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High Peak Junction, near Cromford, Derbyshire, England, is the name now used to describe the site where the former Cromford and High Peak Railway (C&HPR), whose workshops were located here, meets the Cromford Canal. It lies within Derwent Valley Mills World Heritage Site, designated in 2001,〔(Cromford Canal Conservation Management Plan )〕 and today marks the southern end of the High Peak Trail, a trail for walkers, cyclists and horse riders. The Derwent Valley Heritage Way also passes this point, and popular walks lead from here along the towpath in both directions. ==History as part of the High Peak Railway== (詳細はwharf-side transit shed, with awning over the canal, still stands on the west bank of the canal, a small distance from the workshop complex. From here the double-tracked line ran beside the workshops and up the steep Sheep Pasture incline. Prior to the construction of this larger transit shed, use was made of another shed the other side of the workshops, which opened onto the river. This later became a locomotive shed, but has now been demolished, and lies beyond the picnic area. This first section of the line, from here to Hurdlow, opened on 29 May 1830, opening throughout in 1831. At this point in time the railway was isolated from any other railway lines, being connected only to canals at either end, namely the Cromford Canal in the south, and the Peak Forest Canal at Whaley Bridge in the north. Cromford Canal had previously been finished in 1794 and linked Sir Richard Arkwright’s mills to the national waterway system. The workshop complex here was largely built between 1826 and 1830 (making them the second oldest railway workshops in the world 〔), specifically to serve the new line.〔High Peak Junction Workshops Visitor Guide〕 There were also limited sidings here. The endless chains for the inclines, for instance, were made here from ¾ inch chain apparently supplied by Pritt & Co of Liverpool. At the time of the railway's opening, apart from on the inclines, horses were the main form of power, and only minerals and goods were carried. These goods, which included coal, were primarily for local communities along the route. 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. Initially static steam engines powered the inclines, but in 1833 the first locomotive was acquired for the line, and as such was one of the country's earliest railways, coming only 7 years after George Stephenson's Stockton and Darlington railway had opened. It was to take 30 years before all horse motive-power was replaced by steam, but whilst there were engines on the line, water wagons had to be carried up the inclines from the wharf, for use by the stationary engines, and later by the locomotives, and for supply at isolated properties. 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.〔 Water was sparse up the line, but here at the wharf a hillside spring fed a tank which was located at Sheep Pasture bottom, across the line from the workshops. Apart from repairing wagons and locomotives, the company stock list records that in 1859 two locomotives were built at the workshops, but in reality they were more likely assembled here, for from 1840 parts were being bought from the Union Foundry in Derby.〔 However, the railway was initially only a link in the canal network, and isolated from other railway lines. 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 Midlands Junction Railway at a point between Cromford and Whatstandwell stations (now on the Derwent Valley Line). This was strictly the "High Peak Junction", this name not being used for this canal-side site until after closure of the line. ''(See below.)'' The new main line Midland Railway junction was brought into use on 21 February 1853, increasing the length of the C&HPR by 58 chains (about ¾ mile), and Bradshaw's Railway Manual of 1870 describes the whole undertaking as now running "from Peak Forest Canal to the Cromford Canal, and to a junction with the Manchester, Buxton, Matlock and Midlands Junction".〔 However, it took another decade before horse power on the High Peak Railway was entirely replaced by steam. Following this connection, and the development of the Midland Line through to Manchester, more and more traffic took this route. Tonnage rates on the canal were lowered to attract trade, but competition was fierce, not helped by the eventual selling of the Cromford Canal to the Railway Company in 1852.〔 A second collapse of the Butterley tunnel (2966yds) in 1900 - due to mining subsidence - rang the final death knell for the canal as an effective mode of transport. However, coal was still carried on this isolated section from Hartshay to Lea and Cromford until 1944, when the whole canal was officially abandoned.〔 Beside the Transit Shed a road crossed the Junction extension line at an ungated crossing. A red iron plate on a post was turned 90 degrees to indicate "stop" to either the road or the railway.〔 From 1862 LNWR officials made regular inspections of the railway, and an inspection in June of this year led to an attempt to find a larger workshop site than that here at Cromford. A level site at Ladmanlow, some along the line, was considered, but a report by Charles Mason the following month suggested only a small maintenance shop there. Given that 18 men were employed at Cromford, and that many of their children worked in Arkwright's mill, it was left here. A timetable of 1874 showed some 9 departures daily from the Junction, although there was only one through train daily along the whole length of the line, a journey of some 5½ hours. Most of the others terminated at Hopton, but clearly all these workings passed through this Cromford wharf site.〔 High Peak Junction lies at the bottom of the steep Sheep Pasture incline (some 1320 yards 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. 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. Minutes later the London passenger train passed.〔(History page on Derby County Council website )〕〔(Bygone Derbyshire website )〕 Wreckage seen in the catch pit today dates from a further runaway in the 1950s.〔(Discovering Derbyshire & the Peak District : High Peak junction )〕 The line prospered, and quarries were serviced at Hopton, Hoptonwood, Middleton Top & Longcliffe. Traffic was also generated at the Harboro Brick Works, Longliffe and the Derbyshire Firebrick Company at Friden. Locomotives on the line were primarily sourced from Rowsley shed, but subsheds were also provided at Cromford, Middleton and Sheep Pasture. These provided both accommodation and routine minor maintenance, and provided for the section of line between High Peak Junction and Friden.〔(Derbysulzers site )〕 The Act of 1855 provided powers to carry passengers, and this was done - on certain trains - using a brake van with seats. There was no proper timetable, but passengers could take advantage of the once-daily train which ran in both directions along the whole length of the line. Passengers were supposed to alight and walk up the inclines, but many risked the ride. A fatality in 1877 provided a reason to discontinue what was an unprofitable service. * Some photos of locomotives operating at High Peak Junction and on the C&HPR can be seen here. * Photos taken on the last day of operation, Sunday 30 April 1967, can be seen here. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「High Peak Junction」の詳細全文を読む スポンサード リンク
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