The portion of the contract from Leicester to the Trent Viaduct was let in December 1837 at which point it was reported that 900 men were engaged in the construction.
The contractor for Loughborough to Syston was Messrs. Gordon and Hector McLeod, and the contractor for the Syston to Leicester, and Leicester to Rugby portions was Messrs David Macintosh.
It had three main obstacles, the first being the crossing of the Trent.
This was done by means of an elegant three arched bridge built by the Butterley Company.
Immediately following this was Redhill Tunnel, provided with elegant castellated portals to placate the local landowner.
The bridge was replaced with the present girder bridge in 1900 when the line was quadrupled, and a second bore was provided for the tunnel with identical portals.
Finally a substantial cutting was needed at Sutton Bonington.

While the Derby-Nottingham tracks had been supported on stone blocks, the section to Rugby used kyanised timber sleepers.
At Leicester there was another magnificent station in Campbell Street, originally planned as a terminus on a spur from the main line.
However, it was built as a loop with a single long platform next to the through running lines.
It was replaced by the present London Road station in 1892.

Progress to Rugby was hampered by wet weather and the need for several long cuttings and embankments.
There were two tunnels, at Knighton and near Ullesthorpe and a bridge over the River Avon and the Oxford Canal at Rugby.
This last was not completed in time for the opening and, for seven weeks, passengers had to alight at a temporary platform, to be taken by road into Rugby.
The portion of the contract from Leicester to the Trent Viaduct was let in December 1837 at which point it was reported that 900 men were engaged in the construction. The contractor for Loughborough to Syston was Messrs. Gordon and Hector McLeod, and the contractor for the Syston to Leicester, and Leicester to Rugby portions was Messrs David Macintosh. It had three main obstacles, the first being the crossing of the Trent. This was done by means of an elegant three arched bridge built by the Butterley Company. Immediately following this was Redhill Tunnel, provided with elegant castellated portals to placate the local landowner. The bridge was replaced with the present girder bridge in 1900 when the line was quadrupled, and a second bore was provided for the tunnel with identical portals. Finally a substantial cutting was needed at Sutton Bonington.
While the Derby-Nottingham tracks had been supported on stone blocks, the section to Rugby used kyanised timber sleepers. At Leicester there was another magnificent station in Campbell Street, originally planned as a terminus on a spur from the main line. However, it was built as a loop with a single long platform next to the through running lines. It was replaced by the present London Road station in 1892.
Progress to Rugby was hampered by wet weather and the need for several long cuttings and embankments. There were two tunnels, at Knighton and near Ullesthorpe and a bridge over the River Avon and the Oxford Canal at Rugby. This last was not completed in time for the opening and, for seven weeks, passengers had to alight at a temporary platform, to be taken by road into Rugby.
Midland Counties Railway