdirectors. The latter's shareholders held out for more, and the
GWR deferred its decision for three days. Legend has it that whilst the Board
of the GWR bickered over the price the MR's John Ellis overheard
two directors of the Birmingham and Bristol Railway on a London train
discussing the business, and took it on himself to pledge that the Midland
Railway Railwaywould match anything the GWR would offer. 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 consequently the LNWR pledged to assist the
MR with any losses it might incur. In the event all that was necessary
was for the LNWR to share its Birmingham New Street station with the
MR when it was opened in 1854. At this time the MR's Lawley Street
station became a goods depot.
After Hudson's departure, the MR was in financial
difficulties. Opposition to the Great Northern Railway bill had cost the
company a small fortune; a great deal of maintenance was overdue; and the
Lincoln and Peterborough lines had still to be paid for. Added to this, the
Great Northern Railway was taking much of the traffic from the
North-East, particularly as the MR was dependent on the LNWR from
Rugby into London. Thanks to the control that had been exercised by John Ellis,
there was no impropriety in the company's accounts, and it was due to his
business acumen that the Midland Railway survived and then
prospered.
Birmingham and Derby Junction Railway
Origins
Although Birmingham was served by an extensive canal
network, indeed, it is suggested they were a significant factor in its growth
as an engineering centre, there were problems associated with Birmingham being
on rising ground. As early as 1824, Birmingham businessmen had been looking at
the possibilities of the railway. The London and Birmingham Railway and
the Grand Junction Railway had obtained their Acts of Parliament in 1833
and a scheme for a line to Gloucester and Bristol was also being muted. The
formation of the North Midland Railwayhad been floated in 1833 and a
proposal was made to connect to its terminus at Derby with George Stephenson
being commissioned in 1835 to survey the route. The bill originally envisaged
the line running from Derby through Whitacre and on to meet the L&BR
at a junction at Stechford and then to travel on to the L&BR's
terminus at Curzon Street. It was also envisaged that a line would be
constructed to run from Whitacre to Hampton-in-Arden, where it would join the
L&BR for connections to London.
The company's promoters came into conflict with those of the
Midland Counties Railway (MCR)even before the bills were presented to
Parliament since the lines would compete with each other. In the end, the
Birmingham & Derby Junction Railway (B&DJR)line agreed to
withdraw their branch to Hampton if it the MCRwithdrew their line along
the Erewash valley. With the active support of the Prime Minister Robert Peel,
the member for Tamworth, the B&DJR Bill passed through Parliament on
19th May 1836. The Hampton branch had been removed, but when the MCR
presented their bill, it still contained the Erewash line (although it was
later dropped on the insistence of the North Midland Railway). The
B&DJR therefore presented a fresh bill in 1840 for the branch as a
separate line which later became known as the Stonebridge Railway.
Construction
George's son Robert Stephenson took on the post of engineer,
with an assistant, John Birkinshaw. Some forty two miles long, it would need
seventy eight bridges and two viaducts, with a cutting at the approach to
Derby, consideration being given to the danger of flooding by the River Trent,
and ensuring there was no gradient steeper than 1 in 339. The rails were single
parallel form, 56 lb per yard, set in chairs upon cross sleepers. Although the
'Standard' gauge was used, in order to match other railways, the rails were
actually set at 4 ft 9 in apart to allow extra play on bends.
Birmingham and Derby Junction Railway
Locomotives
The Birmingham and Derby Junction Railway (B&DJR)
ordered twelve 2-2-2 passenger locomotives in 1838 and two four-coupled goods
in 1841 from various makers:
2-2-2 Passenger Locomotives
Manufacturer |
Number |
Locomotives |
Mather, Dixon and Company of
Liverpool |
3 |
'Barton', 'Tamworth' and 'Hampton' |
Charles Tayleur and Company, The Vulcan
Foundry of Newton-le-Willows |
3 |
'Derby', 'Burton', 'Birmingham' |
R and W Hawthorn Ltd of
Newcastle-upon-Tyne |
3 |
'Anker', 'Tame', Blythe' |
Sharp, Roberts and Company of
Manchester |
3 |
'Derwent, 'Trent', 'Dove' |
All had 12 inch by 18 inch cylinders and 5 foot 6 inch
drivers. First to be delivered in 1839 were those from Mather Dixon, with
'Tamworth' being used for the inaugural run. |
0-4-2 Goods Locomotives
Manufacturer |
Number |
Locomotives |
Thompson & Cole, Little Bolton |
2 |
'Kingsbury', 'Willington' |
The two locomotives had 5 foot driving wheels. |
The B&DJR opened on 12th August 1839 with the
line running into Hampton, where the trains would reverse for Birmingham. There
were six stations in addition to Hampton and Derby. These were: Coleshill
(later renamed Maxstoke); Kingsbury; Tamworth; Walton; Burton; and Willington.
From the start, the joint use with the L&BR of the Curzon Street
terminus gave problems. In 1842 a new line from Whitacre was opened together
with a new terminus at Lawley Street. This line proceeded to Derby via Castle
Bromwich, Water Orton and Forge Mills (later renamed Coleshill) before joining
the original route at Whitacre. The line from Whitacre to Stechford which had
not been built, was abandoned, and the line to Hampton was reduced to single
track. Strong competition between the line and the Midland Counties Railway
(MCR)for transport, particularly of coal, to London, almost drove both of
them out of business. The B&DJR offered a time from Derby to London
of around seven hours, but when the MCR began operating it was able to
reduce the journey to an hour less via its line to Rugby. The B&DJR
lowered its fares but this simply resulted in a price war. In a war of 'dirty
tricks', the MCR made an agreement with the North Midland Railway
(NMR)for exclusive access to its passengers. In retaliation the
B&DJR board opposed a bill that the MCR had submitted to
Parliament. Both lines were in dire straits and paying minuscule dividends. The
NMR was also suffering severe financial problems arising from the
original cost of the line and its buildings. At length George Hudson took
control of the NMR and adopted Robert Stephenson's suggestion that the
best outcome would be for the three lines to merge. Hudson foresaw that the
directors of the MCR world resist the idea and made a secret agreement
with the B&DJR for the NMR to take it over. This would of
course take away the MCR's customers from Derby and the North and, when
news leaked out, shares in the B&DJR rose dramatically. Hudson was
able to give the MCR directors an ultimatum, and persuaded the line's
shareholders to override their board and the stage was set for
amalgamation.
Birmingham and Gloucester Railway
Origins
The idea for a line had been mooted during the construction
of the Stockton and Darlington Railway. There was already a horse-drawn
coal railway between Bristol and Gloucestershire, however a line running the
whole distance to Birmingham was suggested. At that time, the canal journey
from Birmingham to Bristol took almost a week, and the road journey, which due
to expense and road quality was only really suitable for passengers, took the
best part of four days. Several surveys were completed in the ten years after
1824. Brunel in 1832 surveyed a line well to the east of its present track, but
due to lack of finance the scheme was suspended and he withdrew. The line, as
it is now, was surveyed by Captain WS Moorsom. All observers recognised the
challenge that the Lickey Ridge posed to the construction of the railway.
Other lines, such as the C&HPR had previously
been built up steeper inclines, worked by stationary steam engines or by
gravity, however the Birmingham and Gloucester Railwaywas a mechanised
commercial railway, and was intended to be worked by steam locomotives. Both
Stephenson and Brunel said that a general purpose steam locomotive could not
work such a gradient. Due to the Lickey problem, many investors remained
sceptical and withheld funds; certain landowners asked excessive prices for
land needed to construct the railway. In addition, the people of Bromsgrove
protested about the proximity of the 'iron beast' to the town. Eventually it
was decided that the incline could be worked by a system of ' banking engines'.
Deals were struck with recalcitrant landlords and Bromsgrove station was built
almost two miles outside the town, in Aston Fields. The line was authorised by
Act of Parliament in 1836, just eleven years after the opening of the
Stockton and Darlington Railway.
Construction
The line was completed between Cheltenham and Bromsgrove on
24th June 1840. In 1841 it had reached as far as Camp Hill where it joined the
London and Birmingham Railway using the latter's Curzon Street terminus.
Intermediate stations were built at Cheltenham, Ashchurch, Spetchley, Droitwich
and Bromsgrove, with halts at Bredon, Eckington, and Defford. At its southern
end, it joined the Cheltenham and Great Western Union Railway at
Cheltenham to run on mixed gauge tracks into Gloucester, the first ever 'joint
line' in the country. The line was essentially straight along its length, the
average curve being 80 chains radius. The ground was mainly marl and clay.
Apart from the Lickey Incline, the maximum gradients were 1 in 300. Regarding
the Lickey Incline, Whishaw wrote in 1840: 'If this is satisfactorily
effected, it will throw a new and useful light on the laying out of railways,
and will save a vast original outlay in future works. We have long considered
that the present system of making the 16 feet gradient the minimum, is far from
desirable.' There was only one tunnel, that at Gravelly Hill, which was a
quarter mile in length, lined in brick with no invert. The largest bridge was
over the Avon at Eckington, Worcestershire with three cast-iron segmental
arches supported on two lines of iron columns.
The rails were very similar to today's flat-bottomed stock,
which has become known as Vignoles rail, and weighed 56 lb per yard. The line
was unusual for the day in not using any stone blocks, on part of the line
longitudinal sleepers were used whilst on another part, cross sleepers were
used. The Act of Parliament gave the Birmingham and Gloucester
Railwaythe right to use any future London and Birmingham Railway
terminus in Birmingham, which meant that the later Midland Railway which
had absorbed the company had the right to share New Street Station when it was
built by the LNWR. This prompted the MR to buy the Birmingham
West Suburban Railway, which had a junction with the Birmingham and
Gloucester Railwayat Kings Norton from 1876. Notwithstanding the Bromsgrove
people's reservations, the railway's maintenance shops were built there around
1841 providing a welcome change of employment for the town's nail makers. The
original Birmingham and Gloucester Railwaycompany merged with the
Bristol and Gloucester Railway in 1845 to form the short-lived
Birmingham and Bristol Railway, which in turn became a part of the
Midland Railway in 1846.
The Midland Railway later became part of the
London, Midland and Scottish Railway in the rationalisation of 1923. The
LMS, along with the rest of the UK's mainline railways, became part of
British Railways when it was nationalised in 1948.
Midland Railway 1853 Working Time Tables
Index to 1853 Working Time Tables
Midland Railway 1853 Working Timetables: Gloucester to
Birmingham & Birmingham to Gloucester
Midland Railway 1853 Working Timetables: Derby to
Birmingham & Birmingham to Derby
Midland Railway 1853 Working Timetables: Derby to Rugby
& Rugby to Derby
Midland Railway 1853 Working Timetables: Whitacre Junction
to Hamption (Derby Junction) and Hampton (Derby Junction) to Whitacre
Junction
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