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{{MetaSidebar|19%|#eeffff|right|Stations and landmarks|Original stations shown in bold typeHampton-in-Arden railway station
Maxstoke railway station
1842 Birmingham Lawley Street railway station
1842 Curzon Street railway station
1854 Birmingham New Street railway station
SaltleyBromford1842 Castle Bromwich railway station
1842 Water Orton railway station
1842 Coleshill railway station
Kingsbury railway station
Water Orton railway station
Wilnecote (Staffordshire) railway station
Tamworth railway station
ElfordCroxhallBarton and Walton railway station
BranstonBurton upon Trent railway station
Willington railway station
Peartree railway station
Derby railway station
-->

The Birmingham and Derby Junction Railway was a Great Britain railway company. From Birmingham it connected at Derby with the North Midland Railway and the Midland Counties Railway at what became known as the Derby Midland Station#History. It now forms part of the main route between the West Country and the Northeast.

Origins Although Birmingham was served by an extensive canal network, indeed, it is suggested they were a factor in its growth as an engineering centres, there were huge technical problems.

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 scheme for a line to Gloucester and Bristol was in the air.. The North Midland had been floated in 1833 and a proposal was made to connect to its terminus at Derby

George Stephenson surveyed the route in 1835 bill envisaged the line as running through Whitacre Heath to meet the London and Birmingham Railway with a junction at Stechford railway station to travel into the latter's terminus at Birmingham Curzon Street Station. It would also run from Whitacre to Hampton-in-Arden, where it would join the L&B for connections to London.

The promoters came into conflict with those of the Midland Counties Railway even before the bills were presented to Parliament since the lines would compete with each other. In the end, the Birmingham and Derby line agreed to withdraw their branch to Hampton if it the Midland Counties withdrew their line along the Erewash valley.

With the active support of Prime Minister Robert Peel, the member for Tamworth, the Birmingham and Derby Junction Railway Bill passed through Parliament on 19 May, 1836, The Hampton branch had been removed, but when the Midland Counties presented their bill, it still contained the Erewash line (although it was later dropped on the insistence of the North Midland Railway). The Birmingham and Derby people 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 42 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 there was no gradient steeper than 1 in 339.

The rails were Rail profile#History, 56 lb. per yard, set in chairs upon cross sleepers. Although the standard gauge was used to match the other railways it was associated with, the rails were actually set at 4 ft. 9 inch apart to allow extra play.



History Competition The B&DJR opened on 12 August, 1839 with the line into Hampton, where the trains would reverse for Birmingham. There were six stations in addition to Hampton-in-Arden railway station and Derby station. These were Maxstoke railway station (later renamed Maxstoke), Kingsbury railway station, Tamworth railway station, Walton railway station,Burton upon Trent railway station and Willington railway station.

From the start the joint use of Curzon Street terminus, with the London and Birmingham, gave problems. In 1842 a new line was opened with a new terminus at Birmingham Lawley Street station This proceeded to Whitacre via Castle Bromwich railway station, Water Orton railway station and Coleshill railway station (later remamed Coleshill). The line from Whitacre to Stechford which had not been built, was abandoned, and that to Hampton was reduced to single track.

Strong competition between the line and the Midland Counties Railway 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 make the journey in an hour less. 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 for exclusive access to its passengers. In retaliation the Birmingham board opposed a bill that the MCR had submitted to Parliament. Both lines were in dire straits and paying minuscule dividends.

The North Midland was also suffering severe financial problems arising from the original cost of the line and its buiddings. 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&BJR 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.

Midland Railway In 1844, the Birmingham and Derby Junction Railway, the Midland Counties and the North Midland Railway merged to form the new Midland Railway.

The route to Hampton-in-Arden, the Stonebridge Railway immediately lost all importance when the companies merged, since London traffic was redirected through the shorter Midland Counties route via Rugby, Warwickshire. Known as the Stonebridge Railway, it became a minor branch line, and struggled on as such with only one daily passenger train until 1917, when this train was withdrawn as a wartime economy measure. The line remained open until 1935 for freight-only closing when one of the original timber bridges failed, thus becoming one of the earliest railway closures. The old Derby Junction station building at Hampton can still be seen.

The line into Lawley Street remained important, however, for passengers to the South West, who would join the Birmingham and Gloucester Railway at Camp Hill or, from 1841, Curzon Street.

Present day It is now part of the main line from the North West and Newcastle upon Tyne, via Derby station and Birmingham New Street, to the south West at Bristol. It now operated by Virgin Trains.

See also Birmingham and Derby Junction Railway Locomotives

References Clinker. C.R., (1982) The Birmingham and Derby Junction Railway, Avon-AngliA Publications and Services.

External links

{{MetaSidebar|19%|#eeffff|right|Stations and landmarks|Original stations shown in bold typeHampton-in-Arden railway station
Maxstoke railway station
1842 Birmingham Lawley Street railway station
1842 Curzon Street railway station
1854 Birmingham New Street railway station
SaltleyBromford1842 Castle Bromwich railway station
1842 Water Orton railway station
1842 Coleshill railway station
Kingsbury railway station
Water Orton railway station
Wilnecote (Staffordshire) railway station
Tamworth railway station
ElfordCroxhallBarton and Walton railway station
BranstonBurton upon Trent railway station
Willington railway station
Peartree railway station
Derby railway station
-->

The Birmingham and Derby Junction Railway was a Great Britain railway company. From Birmingham it connected at Derby with the North Midland Railway and the Midland Counties Railway at what became known as the Derby Midland Station#History. It now forms part of the main route between the West Country and the Northeast.

Origins Although Birmingham was served by an extensive canal network, indeed, it is suggested they were a factor in its growth as an engineering centres, there were huge technical problems.

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 scheme for a line to Gloucester and Bristol was in the air.. The North Midland had been floated in 1833 and a proposal was made to connect to its terminus at Derby

George Stephenson surveyed the route in 1835 bill envisaged the line as running through Whitacre Heath to meet the London and Birmingham Railway with a junction at Stechford railway station to travel into the latter's terminus at Birmingham Curzon Street Station. It would also run from Whitacre to Hampton-in-Arden, where it would join the L&B for connections to London.

The promoters came into conflict with those of the Midland Counties Railway even before the bills were presented to Parliament since the lines would compete with each other. In the end, the Birmingham and Derby line agreed to withdraw their branch to Hampton if it the Midland Counties withdrew their line along the Erewash valley.

With the active support of Prime Minister Robert Peel, the member for Tamworth, the Birmingham and Derby Junction Railway Bill passed through Parliament on 19 May, 1836, The Hampton branch had been removed, but when the Midland Counties presented their bill, it still contained the Erewash line (although it was later dropped on the insistence of the North Midland Railway). The Birmingham and Derby people 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 42 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 there was no gradient steeper than 1 in 339.

The rails were Rail profile#History, 56 lb. per yard, set in chairs upon cross sleepers. Although the standard gauge was used to match the other railways it was associated with, the rails were actually set at 4 ft. 9 inch apart to allow extra play.



History Competition The B&DJR opened on 12 August, 1839 with the line into Hampton, where the trains would reverse for Birmingham. There were six stations in addition to Hampton-in-Arden railway station and Derby station. These were Maxstoke railway station (later renamed Maxstoke), Kingsbury railway station, Tamworth railway station, Walton railway station,Burton upon Trent railway station and Willington railway station.

From the start the joint use of Curzon Street terminus, with the London and Birmingham, gave problems. In 1842 a new line was opened with a new terminus at Birmingham Lawley Street station This proceeded to Whitacre via Castle Bromwich railway station, Water Orton railway station and Coleshill railway station (later remamed Coleshill). The line from Whitacre to Stechford which had not been built, was abandoned, and that to Hampton was reduced to single track.

Strong competition between the line and the Midland Counties Railway 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 make the journey in an hour less. 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 for exclusive access to its passengers. In retaliation the Birmingham board opposed a bill that the MCR had submitted to Parliament. Both lines were in dire straits and paying minuscule dividends.

The North Midland was also suffering severe financial problems arising from the original cost of the line and its buiddings. 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&BJR 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.

Midland Railway In 1844, the Birmingham and Derby Junction Railway, the Midland Counties and the North Midland Railway merged to form the new Midland Railway.

The route to Hampton-in-Arden, the Stonebridge Railway immediately lost all importance when the companies merged, since London traffic was redirected through the shorter Midland Counties route via Rugby, Warwickshire. Known as the Stonebridge Railway, it became a minor branch line, and struggled on as such with only one daily passenger train until 1917, when this train was withdrawn as a wartime economy measure. The line remained open until 1935 for freight-only closing when one of the original timber bridges failed, thus becoming one of the earliest railway closures. The old Derby Junction station building at Hampton can still be seen.

The line into Lawley Street remained important, however, for passengers to the South West, who would join the Birmingham and Gloucester Railway at Camp Hill or, from 1841, Curzon Street.

Present day It is now part of the main line from the North West and Newcastle upon Tyne, via Derby station and Birmingham New Street, to the south West at Bristol. It now operated by Virgin Trains.

See also Birmingham and Derby Junction Railway Locomotives

References Clinker. C.R., (1982) The Birmingham and Derby Junction Railway, Avon-AngliA Publications and Services.

External links



Birmingham and Derby Junction Railway - Wikipedia, the free ...
The Birmingham and Derby Junction Railway was a British railway company. From Birmingham it connected at Derby with the North Midland Railway and the Midland Counties Railway at ...

Birmingham and Derby Junction Railway Locomotives - Wikipedia, the ...
The Birmingham and Derby Junction Railway ordered twelve 2-2-2 passenger locomotives in 1838 and two four-coupled goods in 1841 from various makers:

Birmingham and Derby Junction Railway (UK) - What does BDJR stand for ...
Acronym Definition; BDJR: Birmingham and Derby Junction Railway (UK)

BDJR
Acronym Finder: BDJR stands for Birmingham and Derby Junction Railway (UK) ... What does BDJR stand for? Birmingham and Derby Junction Railway (UK)

Birmingham’s Railways
The three companies – London and Birmingham Railway, Grand Junction Railway and Birmingham and Derby Junction Railway – were racing to establish themselves in Birmingham.

Coleshill Station
Coleshill Station 1839 - 1939: Coleshill station was opened by the Birmingham and Derby Junction Railway in 1839 to link Derby, via Whitacre Junction, with Hampton-in-Arden.

The Railways in the West Midlands
The London and Birmingham Railway company and the Birmingham and Derby Junction Railway were followed by the Birmingham and Gloucester Railway making a total of four railway ...

INEX: Wikipedia, the free encyclopedia (Birmingham and Derby Junction ...
Table of Contents. 1 External links; The Birmingham and Derby Junction Railway was a British railway company. From Birmingham it connected at Derby with the North Midland ...

Castle Bromwich Station
Castle Bromwich Station 1842 - 1968: Castle Bromwich station opened on the Birmingham and Derby Junction Railway's line from Lawley Street to Derby in 1842, Castle Bromwich station ...

Birmingham Airport (UK, ICAO code) - What does EGBB stand for ...
Acronym Definition; EGBB: Birmingham Airport (UK, ICAO code) ... Birmingham and Derby Junction Railway Birmingham and Derby Junction Railway (UK)

 

Birmingham And Derby Junction Railway



 
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