View source for Midland Railway

{{short description|British pre-grouping railway company (1844–1922)}}
{{about|the historical British railway company|the heritage railway on one of its former routes|Midland Railway – Butterley|other uses|Midland Railway (disambiguation)}}
{{Use dmy dates|date=June 2023}}
{{Use British English|date=August 2015}}
{{Infobox rail
| railroad_name     = Midland Railway
| logo_filename     = Midland Railway.svg
| logo_size         = 200px
| image             = St Pancras Railway Station 2012-06-23.jpg
| image_size        = 
| image_caption     = The [[Midland Grand Hotel]] at St Pancras station, the London terminus of the Midland Railway in June 2012
| locale            = England and Wales
| start_year        = 10 May 1844
| end_year          = 31 December 1922
| gauge             = {{track gauge|uksg|allk=on}}
| old_gauge         =
| predecessor_line  = [[Midland Counties Railway|Midland Counties Rly]], [[North Midland Railway|North Midland Rly]], [[Birmingham and Derby Junction Railway|Birmingham and Derby Junction Rly]]
| successor_line    = [[London, Midland and Scottish Railway]]
| length            = {{convert|2170|mi|22|chain}} (1919)<ref name="RYB">{{Cite book |title=The Railway Year Book for 1920 |publisher=The Railway Publishing Company Limited |year=1920 |location=London |pages=209}}</ref><ref group="note" name="mileage note">Includes all railways owned, leased or worked by the company, including those in Ireland</ref>
| tracklength       = {{convert|6625|mi|48|chain}} (1919)<ref name="RYB" /><ref group="note" name="mileage note"/>
| hq_city           = [[Derby]]
| website           =
| system_map        = 
| map_caption       = 
| map_size          =
}}

The '''Midland Railway''' ('''MR''') was a [[railway]] company in the United Kingdom from [[1844 in rail transport|1844]].<ref name="Barnes"/> The Midland was one of the largest railway companies in Britain in the early 20th century, and the largest employer in [[Derby]], where it had its headquarters. It amalgamated with several other railways to create the [[London, Midland and Scottish Railway]] at [[Railways Act 1921|grouping]] in 1923.<ref name="Whitehouse">{{cite book | last1 = Whitehouse | first1 = Patrick | last2 = Thomas | first2= David St John | title = LMS 150 : The London Midland & Scottish Railway A century and a half of progress | publisher = David & Charles | year = 2002 | location = Newton Abbot | isbn = 0-7153-1378-9 }}</ref>

The Midland had a large network of lines emanating from Derby, stretching to [[St Pancras railway station|London St Pancras]], [[Manchester Central railway station|Manchester]], [[Carlisle railway station|Carlisle]], [[Birmingham Curzon Street railway station (1838–1966)|Birmingham]], and [[Bristol Temple Meads railway station|Bristol]]. It expanded as much through acquisitions as by building its own lines. It also operated ships from [[Heysham]] in Lancashire to [[Douglas, Isle of Man|Douglas]] and [[Belfast]]. A large amount of the Midland's infrastructure remains in use and visible, such as the [[Midland Main Line]] and the [[Settle–Carlisle line]], and some of its railway hotels still bear the name ''[[Midland Hotel (disambiguation)|Midland Hotel]]''.

==History==
===Origins===
[[File:Midland Railway boundary marker.jpg|thumb|Midland Railway boundary marker at Sutton Bonington, Nottinghamshire, July 2019]]
[[File:Map_of_Midland_Railway_1920.jpg|thumb|1920 general map of Midland Railway]]
The Midland Railway originated from 1832 in [[Leicestershire]] / [[Nottinghamshire]], with the purpose of serving the needs of local coal owners.<ref>{{cite book|last=Edward Walford|title=Old and New London: Volume 5|url=http://www.british-history.ac.uk/old-new-london/vol5/pp368-373|year=1878|publisher=Cassell, Petter and Galpin| via=British History Online|pages=368–373|chapter=28. Agar Town, and the Midland Railway}}</ref>

{{Infobox UK legislation
| short_title           = Midland Railway (Consolidation) Act 1844
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = 
| year                  = 1844
| citation              = [[7 & 8 Vict.]] c. xviii
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = 
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
The company was formed on 10 May 1844 by the '''{{visible anchor|Midland Railway (Consolidation) Act 1844}}''' ([[7 & 8 Vict.]] c. xviii) which merged the [[Midland Counties Railway]], the [[North Midland Railway]], and the [[Birmingham and Derby Junction Railway]],{{sfn|Williams|1988|pages=37–39}} the [[Birmingham and Gloucester Railway]] joined two years later.<ref>{{cite book| last1=Christiansen| first1=Rex| title=A Regional History of the Railways of Great Britain, Volume 7 The West Midlands| date=1983| publisher=David St John Thomas David & Charles| isbn=0-946537-00-3| page=53}}</ref> These met at the [[Derby Midland railway station#History|Tri-Junct station]] at Derby, where the MR established its [[Derby Works|locomotive]] and later its [[Derby Carriage and Wagon Works|carriage and wagon]] works.

Leading it were [[George Hudson]] from the North Midland, and [[John Ellis (businessman)|John Ellis]] from the Midland Counties. [[James Joseph Allport|James Allport]] from the [[Birmingham and Derby Junction Railway]] found a place elsewhere in Hudson's empire with the [[York, Newcastle and Berwick Railway]], though he later returned.<ref name="ReferenceA"/>

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 the [[London and Birmingham Railway]] in the south, and from [[York]] via the [[York and North Midland Railway]] in the north.{{sfn|Williams|1988|page=39}}

===Consolidation===
Almost immediately it took over the [[Sheffield and Rotherham Railway]] and the [[Erewash Valley Line]] in 1845, the latter giving access to the [[Nottinghamshire]] and [[Derbyshire]] coalfields. It absorbed the [[Mansfield and Pinxton Railway]] in 1847, extending the Erewash Valley Line from the latter between [[Chesterfield, Derbyshire|Chesterfield]] and [[Trent railway station|Trent Junction]] at [[Long Eaton]], completed to Chesterfield in 1862, giving access to the coalfields that became its major source of income. Passengers from [[Sheffield]] continued to use [[Rotherham Masborough railway station|Rotherham Masborough]] until a direct route was completed in 1870.

Meanwhile, it extended its influence into the [[Leicestershire]] coalfields, by buying the [[Leicester and Swannington Railway]] in 1846,<ref>{{cite book |last=Twells |first=H.&nbsp;N. |title=A Pictorial Record of the Leicester and Burton Branch Railway |year=1985 |publisher=Trent Valley Publications |location=Burton-upon-Trent |isbn=0-948131-04-7}}</ref>{{page needed|date=May 2018}} and extending it to Burton in 1849.

===The South-West===
[[File:Curzon Street Railway station.JPG|thumb|1840 print of Curzon Street railway station in Birmingham]]
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]], an important seaport. The original 1839 line from Derby had run to [[Hampton-in-Arden railway station|Hampton-in-Arden]]: the [[Birmingham and Derby Junction Railway]] had built a terminus at [[Lawley Street railway station|Lawley Street]] in 1842, and on 1 May 1851 the MR started to run into [[Birmingham Curzon Street railway station (1838-1966)|Curzon Street]].<ref>{{cite news |author=<!--Staff writer(s); no by-line.--> |title=Midland Railway. Removal of the Passenger Station at Birmingham |url=http://www.britishnewspaperarchive.co.uk/viewer/bl/0000196/18510428/033/0003 |newspaper=Aris's Birmingham Gazette| date=28 April 1851 |access-date=12 July 2016 |via = British Newspaper Archive |url-access=subscription  }}</ref>

The line south was the [[Birmingham and Bristol Railway]], which reached Curzon Street via [[Camp Hill railway station|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]].{{citation needed|date=September 2016}}

They met at [[Gloucester railway station|Gloucester]] via a short loop of the [[Cheltenham 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 the [[Great 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 the [[Birmingham and Bristol Railway]] on a London train discussing the business, and pledged that the MR would match anything the Great Western would offer.<ref name="vaughan">{{cite book| last=Vaughan| first=A.| year=1997| title=Railwaymen, Politics and Money| url=https://archive.org/details/railwaymenpoliti0000vaug| url-access=registration| location=London| publisher=John Murray| isbn=9780719551505}}</ref>{{page needed|date=May 2018}}

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.<ref name="vaughan"/>{{page needed|date=May 2018}} In the event all that was necessary was for the later [[London and North Western Railway|LNWR]] to share [[Birmingham New Street railway station|Birmingham New Street]] with the Midland when it was opened in 1854, and [[Lawley Street railway station|Lawley Street]] became a goods depot.<ref>{{cite book |last=Pinton |first=B. |year=2005 |title=Birmingham-Derby: Portrait of a Famous Route |publisher=Runpast Publishing }}</ref>

===Eastern competition===
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 the [[Northern and Eastern Railway]] to run through [[Peterborough]] and [[Lincoln, Lincolnshire|Lincoln]] but it had barely reached [[Cambridge]].

Two obvious extensions of the Midland Counties line were from [[Nottingham]] to Lincoln and from [[Leicester]] to 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 day [[Nottingham to Lincoln Line|Lincoln Branch]] and the [[Syston and Peterborough Railway|Syston to Peterborough Line]].

The [[Leeds and Bradford Railway]] had 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 at [[Leeds railway station#History|Leeds Wellington]].{{citation needed|date=September 2016}}

In spite of the objections of Hudson, for the MR and others, the "London and York Railway" (later the [[Great Northern Railway (Great Britain)|Great Northern Railway]]) led by [[Edmund Denison]] persisted, and the bill passed through Parliament in 1846.<ref>{{cite web |url=http://www.nationalarchives.gov.uk/catalogue/DisplayCatalogueDetails.asp?CATID=11211&CATLN=3&FullDetails=True&j=1 |website=The National Archives| title=Great Northern Railway Company: Records |year=1845 |access-date=26 December 2010}}</ref>

===The Battle of Nottingham===
In 1851 the [[Ambergate, Nottingham, Boston and Eastern Junction Railway]] completed its line from [[Grantham]] as far as [[Colwick]], from where a branch led to the MR Nottingham station. The [[Great Northern Railway (Great Britain)|Great Northern Railway]] by 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 the [[Great Northern Railway (Great Britain)|GN]] had already gathered a quantity of Ambergate shares. An attempt to amalgamate the line with the [[Great Northern Railway (Great Britain)|GN]] was foiled by Ellis, who managed to obtain an [[Court of Chancery|Order in Chancery]] preventing the GN from running into Nottingham. However, in 1851 it opened a new service to the north that included Nottingham.<ref>{{cite book| last=Anderson| first=P.&nbsp;H.| year=1985| edition=2nd| title=Forgotten Railways Vol 2: The East Midlands| location=Newton Abbot| publisher=David and Charles}}</ref>{{page needed|date=May 2018}}

In 1852 an [[Ambergate, Nottingham, Boston and Eastern Junction Railway|ANB&EJR]] train arrived in Nottingham with a [[Great Northern Railway (Great Britain)|GN]] locomotive 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.<ref>{{cite news |author=<!--Staff writer(s); no by-line.--> |title=Capture of a Railway Engine |url=http://www.britishnewspaperarchive.co.uk/viewer/bl/0001286/18520809/014/0002 |newspaper=Bell's Weekly Messenger |location=British Newspaper Archive |date=9 August 1852 |access-date=12 July 2016 |via = British Newspaper Archive |url-access=subscription  }}</ref> 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|date=May 2017}}

===The Euston Square Confederacy===
The [[London and Birmingham Railway]] and its successor the [[London and North Western Railway]] had 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 the [[Manchester, Sheffield and Lincolnshire Railway]].{{citation needed|date=May 2017}}

===To London===

====King's Cross 1857–1868====
[[File:Kings Cross ILN 1852.jpg|thumb|An illustration of King's Cross station 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 appoint [[James Allport]] as general manager, and the next was to shake off the dependence on the LNWR to [[Euston railway station|London]].

Although a bill for a line from [[Hitchin]] into [[London King's Cross railway station|King's Cross]] jointly with the [[Great Northern Railway (Great Britain)|GN]], 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.

The '''Leicester and Hitchin Railway ''' ran from [[South Wigston railway station|Wigston]] to [[Market Harborough railway station|Market Harborough]], through [[Desborough railway station|Desborough]], [[Kettering railway station|Kettering]], [[Wellingborough railway station|Wellingborough]] and [[Bedford railway station|Bedford]], then on the [[Bedford to Hitchin Line]], joining the GN at [[Hitchin railway station|Hitchin]] for 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|date=March 2016}}  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,<ref>{{cite book |first=Charles |last=Hadfield  |title=The Canals of the East Midlands |publisher=David and Charles |year=1970 |isbn=0-7153-4871-X }}</ref> 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 Allport]] arranged a seven-year deal with the [[Great Northern Railway (Great Britain)|GN]] to run into King's Cross for a guaranteed £20,000 a year ({{Inflation|UK|20000|1857|r=-4|fmt=eq|cursign=£}}),{{Inflation-fn|UK|df=y}}. Through services to London were introduced in February 1858.<ref>{{cite book| last1=Davies| first1=R.| last2=Grant| first2=M.&nbsp;D.| year=1984| title=Forgotten Railways: Chilterns and Cotswolds| location=Newton Abbot, Devon| publisher=David St John Thomas| isbn=0-946537-07-0| pages=110–111}}</ref> The construction of the Leicester and Hitchin railway cost £1,750,000<ref name="Barnes">{{cite book |last=Barnes |first=E.&nbsp;G. |date=1969 |title=The Rise of the Midland Railway 1844–1874 |publisher=Augustus&nbsp;M. Kelley| location=New York |page=308 }}</ref> ({{Inflation|UK|1750000|1858|r=-4|fmt=eq|cursign=£}}).{{Inflation-fn|UK|df=y}}

====St Pancras 1868====
[[File:St Pancras Station.png|thumb|The interior of the Barlow train shed, {{circa|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 from [[Burton-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.

{{Infobox UK legislation
| short_title           = Midland Railway (Extension to London) Act 1863
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = 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 Purposes.
| year                  = 1863
| citation              = [[26 & 27 Vict.]] c. lxxiv
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 22 June 1863
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/26-27/74/pdfs/ukla_18630074_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
On 22 June 1863, the '''{{visible anchor|Midland Railway (Extension to London) Act 1863}}''' ([[26 & 27 Vict.]] c. lxxiv) 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 Purposes".<ref>{{cite book| chapter=Local and Personal Acts| title=The Sessional Papers Printed by Order of The House of the Lords Or Presented by Royal Command in the Session 1863| year=1863| chapter-url=https://books.google.com/books?id=T-ZbAAAAQAAJ&q=Midland%20Railway%20London%20Extension%20act%20%201863&pg=PA119| page=119| via=Google Books}}</ref>

The new line deviated at Bedford, through a gap in the [[Chiltern Hills]] at [[Luton railway station|Luton]], reaching London by curving around [[Hampstead Heath]] to a point between King's Cross and Euston. The line from [[Bedford railway station|Bedford]] to [[Moorgate station|Moorgate]] opened for passenger services on 13 July 1868<ref>{{cite news |author=<!--Staff writer(s); no by-line.--> |title=The New Midland Line between Bedford and London |url=http://www.britishnewspaperarchive.co.uk/viewer/bl/0000250/18680713/026/0004 |newspaper=Sheffield Daily Telegraph |location=England |date=13 July 1868 |access-date=28 July 2017 |via=British Newspaper Archive |url-access=subscription  }}</ref> with services into [[St Pancras railway station|St Pancras station]] starting on 1 October 1868.<ref>{{cite news |author=<!--Staff writer(s); no by-line.--> |title=Opening of the new Midland terminus in London |url=http://www.britishnewspaperarchive.co.uk/viewer/bl/0000321/19031112/071/0005 |newspaper=Leicester Journal |location=England |date=9 October 1868 |access-date=29 July 2017 |via=British Newspaper Archive |url-access=subscription  }}</ref>

[[St Pancras railway station|St Pancras station]] is a strong example of [[Gothic Revival architecture]], in the form of the [[Midland Grand Hotel]] by [[George Gilbert Scott|Gilbert Scott]], which faces [[Euston Road]], and the wrought-iron train shed designed by [[William Henry Barlow|William Barlow]]. Its construction was not simple, since it had to approach through the ancient [[St Pancras Old Church]] graveyard. Below was the Fleet Sewer, while a branch from the main line ran underground with a steep gradient beneath the station to join the [[Metropolitan Railway]], which ran parallel to what is now Euston Road.<ref>{{cite web |url=http://www.familygrowsontrees.com/research/railways.html |title=403 Forbidden |access-date=16 September 2010 |archive-url=https://web.archive.org/web/20170729180228/http://www.familygrowsontrees.com/research/railways.html |archive-date=29 July 2017 |url-status=dead }}</ref>

The construction of the London Extension railway cost £9&nbsp;million<ref name="Barnes"/> (equivalent to £{{Inflation|UK|9|1868|fmt=c|r=-1}}&nbsp;million in {{inflation-year|UK}}).{{Inflation-fn|UK|df=y}}

===To Manchester===
[[File:The Victorians had a way with words - geograph.org.uk - 1336237.jpg|thumb|MR sign at [[Rowsley South railway station|Rowsley Station]], now on heritage line [[Peak Rail]]]]
[[File:Manchester Central Arena.jpg|thumb|right|The Grade II* listed [[Manchester Central railway station|Manchester Central]] train 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 the [[Cromford and High Peak Railway]] to reach Manchester ([[Derby Midland railway station#History|See Derby station]]). {{citation needed|date=March 2016}}

Finally the MR joined with the [[Manchester and Birmingham Railway]] (M&BR), which was also looking for a route to London from Manchester, in a proposal for a line from [[Ambergate railway station|Ambergate]]. The [[Manchester, Buxton, Matlock and Midlands Junction Railway Act 1846]] ([[9 & 10 Vict.]] c. cxcii) received royal assent in 1846, in spite of opposition from the [[Sheffield, Ashton-Under-Lyne and Manchester Railway]]. It was completed as far as [[Rowsley]] a few miles north of [[Matlock railway station|Matlock]] in 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 the [[Stockport, Disley and Whaley Bridge Railway]]. In 1867 the MR began an alternative line through Wirksworth (now the [[Ecclesbourne 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 the [[Manchester, Sheffield and Lincolnshire Railway]] (MS&LR) to share lines from a branch at [[Millers Dale]] and running almost alongside the LNWR, in what became known as the [[Sheffield and Midland Railway Companies' Committee]].{{citation needed|date=May 2017}}

Continuing friction with the LNWR caused the MR to join the MS&LR and the GN in the [[Cheshire Lines Committee]], which also gave scope for wider expansion into Lancashire and Cheshire, and finally a new station at [[Manchester Central railway station|Manchester Central]].<ref>{{cite book |last=Casserley |first=H.&nbsp;C. |title=Britain's Joint Lines |date=April 1968 |publisher=[[Ian Allan Publishing|Ian Allan]] |location=Shepperton |isbn=0-7110-0024-7 |chapter=Cheshire Lines Committee |pages=68–80 |ref=Casserley}}</ref>

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|date=March 2016}}

Among the last of the major lines built by the MR was a connection between Sheffield and Manchester, by a branch at [[Dore and Totley railway station|Dore]] to [[Chinley railway station|Chinley]], opened in 1894 through the [[Totley Tunnel|Totley]] and [[Cowburn Tunnel|Cowburn]] Tunnels, now the [[Hope Valley Line]].

===To Scotland===
[[File:View from the flanks of Whernside. - geograph.org.uk - 156256.jpg|thumb|left|The [[Ribblehead Viaduct]], a recognisable feature of the [[Settle-Carlisle Railway]] in April 2006]]
In the 1870s a dispute with the [[London and North Western Railway]] (LNWR) over access rights to the LNWR line to Scotland caused the MR to construct the [[Settle-Carlisle Railway|Settle and Carlisle]] line,<ref name="Wolmar">{{cite book|last=Wolmar|first=Christian|title=Fire and Steam|date=2008|publisher=Atlantic Books|isbn=978-1-84354-630-6|url-access=registration|url=https://archive.org/details/firesteamhowrail0000wolm}}</ref> 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, but [[Parliament of the United Kingdom|Parliament]] refused 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 the [[Caledonian Railway]]'s dominance on the West Coast traffic to Glasgow and Edinburgh. The [[Glasgow and South Western Railway]] had its own route from Carlisle to Glasgow via Dumfries and Kilmarnock, whilst the [[North British Railway]] had built the [[Waverley Line]] through the Scottish Borders from Carlisle to Edinburgh. The MR was obliged to go ahead and the Settle to Carlisle opened in 1876.<ref name="Wolmar"/>

===Later history===
{{Infobox UK legislation
| short_title           = {{visible anchor|Midland Railway (Additional Powers) Act 1878}}
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act for conferring additional powers on the Midland Railway Company for the construction of railways and other works, the acquisition of lands, and the raising of capital, and for vesting in them the undertaking of the Stonehouse and Nailsworth Railway Company; for conferring powers on the Sheffield and Midland Railway Companies Committee for the acquisition of a private railway and additional lands; and for other purposes.
| year                  = 1878
| citation              = [[41 & 42 Vict.]] c. xcvi
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
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| theyworkforyou        = 
| millbankhansard       = 
| original_text         = 
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
[[File:44422 and 76079 on a passenger train - geograph.org.uk - 1185511.jpg|thumb|Midland locomotive visiting the [[North Norfolk Railway]], once part of the M&GN, which the Midland part owned]]

The [[Nottingham direct line of the Midland Railway]] opened for goods traffic on 1 December 1879<ref>{{cite news |author=<!--Staff writer(s); no by-line.--> |title=A new line of railway |url=http://www.britishnewspaperarchive.co.uk/viewer/bl/0000289/18791201/015/0003 |newspaper=Sunderland Daily Echo and Shipping Gazette |location=England |date=1 December 1879 |access-date=23 September 2017 |via=British Newspaper Archive |url-access=subscription  }}</ref> and for passenger traffic on 1 March 1880.<ref>{{cite news |author=<!--Staff writer(s); no by-line.--> |title=Midland Railway Opening of the Kettering and Manton Line |url=http://www.britishnewspaperarchive.co.uk/viewer/bl/0001901/18800227/058/0009 |newspaper=Rutland Echo and Leicestershire Advertiser |location=England |date=27 February 1880 |access-date=23 September 2017 |via=British Newspaper Archive |url-access=subscription }}</ref>

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 Sir [[Guy Granet]] took 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|date=September 2016}}
[[File:Midland Railway of England poster - 10713457295 (cropped).jpg|right|thumb|Midland Railway of England poster]]
The MR acquired other lines, including the [[Belfast and Northern Counties Railway]] in 1903 and the [[London, Tilbury and Southend Railway]] in 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 the [[Midland and Great Northern Joint Railway]] to provide connections from the Midlands to East Anglia, the UK's biggest joint railway. The MR provided motive power for the [[Somerset & Dorset Joint Railway]], and was a one-third partner in the [[Cheshire Lines Committee]].

In 1913, the company achieved a total revenue of £15,129,136 ({{Inflation|UK|15129136|1913|r=-4|fmt=eq|cursign=£}}){{Inflation-fn|UK|df=y}} with working expenses of £9,416,981<ref>{{cite news |author=<!--Staff writer(s); no by-line.--> |title=Midland Railway. |url=http://www.britishnewspaperarchive.co.uk/viewer/bl/0000687/19140221/251/0014 |newspaper=Yorkshire Post and Leeds Intelligencer |location=British Newspaper Archive |date=21 February 1914 |access-date=1 August 2016 |via = British Newspaper Archive |url-access=subscription  }}</ref> ({{Inflation|UK|9416981|1913|r=-4|fmt=eq|cursign=£}}).{{Inflation-fn|UK|df=y}}

==First World War and the Grouping==

With the onset of the [[First World War]] in 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 the [[Railways Act 1921]] by 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 new [[London, Midland and Scottish Railway]] (LMS) from the beginning of 1923; it was the largest joint stock company in the world.<ref name= williams161>Williams, pages 161 to 165</ref><ref name = wragg>David Wragg, LMS Handbook, Haynes Publishing, Yeovil, 2010, {{ISBN|978-1-84425-828-4}}, pages 9, 11, 21 to 24</ref>

== Acquisitions ==

{{columns-list|colwidth=30em|
* [[Ashby Canal]] and Tramway (absorbed 1846)
* [[Barnoldswick Railway]] (leased 1871, absorbed 1899)<ref>{{cite book |last=Binns |first=Donald |year=1995 |title=The Skipton-Colne Railway and The Barnoldswick Branch |publisher=Trackside Publications, Skipton, N. Yorkshire |isbn=1900095009}}</ref>
* [[Bedford and Northampton Railway]] (leased 1872, absorbed 1885)<ref>{{cite book|last1=Markham|first1=C.&nbsp;A.|title=The Iron Roads of Northamptonshire|year=1970|orig-year=1904|publisher=Pilgrim Publications|location=Wilbarston}}</ref>
* [[Belfast and Northern Counties Railway|Northern Counties Committee]] (in Ireland)
* [[Birmingham and Gloucester Railway]] (leased 1845, absorbed 1846)<ref>{{cite book| publisher = Line One Press| location = Cheltenham| isbn = 0-907036-10-4| last = Maggs| first = C.| title = The Birmingham Gloucester Line| year = 1986}}</ref>
* [[Birmingham West Suburban Railway]] (absorbed 1875)
* [[Bristol and Gloucester Railway]] (absorbed 1846)<ref>{{cite book  | last = Maggs| first = Colin&nbsp;G. | title = The Bristol and Gloucester Railway and the Avon and Gloucestershire Railway (Oakwood Library of Railway History)| publisher = Oakwood Press |edition=2nd |year=1992 |orig-year=1969 | location = Headington| isbn = 0-85361-435-0 |id=OL26 }}</ref>
* [[Burton and Ashby Light Railway]] (leased 1906)<ref>{{cite news |author=<!--Staff writer(s); no by-line.--> |title=Burton and Ashby Light Railway |url=http://www.britishnewspaperarchive.co.uk/viewer/bl/0000327/19060703/007/0002 |newspaper=Derby Daily Telegraph |location=England |date=3 July 1906 |access-date=9 February 2016 |via = [[British Newspaper Archive]] |url-access=subscription  }}</ref>
* [[Chesterfield and Brampton Railway]] (absorbed 1871)
* [[Cromford Canal]] (absorbed 1871)<ref>{{cite book |last= Hadfield|first= Charles |title= The Canals of the East Midlands|edition= 2nd|year= 1970|publisher= David & Charles|isbn= 0-7153-4871-X}}</ref>
* [[Dore and Chinley Railway]] (absorbed 1888)
* [[Erewash Valley Line|Erewash Valley Railway]] (absorbed 1845)
* [[Evesham and Redditch Railway]] (leased 1868, absorbed 1882)
* [[Nicky Line|Hemel Hempsted Railway]] (leased 1877, absorbed 1886)
* [[Hereford, Hay and Brecon Railway]] (leased 1869, absorbed 1886)
* [[Keighley and Worth Valley Railway]] (absorbed 1881)
* [[Kettering, Thrapston and Huntingdon Railway]] (absorbed 1897)
* [[Leeds and Bradford Railway]] (leased 1846, absorbed 1851)
* [[Leeds and Bradford Extension Railway]] (absorbed 1851)
* [[Leicester and Swannington Railway]] (absorbed 1846)
* [[London, Tilbury and Southend Railway]] (purchased 1912, amalgamated 1920)
* [[Manchester, Buxton, Matlock and Midland Junction Railway]] (leased 1852, absorbed 1871)
* [[Manchester South District Railway]] (absorbed 1877)
* [[Mansfield and Pinxton Railway]] (absorbed 1848)<ref>{{cite book| first=J. |last=Vanags| title=The Mansfield and Pinxton railway| year=2001| publisher=Old Mansfield Society| location=Mansfield| isbn=0-9517948-5-X}}</ref>
* [[Midland and South Western Junction Railway]] (absorbed 1874)
* [["Little" North Western Railway|North Western Railway]] (also known as the "Little" North Western; leased 1859)
* [[Oakham Canal]] (absorbed 1846)
* [[Gloucester Loop Line|Redditch Railway]] (leased 1858, absorbed 1874)
* [[Sheffield and Rotherham Railway]] (absorbed 1845)
* [[Stonehouse and Nailsworth Railway]] (absorbed 1886)<ref>{{cite book| first=Mike |last=Oakley| title=Gloucestershire Railway Stations| year=2003| publisher=Dovecote Press| location=Wimborne| isbn= 1-904349-24-2}}</ref>
* [[Swansea Vale Railway]] (leased 1874, absorbed 1876)
* [[Syston and Peterborough Railway]] (absorbed 1846)<ref>Kingscott, G., (2006) ''Lost Railways of Leicestershire and Rutland,'' Newbury: Countryside Books</ref>
* [[Tewkesbury and Malvern Railway]] (absorbed 1876)
* [[Wolverhampton and Walsall Railway]] (absorbed 1876)<ref name="Rex"/>
* [[Wolverhampton, Walsall and Midland Junction Railway]] (absorbed 1874)<ref name="Rex">{{cite book |last=Christiansen |first=Rex|title=A Regional History of the Railways of Great Britain Volume 7 |year=1983 |publisher=David St John Thomas |isbn=0-946537-00-3}}</ref>
}}

==Ships==
{{main|Shipping of the Midland Railway}}
The MR operated ships from [[Heysham]] to [[Douglas, Isle of Man|Douglas]] and [[Belfast]].<ref name=Ships>{{cite web|url=http://www.simplonpc.co.uk/LMS_MR.html |title=Midland Railway |publisher=Simplon Postcards|access-date=15 December 2009}}</ref>

==Emblems==
{{multiple image|perrow = 2|total_width=300|align=left
| image1 = Midland Railway Coat of Arms - geograph.org.uk - 630459.jpg
| image2 = Midland Railway - geograph.org.uk - 2301176.jpg
| image3 = Wyvern (16666761829).jpg
| image4 = Station Canopy at Hellifield - geograph.org.uk - 1469160.jpg
| footer = 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 at {{stnlink|Hellifield}} and in a carved capital at {{stnlink|St Pancras}}
}}
The coat of arms combines the symbols of Birmingham, Derby, Bristol, Leicester, Lincoln and Leeds. The [[wyvern]], a legendary bipedal dragon, was used extensively as an emblem by the Midland, having inherited it from the [[Leicester and Swannington Railway]]. The MR, which used a wyvern ''sans 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".<ref>Geoffrey Briggs, ''Civic & Corporate Heraldry'', London 1971<br />C. W. Scot-Giles, ''Civic Heraldry of England and Wales'', 2nd edition, London, 1953<br />A. C. Fox-Davies, ''The Book of Public Arms'', London 1915<br />Cuthbert Hamilton Ellis, ''The Midland Railway'', 1953<br />Frederick Smeeton Williams, ''The Midland Railway: Its rise and progress: A narrative of modern enterprise'', 1876<br />''The Railway Magazine'', Vol. 102, 1897<br />{{harvp|Dow|1973}}{{pages needed|date=September 2019}}<br />Clement Edwin Stretton, ''History of The Midland Railway'', 1901</ref> 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 the ''Railway Magazine'' noted that there appeared "to be no foundation that the wyvern was associated with the Kingdom of Mercia".<ref>''The Railway Magazine'', Vol. 102, 1897</ref> It has been associated with [[Leicester]] since the time of [[Thomas, 2nd Earl of Lancaster|Thomas, 2nd Earl of Lancaster and Leicester]] ({{circa|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.<ref>{{cite web |url=http://www.thiswasleicestershire.co.uk/2012/09/what-is-origin-of-leicester-wyvern.html |title=Leicestershire History: What is the Origin of the Leicester Wyvern? |access-date=29 April 2020 |archive-date=26 August 2019 |archive-url=https://web.archive.org/web/20190826100948/http://www.thiswasleicestershire.co.uk/2012/09/what-is-origin-of-leicester-wyvern.html |url-status=dead }}</ref>

==Accidents and incidents==
* In June 1850, the boiler of a locomotive exploded at [[Kegworth railway station]], [[Nottinghamshire]].<ref name=Hewison>{{cite book |first=Christian&nbsp;H. |last=Hewison |title=Locomotive Boiler Explosions |publisher=David & Charles |location=Newton Abbot |year=1983 |isbn= 0-7153-8305-1 |pages=35–36}}</ref>
* In 1850, a train was in a rear-end collision with an excursion train at {{rws|Woodlesford}} station, [[West Riding of Yorkshire|Yorkshire]]. The cause was a signal not being lit at night.<ref name=Hall>{{cite book |last=Hall |first=Stanley |title=The Railway Detectives |year=1990 |publisher=Ian Allan |location=London |isbn=0-7110-1929-0 |pages=26, 50–52, 66 }}</ref>
* In 1853, the boiler of a locomotive exploded whilst it was hauling a freight train near [[Bristol]], [[Gloucestershire]].<ref name=Hewison/>
* On 9 September 1867, an up cattle train collided with a stationary ballast train in [[Dove 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 to [[New Mills]], where it collided with a Manchester-Derby express, which became the second runaway of the incident.<ref>{{Cite web|url=https://www.railwaysarchive.co.uk/documents/BoT_DovesHoleTunnel1867.pdf|title=Accident report by Lt-Col Rich}}</ref>
* On 28 August 1875, a passenger train overran signals and was in a rear-end collision with an excursion train at [[Kildwick]], [[West Riding of Yorkshire|Yorkshire]]. Seven people were killed and 39 were injured.<ref name=Hall/>
* On 11 August 1880, a passenger train was derailed at {{rws|Wennington}}, [[Lancashire]]. Eight people were killed and 23 were injured.<ref name=Hall/>
* On 19 August 1880, a passenger train stops inside [[Blea Moor Tunnel]], [[West Riding of Yorkshire|Yorkshire]] due to a faulty brake pipe. An express passenger train overruns signals and is in a rear-end collision at low speed.<ref name=Hall/>
* On 27 August 1887, an express passenger train overran signals and collided with a freight train that was being shunted at [[Wath North railway station|Wath station]], [[West Riding of Yorkshire|Yorkshire]]. Twenty-two people were injured.<ref name=Earnshaw7>{{cite book |last=Earnshaw |first=Alan |title=Trains in Trouble: Vol. 7 |year=1991 |publisher=Atlantic Books |location=Penryn |isbn=0-906899-50-8 |pages=4–5, 9 }}</ref>
[[File:Esholt Junction rail crash - 1892.jpg|thumb|Esholt Junction rail crash]]
:{{main|Esholt Junction rail crash}}
* On 9 June 1892, a passenger train overran signals and was in collision with another at Esholt Junction, [[West Riding of Yorkshire|Yorkshire]]. Five people were killed and 30 were injured.<ref>{{cite web |last=Brayshaw |first=Jack |date=3 May 2021 |title=Railway Station and Railway |url=https://aireboroughhistoricalsociety.org.uk/train-crash-esholt-junction/ |access-date=20 June 2023 |website=Aireborough Historical Society }}</ref><ref>{{cite web |title=Railway Accidents – to the Editor of the Times :: The Railways Archive |url=https://www.railwaysarchive.co.uk/docsummary.php?docID=1288 |access-date=20 June 2023 |website=www.railwaysarchive.co.uk}}</ref><ref>{{cite web |title=Accident Returns: Extract for the Accident at Esholt Junction on 9th June 1892 :: The Railways Archive |url=https://www.railwaysarchive.co.uk/docsummary.php?docID=1269 |access-date=20 June 2023 |website=www.railwaysarchive.co.uk}}</ref><ref>{{cite web |date=30 April 2021 |title=Old pictures of Esholt include scene of devastating accident |url=https://www.thetelegraphandargus.co.uk/news/ilkleynews/19272283.old-pictures-esholt-include-scene-devastating-accident/ |access-date=20 June 2023 |website=Bradford Telegraph and Argus }}</ref>
* On 3 December 1892, a freight train crashed at Wymondham Junction., [[Leicestershire]], severely damaging the signal box.<ref name=Earnshaw6>{{cite book |last=Earnshaw |first=Alan |title=Trains in Trouble: Vol. 6 |year=1990 |publisher=Atlantic Books |location=Penryn |isbn=0-906899-37-0 |page=6 }}</ref>
:{{main|Wellingborough rail accident}}
* On 2 September 1898, an express passenger train was derailed at {{rws|Wellingborough}}, [[Northamptonshire]] by a trolley that had fallen off the platform onto the track. Seven people were killed and 65 were injured.<ref>{{cite web |title=Accident Returns: Extract for the Accident at Wellingborough on 2nd September 1898 :: The Railways Archive |url=https://www.railwaysarchive.co.uk/docsummary.php?docID=2927 |access-date=20 June 2023 |website=www.railwaysarchive.co.uk}}</ref>
* On 24 July 1900, a passenger train was derailed at {{rws|Amberswood}}, Lancashire. One person was killed.<ref name=Spence>{{cite book |last=Spence |first=Jeoffry |title=Victorian & Edwardian Railways from old photographs |year=1975 |publisher=Batsford |location=London |isbn=0-7134-3044-3 |page=76}}</ref>
* On 1 December 1900, a freight train was derailed at Peckwash near [[Duffield, Derbyshire]].<ref name=Trevena2>{{cite book |last=Trevena |first=Arthur |title=Trains in Trouble: Vol. 2. |year=1981 |publisher=Atlantic Books |location=Redruth |isbn=0-906899-03-6 |pages=19–20}}</ref>
* On 23 December 1904, an express passenger train was derailed at {{rws|Aylesbury}}, [[Buckinghamshire]] due to excessive speed on a curve. Another express passenger train collided with the wreckage at low speed. Four people were killed.<ref name=Hall/>
* On 19 January 1905, an express passenger train overran signals and was in collision with a passenger train at {{rws|Cudworth}}, [[West Riding of Yorkshire|Yorkshire]]. Seven people were killed.<ref name=Earnshaw7/>
* In June 1907, a luggage train was derailed by trap points at Silkstream Junction after the driver misread signals.<ref name=Earnshaw8>{{cite book |last=Earnshaw |first=Alan |title=Trains in Trouble: Vol. 8 |year=1993 |publisher=Atlantic Books |location=Penryn |isbn=0-906899-52-4 |page=4 }}</ref>
:{{main|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 of [[Aisgill|Ais Gill]] summit, due to errors by the signalman at {{rws|Hawes Junction}} and the firemen of the light engines. The train was derailed and caught fire. Twelve people were killed and seventeen were injured.<ref>[https://www.railwaysarchive.co.uk/documents/BoT_AisGill1913.pdf Accident report by Major J.&nbsp;W. Pringle]</ref>
:{{main|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 between [[Mallerstang]] and [[Aisgill|Ais Gill]], i.e. to the north of Ais Gill summit. Sixteen people were killed and 38 were injured.

==Notable people==

;Chairmen
{{div col|colwidth=30em}}
* [[George Hudson]] 1844 – 1849
* [[John Ellis (businessman)|John Ellis]] 1849 – 1856<ref>{{cite book |last=Bilson |first=P. |date=1996 |title=Derby and the Midland Railway |publisher=Breedon Books, Derby |isbn=1-85983-021-8}}</ref>
* William Evans Hutchinson 1864 – 1870
* William Philip Price 1870 – 1873
* Edward Shipley Ellis 1873 – 1879
* [[Matthew William Thompson]] 1880 – 1890
* (George) Ernest Paget 1890 – 1911
* George Murray Smith 1911 – 1919
* Charles Booth 1919 – 1922
* (William) [[Guy Granet]] 1922 – 1923
{{div col end}}

;General Managers
{{div col|colwidth=30em}}
* Joseph Sanders 1849 – 1853 (afterwards Secretary)
* [[James Joseph Allport]] 1853 – 1857<ref name="ReferenceA">{{cite EB1911|wstitle=Allport, Sir James Joseph}}</ref>
* W. L. Newcombe 1857 – 1860
* [[James Joseph Allport]] 1860 – 1880<ref name="ReferenceA"/>
* John Noble 1880 – 1892
* George Henry Turner 1892 – 1901
* John Mathieson 1901 – 1905
* (William) [[Guy Granet]] 1905 – 1918<ref name="Barnes2">E. G. Barnes (1969). ''The Midland main line 1875–1922'', London : George Allen and Unwin, {{ISBN|0-04-385049-9}}, pp. 223–224</ref>
* Frank Tatlow 1918 – 1922 (formerly deputy general manager)
{{div col end}}

;Locomotive Superintendents and Chief Mechanical Engineers
{{div col|colwidth=30em}}
* [[Matthew Kirtley]] 1844 – 1873 (LS)
* [[Samuel Waite Johnson]] 1873 – 1904<ref>National Archive RAIL 491, accessed on 21 February 2014 via ancestry.co.uk UK, Railway Employment Records, 1833–1956 for Samuel Waite Johnson</ref> (LS)
* [[Richard Deeley]] 1904 – 1909 (CME)
* [[Henry Fowler (engineer)|Henry Fowler]] 1909 – 1923 (CME)
** [[James Anderson (mechanical engineer)|James Anderson]] 1915 – 1919 (temporary)
{{div col end}}

;Resident Engineers
* [[William Henry Barlow]] 1842 – 1857<ref>{{cite ODNB |url=http://www.oxforddnb.com/view/article/30598 |title=Barlow, William Henry (1812–1902) |access-date=24 December 2010 |last=Chrimes |first=Mike |year=2008 |doi= 10.1093/ref:odnb/30598 }}</ref> (afterwards Consulting Engineer)

;Chief Architect
* [[John Holloway Sanders]] c.1854 – 1884{{sfn|Brodie|2001|p=535}}
* [[Charles Trubshaw]] 1884 – 1905{{sfn|Brodie|2001|p=838}}

;Solicitors
* [[Samuel Carter (Coventry MP)|Samuel Carter]] MP 1835 – 1868<ref>{{cite web|url=http://uudb.org/articles/samuelcarter.html|title=Samuel Carter|website=Dictionary of Unitarian and Universalist Biography|access-date=20 March 2018|archive-date=20 March 2018|archive-url=https://web.archive.org/web/20180320171112/http://uudb.org/articles/samuelcarter.html|url-status=dead}}</ref>

==See also==
* [[Midland Railway War Memorial]], Derby
* [[Locomotives of the Midland Railway]]

==Notes==
{{reflist|group="note"}}

==References==
{{reflist}}

==Sources==
* {{cite book |last=Brodie |first=Antonia |date=20 December 2001 |title=Directory of British Architects, 1834–1914. Vol 2. |publisher=Royal Institute of British Architects |isbn= 9780826455147}}
* {{cite book | last = Dow | first = George | title = Railway Heraldry: and other insignia | year = 1973 | isbn = 9780715358962  |publisher=David and Charles |location=Newton Abbot }}
* {{cite book| last1=Truman| first1=P.| last2=Hunt| first2=D.| year=1989| title=Midland Railway Portrait| location=Sheffield| publisher=Platform 5| isbn=0-906579-72-4}}
* {{cite book |last = Williams |first = Roy |title = The Midland Railway: A New History |publisher = David & Charles |date = 1988 |isbn = 0-7153-8750-2 }}


==Further reading==
* {{cite book| author-link=Frederick Smeeton Williams| last=Williams| first=Frederick Smeeton| year=1876| title=The Midland railway: its rise and progress| url=https://archive.org/details/midlandrailwayit00will| publisher=Strahan & Co.}}
* {{cite book |title=Official Guide to the Midland Railway |location=London |publisher=Cassell & Company |year=1894 |url=https://archive.org/details/officialguideto00compgoog }}
* {{cite book| last=Barnes| first=E.&nbsp;G.| year=1966| title=The rise of the Midland Railway, 1844–1874| location=London| publisher=George Allen and Unwin}}
* {{cite book| last=Barnes| first=E.&nbsp;G.| year=1969| title=The Midland main line, 1875–1922| location=London| publisher=George Allen and Unwin| isbn=0-04-385049-9}}
* {{cite book |url=http://www.railwaywondersoftheworld.com/waverley-way.html |chapter=The Waverley way to the north |title=Railway Wonders of the World |year=1913 |pages=541–552 |author-last=Talbot |author-first=Frederick&nbsp;A.}}

{{commons category|Midland Railway}}

==External links==
* [http://www.midlandrailwaysociety.org.uk Midland Railway Society]
* [http://www.midlandrailwaystudycentre.org.uk Midland Railway Study Centre at Derby]
* [http://www.nrm.org.uk/ourcollection/locomotivesandrollingstock/CollectionItem?objid=1975-7018&pageNo=15 Midland Railway loco photo at National Railway Museum]{{Dead link|date=April 2023 |bot=InternetArchiveBot |fix-attempted=yes }}
* [https://www.rchsimagearchive.org.uk/index.php?album=Railways-Tramroads/LMSR-Group/Midland-Railway RCHS Media Archive – Midland Railway]

{{Big Four pre-nationalisation British railway companies}}
{{LMSconstituents}}

[[Category:Midland Railway| ]]
[[Category:British companies established in 1844]]
[[Category:Railway companies established in 1844]]
[[Category:Pre-grouping British railway companies]]
[[Category:London, Midland and Scottish Railway constituents]]
[[Category:Companies based in Derby]]
[[Category:Collection of Derby Museum and Art Gallery]]
[[Category:1922 mergers and acquisitions]]