Kirtley Era Carriages - The Saga Continues

	Since "Midland Carriages" by Ralph Lacy and George Dow was published in 1984, a massive amount of new material has come to light from both primary and secondary sources.  A major update of published references is therefore possible, covering both Midland carriages within the Kirtley era and early absorbed Companies, such as the North Western.

	I regard this article as both an overview of the material that has been unearthed and a progress report.  The major primary sources are the Minutes of the Committee of Management, covering the period 1844-49, and the Minutes of the Traffic Committee covering the 1849-73 period.  The major secondary source has been the Clinker Collection at Brunel University.  I would like at this point to acknowledge the help of Kelvin White (BGS), Mike Jolly (BGS), Gordon Weddell, Tom Richards, Michael Chrimes, and the Staff of the Libraries of the ICE and IMechE.

	When considering Midland carriage policy between 1844 and 1873, it is important to understand that the decision making process was very different from that which operated after Clayton took over.  In the beginning, decisions were taken at Board level, then between 1845 and 1849 carriage policy was in the hands of the Committee of Management.  After 1849, policy was very firmly in the hands of the Traffic Committee.  Two principles stand out very clearly during this latter period.  Firstly, Matthew Kirtley had very little say in carriage design, and secondly the Traffic Committee's policies were very conservative, to the point of copying Great Northern standards in the case of the 1858 Seconds, for example.  The prime example of this conservatism concerns bogie carriages.  Derby drawing office produced a complete series of designs in 1872, but when the matter came to the Traffic Committee's attention on the 5th of November of that year, the 'buck' was passed to the Board.

	The very first reference to specifically Midland carriage policy occurred at the Board meeting for the 13th of June 1844, when it was resolved to paint Midland carriages "claret" in future.  This is undoubtedly the origin of the famous Crimson Lake colour scheme.  At the Board meeting of the 2nd of July, it was decided to pay Joseph Wright for ten new carriages, evidently ordered just before the amalgamation.

	It was ordered at the September 10th 1844 Board meeting to request from the Board of Trade the specification of the carriages to be provided for Third Class passengers.

	At the same meeting, the absorption of the Sheffield & Rotherham Rly. was agreed, enactment taking place on the 21st of July 1845.  Some fragmentary evidence of the Sheffield & Rotherham carriages has come to light in the Clinker Collection.  Sheffield & Rotherham carriage policy, such as it was, was in the hands of the S&R Locomotive Committee, whose Minutes have not survived.

	There were six first class carriages, each with three compartments, each compartment holding six passengers. They were four-wheeled and weighed 3 tons 15 cwt.  They were apparently built by R. Melling of Cross Hayes, Manchester.  Painted yellow, they were described as "... exceedingly beautiful and well fitted up" by F.S. Williams in his Midland History.

	The second class carriages were obtained from a firm in Bolton.  Painted green, they were described as "closed on top" by Whishaw, holding about forty passengers.  Second class was abolished on the S&R by 1841, so these carriages became thirds.  There were also two open third class carriages, about which nothing further is known.

	At the Board meeting held on the 20th of January 1845, Matthew Kirtley reported to the Board on the state of the carriage stock, but no details are given in the Minutes.  However, F.S. Williams records that in 1845 the Midland possessed 282 carriages of all types, 95 horseboxes and carriage trucks and 56 Break & Parcels Vans.

	The amalgamation in principle with the Leeds & Bradford Rly. was agreed at the Board meeting of 4th November 1845, and was carried out on the 26th of August 1846.  On the 7th of February 1846, the tender of Hamer of Leicester was accepted for the following vehicles:-

				4 First Class carriages @ œ350 each
				2 Composite Carriages @ œ300 each
				10 Second Class carriages with brakes @ œ280 each
				12 Third Class carriages with brakes @ œ165 each
				4 Brake & Parcels Vans @ œ180 each.

All of these were to be delivered by the 1st of May 1846.  The 12 Thirds were all apparently open, as they were used at the "contractors opening" on the 30th of May 1846, together with one other, possibly closed, carriage for the ladies.

	In order to fully appreciate subsequent events, it is necessary to reiterate the information given below, although it has already been given in Lacy & Dow.

	At the 10th of September 1844 Board meeting, it was resolved to sell the following carriages to the Newcastle & Darlington Rly.:-

				8 MCR First Class @ œ170 each
				4 North Midland Composite Carriages @ œ150 each
				18 North Midland Second Class unclosed carriages
				   @ œ120 each

Two Midland Counties 2nd class were sold to the Leicester & Swannington @ œ120 each.

	At the 5th of November 1844 meeting of the Board, the carriage sales listed below were ordered to be made:-

	To the Ballochney Railway Co.:-
				
				2 MCR 1st class carriages @ œ175 each
				2 MCR 2nd class carriages @ œ125 each
				2 Birmingham & Derby Junction Second Class
				  carriages @ œ125 each
				1 North Midland Third Class carriage @ œ90

	To the Stockton & Hartlepool Railway Co.:-

				6 Composite Carriages @ œ150 each
				4 Second Class Carriages @ œ125 each
				4 Third Class Carriages @ œ80 each

The terms were Cash in three months' time.

	The Minutes of the Committee of Management have proved to be a veritable mine of information regarding early Midland carriage policy.  The 1845-49 gap in the records alluded to in Lacy & Dow doesn't exist - the references to carriages are at least as detailed as those in the Locomotive Committee Minutes of 1858 onwards.

	The first explicit reference to carriages occurs in Minute 787 of the meeting held on the 5th of October 1845.  Kirtley stated that 15 new 1st class carriages would be required for the following summer.  He proposed to build three in the carriage department and obtain tenders for the rest.  This seems to imply that carriage construction may have taken place before this date, although I have found no reference.

	At the meeting held on the 9th of December 1845, 8 1st class carriages were ordered from Hamer of Leicester for œ345 each, and another 8 from Smith & Dagley for the same price.  Evidently, construction at Derby was decided against in this occasion.

	However, at the meeting of the 22nd of January 1846, Minute 1363 records that Kirtley was instructed to build, presumably at Derby, 12 additional horseboxes and 12 additional carriage trucks.  On the 17th of March, the Committee of Management ordered to be built at Derby 12 new horseboxes "of the most improved type" to be ready in time for the opening of the line to Melton.  The nature of the improvements was not specified, unfortunately.

	A week earlier, the Committee had ordered to be built at Derby 20 Third Class carriage bodies "forthwith".  One can only assume that existing chassis were to be used.

	Minute 1300, of January 13th 1846, has the following to say about Second Class carriages:-

	"The following tenders were received for Second Class carriages:-
	 Adams of London: 25 carriages @ œ275/7/6 without Breaks, to deliver
	 8 in 2 months, 8 in 3 months and 9 in 4 months, from date of order.
	 Smith & Dagley of Derby: 25 carriages @ œ265/-/- with Breaks, to
	 deliver 10 in 3 months and 15 in 5 months.
	 Jeffrey of London: 8 carriages @ œ336/-/- each
	 Wright of London: 6 carriages @ œ298/-/- each
	 Resolved
		That Messrs. Smith & Dagley's Tender to supply 25 carriages
	 @ œ265 each be accepted."

	Minute 2988 of April 5th 1847 states that the tender of Messrs. Marshall & Co. to supply 15 Horse Boxes @ œ155 each, the same as the Midland's last ones was accepted.  Presumably these were of the improved 
type.  Minute 2989, of the same date, records that Mr. Wright of Saltley was to be offered 15 if he would furnish them at the same price.  Whether this offer was accepted is not clear.  However, it is interesting to note that Joseph Wright had moved his workshops to Birmingham by this date.

	Minute 3161, of the 1st of June 1847 records that 20 Second Class carriages were ordered from Adams & Allcock for œ188/-/- each without wheels and axles.

	Before continuing further, some important new information regarding early absorbed carriages will now be related.  Firstly, the fourth original Leicester & Swannington carriage has been identified.  This originated as the Directors' carriage, and was put on as a closed or First Class carriage after the opening day.  It had only one door per side with seats all round the sides.  It was replaced as a First Class vehicle by the carriage built by the Company at the West Bridge works, of 3 compartments with 3 doors on each side.

	The Broad Gauge Society has done a large amount of work on the twenty BG carriages taken over from the Bristol & Gloucester Rly.  Carriages 1-6 have been identified as four-wheeled Firsts with three compartments, built in 1844 by Williams of Bristol and supplied through Stothert & Slaughter, who originally operated the line under contract.  Carriages 9-14 have been identified as four-compartment six-wheeled Seconds.  Carriages 15-20 have been identified as six-wheeled Thirds well down to the usual standard for this period.  They were apparently originally four-wheeled but were converted later.  These carriages have been illustrated both in the well-known House of Commons report and in a brief article in "Broadsheet" No. 25.  All twenty had apparently been purchased by the Midland in July 1845.

	The first documented reference to technical improvement of Midland carriages is given in Minute 2086, of the 5th August 1846.  It reads:-

	"That Mr. Kirtley proceed to try the steel tyres of Messrs. Banks
	 & Petrie and report from time to time as to the success of the
	 experiment."

	The carriage orders placed by the Midland seem to have caused problems and delays at the builders.  For example, Minute 2174 of the 18th August 1846 states:-

	"That until Messrs. Smith & Dagley deliver 12 Second Class carriages
	 complete, they will not be paid any more money on account."

	Also, Minute 2175, of the same date, states:-

	"That until Mr. Hamer delivers 10 Passenger Carriages complete, he
	 will not be paid any more money on account."

	The first itemised total of Midland carriage stock is recorded by Minute 2361 of the 3rd of October 1846.  It breaks down as follows:-

	           Current   Ordered  Reqd.	Projected	Order [Unit] Cost
First		   72           2            6                 80                       £330
Composite         35            -           15                50
Second             116         28       		    120		         £240
Third Encl.          6             2            8                                           £200
Third Open        58            0            0                  58
Horseboxes        63           0           17                 80
Carr. Trucks       70            0           10                80
Break/Lugg. Vans  43       10           7                  60                     £240

The annotations of this list were:-

1. Fourteen old Seconds were to be replaced or converted to Thirds.
2. An extra 12 Enclosed Thirds were to be converted from other stock.
3. The above additions were to be made as soon as possible.

	Matthew Kirtley seems already to been an active carriage designer by this time, as Minute 2640 of the 29th December 1846 records:-

	"That Mr. W. Hamer's tender to construct 20 Second Class carriages
	 to Mr. Kirtley's design, and to deliver those by the end of April
	 For £250 per carriage, be accepted."

	As well as the twenty BG vehicles taken over from the Bristol & Gloucester, the Midland was arranging for additions to the Broad Gauge stock through the Bristol & Birmingham Committee.  The latter's Minute 860, dated the 23rd of November 1846, states:-

	"As to Minute 812, Mr. Williams of Bristol having stated that his
	 tender for two Broad Gauge carriages having been misunderstood,
	 further tenders have been obtained.
	 Resolved that the tender of Messrs. Adams & Allcock at £424/10/-
	 each, exclusive of axleboxes and guards be accepted subject to
	 delivery in 3 months."

Minute 812 recorded the acceptance of Williams' tender for two Broad Gauge composites.

	Management Committee Minute 2641, of the 4th of January 1846, states that Kirtley is to build 20 additional First Class carriages at Derby.  The estimated cost was £320 each.

	Minute 2675, of the 12th of January 1847, states:-

	"The following tenders for 20 Second Class carriages were received:-
	 J. Wright Birmingham	£250/-/-
	 Brown Marshall & Co.	£243/-/-
	 Resolved
	 	That Messrs. Brown Marshall's tender be accepted @ £243 per
	     carriage."

	Minute 2674, dated the 19th of Janurary 1847, states that Joseph Wright's tender for 25 Second Class carriages @ £243 each was accepted.

	These Seconds were the subject of drawings by Clement E. Stretton and illustrated in Plate 32 of S.W. Johnson's Presidential Address.  They seem very similar to the First of the period, but are one foot shorter, due to narrower compartments.

	Minute 2732, dated the 26th of January 1847, summarises the rolling stock report for the half-year ending 31st December 1846.  This summary states:-

	"The carriage & wagon stock is also in a very much improved condition,
	 having received during the half year a large amount of material; viz,
	 wheels and axles, new underframes with springs &c."

	The final major order for Broad Gauge carriages was also made in the first half of 1847.  Bristol & Birmingham Minute 980, dated 22nd of April 1847, states:-

	"Resolved that Mr. Kirtley be instructed to order of J. Wright six
	 First Class carriages and eight Second Class carriages for use on the
	 Bristol & Gloucester line, the former at £430 each and the latter at
	 £280 each."

The Seconds were the subject of a Stretton drawing shown on Plate 32 of S.W. Johnson's Presidential Address.  Length scales approximately 27 feet over body with wheelbase of approximately 9'+ 9'.  Body height to the top of the roof scales at approximately 6 feet.  This drawing is also shown in the first edition of Stretton's Midland History.

	Returning to Midland stock proper, the issue of passenger brake vans seems to have been tackled next.  For example, Minute 3181 of the 8th of June 1847 states:-

	"That 10 Guards Brakes, the same as used by the London & North
	 Western Co. on their Passenger Trains, be ordered so as to run
	 through from Normanton to London as agreed by the London & North
	 Western Co."

	At the next Management Committee meeting, held on the 15th of June 1847, Kirtley reported that 10 Guards Brakes of the LNWR pattern had been ordered from Wright of Birmingham for £180 each, the Midland to provide the wheels and axles.

	As well as stock orders, improvements were being made to the overall technical standard of Midland carriages.  Minute 3204 of the 7th of June 1847 recorded the use of steel tyres on Break Vans 43, 44 and 46 and Composite carriage No. 9.  The type of tyre was not generally adopted at Kirtley's recommendation.  Minute 3218 of the 22nd of June 1847 authorised Kirtley to use 3' 6" wheels on First Class carriages.

	Minute 3222, of the same date, records that Kirtley was proceeding with the adjustment of carriage buffer centres, and supplying new underframes with improved springs for the old carriages requiring this alteration.  Minute 3233 of the 29th of June 1847 states that Kirtley recommended a standard buffer centre of 5' 9" and a buffer height of 3' 3". It was resolved to agree this with the Board before the next Clearing House meeting.  Minute 3294 of the 13th of July 1847 recorded a letter from a Capt. Harness recommending the MR uniform height of carriage buffers.

	Minute 3281, of the 6th of July 1847, records that tenders for 40 underframes for old carriages were received from:-
			J. Wright @ £72/-/- each
			Smith & Dagley @ £86/10/- each
			Brown Marshall & Co. @ £77/10/- each
Wright's tender was accepted.

	Returning to stock orders, Minute 3282, of the same date, records that the following tenders were received for 30 carriage trucks:-

		J. Wright @ £75/-/-
		Smith & Dagley @ £95/-/-
		Brown Marshall @ £106/-/-

Wright's tender was accepted.

	Minute 3337 of the 27th July 1847 records that tenders for 12 Fish Trucks were to be obtained.  This Minute was complied with by the 14th of August.  Who built these is not clear, but references to Fish traffic in later years make it clear that they were actually built.  However, their replacement by similar vehicles in the late 1850's or 1860's is not recorded.

	Minute 3493, of the 7th of September 1847, records that Messrs. Brown Marshall's tender to build 6 First Class carriages was accepted.

	Minute 3696, of the 9th of November 1847, records that 10 Brake Vans were ordered from Mr. Wright @ £167 each.  Whether these were passenger or goods brakes is not clear, although the cost suggests the former.

	Minute 3949, of the 18th of January 1848, records that the following tenders for Guards Break Vans were received:-

		Mr. W. Hamer @ £130 each
		Messrs. Smith & Dagley @ £130 each
		Messrs. Adams & Co. of London @ £130 each
		Messrs. Brown Marshall @ £169 each
		Messrs. Bradley & Johnstone @ £160 each
		Messrs. Adams & Allcock @ £139 each
		Mr. Wright @ £165 each

It was resolved:-
	That 15 be ordered from Mr. W. Hamer @ £130 each to be delivered in 6 weeks.
	That 15 be ordered from Messrs. Smith & Dagley @ £130 each, to be delivered in 6 weeks.
	That 20 be ordered from Messrs. Adams & Co. of London @ £130 each to be delivered at Rugby in 3 months.

	Having ordered a total of 70 passenger brakes, 12 Fish Trucks and 30 Carriage Trucks, the Management Committee the returned to ordering carriages.  Minute 4004, of the 1st of February 1848, ordered that tenders be obtained for 30 open Third Class carriages and 20 new bodies to replace old ones.  Minute 4086, of the 7th of March 1848, ordered that tenders be sought for 20 First Class carriages and 30 Horse Boxes.  Minute 4089, of the same date, records the receipt of the following tenders for Third Class carriages:-

			Hamer		     30 @ £104/5/-
			Wright		     Any @ £105/-/-
			Brown, Marshall     30 @ £97/-/-
			Smith & Dagley      30 @ £103/-/-
			Bradley & Johnstone 30 @ £90/-/-
			Adams & Allcock     30 @ £1-2/-/-
			Windover            30 @ £100/-/-

It was ordered that the tender from Bradley & Johnstone to supply 30 open Third Class carriages @ œ90/-/- each be accepted.

	Minute 4541, of the 28th of March 1848, records the receipt of the following tenders for First Class Carriages and Horse Boxes:-

				             Carriages			Horseboxes

Messrs. Smith & Dagley		20 @ £250			30 @ £68
W. Hamer 			            20 @ £292			30 @ £87
Messrs. Adams & Co.			20 @ £250			30 @ £79
Messrs. Brown, Marshall		20 @ £285			30 @ £87/10/-
Messrs. Adams & Allcock						30 @ £77
Mr. R.W. Johnson			20 @ £277/7/-   	            30 @ £73
Mr. J. Wright				20 @ £284/10/-		30 @ £83/15/-

It was ordered that the Smith & Dagley's tender for the horseboxes be accepted, and that the tender of Messrs. Adams & Co. be accepted for the First Class carriages.

	Some idea of the appearance of these 1848 Firsts may be gained by the sketch made by Clement E. Stretton and shown in S.W. Johnson's 1898 Presidential Address to the Institution of Mechanical Engineers.  They were three-compartment vehicles scaling 18 feet 6 inches over body on a 10 foot wheelbase.  The height scales approximately 6 feet 6 inches.

	Minute 4542, of the same date, orders:-

	"That Messrs. Smith & Dagley make four First Class Carriages (begun
	 for the Bristol & Birmingham Co.) for £250 each - to be paid for in
	 a Bill in 4 months from the delivery of the vehicles as a whole,
	 without interest."

	Minute 4614, of the 25th of April 1848, records:-

	"That Mr. William Hamer's offer of 4 Second Class carriages at
	 £200 each be accepted, payment by Bill in 4 months."

	Minute 4887 summarises the total coaching stock of the Midland on the 4th of August 1848, as communicated by Matthew Kirtley.  The totals were as follows:-

		 98 First Class carriages
		112 Composite carriages
		178 Second Class carriages
		152 Third Class carriages
		141 Guards Break Vans
		  9 Post Office Vans
		 94 Carriage Trucks
		 85 Horse Boxes

Stock contracted for, to be completed by 31st December 1848, totalled:-

		24 First Class carriages
		21 Horse Boxes
		15 Guards Brake Vans

	Looking back over the five years (1844-48 inclusive) since the Midland was formed, we see first a series of major disposals of carriages, followed by a rapid series of large (for the time) orders for new stock from contractors, accompanied by construction at Derby on a significant scale.  Also we see a large-scale reconstruction of the best of the stock taken over from the constituents, varying from the provision of new springs up to complete new underframes.  Buffer centres and heights have also been standardised.

	The campaign appears, relatively speaking, to be as thorough as that conducted by Clayton after 1873.  It also means that almost all Midland carriage stock is either less than five years old by the 31st of December 1848, or has been extensively reconstructed.  It is interesting to note that the only significant order for carriages placed in the period 1848-1858 is that for 100 Thirds, placed with Brown Marshall's in 1850.

	However, replacement of time-expired vehicles by construction at Derby continues at a modest level up to 1858, when a whole new generation of designs is produced, although Midland carriage design remains extremely conservative up to 1873.

	The only significant changes are the absorption on the North Western carriages in 1852 and the conversion and disposal of the Broad Gauge stock after 1854.

	Research at the Public Records Office has turned up the most probable reason for such a radical replacement and upgrade programme so early in the Midland's history.  I came across some copies of a contemporary L&NWR Shareholders' pamphlet written by Capt Mark Huish.  In it he describes an identical programme undertaken at the same time on the L&NW, and explains that this was done to quickly replace much early stock of inferior design and manufacture.

	The references in the Management Committee Minutes to the standard-isation of buffer height and replacement of underframes, as well as the sale of a considerable number of early carriages, imply that the Midland wished to achieve the same result.

	Some idea of the appearance of early Midland passenger brakes can, in the absence of drawings, be gained from Minute 4888, of the 8th of August 1848.  This states that the brake van placed at the front of the train be one with the guards compartment in the middle of the van with the 'window' facing the rear, and that the brake van placed in the rear shall be one with the guards compartment at the end of the van with the 'window' looking forwards.

	The singular 'window' reference implies that early Midland passenger brakes had a single ducket in the manner of the 1866 Spalding & Bourne vehicle, and that by the judicious use of turntables the two vans were arranged in the train with one ducket on each side of the train.

	Minute 5048, dated the 11th of October 1848, states that Kirtley was to report monthly as to the number of carriages repaired and the number requiring repair at the date of the return.  This practice was abandoned when the Locomotive Committee took over	and not resumed until 1858.  These monthly statements give a good idea of the capacity of Derby works at this period.

	The first such monthly statement is given in Minute 6042, dated the 7th of November 1848.  It summarises the carriages repaired at Derby for October 1848 as follows:-

			13 First Class carriages
			 2 Composite carriages
			15 Second Class carriages
			11 Third Class enclosed
			 2 Third Class open
			25 Guards Vans
			 1 Post Office Van
			16 Carriage Trucks
			10 Horse Boxes

	Regarding perishables traffic, for which Fish Trucks seem to have been ordered in 1847, Minute 6061 of the 14th of November 1848 states:-

          "That the Secretary write to the York & North Midland and York 
	Newcastle & Berwick Companies to request that wagons loaded with
	Fish and Meat be labelled accordingly so that persons employed
	about the trains may see the importance of forwarding such wagons
	without delay."

Minute 6137, of the 5th of December 1848, records:-

           "That a Train for the conveyance of Fish &c leave Normanton at 
	7:30 p.m. so as to deliver all between Normanton & Derby and
	arrive at Derby in time to allow the Fish to be sorted and ready
	to be attached to the Mails from Derby, Nottingham and Birmingham."

The existence of significant fish traffic makes the provision of specialised rolling stock high probable, if only to save labour and time in cleaning out carriage trucks and/or passenger vans.

	Returning to the monthly statements, Minute 6136 of the same date records the Derby Works output for November 1848:-

			19 First Class carriages
			 6 Composite carriages
			12 Second Class carriages
			17 Third Class enclosed
			 6 Third Class open
			24 Guards vans

			 1 Post Office Van
			 5 Carriage Trucks
			 2 carriage frames painted
		             2 new Carriage Trucks made complete

	Minute 6206, of January 2nd 1849, records that 12 Second Class carriages were ordered to be altered into Composites, and records the repair statistics for December 1848:-

			 8 First Class carriages
			 4 Composite carriages
			11 Second Class carriages
			11 Third Class carriages
			29 Guards Vans
			 2 Post Office Vans
			 1 Post Office Tender
			 3 Carriage Trucks

	Minute 6348, of the 20th of Feburary 1849, gives the repair and construction statistics for January 1849:-

			 6 Coupe carriages
			13 First Class carriages
			 7 Composite carriages
			12 Second Class carriages
			14 Third Class enclosed
			 2 Third Class open
			48 Guards Vans
			 4 Post Office Tenders
			 5 Carriage Trucks
			 4 Horseboxes
			 1 New Carriage Truck made complete
			 1 Second Class altered to a Composite

	These Coupe carriages are the only early Midland carriages for which a good drawing so far has been found.  This is from the Metro-Cammell collection at Birmingham Public Library, Reference 39/52.  This an undimensioned side view only.  However, a sketch was also given in S.W. Johnson's Presidential Address, and scales at approximately 16 feet long, six feet to the top of the roof and with a 8 foot 6 inches wheelbase.

	Minute 6414, of the 12th of March 1849, gives the repair and construction statistics for February 1849:-

			10 First Class carriages
			 7 Composite carriages
			17 Second Class carriages
			14 Third class enclosed
			 3 Third Class open
			24 Guards Vans
			 1 Post Office Van
			 8 Horseboxes
			 2 First Class carriages made & finished complete
			 1 Carriage Truck made & finished complete

	These detailed monthly statistics continue up to and including August 1849, when the Locomotive Committee took over.  The repairs are summarised in the table given below:-

	         March	   April	  May		June		July		August

First		 15            22	   14		 16		 19		  14
Composite	 10	       5	     7		 11		 11		   8
Second	 20	     27	    26		 30		 20		  30
Third   		15c/10o    28c     14c/30o       35		 23		  32
Guards Van	 41	     45	     31		 44		 40		  45
Carriage Truck  3              3         6		  1		  4		   2
Horse Box	   2	     13	     11		 12		 11		  16
P.O. Van	   2             --	      --		  4		  3		  --

Key: c = Closed; o = Open

The following vehicles were constructed or altered at Derby during this period:-

March :   1 Composite carriage
	   1 Post Office Tender
	   2 Carriage Trucks
	   1 Second Class altered to a Composite
	   1    "     "      "     " " Third Enclosed

April :      1 Post Office Tender
	   5 carriage frames
	   1 Second Class altered to a Composite

May   :    3 Second Class carriages
	   1 carriage frame
	   1 Second Class altered to a composite

June  :    1 Second Class carriage
	   2 carriage frames
	   5 Second Class altered to Composites

July  :      6 carriage frames
	   3 Second Class altered to Composites
	   1 Open Third renewed as a First

August:   2 First Class carriages
	   1 Composite carriage
    	   4 Second Class carriages
	   2 Post Office Tenders (apparently additions to stock)
	   4 Carriage Trucks
	   8 carriage frames

	Minute 6943, of the 7th of August 1849, lists the acceptance of tenders from; Frank Livett of London for Vermillion and Crimson Lake paint and pale gold leaf, and Nobles & Hoare, also of London for carriage varnish and gold size.  It is evident from these items that the classic Midland Crimson Lake carriage livery was already fully established by this date.

	Minute 6943 is the last reference by the Committee of Management to carriages.  From September 1849, Midland carriage policy was decided by the Traffic Committee and executed by the Locomotive Committee, with the Board acting as arbiter in any disputes.

	It is doubtful if any pre-Midland carriage was running in its original condition by the Autumn of 1849,  Not only was there an average of six complete carriage stock vehicles being built at Derby each month, but complete underframes were being made on a large scale, all buffers and drawgear had been altered to standard patterns and springs replaced where more radical repairs and alterations had not been made.

	Examination of the Traffic Committee Minutes for evidence of changes in carriage policy draws very nearly a complete blank until 1858.  Apart from the acknowledgement of Post Office requirements, which are dealt with separately, the only evidence of changes to carriage stock was the order for two light horse-drawn Composite carriages for the Tewkesbury branch in November 1849, and an instruction dated the 25th of July 1854 ordering the replacement of the two existing "bed carriages" - presumably invalid carriages.

	It is interesting to note that the Coupe shown on page 17 of Lacy & Dow Vol. 1 has the door of the half-compartment screwed up and may therefore be one of these 1854 conversions.

	Minute 5390, of the 19th of July 1855, makes reference to First, Second, Third and "Government" passengers being carried on the Dursley branch.  This may explain references to Fourth Class, this designation being given to Parliamentary and Excursion passengers.

	Nothing more at all is hear about carriages until the meeting held on the 2nd of Feburary 1858.  The General Manager called attention to the reduction of the passenger carriage stock caused by the opening of the Leicester to Hitchin line, the running of trains to Kings Cross and the necessity of providing for the summer excursion traffic.  It was resolved that the Board be recommended to order forty additional Third Class carriages.  At the meeting of June the 15th 1858, a report was read from the Superintendent upon the Second Class carriages on the Great Northern being padded and fitted with cushions, recommending that some Midland Seconds be likewise fitted.  This was referred to the Board.

	It was resolved at the August 17th 1858 meeting to recommend that twenty additional Horse Boxes be immediately built in lieu of that number of wagons.  Examination of the monthly Derby construction statistics showed that twenty-one horseboxes were constructed as renewals between December 1858 and March 1859.
	
	At the meeting held on the 5th of April 1859, it was resolved that the Locomotive Committee be requested to have the cushioning and padding of the Second Class carriages proceeded with, and arrange for the conversion during the year of all of the Open Third class carriages into closed ones.  Staying with the subject of Second Class carriages, at the July 15th 1859 meeting a letter from the Manager of the GNR was read, enquiring how many Midland Seconds were padded and cushioned, and querying the reason for not  proceeding further with these improvements.  It was resolved that as the Great Northern and other Companies had some time previously made these improvements to a quantity of Second Class carriages, it was not desirable to desist from these improvements.  The only way to resolve the contradiction is to assume that the Midland was proceeding to upgrade all its Seconds, not just those used over the GN lines.  However, at the 20th of December 1859 meeting, correspondence from the GNR was read which stated that the use of cushioned Second Class carriages was to be resumed.  It was resolved that the Locomotive Committee be requested to give instructions for the cushioning of the Midland's Second Class carriages to be proceeded with forthwith.  This seems to contradict the resolution passed that July, but close examination of the Minutes has not provided a solution.

	Carriages for excursion traffic were next to come under consideration. At the meeting of the 17th of January 1860, the Superintendent's recommendation for more carriages for this traffic was referred to the Chairman's Committee.  On the 20th of March 1860, Kirtley attended the Traffic Committee and was asked to expedite the construction and completion of the carriages ordered by Minute 9459 of the 17th of January 1860.  Presumably the construction of these excursion carriages had been confirmed by the Chairman's Committee.

	It is interesting to note that the Midland was considering carrying Third Class passengers on all trains as early as 1860.  At the Traffic Committee meeting of the 1st of May 1860, a letter from the LNWR General Manager was read declining to arrange for the conveyance if Third Class passengers by all trains between competing towns, which the Midland had proposed to do in consequence of the facilities offered to passengers by the GNR.

	The first Midland Covered Carriage Trucks date from 1860.  At the Traffic Committee meeting of the 4th of September, the General Manager asked for a few of these vehicles, for the use of which an additional charge would be made.  It was resolved that the Locomotive Committee be requested to build six of these vehicles.  They seem to have been built at Derby between January and April 1861.

	At the meeting of the 23rd of October 1860, a letter from the Board of Trade was read requesting that the Carriages conveying Government class passengers offer twenty cubic feet of space to each passenger, and to have two lamps each.  The General Manager was instructed to provide for this in future.  This measure must have had an effect on the basic design of this class of carriage as well as the number of lamps on the roof.

	At the 4th of December 1860 meeting, it was resolved to request the Chairman's Committee to order ten First Class carriages, twenty Third Class and four Family carriages as additions to stock.  Examination of the monthly statements shows twenty-two Thirds and eleven Firsts built at Derby as additions to stock during 1861, but no Family carriages.

	It appears that the Midland's first Slip Carriage services were started in 1861.  At the Traffic Committee meeting of the 17th of September, it was resolved that the Locomotive Committee be requested to have six carriages fitted with slip apparatus; i.e., fitted with brakes and slip couplings.

	At the meeting of the 1st of July 1862, the General Manager reported the desirability of having some of the Company's Horse Boxes constructed with a compartment for the groom at one end, similar to those of other companies.  It was resolved that the Locomotive Committee be requested to have the Horse Boxes so constructed as they require renewal.  Examination of the monthly statements shows that eighty-six such vehicles were built between July 1862 and November 1868, all additional horseboxes to this design being built by contractors.  Two more renewals were built in he Spring of 1870, and a total of thirty-three were renewed between December 1858 and April 1862 and would have still been running in mid-1873.  I suspect that the two 1870 vehicles were renewals of the two North Western vehicles of 1850, taken over in 1852.

	At the meeting of the 19th of August 1862, it was resolved to request the Locomotive Committee forthwith to provide a Family Saloon carriage.  This was to have, in addition to the saloon itself, a compartment for servants, one for luggage and a water closet.  The monthly statements show that this carriage was constructed in December 1862.

	At the meeting of the 20th of January 1863, the Locomotive Committee was requested to provide "forthwith" twenty additional Passenger Break Vans and ten additional Horse Boxes.  Examination of the monthly statistics for Derby shows the construction of eighteen additional passenger brakes between May and September 1863.  The horseboxes seem to be the twelve ordered from Gloucester in May 1863 for œ95/10/- each.

	At the 31st of March 1863 meeting, the Locomotive Committee was recommended to order sixty additional twin-composite carriages and renew forty existing carriages as Third Class as they become due.  The twin-composites were those ordered from Metropolitan on the 5th of May 1863 for œ226 each.  The underframe drawing is available from the Metro-Cammell collection, and is of a 23-foot four-wheeler similar to those ordered from Brown Marshalls at the end of 1861.  Examination of the monthly statistics shows a steady renewal of existing Thirds, but no sudden 'rush' of conversions.

	At the 4th of August 1863 meeting, it was resolved to request the Chairman's Committee to order the construction of ninety additional twin-composite carriages.  These are evidently the 90 composite carriages ordered on the 15th of September 1863 from Metropolitan for œ235 each.

	At the meeting of the 1st of December 1863, the Locomotive Committee was instructed to supply forty additional passenger brake vans.  This would appear to be the sanction for the order from Oldbury for 40 passenger brakes placed on the 16th of Feburary 1864.

	At the meeting of the 5th of July 1864, it was resolved to request the Locomotive Committee to construct ten of the new Third Class carriages recently ordered at Composite Breaks; i.e., with two Third Class compartments and a Guard's compartment containing the brake handle.  This can only refer to the resolution of the 15th of May 1864 calling for the conversion as quickly as possible of sixty old First Class carriages into Thirds, as no large order for Thirds is recorded at this time.

	At the 6th of December 18964 meeting, it was resolved to request the Locomotive Committee to order one hundred additional Third Class carriages.  These appear to be those ordered from Oldbury (50) and Gloucester (50) in February 1865.  On of the Gloucester batch, No. 78, has survived.  After withdrawal, it was built into a cottage at East Bridgeford, Notts., and acquired by the Midland Railway Trust in September 1983.  It is now in the later stages of restoration at Butterley.

	At the 31st of January 1865 meeting, it was resolved to adopt oil axleboxes similar in pattern to those used by the GNR, as the original Midland pattern had proven unsatisfactory.

	There is now something of a lull in carriage policy and construction, presumably because the current stock (including new orders) was adequate for that years' traffic.  However, four new family saloons were constructed at Derby in August and September 1865 as additions to stock.

	The issue of train communication was considered at the January 16th 1866 meeting.  It was resolved to follow the LNWR's example in experimenting with Preece's system.  There was a further report on the subject, dated the 28th of October 1866, which presumably on the result on the experiments with Preece's system.  However, no concrete action seems to have been taken as a result.

	The additional stock required for the 1866 Summer traffic was considered at the March 6th 1866 meeting.  The Board was requested to order as soon as possible twenty Firsts, fifty twin Composites, one hundred Thirds, thirty Passenger Breaks, and fifty Horse Boxes.  On the 5th of June that year the Firsts and Composites were duly ordered from Metropolitan, and the Thirds and Horse Boxes from Gloucester.  The drawings of the Metropolitan vehicles are available from the Metro-Cammell collection.  The Composite drawing shows a six-wheeled vehicle, so one may assume that this batch was built new with six wheels.  The date of conversion (if any) to four wheels is not recorded, in view of later comments of the superior running of four-wheeled carriages.

	It was resolved at the meeting of the 12 of January 1867 to request the Chairman's Committee to order seven smoking carriages, each with one first and one second class compartment (making them composite saloons) for the Leeds & Bradford line, to be supplied as early as practicable.  However, this decision was shelved on the 19th of February, following a Board decision.  The smoking issue was finally decided on the 5th of November 1867, when it was resolved to provide smoking compartments in trains as per the LNWR and GNR.

	The Midland was evidently already running trains on the Metropolitan line by the summer of 1867, as the Traffic Committee meeting of August the 6th of that year resolved to request the Chairman's Committee to order twelve Break Carriages (i.e., passenger compartments and guard) for the Metropolitan traffic.  These is also a reference to "short trains".

	It was resolved at the September 3rd 1867 meeting, in response to a plea from the General Manager, to request the Chairman's Committee to order twenty carriages for through traffic of five compartments; two First, two Second and a luggage compartment in the middle.

	At the meeting of the 31st of March 1868, it was resolved to form the trains operating on the Metropolitan line as follows:-

1. The First Class carriages to have arms provided in one compartment only.

2. The backs of the Second Class carriages to be padded in a similar way,
     to those of the latest GNR carriages.

3. The Third Class carriages to be the same as at present.

4. The brake vans to be two compartment Brake Thirds.

5. Each train to consist of 3 Firsts, 4 Seconds, 1 Third and 2 Brake
   Thirds.  The Third and one Second, and one First and another Second
   to be coupled in such a way as to allow their removal from the set
   if necessary.

6. All carriages to be gas lit.

	It was resolved at the meeting of June 2nd 1868 to have seven trains made as Metropolitan sets in the formation described above.  The Locomotive Committee was to be instructed accordingly.

	It was resolved at the 19th of May 1868 meeting to produce 15 of the 'long' carriages for through traffic rather than the 20 originally specified.  These is no record of the carriages being built either by contractors or at Derby.

	At the meeting of the 1st of September 1868 it was resolved to produce Metropolitan-style sets for the Sheffield & Rotherham traffic.  The General Manager was instructed to arrange for the necessary alterations with the Locomotive Superintendent.  It is inferred that the carriages involved retained their oil lighting.

	At the same meeting, it was resolved to convert 20 carriage trucks to the covered type.  Nine were recorded as being done at Derby between December 1868 and June 1869.

	At the meeting of September 7th 1868 it was resolved to order twenty additional Passenger Break Vans and twenty additional Third Class carriages.  This order seemed not to have actually been placed.  A resolution passed at the meeting of May the 4th 1869 to provide additional saloons at London, Manchester and Bradford seems to have had the same result, although four additional saloons were built at Derby between September 1869 and July 1870.

	The definitive answer to the issue of smoking on trains seems to have been found at the 18th of February 1869 meeting.  It was resolved that all First Class compartments should be given slots to allow the boards to be fitted which set aside compartments for smokers.  It was also decided to permit the setting aside of whole carriages for smokers as an alternative, no doubt for Third Class passengers.  The decision was confirmed at the March 17th 1868 meeting after a query from the Locomotive Department.

	The Traffic Committee made no carriage-policy decisions throughout 1869, but on March the 15th 1870 resolved to press forward the delivery of the carriages on order so that they are ready for the summer traffic.  This no doubt refers to the stock ordered from Metropolitan, Brown Marshall and Oldbury on the 1st of that month.

	At the September 6th 1870 meeting it was resolved to have all new Second Class carriages fitted with racks, hat strings and blinds, at to ensure that all existing Seconds were also similarly upgraded as they come in for overhaul.

	At the November 15th 1870 meeting it was resolved to have a saloon carriage built to the same pattern as that recently introduced by the LNWR.  There is no record of such a carriage actually being constructed.

	The most important carriage policy decision for the remainder of the Kirtley era was made at the Traffic Committee meeting held on March 14th 1871.

	This concerned the question of carrying meat, fish and other passenger-rated traffic.  It was explained that, in consequence of the carriage trucks not being of sufficient strength to carry the weights that had at times to be forwarded, it frequently occurred that two vehicles had to be attached where one would have sufficed, if the Company had suitable carriages for the purpose.

	It was also pointed out that owing to the traffic having so considerably increased, the carriages had to be takes from their legitimate purpose at great inconvenience.  It was resolved that the Locomotive Committee be requested to have 30 trucks constructed with long spring buffers, similar to those supplied to the carriage trucks, but with stronger springs and carrying a load of five tons each.

	Nothing was done until the meeting held on December 19th 1871.  At this meeting, the necessity of increasing the carriage stock was considered.  It was resolved that the Locomotive Committee be requested to provide the following additional stock:-

			75 Twin Composite carriages
		          150 Third Class carriages
			50 Third Class Break carriages
			50 Break Vans
			50 carriage Trucks
			 6 Milk Vans - of equal dimensions to the longest
					Break Vans, with side folding doors,
					and capable of carrying 5 tons.
			10 open trucks for the conveyance of live poultry etc.
			   Sides to be two feet higher that carriage trucks, 
			   ends partly boarded up, and side folding doors.
			 6 Family carriages, of the same description as No. 453,
			   with a luggage compartment
			 6 saloon carriages
			 4 invalid carriages
			 2 additional trains of 10 carriages each for the
			   Metropolitan traffic.

	These requirements formed the basis for the 1872 stock orders already covered by Ralph Lacy.  However, there are three things to note.  Firstly, the body of one of the family carriages has survived and is now in the hands of the Midland Railway Trust, although I understand that restoration has yet to commence.  Secondly, the two additional Metropolitan trains were built at Derby.  This means that the last Second Class carriages built as additions to stock were constructed between March and July 1872, for incorporation into these Metropolitan sets.  Finally, an illustration has come to light of a Kirtley milk van.  It is the fourth vehicle from the left in a train of passenger vans in the platform at Derby (available from Derby Museum & Art Gallery) taken in the late 1880s.  It may be distinguished by its lower roof profile and marked resemblance to post-1876 LC&DR practice .

	Turning now to the Minutes of the Locomotive Committee, these were very thoroughly investigated by Ralph Lacy and there is very little to add.

	However, it appears that the monthly carriage repair statements instituted by the Committee of Management were dispensed with by the Locomotive Committee, the final one shown in the Minutes being for October 1849.  It specifies the following repairs:-

			18 First Class carriages
			 6 Composite carriages
			21 Second Class carriages
			 7 Third Class carriages
			 1 Post Office
			42 Guards Vans
			 6 Horse Boxes
			 2 Carriage Trucks

Two Second Class carriages were built new, along with one Third Class body built to replace one broken up.  This appears to refer to enclosed Third No. 107, which was inspected on the 2nd of October 1849, and for which a new body was ordered to be built.

	My researches turned up a rather interesting entry dated December 1851.  Two carriages were accepted from the Railway Carriage Co. of Bromsgrove, on the same terms as the previous order, which had been built by accident (!!).  Unfortunately, their type is not recorded.

	In view of the high reputation later enjoyed by Midland carriages, it is very interesting to note the reason for the stock and repair evaluation of the First Class carriages undertaken at the beginning of 1855.

	Minute L1963, of January 2nd 1855, records the receipt of a letter of complaint from the Road & Traffic Committee of the LNWR about the state of Midland carriages running to London.  It was ordered "That Mr. Kirtley be instructed to report to the next meeting of the Committee, how soon the whole stock of the Midland 1st Class carriages can be put in complete and efficient repair".

	Together with the lack of detailed statistics in the Locomotive Committee Minutes, it appears that the Midland authorities greatly neglected the carriage stock during the 1850s, only making an effort to ensure an adequate stock being properly maintained from 1858 onwards.

	During the 1850-58 period, the two most notable developments were the absorption of the stock of the North Western Railway in June 1852 and the liquidation of the Broad Gauge stock in 1854/55.

	Although the North Western had no effect on mainstream Midland design, the story of the NWR carriages is sufficiently unusual to merit a separate section in this article.

	Firstly, the North Western built their own carriages in the workshops at Lancaster rather then employing contractors.  The testimonial of William Burgess, recorded at the Board meeting of the 13th of April 1847, refers to a Carriage Building Committee.  The Committee was empowered to make all necessary arrangements for carriage construction, William Burgess to be Technical Superintendent.  Construction at Lancaster was duly decided upon.

	At the Board meeting of the 25th of May 1847, an offer from Messrs. Dunn was read out, to loan carriages to the North Western on a mileage basis.  It was resolved that the NWR were willing to consider such an offer.  At the Annual General Meeting held on the 25th of August 1847, the NWR building its own carriages was discussed, although the exact status of the programme was not made clear in the Board Minutes.  The sum of £1475/3/6 had been spent by the 30th of June 1847, and a further £766/16/2 by the end of the year, but on how many carriages of which type is not clear.  The total carriage expenditure for the whole of 1848 was £4368/6/8 1/2.

	F.S. Williams records in his Midland history that the NWR received at least 22 new carriages during 1848, and the sum quoted above would just about cover this number of vehicles, allowing for the different types.

	Some idea of the appearance of the first batch of NWR carriages may be gained from the following statement, made upon the opening of the Lancaster Green Ayre - Wennington section on the 17th of November 1849:-

          "Some new carriages on the North Western Railway were said to have a
	similar appearance, due to their great width, to those adopted on
	the South Eastern Railway (North Thames Section) which were stated
	to be commodious, safe and economical, but not pleasing in appearance"

	A detailed breakdown of rolling stock costs was given at the Board meeting held on the 5th of April 1849:-

		Carriage materials : £249/19/2 1/4
		Wagon materials    : £457/12/5 1/2
		Wages for building carriages & wagons : £1052/17/-
		Paid to Jonathan Dunn for C&W : £1372/3/-
		Cost of carriages & wagons built by Company : £1978/12/8

	The Jonathan Dunn referred to was probably the same firm who offered to hire the NWR carriages on a mileage basis in May 1847.

	Messrs. Lupton, Hare & Sharpe were appointed at the  same meeting to consider the propriety of continued C&W production by the Company and report to the Board on same.

	This investigation was duly made and the report is summarised in the Minutes of the Board meeting of the 3rd of May 1849 as follows:-

           "That in their opinion the establishment be continued until such time
	as the Buildings are required for the purpose of repairs, but that
	only such stock of materials shall from time to time be purchased as
	may be absolutely required for the construction of Carriages with as
	small an outlay of capital as possible.

	That it is desirable in the present position of the Company that it
	should be ascertained whether satisfactory arrangements can be made
	with any neighbouring Railway Company for a supply of Passenger &
	Goods trains, such arrangement to be terminated at 3 months notice
	by either party."

	It was resolved by the Board at the same meeting to carry out the recommendations of the report, and that a further report be made to the Board on the latter part.

	At the Board meeting of the 18th of May 1849, it was decided to hire stock from the Midland at charges based on those existing between the LNWR and Lancaster & Carlisle.  The detailed negotiations for the supply of rolling stock were placed in the hands of a Committee comprising Messrs. Waddington, Hutchinson and Paton at the Board meeting of June the 7th 1849.

	This Committee duly reported to the Board at the meeting of July 5th 1849.  The following recommendations were made:-

1. The traffic of the NWR to be worked by contract rather then by the
   Company itself.

2. The offer made by the Midland os acceptable if the terms offered by
   Edmund Sharpe are not.

3. Sharpe will provide all rolling stock except wagons, which will continue
   to be provided by the Company, and will maintain the permanent way.

	The Committee recommended that Sharpe's offer be accepted by the Board.  The Board duly gave its Assent, which terminated Midland involvement in North Western carriages until 1852.

	Operating the line by contract is the second unusual aspect of the North Western.  The contracted arrangements are themselves somewhat unusual.  While the Contractor (Edmund Sharpe) agrees to provide engines, carriages and luggage vans, the Company provides the horseboxes as well as the wagons.  In addition, although Sharpe took over un July 1849, the formal agreement is dated the 12th of April 1850!

	The first reference to carriage stock provided under this agreement is dated the 20th of July 1849.  Sharpe agrees to take over the North Western workshops, and also agrees to provide six carriage trucks @ œ85 each and two horseboxes @ £120 each, by the 1st of March 1850.  Assuming that these two horseboxes were built, they would have been just over two years old when takes over by the Midland and renewed in the early 1870s.   My calculations based upon changes in the Midland horsebox stock after June 1850 prove, in the absence of photographic evidence, that this was the case, giving the final 1873 figure of 302 as worked out by Ralph Lacy.  Adding in the six carriage trucks gives a final figure of 207 in 1873 as opposed to 205 as per Lacy.  My examination of the North Western Board Minutes also led me to believe that all these vehicles were built.

	The second reference to carriage stock was dated the 15th of May 1850.  It stated that 4 First, 6 Second and 5 Third Class carriages were ordered to be sold, leaving one Composite, one Second, one Third and a Van to be retained for the Ingleton branch.  This accounts for 19 of the 22 carriages mentioned by F.S. Williams.  This latter figure, combined with the stock of 19 vehicles operated by Sharpe, gives the figure of 41 taken over by the Midland.  I shall attempt to resolve this discrepancy later.

	Sharpe's operating contract was suspended on the 3rd of October 1850, and the working of the line temporarily placed in the hands of the North Western Engineer.

	The contract was later re-negotiated, with the Company maintaining the track and Sharpe operating the trains.  Also, contrary to the earlier agreement, passenger trains contained carriages belonging to the contractor (described as "large") and the Company.

	The third unusual aspect to North Western carriages was the technical involvement of Mr. Daniel Gooch of the Great Western.  He was employed as a consultant by the North Western, and describes (in the NWR Board Minutes) the following contractor's carriage stock:-

			No. 1 (First Class) weight 6t 6cwt
			Nos. 2-5		weight 6t 2cwt to 6t 10cwt
			No. 6			weight 5t 15cwt
			Nos. 7-9		weight 6t 10cwt to 6t 15cwt
			Nos. 10-11		weight 5t 15cwt
			Nos. 12-13		weight 6t 10cwt approx.

	They were described as very large and heavy for the narrow gauge, with inadequate running gear for the type.  Upon reading the report, the Company ordered Sharpe to fit new wheels and axles according to Gooch's specifications.  I assume that this means contemporary Swindon practice.

	There is a reference dated the 19th of September 1851 ordering Sharpe to get Composite carriage No. 6 into good repair.  We may assume for the moment that Nos. 10 & 11 were also Composites, as they are the same weight as No. 6.

	Sharpe's operating contract was finally terminated on the 22nd of January 1852.  The working stock was purchased by the Company at a valuation of œ21,000.  It included the following passenger carriages:-

			13 as described above
			 2 Third Class carriages
			 2 old First Class carriages
			 2 old Vans
			 1 old Horse Box

	Ignoring NPCS, to the nineteen vehicles above, we add the 22 Company vehicles, of which 4 were Firsts, one a Composite, 7 were Seconds, 6 were Thirds and one a van.  The Midland took over 6 Firsts, 13 Seconds, 7 Thirds and 10 Composites, along with 5 Vans.

	There must have been considerable rebuilding at Lancaster between January and June 1852, as none of the totals match and three pre-absorption vehicles are of unspecified type.  More detailed examination of the surviving NWR records is therefore necessary.

	When the standard gauge finally reached Bristol in 1854, the Midland commenced to convert and dispose of the Broad Gauge stock, and arrange with the Bristol & Exeter for the B&E to work the remaining BG local goods traffic (which was considerable) under contract.

	At the June 6th 1854 meeting of the Locomotive Committee, the following BG stock was offered to the Bristol & Exeter for œ10,250:-

			6 First Class carriages
			2 Coupe carriages
			1 Mail carriage
			2 Second Class carriages
			4 Third Class carriages
		          25 six-wheeled wagons
			3 Break Vans

However, the B&E was only interested in hiring stock, so the matter was left for a year.  On June the 5th 1855, the following items were sold to Thomas Brassey for a total of £2850:-

			 6 Tilt wagons
			12 low-sided goods wagons
			 3 Horse Boxes
			 3 Carriage Trucks
			 1 Locomotive engine & tender

Brassey came back again the following month, and hired one locomotive, four Composites and two Seconds.  He actually bought the carriages for £150 each the following November.  Three Passenger Breaks were purchased in January 1856.

	Locomotive Committee Minute 2189, of April 15th 1856, records the remaining BG stock available for disposal, presumably because it was unsuitable for conversion.

	The following items were listed:-

			7 First Class carriages
			5 Composite Carriages
			6 Second Class carriages
			6 Third Class carriages
			3 Carriage Trucks
			3 Horse Boxes
			1 Passenger engine
			1 Goods engine
		          29 High-sided goods wagons
			8 low-sided timber wagons
			1 six-wheeled Timber Truck

The entire collection was offered for auction at Gloucester in May 1856, but there were no takers.  Brassey was again contacted, but declined to take any.  It was then decided to break the stock up.

	However, Locomotive Committee Minute 2740, of July 1st 1856, records that thirteen carriages had been sold to the Bristol & Exeter for £1300.  The ultimate fate of the Midland Broad Gauge carriage stock may be summarised as follows.

	Thomas Brassey purchased four Composites, two Seconds and three Vans. The Bristol & Exeter purchased six Firsts, four Composites and three Thirds.  All remaining unconverted BG carriages were scrapped.

	Of the six Bristol & Gloucester Firsts, one was converted to Mail use and offered to the Bristol & Exeter in 1854, but was subsequently scrapped by the Midland.  The four carriages downgraded to Second were offered for sale in 1856, but as a purchaser could not be found they were all scrapped by the Midland.  The sixth vehicle seems to have been scrapped before 1854.

	Of the eight Bristol & Gloucester Seconds, four offered to the B&ER in 1854.  Two were sold to Brassey as Seconds in November 1855.  The other two were shown as Seconds in the 1856 listing, but were downgraded Thirds Nos. 246 and 247 when sold to the B&ER in July 1856.

	The other four Seconds were converted to Vans and were offered to the B&ER in 1854.  Three were bought by Brassey in January 1856 and the fourth apparently scrapped.

	Of the six Bristol & Gloucester Thirds, four were offered to the B&E in 1854 and all six listed in 1856.  As no buyers were found, all were scrapped by the Midland.

	The two Midland BG Composites were shown a Coupe carriages in the 1856 list, one of which made up the numbers of First Class carriages.  The other was shown as a Composite and was probably Midland Second No. 147, sold to the B&ER in July 1856.

	The six Midland BG Firsts seem to have been Nos. 124-129 sold to the B&ER in July 1856.

	Of the eight Midland BG Seconds, four were hired to Brassey in July 1855 and purchased by him during the following November.  The other four were sold to the B&ER in 1856, who recorded them is originally being Midland Composites Nos. 73-76.

	The Midland possessed six unconverted BG horseboxes and six unconverted carriage trucks.  Brassey bought three of each in June 1855, and the remainder seem to have been scrapped.

	To complete this overview of the additional information on Midland carriages in the 1844-73 period, two incidents remain to be described.  The first is recorded at the Board meeting of 4th August 1858, and reads:-
 
          "Mr. Kirtley having constructed and submitted to the Traffic Committee
	for approval a Model padded and cushioned Second Class carriage, and
	the same having been approved by them.
	That the remainder of the Carriages requested of that description
	be constructed from the same model."

Whether or not this model still exists must be investigated.

	The second concerns brakes.  At the Locomotive Committee meeting of January 14th 1873, a Traffic Committee Minute dated 31st December 1872 was read, regarding making an experiment with the Westinghouse Air Brake.

	It was decided to fit two trains with this brake, one to run between Leeds & Bradford and the other to run over the Metropolitan Rly.  The total cost of fitting was to be reported at a future meeting.

	The trial itself took place on the 21st of May 1873.  The location was not specified, but references to observing the action of the brake make somewhere between Leeds & Bradford the most likely location.

Trial	Gradient	  Speed/mph	Time	  Distance	Nature of Experiment

  1        1:176/1:180 up    45                60s       880 yds.        Ordinary tender &
								 Guard's break only.
								 Driver & Fireman
								 on the alert.
  2       1 in 176 up            39                24s      256 yds.        Westinghouse Break
								 only.
  3       1 in 200 down        50               27s       430 yds.      Westinghouse Break
								& Engine reversed
								without steam.
  4        1 in 200 down        41              60s       870 yds.      Ordinary tender &
								Guard's break.
								Engine reversed
								without steam.
								Driver & Fireman
								not on the alert
  5       1 in 178 up              47               23s       390 yds.     Westinghouse break
								alone.
  6       1 in 173 up              45               25s       380 yds.     Westinghouse break
								alone.
  7       1 in 173 down          47               29s      not noted    Westinghouse break
								alone.  Regulator
								open all the time
  8        1 in 173 down         58               31s       588 yds.     As (7)
  9          Watched the action of Westinghouse Break from the ground while the
	   train was pulled up from a speed of 45 miles an hour.  All the
	   wheels appeared to slowly revolve, were skidded as it passed us.

	This experiment took place a good three years before the Newark Trials, and must have had a bearing on the Midland's use of the Westinghouse system in the 1870s, particularly on the Settle & Carlisle line when it first opened.