64-841: The Derwent Valley line is a railway line between Derby and Matlock in Derbyshire , England . It follows the Midland Main Line as far as Ambergate Junction , just south of Ambergate ; it continues to Matlock, following the course of the River Derwent . The section from Derby to Ambergate was built by the North Midland Railway (which ran between Derby and Leeds ) and was opened in 1839. Ambergate quickly became busy with tourists alighting for Matlock Bath, who would travel onwards by coach. The Birmingham and Derby Junction Railway also operated excursions from Birmingham completing
128-474: A porte-cochère for carriages, designed by John Holloway Saunders, the Midland Railway architect. An island platform, the present 2 and 3, was added which was accessed via a level crossing from platform 1. In 1881 platforms 4 to 6 (Platform 5 being a bay to the south) were added, being 850 feet (260 m) long and 45 feet (14 m) wide. The level crossing which gave access from platform 1 to platform 2
192-755: A public right of way . On 21 June 2007 East Midlands Trains took over the franchise. Under the franchise agreement East Midlands Trains was required to install automatic ticket gate lines at Derby station. Department for Transport King Charles III [REDACTED] William, Prince of Wales [REDACTED] Charles III ( King-in-Council ) [REDACTED] Starmer ministry ( L ) Keir Starmer ( L ) Angela Rayner ( L ) ( King-in-Parliament ) [REDACTED] Charles III [REDACTED] [REDACTED] [REDACTED] The Lord Reed The Lord Hodge Andrew Bailey Monetary Policy Committee The Department for Transport ( DfT )
256-467: A changing places toilet. There are no toilets accessible without passing the barriers. In the main ticket hall there is a Costa Pronto outlet, a WHSmiths, and a Greggs. There are ticket machines along the outside wall, and ticket collection machines located between the ticket office and the barriers. There are free cash points next to WHSmiths. On the platform 4/5 island there is a Pumpkin Cafe outlet, and there
320-551: A link from Yorkshire to London, with access to the coalfields. The promoters of the Midland Counties Railway suggested a line linking Nottingham, Derby and Leicester, with an extension to Rugby for London. Their original plan in 1833 had been to bring their line to Derby at Darby's Yard and Exeter Gardens, at the east side of the present Market Place, with a bridge over the Derwent. Following Vignoles's reassessment in 1835
384-520: A named express, the 'Devonian', which ran from Bradford to Bristol . In World War II , on 15 January 1941, the station was attacked again, becoming one of the few locations in Derby to suffer significant bomb damage. The overall roof of the train shed and platform six were severely damaged, with the loss of most of the rest of the glass, although the Victorian frontage of the station survived. The station
448-466: A new island platform built on the site of the former goods lines and carriage sidings. At the same time, the remaining platforms were straightened. The updated design has separated the London and Birmingham lines allowing more movements to pass through the station and has increased line speed through all the platforms. There is a service platform numbered as platform 7 which was used for passenger services during
512-583: A new route was proposed, either north or south of the Derby Canal to a terminus near St. Mary's Bridge with a branch to Full Street near to John Lombe's Silk Mill. Both options would cross the North Midland lines north of the latter's station. The North Midland planned to build their station near Nottingham Road, avoiding a river bridge, while the Birmingham and Derby planned to build theirs nearby. They realised
576-527: A number of ambitious projects for long-distance lines between cities had been mooted. Among these was a line between London and Edinburgh , for both goods and passengers, via Bedford and Leeds , passing in between Carlisle and Newcastle . Meanwhile, a number of short lines were built for specific purposes. Among these were the Mansfield and Pinxton and the Leicester and Swannington . The Mansfield and Pinxton
640-615: A poor state of repair. However Network Rail has announced its intention to overhaul the line completely in 2008, reinforcing or replacing the defective bridges. Passengers using the line have increased steadily at many stations on the line. 94% more passengers used its stations in 2010/11 than in 2007/08; journeys from Ambergate, Belper, Duffield and Matlock Bath have doubled in the same period. On 2 July 2011, Peak Rail extended their services from Matlock Riverside into Matlock to provide easy interchange between services. Local passenger services are operated by East Midlands Railway . There
704-604: A token from the machine at Ambergate station before proceeding and return it prior to leaving the branch. In addition to the local passenger services, the line between Derby and Ambergate Junction is also used by East Midlands Railway and CrossCountry 's fast services along with freight services operated by various companies. The Matlock branch lost its through services to London St Pancras in 2004 when (the former mainline operator) Midland Mainline replaced its Class 170 Turbostar diesel multiple units with Class 222 Meridian sets. The Meridians are not yet cleared to work on
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#1732852637211768-660: Is a ministerial department of the Government of the United Kingdom . It is responsible for the English transport network and a limited number of transport matters in Scotland, Wales, and Northern Ireland that have not been devolved . The department is run by the Secretary of State for Transport , currently (since 5 July 2024) Louise Haigh . The expenditure, administration, and policy of
832-516: Is a Costa outlet on the platform 6/7 island. Outside of the main entrance there is a bus stop served by Arriva Derby and Kinchbus. There is also a taxi rank and a pick up/drop off area in the car park of the Midland Hotel. The rear entrance has a pick up/drop off area, turning circle, and a short stay car park limited to 20 minutes. After the building of the Stockton and Darlington Railway in 1825,
896-485: Is a daily service between Nottingham and Matlock, via Derby. The frequency of the service is hourly, although on Sunday mornings the trains run every two hours increasing to hourly in the afternoon and evening. The line is operated as one single line block section from Ambergate, using the No Signalman Key Token system under the supervision of Derby PSB. The driver of each train heading for Matlock must collect
960-577: Is also served by CrossCountry services. It is the busiest station in Derbyshire, and the third busiest station in the East Midlands . It lies 127 miles 68 chains (205.8 km) north of London St Pancras . It is situated to the south-east of Derby city centre, and is close to the west bank of the River Derwent . The decision by the Midland Railway to have its headquarters in Derby made
1024-575: Is keen to reduce traffic congestion on the A6 and in the Peak District National Park . The route between Matlock and Rowsley was taken over by the Peak Rail preservation group, who are campaigning for the link to be restored to Buxton . The County Council carried out a study in 2004, which concluded that it was not economically feasible, but that the track bed would be protected from development. It
1088-566: The Derby Canal but this had not been a resounding success. People in Derby were supportive of any scheme which would bring a railway to the town. George Hudson encouraged the building of North Midland Railway , later becoming its chairman. Meanwhile, financiers in Birmingham, including G. C. Glyn , a banker and chairman of the London and Birmingham Railway , were looking to expand their system. The Birmingham and Derby Junction Railway would give it
1152-461: The Derwent Valley line serve the station, as well as local and semi-fast services to Stoke-on-Trent , Crewe , Birmingham and Cardiff Central . Derby station has six platforms in regular use, connected by a footbridge which is used as an exit to Pride Park and a car park. In 2018, the station was remodelled and re-signalled as part of a major upgrade programme. A bay platform was removed and
1216-743: The Design Manual for Roads and Bridges and Transport Analysis Guidance (TAG, formerly WebTAG). The DfT maintains datasets including the National Trip End Model and traffic counts on major roads. The devolution of transport policy varies around the UK; most aspects in Great Britain are decided at Westminster. Key reserved transport matters (i.e., not devolved) are as follows: Scotland Reserved matters: Scotland's comparability factor (the proportion of spending in this area devolved to
1280-506: The Midland Main Line from London St Pancras to Leeds and long-distance services on the Cross Country Route from Aberdeen through Birmingham New Street to Penzance or Bournemouth (the zero milepost on the latter route is at the south end of platform 1). Until the mid-twentieth century, the station was also served by through trains from Manchester and Glasgow to London. Local services from Nottingham to Matlock along
1344-557: The Pride Park development. Derby City Council provided £270,000 to extend the station footbridge to reach Pride Park and the car park. Railtrack and Midland Main Line entered into a Covenant With Regard to the Footbridge , that the non-travelling public are free to cross during station hours with exceptions for Christmas Day and Boxing day, and a proviso that the footbridge does not become
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#17328526372111408-470: The 'Tripartite Station'. it became known as the 'Tri Junct Station', It was 1,050 ft (320 m) long with one through platform plus a north and a south bay, the main platform and bays connected to seven stabling roads by a series of carriage turntables (rolling-stock was moved around the station by hand). These platform and stabling roads were all beneath a three-bay train shed. Whishaw described it thus: The admirably contrived and elegant roofs,
1472-402: The 1960s-era panel boxes here and at Trent Junction (near Nottingham), plus the 1986 one at Leicester and various small manual & panel boxes elsewhere in the area. When fully complete, it will be one of 12 and supervise over 350 route miles of railway. On 14 February 2001, Derby City Council , Midland Main Line and Railtrack agreed a £1,736,000-scheme to connect Derby Midland station to
1536-486: The Cromford and High Peak Railway. The other option would pass through Northampton , with a branch to Birmingham, go on to Derby, with a branch to Nottingham, and thence to the Cromford and High Peak. The Grand Midland Railway was a proposal to branch from the London to Birmingham railway, already under consideration, at Northampton, and bring it through Leicester, Loughborough and Derby to the Cromford and High Peak. Towards
1600-516: The Department of Transport are scrutinised by the Transport Committee . The Department for Transport has six strategic objectives: The department "creates the strategic framework" for transport services, which are delivered through a wide range of public and private sector bodies including its own executive agencies. The DfT sponsors the following public bodies: DfT publications include
1664-555: The Midland's main locomotive works . In 1846 a north facing spur (Derby North Junction) was added from the Midland Counties line. In 1867 a loop was added to the south, allowing through running for trains from London. The original section was closed in 1969. The junction to the south is called London Road. In 1857, the Midland Railway experimentally laid the first rails made of steel rather than cast iron at Derby station, made by
1728-800: The Scottish Government) was 91.7% for 2021/22. Northern Ireland Reserved matters: The department's devolved counterparts in Northern Ireland are: Northern Ireland's comparability factor (the proportion of spending in this area devolved to the Northern Ireland Executive) was 95.4% for 2021/22. Wales Reserved matters: The department's devolved counterpart in Wales is the Minister for Climate Change. Wales' comparability factor (the proportion of spending in this area devolved to
1792-741: The Welsh Government) was 36.6% for 2021/22. This represents a significant reduction (e.g. it was 80.9% in 2015) due to the controversial classification of HS2 as an 'England and Wales' project. The Ministry of Transport was established by the Ministry of Transport Act 1919 ( 9 & 10 Geo. 5 . c. 50) which provided for the transfer to the new ministry of powers and duties of any government department in respect of railways , light railways , tramways , canals and inland waterways , roads , bridges and ferries , and vehicles and traffic thereon, harbours , docks and piers . In September 1919, all
1856-409: The branch. 53°05′00″N 1°30′15″W / 53.0832°N 1.5041°W / 53.0832; -1.5041 Derby railway station Derby railway station ( / ˈ d ɑːr b i / , also known as Derby Midland ) is a main line railway station serving the city of Derby in Derbyshire , England. Owned by Network Rail and managed by East Midlands Railway , the station
1920-555: The course of the Derwent Valley Mills World Heritage corridor . Former operator Central Trains heavily promoted the line's tourist potential with a specially liveried train. Another former operator, Midland Mainline , extended some of its London–Derby services to Matlock, though these ceased with the introduction of the Class 222 Meridians which were too heavy for several bridges north of Whatstandwell which are in
1984-651: The department was reorganised into three major sections: Secretarial, Finance and Roads. The ministry's functions were exercised initially throughout the United Kingdom. An Irish Branch was established in 1920, but then was taken over by the government of the Irish Free State on the transfer of functions in 1922. The department took over transport functions of Scottish departments in the same year, though certain functions relating to local government, loan sanction, byelaws and housing were excepted. In May 1937, power to make provisional orders for harbour, pier and ferry works
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2048-427: The end of the 1820s the economic climate of the country had deteriorated and many investors were waiting to see how the new Liverpool and Manchester Railway would succeed. What investment that was forthcoming was for ventures with a reasonable expectation of a good, and rapid, return. Although the surveys were useful in the planning of later lines, the three lines were never built. Derby investors, naturally, favoured
2112-703: The fore for the East Midlands. The Midland Grand Junction Railway would connect Birmingham with Sheffield and Derby , with a branch to Nottingham and another branch from Sheffield to Manchester. There would also be a line to the East Coast at Goole. In 1824 the London Northern Railway Company was formed to link Birmingham, Derby, Nottingham, Hull and Manchester with London. Two options were proposed. One would branch at Loughborough , with branches for Nottingham and Derby, and proceeding to Manchester by
2176-457: The initial phase of the project but is not used in regular service. Derby station has lifts providing step free access to all platforms from both ends of the station. Platform 1 is accessible directly from the main ticket hall. Alternatively there's also a subway tunnel running from platform 1 to the platform 4/5 island. There are public toilets on all platforms, with male, female, disabled, and baby change facilities. Derby does not currently have
2240-605: The journey by way of the Cromford Canal . In 1849, the Manchester, Buxton, Matlock and Midlands Junction Railway opened from Ambergate and ran as far as Rowsley . Lack of finance prevented it from proceeding any further, but Matlock Bath capitalised on its reputation as a tourist town with the appellation Little Switzerland . The line was leased jointly by the Midland Railway and the LNWR and, in spite of determined opposition from
2304-531: The latter, the Midland succeeded in reaching Manchester in 1867. The Midland, and later the LMS , regarded it as one of their premier lines, linking Manchester with the East Midlands and London . Indeed, it could be regarded as the original Midland Main Line carrying such prestige expresses as The Palatine and the Peaks Express . In the twentieth century, it also carried The Midland Pullman . Initially, there
2368-411: The metallurgist Robert Forester Mushet . They were laid down at a particularly heavily used part of the station approach where the iron rails had to be renewed at least every six months, and occasionally every three. Six years later, in 1863, the rail seemed as perfect as ever, although some 500 trains had passed over it daily. In 1858 the station was extended with extra offices, improved facilities and
2432-552: The mills and the introduction of road transport, the parcel traffic disappeared, but minerals remained important until the mid-20th century. In 1968, however, the route from Matlock to Buxton (Midland) was closed during the Beeching Axe . The line between the quarry north of Matlock and Ambergate remained as a single track carrying a small amount of limestone, with a passenger service continuing from Matlock (supported strongly by Derby railway employees with their free passes). During
2496-407: The other, shunting and hooting. The first public departure from a temporary platform was on 4 June 1839 when a Midland Counties train ran to Nottingham (the inaugural run having taken place from Nottingham on the 30th). The first train to Birmingham departed on 12 August in the same year, from another temporary platform further south. The Tri Junct Station finally opened when the North Midland line
2560-573: The period from 1976 to 1993, trains would run through Derby from the Derwent Valley line to Sinfin. This ceased when the Sinfin branch line was first replaced with a taxi, then closed in 1998. The service later returned as a train as far as Peartree as a single train each day until 2001. While the railway workers had largely disappeared at the beginning of the 21st century, there is renewed public interest in rail; Derbyshire County Council , among others,
2624-565: The powers of the Road Board, the Ministry of Health, and the Board of Trade in respect of transport, were transferred to the new ministry. Initially, the department was organised to carry out supervisory, development and executive functions, but the end of railway and canal control by 1921, and the settlement of financial agreements relating to the wartime operations of the railways reduced its role. In 1923,
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2688-461: The responsibility of: The name "Ministry of Transport" lives on in the annual MOT test , a test of vehicle safety , roadworthiness , and exhaust emissions , which most vehicles used on public roads in the UK are required to pass annually once they reach three years old (four years for vehicles in Northern Ireland ). Following a series of strikes, poor performance, concerns over access for
2752-675: The scheme by the Midland Grand Junction to connect through Derby (at what was to be called the Grand Central Station) to the Cromford and High Peak Railway and thence to Manchester, since the London Northern would pass through Sandiacre some ten miles away. In the event neither line was built; the Cromford and High Peak Railway was not ideally suited to passenger working, and an alternative via Bakewell and Chapel-en-le-Frith would encounter very difficult terrain. (Manchester
2816-586: The spacious, the great length of the whole erection extending to upwards of a thousand feet. All unite in rendering it the most complete structure of the kind in the United Kingdom or perhaps the world. The platform was in three parts with the centre section built forward as in the diagram, which allowed trains some freedom of movement. With one platform for passengers to board and alight, it was not necessary for them to cross running lines when changing trains. The station offices were also partitioned into three sections, each line having its own facilities. Fronting this
2880-432: The station became owned by Railtrack and later Network Rail. Day-to-day operation was initially with Midland Mainline who refurbished it with the installation of a large electronic departure board in the station entrance hall and smaller boards on all platforms. The station is now managed by East Midlands Railway. In 2005, the footbridge connecting the platforms, which had been temporarily supported for at least 30 years,
2944-415: The station was renamed Derby on timetables and platforms, though the full name of Derby Midland Station was retained on the station's main sign. Even today, the fuller name is sometimes used, including on the modern main sign (erected 1985) and on the station's electronic departures board. With the advent of power signalling in 1969, the signal box and the crossovers disappeared, and the tracks approaching
3008-425: The station were relaid to allow trains from any direction to enter or leave any platform. The original Midland Counties Railway route from the north end of the station to Spondon Junction via Chaddesden sidings was closed as part of this work (trains travelling between Nottingham & stations towards Birmingham must now reverse at the station). The Victorian station entrance and booking hall, that dated back to 1840,
3072-549: The town a busy node of the rail network. First opened in 1839, it was at the time one of the largest stations in the country, and was unusual for being shared by more than one company. Until its closure in 1990, Derby Railway Works , consisting of major carriage and locomotive workshops, as well as the Research Division in the Railway Technical Centre were housed there. The station is an interchange point between
3136-504: The value of a link with the North Midland, and decided to bridge the river and share its station. In 1836 the town council suggested a single station for all three companies and the Midland Counties agreed. One site considered was an island bounded by the River Derwent and the canal, called The Holmes, now Bass's Recreation Ground. The space was restricted and susceptible to flooding, and the trackwork would be complicated. The selected site
3200-406: The whole complex controlled by a signal box on the centre platform. The frontage and offices were rebuilt around 1892 to designs by the architect of the Midland Railway, Charles Trubshaw . The station and railway workshops adjoining it were the target of a Zeppelin bombing raid during World War I , in 1916, though only slight damage was inflicted. The 'main line' on which Derby station sat
3264-762: Was a feeder for a canal and was a wagonway , but these short lines were pivotal in later events. Possibly the longest was the Cromford and High Peak Railway , opened in 1833, to connect the Cromford Canal with the Peak Forest Canal . It attracted interest because it provided access to Manchester through the Peak District of Derbyshire , even today an obstacle to transport. In the 1830s, lines were already in progress between Bristol and London and from each to Birmingham and thence to Liverpool and Manchester , and their promoters were looking ahead. Three schemes came to
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#17328526372113328-425: Was a great deal of parcel traffic, particularly textiles from the various mills, and the line was also immensely important for coal traffic from Nottinghamshire and Derbyshire to Manchester and, southwards, for limestone from the Peak District . A large motive power depot was provided at Rowsley to split trains and provide banking engines for the long haul up to Peak Forest . With the end of water power for
3392-406: Was a magnificent two-storey stone building designed by Francis Thompson . The North Midland also built a cluster of workers' houses of which the present Midland Terrace, Railway Terrace and Calvert Street remain preserved as a conservation area . These are thought to be the oldest railway workers' houses in the world, these were saved from demolition in the 1970s by local architect Derek Latham and
3456-493: Was completed to Rotherham Masborough on 11 May 1840, reaching Leeds seven weeks later. The station's official name was Derby Station. In 1844 all three railways amalgamated to become the Midland Railway , with headquarters at Derby station. Joseph Paxton , a director of the railway, produced his first sketch for the Crystal Palace during a board meeting there. The North Midland repair shop and two locomotive sheds formed
3520-473: Was demolished in 1985. The new travel centre officially opened on 15 January 1986. The entrance's original clock was moved to the north end of the car park. The coats of arms of the Midland Railway and of the City of Derby was fixed to the frontage of the new replacement booking hall and entrance. The decision to demolish the old building was a controversial one at the time. Upon the privatisation of British Rail ,
3584-689: Was designated by the Department for Transport as a community rail service in July 2006 and was fully designated as a community rail line in September 2006. Meanwhile, the interest shown by the local councils and public groups such as the Derwent Valley Rural Transport Partnership and the Friends of the Derwent Valley has encouraged the interest of railway companies. In particular, it follows
3648-620: Was further south on the west bank, Borough's Fields, in Litchurch , at the southern side of the Castlefields estate. It was a mile from the town, but the council built a carriageway to the town centre, along Siddals Lane (now Siddals Road). The station was built by the North Midland, with the other two companies renting spaces. The whole arrangement was confirmed by the North Midland Railway Act 1839. Although some sources refer to it as
3712-556: Was not, in fact, reached until later in the century by the Manchester, Buxton, Matlock and Midland Junction Railway and its extensions.) The Midland Counties Railway was originally proposed to connect the Mansfield and Pinxton Railway to Leicester to supply coal. However, supplies provided by the canal network and the River Trent to Nottingham, meant that few people were willing to invest. Provision of coal supplies to Derby were via
3776-482: Was one of the early projects completed by the Derbyshire Historic Building Trust. At each end was a hotel. The Midland Hotel , for first class passengers, is said to be the first provincial railway hotel following on after that at Euston in London. The Brunswick Inn was for second class passengers and railway workers. The saying went that patrons of the first chatted about hunting and shooting, of
3840-493: Was removed and access provided by a new footbridge 16 feet (4.9 m) wide with staircases down to each platform. Platforms 2 and 3 were lengthened by about 350 feet (110 m) and new waiting rooms and refreshment rooms were provided, designed by the company architect John Holloway Sanders . A subway was installed to allow better transfer of luggage between platforms with hydraulic lifts to raise and lower luggage. The turntables were removed and replaced by scissors crossovers ,
3904-403: Was renamed Derby Midland Station on 25 September 1950. It was extensively rebuilt between 1952 and 1954 using pre-stressed concrete. The cost of the modernisation plan was £200,000 (equivalent to £7,270,000 in 2023). The station signal box was also rebuilt, described by the staff as 'a cupboard under the stairs'. In 1954, part of the roof was replaced by concrete awnings. From 6 May 1968,
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#17328526372113968-524: Was replaced. Whilst doing this, engineers discovered that there were stresses in the concrete of the 1950s canopy. Work to demolish the canopies and erect new ones began in mid-2007 and was completed in October 2009. A£15m signalling centre, the Derby Rail Operating Centre, (formerly known as East Midlands Control Centre), was opened immediately south of the station on 3 April 2008. This replaced
4032-475: Was that from London to Manchester, carrying named expresses such as the 'Palatine' and the 'Peaks', while trains to Leeds and Scotland tended to use the Erewash Valley Line and expresses to Edinburgh , such as The Waverley travelled through Corby and Nottingham. The line from Leeds was nevertheless busy with trains to the south west and Cornwall , and summer specials to Paignton and Torquay . It had
4096-485: Was transferred to the Secretary of State for Scotland. The growth of road transport increased the responsibilities of the ministry, and in the 1930s, and especially with defence preparations preceding the outbreak of war, government responsibilities for all means of transport increased significantly. Government control of transport and diverse associated matters has been reorganised a number of times in modern history, being
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