High Peak Junction

Cromford Canal had previously been finished in 1794 and linked Sir Richard Arkwright’s mills to the national waterway system.

The carriage of limestone also played a predominant part, for this mineral was required in the manufacture of steel, and was found in abundance in this upland area.

There were over 20 rail tanks in total, many converted LNWR tenders, despatched from the wharf at a rate of about 100 a month and left in sidings along the route.

It terminated here at its southern end, and it was not until two decades later that physical connection was made with any main line, eliminating its dependence for trade on the canal.

This connection was with the Manchester, Buxton, Matlock and Midland Junction Railway at a point between Cromford and Whatstandwell stations (now on the Derwent Valley line).

[3] A second collapse of the Butterley tunnel (2,966 yd (1.685 mi)) in 1900 – due to mining subsidence – rang the final death knell for the canal as an effective mode of transport.

A level site at Ladmanlow, some 25 miles (40 km) along the line, was considered, but a report by Charles Mason the following month suggested only a small maintenance shop there.

[2] High Peak Junction lies at the bottom of the steep Sheep Pasture incline (some 1,320 yd (0.75 mi) in length at a gradient varying between 1:8 and 1:9), and following a runaway in 1888 a catch pit was constructed, the two lines passing either side of it.

In this accident (of which there are a number of varying versions), it would seem that a wagon loaded with lime and a brake van containing gunpowder broke free from a train, hurtling down the incline at speeds of up to 120 mph (190 km/h).

Failing to take the bend at the bottom, they then ran across the site, jumping across both the canal (damaging the bank) and the double tracks of the Midland Railway before one of the canisters exploded in the adjacent field.

Locomotives on the line were primarily sourced from Rowsley shed, but subsheds were also provided at Cromford, Middleton and Sheep Pasture.

Construction of this branch line had followed a fair bit of argument as to who should finance it - the C&HPR or the Matlock (later Midland) Railway.

The C&HPR ultimately agreed, on 19 January 1852, to build it at its own expense, but asked the Matlock Company for a siding at the junction, which was provided.

[22] The 1858 Rule book, replaced in 1877 by one issued by the LNWR, refers to Section 1 of the C&HPR (of 9 in total) being "High Peak Junction to Cromford", served by a square, black staff.

[2] The length of double track comprising the C&HPR siding (essentially main lain and loop) provided only the most basic of facilities, and operating flexibility was limited.

If ever a main line train failed to pick up loaded wagons (a booked operation), or if the High Peak shunter was slow to remove empties, the result was considerable congestion.

[16] The High Peak Junction signal box, designated "D22", is described as being located "E (Up) side of line 140m S of Lea Wood river bridge", at grid reference 32306 55495.

Distances to neighbouring locations were given as : The box closed in October 1967, and the foundations and a significant amount of timber still survives, including rear posts and cross beams.

The steel tubed Up Home bracket signal has been cut off at its base, and is still lying where it fell - presumably for intended collection later - although the arms and dolls are missing.

The section of line from the workshops down to the original junction, although part of the C&HPR, was not purchased - although it remains a right of way - and High Peak Junction, beside the Cromford Canal, is therefore the southern start point of the High Peak Trail, from where it heads immediately uphill, passing through the tunnel and up Sheep Pasture incline towards Black Rocks and Middleton Top, from where cycles can be hired.

Most of the railway buildings remains, namely offices and the old workshops where the early locomotives were built and serviced, and where water tanks were repaired.

It is possible that the cast iron, fish-bellied rails on either side of the inspection pit form the oldest length of railway line in the world still in its original position.

[10] Other items of particular interest, as indicated in the Visitors Guide, include a drill, chain bays, an old photograph, line tools, the forge and bellows, beam engine parts, a joiner's bench, and an oil tank.