The East Midlands had for some years been at centre of plans to link the major cities throughout the country.
However, the MCR came about as a result of competition to supply coal to Leicester, a town which was rapidly industrialising and was a valuable market for coal.
The competition was between the Coalville area of Leicestershire, and the Erewash Valley area of Nottinghamshire.

For many years, the Nottinghamshire coal miners had enjoyed a competitive advantage over their counterparts in Leicestershire, but in 1832 the latter opened the Leicester and Swannington Railway.

On 16 August 1832, at one of the Nottinghamshire miner's regular meetings at the Sun Inn, at Eastwood the idea was mooted to extend the Mansfield and Pinxton Railway to Leicester.
The decision was taken to involve outside finance, and, on 27 August 1832, a public meeting to attract subscriptions was held at the George Inn at Alfreton and on 26 September 1832 the scheme was formally approved at Eastwood, though at that time the possibility of using steam locomotives had not been discussed.
In the Derby Mercury of 17 October 1832, the new railway was referred to as the Midland Counties' Railway.

Josias Jessop was retained as engineer, and reporting in 1833, noted that it would not be possible to put it before Parliament that year.
Subscriptions had been obtained from Lancashire investors and with the imminent completion of the London and Birmingham Railway, they insisted that the line should continue to join it at Rugby, Warwickshire.
George Rennie was brought in to assess the scheme and plan the southward extension.

Not surprisingly there had been opposition from Leicestershire to the proposal.
In October an alternative plan was proposed of bringing in Nottingham and Derby, as well as Leicester, using a junction at Long Eaton, with the stated aim that it would reduce any differences in coal prices between them.

At last the plans were ready to put before Parliament in its 1834 session.
However investment fell far short of the expected cost of over £125,000 (equivalent to £11,800,000 in 2018).
The scheme was delayed for yet another year, during which time Charles Vignoles was asked to review the plans and become the company's engineer.

At this point, the citizens of Northampton campaigned for the line to pass through their town rather than Rugby.
Not surprisingly, at that late stage, it was refused.
It has been suggested that, having opposed the London and Birmingham, they had seen the error of their ways.
Such a line would have been longer and more expensive, shortening the journey to London by very little, but extending that to Birmingham excessively.

By that time, the North Midland Railway and Birmingham and Derby Junction Railway had been formed with the intention of meeting at Derby.
The line to Pinxton threatened it, particularly as, in 1834, the Midland Counties had mooted the possibility of an extension to Clay Cross.

At the same time, the Birmingham and Derby link with the London and Birmingham Railway in a southwards direction at Hampton-in-Arden, threatened the Midland Counties.
The two railways came to a private agreement to withdraw the competing lines from their Bills.

At last in 1836 the Midland Counties' Railway Bill went before Parliament and survived its passage through the House of Commons.
However, there were still powerful interests ranged against it.
Firstly there were the canal owners with which it was being built to compete.
Secondly, the Bill still included the Pinxton line, to the extreme annoyance of the Birmingham and Derby line's directors.
There was a distinct possibility that the Lords would insist that the North Midland was connected to it instead of proceeding to Derby, losing the NMR some twenty miles of line and its connection to Birmingham and the West Country.
Accordingly, it was dropped.

The Bill received Royal Assent on 21 June 1836 without the connection to Pinxton.
Since this was the original reason for building the railway, one can imagine the feelings of the Nottinghamshire miners.
The East Midlands had for some years been at centre of plans to link the major cities throughout the country. However, the MCR came about as a result of competition to supply coal to Leicester, a town which was rapidly industrialising and was a valuable market for coal. The competition was between the Coalville area of Leicestershire, and the Erewash Valley area of Nottinghamshire.
For many years, the Nottinghamshire coal miners had enjoyed a competitive advantage over their counterparts in Leicestershire, but in 1832 the latter opened the Leicester and Swannington Railway.
On 16 August 1832, at one of the Nottinghamshire miner's regular meetings at the Sun Inn, at Eastwood the idea was mooted to extend the Mansfield and Pinxton Railway to Leicester. The decision was taken to involve outside finance, and, on 27 August 1832, a public meeting to attract subscriptions was held at the George Inn at Alfreton and on 26 September 1832 the scheme was formally approved at Eastwood, though at that time the possibility of using steam locomotives had not been discussed. In the Derby Mercury of 17 October 1832, the new railway was referred to as the Midland Counties' Railway.
Josias Jessop was retained as engineer, and reporting in 1833, noted that it would not be possible to put it before Parliament that year. Subscriptions had been obtained from Lancashire investors and with the imminent completion of the London and Birmingham Railway, they insisted that the line should continue to join it at Rugby, Warwickshire. George Rennie was brought in to assess the scheme and plan the southward extension.
Not surprisingly there had been opposition from Leicestershire to the proposal. In October an alternative plan was proposed of bringing in Nottingham and Derby, as well as Leicester, using a junction at Long Eaton, with the stated aim that it would reduce any differences in coal prices between them.
At last the plans were ready to put before Parliament in its 1834 session. However investment fell far short of the expected cost of over £125,000 (equivalent to £11,800,000 in 2018). The scheme was delayed for yet another year, during which time Charles Vignoles was asked to review the plans and become the company's engineer.
At this point, the citizens of Northampton campaigned for the line to pass through their town rather than Rugby. Not surprisingly, at that late stage, it was refused. It has been suggested that, having opposed the London and Birmingham, they had seen the error of their ways. Such a line would have been longer and more expensive, shortening the journey to London by very little, but extending that to Birmingham excessively.
By that time, the North Midland Railway and Birmingham and Derby Junction Railway had been formed with the intention of meeting at Derby. The line to Pinxton threatened it, particularly as, in 1834, the Midland Counties had mooted the possibility of an extension to Clay Cross.
At the same time, the Birmingham and Derby link with the London and Birmingham Railway in a southwards direction at Hampton-in-Arden, threatened the Midland Counties. The two railways came to a private agreement to withdraw the competing lines from their Bills.
At last in 1836 the Midland Counties' Railway Bill went before Parliament and survived its passage through the House of Commons. However, there were still powerful interests ranged against it. Firstly there were the canal owners with which it was being built to compete. Secondly, the Bill still included the Pinxton line, to the extreme annoyance of the Birmingham and Derby line's directors. There was a distinct possibility that the Lords would insist that the North Midland was connected to it instead of proceeding to Derby, losing the NMR some twenty miles of line and its connection to Birmingham and the West Country. Accordingly, it was dropped.
The Bill received Royal Assent on 21 June 1836 without the connection to Pinxton. Since this was the original reason for building the railway, one can imagine the feelings of the Nottinghamshire miners.
Midland Counties Railway