[2][page needed] Although the Midland Counties had an engine house at Nottingham, the main facilities for all three lines appear to have been, initially at least, those at Derby.

The first Locomotive and Carriage Superintendent was Matthew Kirtley who persuaded various manufacturers to build to his own design and in 1849 50 six-coupled goods engines were delivered.

[7][page needed] After improving the workshops and facilities, including a second roundhouse in 1847, he persuaded the directors that the railway should build its own engines.

Initially there was some resistance on the part of Sharp Stewart and Stephenson, who quoted over-long delivery times, so that Kirtley had to accept the maker's own designs.

The original North Midland workshop, which by then had become offices, was raised by one storey in 1859–60, the clock tower being increased in height accordingly.

[8][page needed] Another of Kirtley's achievements in 1859 was, at last, to solve the problem of coal burning, by combining the brick arch with a firehole door deflector plate and a blower to increase the draught.

Research into track wear was carried out by Robert Forester Mushet, who produced the first double-headed rail using Bessemer steel.

Kirtley died in office in 1873 leaving a respectable legacy of development and sound locomotives, some of which lasted 80 years.

Johnson continued to build four-coupled passenger locos for the steeper grades, but also some 2-2-2 singles for lighter work.

The Midland ordered 20 2-6-0s from the Burnham & William's Baldwin Locomotive Works in the United States which were supplied as parts for assembly.

This was based on a North Eastern Railway two-cylinder 4-4-0 which had been rebuilt to three cylinders, and became the basis for a number of classes over the following years, totalling 240 engines.

He carried on much where Johnson had left off, but improved the compounds with an uprated boiler and firebox, also changing the tender to a smaller six-wheeled design.

In 1908 the Heysham to Morecambe line was electrified at 6.6kV 25 Hz and Derby supplied three 60-foot long motor coaches with electrical equipment from Siemens and Westinghouse.

Initially producing 3000 fuses a week, it installed automated equipment, increasing production tenfold, the work being mainly undertaken by some 500 women.

The major source of friction, however, was the Midland's policy of using small engines, adding another if the load warranted it, or for hilly stretches.

However, plans were afoot for something larger, with a Castle class loco borrowed from the Great Western Railway for trials between Euston and Carlisle.

His appointment would clearly have been accompanied by a change in attitude which included influencing the civil engineers to invest in strengthening the Midland track and structures.

In 1931, an old Midland Railway Class 1F 0-6-0 tank had been converted by fitting a Davey Paxman diesel engine and a hydraulic transmission by the Derby firm of Haslam & Newton.

[9][page needed] Although the hydraulic transmission failed in 1936, valuable experience had been gained, and various shunters were ordered from outside manufacturers.

Charles Fairburn oversaw the building of a Hampden bomber repair facility involving both the Loco and the Carriage & Wagon works.

This was because the axle-hung motors of the English Electric design had proved difficult to ventilate and had given severe overheating problems.

The last steam locomotive to be built, bringing the total to 2,941, was a BR standard class 5 with Caprotti valve gear, number 73154.

In 1948 the first British main-line diesel electric locomotive had been driven out of the paint shop by Ivatt himself, number 10000, just in time to have LMS livery.

There matters rested until British Rail's Modernisation Plan and in 1958 production began on the first ten Type 2 main line locos, later known as the Class 24.

[13] The full complement having been achieved in 1962, new production was concentrated at Crewe, but Derby received one more order when Beyer, Peacock & Company asked to be released from its contract.

It was the first to move into the new Railway Technical Centre on London Road opposite the old LMS research building, followed by the BRB Department of Mechanical & Electrical Engineering (DM&EE).

[15][page needed] In 1969 the workshops were turned into the BR subsidiary British Rail Engineering Limited (BREL) which also had its headquarters in the Railway Technical Centre.

The Litchurch Lane Carriage Works builds electric multiple units under its present owner Alstom.