Де́рбишир мен Стаффордшир темір жолы: Көмір және бәсекелестік тарихы

The Derbyshire and Staffordshire extension of the Great Northern Railway was an English railway network built by the GNR to get access to coal resources in the area to the north and west of Nottingham. The Midland Railway had obstructed the GNR in its attempts to secure a share of the lucrative business of transporting coal from the area, and in frustration the GNR built the line. The line was forked: it reached Pinxton in 1875 and a junction with the North Staffordshire Railway at Egginton, approaching Burton on Trent in 1878. The line cut through Derby, resulting in considerable demolition of housing there. West of Derby the line was primarily agricultural; thoughts that a long distance connection might build up using the line were over optimistic, although a limited long distance goods traffic did run. The GNR served holiday resorts on the East Coast of England, and a considerable excursion and holiday traffic from Derby and Nottingham was developed. After World War I a slow decline set in, affecting both passenger and goods traffic, and the passenger service west of Derby was discontinued in 1939. The Nottingham to Derby passenger service was withdrawn in 1964. Freight business had run down gradually, and that too ceased completely in 1968. After closure to revenue traffic, part of the line was later used as an experimental test track.

The first railway in Nottingham opened in 1839 when the Midland Counties Railway inaugurated a line from Derby. In 1844 the Midland Counties Railway amalgamated with others and formed the Midland Railway. The MR built a new station at Nottingham on the present day site, opening it in 1848, and the company expanded considerably in the following years, and for some time was the dominant railway company in the general area. The mineral and commercial resources of Nottingham and its environs were attractive to other railways, and the Ambergate, Nottingham, Boston and Eastern Junction Railway opened an east–west line from Grantham to a junction at Colwick, east of Nottingham, in 1850. It made a junction with the Midland Railway at Colwick and relied on the MR for access to Nottingham. The Ambergate company had been conceived to connect the manufacturing districts of Manchester and Lancashire with the Eastern Counties and Boston docks, but the ambitious scheme never achieved the funding it would need, and it was cut back. In 1852 the Great Northern Railway reached Grantham and made a junction with the Ambergate company there. A contractor had worked the Ambergate line at first, but now the GNR took over the operation. The Midland Railway went to great lengths to be obstructive to the GNR use of its line, in order to protect its near monopoly. In 1857 the GNR opened its own station, London Road, at Nottingham, together with an independent line to the station from Colwick. In 1860 the GNR leased the Ambergate company for a term of 999 years. its predecessors having opened their lines in 1839 and 1840. However the Midland Railway's commercial methods had been aggressive: there was considerable resentment in Derby at the Midland Railway exploitation of its monopoly position. If another large company were to open a line to the town, this would be a highly satisfactory development. In 1868 the Midland Railway opened its independent line from Bedford to London; hitherto it had relied on running over the GNR main line between Hitchin and London. Now no longer beholden to the GNR, it took a tougher line than ever in the Nottingham area, ending the traffic sharing agreement. Shortly a ruinous rates war followed, and on 2 April 1871 the GNR was barred from running its coal trains through the Midland lines at all.

This scheme was to be much more ambitious than the 1862 plan, designed to reach as far as Burton on Trent. As the GNR prepared the necessary parliamentary bill, the Midland saw that its monopoly was now under threat, and offered to resume the previous arrangements at Nottingham, but this was too late: the GNR had had enough. Thus in 1872 the GNR proposed a line that would run north from Colwick, and then west to Kimberley. The northern route around Nottingham avoided crossing the inner area of Nottingham from east to west, and linked in with large, hitherto unexploited, coal reserves in the Bestwood estate of the Duke of St Albans. Nevertheless, the new route had engineering challenges of its own. Just west of Kimberley, the line was to divide, one arm running north to Codnor Park and Pinxton, paralleling the Midland Railway Erewash Valley line. The other arm would continue westward through Ilkeston to Derby and Burton on Trent. From Burton, GNR trains would be able to reach Stafford using running powers over the North Stafford Railway. This westward connection would enable a route for outward mineral flows as an alternative to running through Colwick. The terrain west of Ilkeston was agricultural rather than mineral bearing. The planned route involved prodigious engineering challenges and steep gradients, as more convenient alignments were already occupied by the Midland Railway. The project was authorised on 25 July 1872;

The first construction was concentrated on the route to Pinxton, the northern arm of the Y shaped route, turning north at Awsworth Junction, just beyond Kimberley. The mineral resources of the area it would serve would be much more lucrative than the agriculture in the western areas. At Colwick a large triangle of lines was created, forming junctions with the Grantham line at Colwick West and East Junctions, coming together at North Junction. Colwick was planned to be the collection point for loaded and empty wagons in connection with the colliery traffic, and an engine shed and sidings for 650 full wagons and 500 empties were laid out there; cottages were erected for the staff. The line was difficult to construct; earthworks were heavy, especially between Bulwell and Kimberley. There was a tunnel 1,132 yards long at Mapperley, and Giltbrook Viaduct, 60 feet high with 43 arches crossing the Midland Railway west of Kimberley, a viaduct crossing another Midland branch at Bulwell, and Watnall tunnel, 268 yards, east of Kimberley. The line from Colwick junctions to Pinxton opened on 23 August 1875 for mineral traffic. The great rock cutting at Kimberley was still not completed when passenger trains began, and there was only a single track for a distance of 1 1/4 miles. Single line working was set up temporarily, and blasting was stopped while trains were in the cutting. It was not until February 1877 that the second line was sanctioned for passenger traffic, making the route double throughout.</blockquote>

On 24 January 1878 the GNR ran a special train throughout from Grantham to Egginton, distributing station equipment in readiness for opening. The line from Awsworth junction to Egginton East junction, 18 miles 55 chains, was brought into use for goods and mineral traffic on 28 January 1878. The GNR goods sidings at Burton were not ready until 1 April, and until then it was allowed use of the Midland's sidings at Wetmore junction. The new GNR goods depot at Hawkins Lane was brought into use on 1 August. There was extensive trip working to breweries and the GNR worked over the Midland connecting lines. The NSR gave running powers to the GNR between Egginton Junction and Bromshall Junction, and also on to Stoke on Trent, and the NSR was granted running powers to Nottingham and Pinxton, which it exercised for coal traffic to Colwick, and excursions and other specials to Nottingham.

Derby station was to be built as a lavish, first class station. However the construction had already greatly overrun cost estimates, and the architectural features of the station were toned down to save money. Nevertheless, it had four platforms, in the hope that the North Staffordshire Railway and the London and North Western Railway would use the station; however these changes did not take place, and the outer platforms at Derby saw little use. The GNR's hopes that "a new route from Derby to London" would bring in significant volumes of passenger business were illusory.

The GNR was induced to acquire the moribund Stafford and Uttoxeter Railway in 1882 for £100,000. Running powers to Shrewsbury existed and the connectivity this offered must have seemed attractive to the GNR. However the acquisition was not a great commercial success.

In 1882 a number of short branches near Stanton, west of Ilkeston, were authorised. They connected the Trowell Iron Company and Ilkeston Colliery, as well as Hallam Field Iron Works. They opened in 1884 and 1885. There were nine trains each way in 1910, but the service was withdrawn on 30 April 1928 except for a workmen's service which lasted until 4 December 1939, and goods traffic until 1963.

The Nottingham to Grantham line was the GNR's primary outlet for the heavy mineral traffic, and the decision was taken to widen the section nearest Nottingham (from Saxondale Junction) to four tracks. The junction at Colwick was moved further towards Grantham and further siding accommodation was provided in the space newly enclosed by the relocated route. The new junction was called Rectory Junction. The work was finished on 23 November 1891, but in 1896–7, still more sidings were provided, together with a wagon shop and a new engine shed. In 1900, additional sorting sidings were provided, with 29 roads, and room for 1,100 vehicles. The total capacity of the yard was 6,000. All sorting was by gravity: there were 67 down roads, and 68 up.