of coal trains continued until 1887. From that time the Midland Railway supplied a proper branch train of six-wheel carriages hauled by a Midland 0-6-0 tender locomotive. Permanent way problems The cross-sleepers were found to cause difficulties, especially in cuttings, and some sections were replaced with stone blocks. However the stone blocks required constant packing to maintain line, level and gauge, and were considered to be harder riding than timber sleepers. Nevertheless, some of the stone blocks continued in use until at least 1885. Further opening The remainder of the line from Staunton Road to Ashby Road opened on 1 February 1833 or a few days before that. From Ashby Road to Long Lane, Coalville, was opened on 22 April 1833 for coal traffic and on 27 April 1833 for passengers, completing the intended extent of passenger operation, as from that point to Swannington would be used for mineral traffic only. The continuation to Swannington probably opened at the end of November 1833. Soar Lane, Leicester There had previously been plans to extend at Leicester across the Leicester Canal to Soar Lane. The decision was taken to revive the Soar Lane branch on 22 October 1832. On 10 June 1833 the necessary Act was secured; an opening bridge was required over the Leicester Canal. The branch was brought into use on 4 October 1834. Inclines Bagworth incline operation The Bagworth incline was 43 chains in length and the gradient 1 in 29. It was self-acting: the loaded wagons descended by gravity, pulling up the lighter, empty ones by means of a hemp rope. The rope passed around a large horizontal pulley at the top. When a train from Leicester arrived at the Bagworth station at the foot of the incline, the locomotive was detached and the empty wagons connected to the rope. The loaded waggons had been brought by another locomotive to the top, and they were attached to the other end of this rope. Their greater weight pulled the empty ones to the top. In the middle of the incline there was a passing place and from this loop to the top there were three rails, the centre rail being common to both up and down movements; the object of this was to account for the width of the wheel and the position of the rope. 10 or 12 loaded waggons of about 6 tonnes each were run down