Category Archives: Waterways & Railways across the Derbyshire Peak

Aqueduct Cottage

Aqueduct Cottage, Cromford Canal, Derbyshire (1977)
Aqueduct Cottage, Cromford Canal, Derbyshire (2010)
Aqueduct Cottage, Cromford Canal, Derbyshire (2020)
Aqueduct Cottage, Cromford Canal, Derbyshire (2022)

Among the wealth of industrial archaeology structures at the north end of the Cromford Canal, one of the most photographed is the picturesque little lock-keeper’s cottage at the end of the Wigwell Aqueduct, guarding the junction with the private Lea Wood branch.

This branch canal was constructed in 1802 by Peter Nightingale (great-uncle of Florence) to his mills at Lea Bridge 2½ furlongs away.  In 1819, as a result of a dispute over water rights, the branch was reduced to half its length and the wharf resited.

The lock at the junction was required to maintain the water-level in the branch at twelve inches higher than the main line, so that there was no risk of the canal losing water to the branch or vice versa.  An 1811 map shows that only half the existing building is original, extended sometime in the nineteenth century to make two dwellings, each with its own front door, and later combined to make a single house with the second doorway converted to a window.

Maintaining a household in this remote spot must always have been arduous.  Anne Eaton, who lived with her husband Josiah in the two-bedroomed cottage in the 1890s, raised eight children there.  She was on social terms with Florence Nightingale (1820-1910), whose family continued to own the surrounding land after selling the mills to the Smedley family in 1893.

The canal branch was last used in 1936, and traffic ceased on the main line from Hartshay to Cromford two years later.  The then owner, the London, Midland & Scottish Railway, formally abandoned the canal in 1944.

The local writer Alison Uttley (1884-1976) called Aqueduct Cottage “a Hans Anderson dwelling”, but she didn’t have to live in it.

By the time Lea Wood was sold to a private owner, Mr Bowmer, in 1951 the lack of amenities at the cottage was daunting.  The last occupant, Mr Bowler, lived there alone without piped water, sanitation, gas or electricity, until circa 1970.

The Derwent Valley section of the Cromford Canal was taken into guardianship by Derbyshire County Council in 1974 and most of it declared a Site of Special Scientific Interest (SSSI) in 1981, but when Lea Wood was sold to the Leawood Trust for the benefit of the community there seemed no practical way to make the cottage usable, let alone habitable.

After the Derwent Valley World Heritage Site was established in 2001 the County Council produced a Conservation Management Plan which identified Aqueduct Cottage as a significant heritage asset.

In 2012 the Derbyshire Wildlife Trust took over Lea Wood, the canal branch and the cottage, and a volunteer group set about returning Aqueduct Cottage to its nineteenth-century condition as a visitor centre which, despite the interruption of the pandemic, is well on its way to completion [https://www.crichstandard.org/tourism/aqueduct-cottage-restoring-a-local-landmark.php], proving what can be done for a building on the brink with inspiration, energy and the know-how to find funding.

The Leawood Pump

Leawood Pump, Cromford Canal, Derbyshire

There are two reasons why the Cromford Canal terminates at Cromford:  Sir Richard Arkwright was prepared to invest in the waterway in order to secure cheap, easy transportation for his cotton mills, and he had built his water-powered factories at Cromford to take advantage of two reliable sources of water – the Bonsall Brook and the Cromford Moor Sough, a lead-mine adit draining the ore-field below Wirksworth.  Its water emerged at a constant year-round temperature of 52°F so that the upper section of the canal hardly ever froze in winter. 

Sir Richard Arkwright would have preferred the canal to take water from the River Derwent above Masson Mill, presumably to protect the supply to his mills at Cromford.  Instead, after the sough-water had powered the mills it entered the canal through a culvert at Cromford Wharf, later supplemented by an open channel to a second basin.

Soon after the opening of the Cromford Canal, reservoirs were constructed at the watershed between the Amber and Erewash Valleys, at Butterley, Butterley Park (drained in the late 1930s) and Codnor Park, to supply the Nottingham Canal by way of the flight of locks from Codnor Park to Langley Bridge.

The lead miners ultimately needed to extract ore from below the level of the Cromford Moor Sough and in 1772 began to dig the Meerbrook Sough, a lead-mine adit which drains into the River Derwent just north of Whatstandwell.

When the Meerbrook Sough opened circa 1836 it deprived the Cromford Canal of the dependable supply of thermal water from the older Cromford Moor Sough, and obliged the Canal Company to construct the Leawood Pump

Designed by Graham & Co of Elsecar, South Yorkshire and completed in 1849, the pump is a Cornish-type engine located beside the aqueduct over the River Derwent, lifting water thirty feet from the river during the weekend hours when the water-mills downstream were closed. 

The stone chimney, 95 feet high, has a cast-iron crown with a Venturi device to improve the draught. 

The existing locomotive-type boilers were manufactured by the Midland Railway and installed in a specially built extension to the engine house in 1904. 

After years of neglect the engine was restored to working order in 1979.

The pump house is open to visitors from Easter to October:  https://www.derbyshire.gov.uk/leisure/countryside/countryside-sites/wildlife-amenity/leawood-pumphouse.aspx.

A short walk through the history of canal engineering

Wigwell Aqueduct, Cromford Canal, Derbyshire
Leawood Aqueduct, Cromford Canal, Derbyshire (2010)

Two silver threads run down the Derbyshire Derwent Valley between Matlock and Derby, the River Derwent and the Cromford Canal.

The valley bristles with monuments of industrial history, and the stretch of canal south from its terminus in Cromford is particularly rich in structures that typify and explain the archaeology of Britain’s inland waterways.

One of the most impressive – though difficult to see and photograph except in winter – is the Wigwell Aqueduct, designed by William Jessop to cross the River Derwent on a wide arch that carries the date 1793.

In its progress up the Amber and Derwent valleys the canal crossed both rivers by masonry-arch aqueducts – low arches in a long embankment over the Amber at Bull Bridge, now demolished, and a much higher, elegant single span across the Derwent at Lea Wood.  Both of these structures failed during construction and each had to be partly rebuilt at Jessop’s voluntary expense:  his famous comment on the injudicious economy of using Crich lime in the masonry of the Leawood aqueduct was,–

…Painful as it is to me to lose the good opinion of my Friends I would rather receive their censure for the faults of my head than of my heart.

The Wigwell Aqueduct (sometimes called the Leawood Aqueduct) has since stood the test of time, and it’s an outstanding example of the masonry-arch construction that James Brindley had pioneered at the Barton Aqueduct (1761) taking his Bridgewater Canal across the River Irwell west of Manchester.

A short walk further south along the canal stands an example of the successor to the masonry arch – the iron-trough aqueduct that Thomas Telford developed to span the wide Dee Valley at Pontcysyllte, east of Llangollen in North Wales. 

Telford showed that it was possible to carry a waterway in an iron trough at far greater height than was possible with masonry.  On the Cromford Canal, the iron-trough technique proved useful in other ways.

Twice in a decade, railway engineers needed to burrow a way under the canal for double-track railways.  In the late 1830s the North Midland Railway at Bull Bridge pierced the canal embankment to take its main line north towards Rotherham, and within ten years the Manchester, Buxton, Matlock & Midland Junction Railway needed to tunnel through Lea Wood, where the canal main line and a private branch to Lea Mills had hugged the hillside.

In each case, iron troughs in segments were fabricated at Butterley Works near Ripley and floated down the canal.  Dropping them into place and making the join watertight was accomplished in a matter of hours over Saturday night, when canal traffic could be paused, and then the embankment below was excavated and railway track laid.

The iron-trough rail arch and the original gothic road-arch at Bull Bridge were demolished in 1968.  Of the two aqueducts at Lea Wood, the one over the main line survives, and stopping trains to Matlock pass by.  The corresponding aqueduct on the Leawood branch was demolished sometime soon after the Second World War and has been replaced by a footbridge. 

Anyone seeking to understand the difference between the two types of aqueduct found on British canals need only park at the High Peak Junction car park and walk down the canal.

A short distance beyond the Leawood Aqueduct is a bijou example of the other major civil-engineering achievement of the Canal Age, the 42-yard Gregory Tunnel.

The towpath continues south as far as Ambergate, where the line of the canal was lost to a natural gas processing plant in the 1960s.

The hourly Derby-Matlock train service provides opportunities to explore the canal from Cromford, (rather than High Peak Junction), returning from Whatstandwell or Ambergate stations.

Change at Matlock

Matlock Railway Station, Derbyshire

One of my very first adult-education lecturing jobs was at Tawney House Adult Education Centre, Matlock, in 1972.

At the time I was teaching in a Nottingham grammar school, so my weekly trips after a day in school began with a diesel railcar journey to Matlock station, by then the stub end of a singled branch line that had once been the Midland Railway main line from Derby to Manchester.

A persistent local rumour said that the town wouldn’t have retained this vestigial rail link had not Alderman Charles White secured the former Smedley’s Hydro as a county hall for Derbyshire in 1955.

In the mid-1970s Peak Rail [https://www.peakrail.co.uk] began to implement a scheme to restore the entire missing railway between Matlock and Buxton as a heritage line with scope to carry heavy freight through and out of the Peak District National Park.

In the years since, that scheme has been repeatedly revised.  The current railway runs from Matlock to just south of Rowsley, and its next development phase envisages extending north to Bakewell.

When in 1991 the Peak Rail services reached Matlock, they were obliged to terminate at the boundary with Network Rail, and a temporary station was constructed, a quarter of a mile north of the historic station, and named Matlock Riverside.

Eventually, in 2008, following completion of the Matlock A6 road bypass and the construction of a Sainsbury’s store in the former Cawdor Quarry, Peak Rail negotiated a fifty-year lease into platform 2, the former down platform of Matlock Station, so that it’s now possible to travel by National Rail to Matlock from afar, cross the footbridge and continue with Peak Rail north to Rowsley South.

The route along the wide Derwent valley is attractive, but nowhere near as spectacular as the old main line further north and west which is now the Monsal Trail. Peak Rail specialises in on-train catering [https://www.peakrail.co.uk/fooddrink], and the extensive former marshalling yard at Rowsley contains a number of interesting preservation projects, including the Heritage Shunters Trust – an entertaining memorial to one of the cheerfully loopy episodes in the history of British Railways.

Trains to Edale

View from Edale Station towards Cowburn Tunnel, Derbyshire

Edale is the last station for stopping westbound trains from Sheffield to Stockport and Manchester before the line plunges into Cowburn Tunnel (3,702 yards).

It serves the village of Edale (population 353) and is handy for walkers setting off on the Pennine Way.

The Hope Valley Line is notable, and rare among intercity railways in the North, because all its original stations remain open to passengers, and an hourly stopping service runs in between non-stop trains serving Norwich, Nottingham and Liverpool via Sheffield.

Edale station itself offers only basic facilities.  British Rail replaced the original timber buildings with bus shelters, and eventually provided automatic ticket machines and digital information displays.

The Dore & Chinley Railway was opened in 1894 by the Midland Railway, providing a cross-country link between Sheffield and Manchester.  It gained additional traffic when G & T Earle opened their cement works, served by a private branch railway, at Hope in 1929.

The cement works is an ambivalent factor in the economy of the Peak District National Park:  it’s ugly and dirty, yet it provides jobs for the local community, and its rail connection helped to save the line in the 1960s.

Though the Woodhead route between Sheffield and Manchester via Penistone had been modernised and electrified after the Second World War, it had less social value as a passenger route, and after its coal traffic declined it closed in 1981.

The Hope Valley route offers an attractive ride through some of Derbyshire’s finest scenery, even though a quarter of the mileage is in tunnel.

Each of its stations provides access to interesting tourist sites and attractive walking country.

Hope station is isolated, but has bus services to Bradwell and CastletonBamford is within walking distance of Ladybower Reservoir and the Upper Derwent dams;  Hathersage has an open-air swimming pool and the David Mellor Factory, and Grindleford boasts the best fry-up for miles around – as long as you don’t ask for mushrooms.

In the days of steam traction and non-corridor slam-door carriages, the last train back to Sheffield was nicknamed the “Passion Special”, apparently because the length of Totley Tunnel (6,230 yards) provided opportunities not commonly found in the decades before the Swinging Sixties.

In contrast, latter-day Sprinter units are passion killers.

The above image is available as a greetings card, price £2.95 for one or £11.95 for a pack of five, or as a notelet to order. For the entire range of Mike Higginbottom Interesting Times greetings cards, please click here.

End of the line: Rowsley

Rowsley Old Station, Derbyshire (1978)

Rowsley Old Station, Derbyshire (1978)

The Manchester, Buxton, Matlock & Midland Junction Railway, the little railway with the long name, was an ambitious project to connect the East Midlands with Lancashire, starting at a junction with the North Midland Railway at a place called Toadhole which the railway renamed Ambergate.

The MBM&MR opened in 1849 through Cromford and Matlock as far north as Rowsley, where the Duke of Devonshire’s Chatsworth estate bounds the Duke of Rutland’s Haddon estate.

The intention, had there been sufficient capital, was to continue up the Derwent Valley, tunnelling beneath Chatsworth Park, towards Baslow, Edale or Castleton and Chinley to Cheadle.

The 6th “Bachelor” Duke of Devonshire was in favour of this route.  The company chairman was the Duke’s cousin, Lord George Henry Cavendish, and he was succeeded in 1854 by the Duke’s agent, Sir Joseph Paxton.  (Paxton’s original sketch for the Crystal Palace was in fact drawn on a sheet of MBM&MR blotting paper during a directors’ meeting at Derby.)

The 6th Duke died in 1858, and his successor had no intention of letting a railway through Chatsworth.

As it happened, the 5th Duke of Rutland died in 1857, and his successor was prepared to allow the Midland Railway to build a cut-and-cover tunnel at the back of Haddon Hall which was at the time practically derelict.

The Midland line to Manchester consequently went up the Wye Valley, through Monsal and Miller’s Dales on its way to Chinley.

And the original Rowsley station, designed by Sir Joseph Paxton, was left at the dead end of an unbuilt main line, made redundant by a new Rowsley station a few hundred yards away.

The old building survived as the goods office for sidings known as ‘The Old Yard’, and was the very last rail facility to close in Rowsley in July 1968.

After the railway closed the Old Yard was occupied by a construction company, and in 1999 the old station became a feature of the Peak Village shopping outlet:  http://www.peakshoppingvillage.com.

The original MBM&MR track is now operated from Matlock to just short of Rowsley by PeakRail, with the ultimate intention of extending the heritage railway through Haddon to Bakewell and beyond.

Bull Bridge Aqueduct

Bull Bridge Aqueduct, Cromford Canal, Derbyshire (1967)

Bull Bridge Aqueduct, Cromford Canal, Derbyshire (1967)

My journeys to school in the early 1960s were punctuated by a pause on the road through Bull Bridge, near Ambergate in Derbyshire, for the traffic lights that controlled the tight gothic arch of Bull Bridge Aqueduct on the Cromford Canal.

The canal had not been used since before the Second World War and the arch was impossible for any vehicle larger than a single-deck bus.

The A610 road was already a significant link in the 1960s, and would become more important when the Ripley by-pass was opened in 1977.

It was inevitable, therefore, that Jessop and Outram’s tiny road-arch had to go.  It was demolished in 1968 – shortly followed by the adjacent iron-trough aqueduct that had been inserted into the canal when George Stephenson drove the North Midland Railway through in 1839.

In the 1960s no-one in their wildest dreams would have expected the Cromford Canal to be restored, but the Friends of the Cromford Canal plan to return the whole canal to navigation, however long it takes, and so one day an elegant new aqueduct will span the road and the railway, rather like the New Semington Aqueduct (2004) on the Kennet and Avon Canal:  http://en.wikipedia.org/wiki/New_Semington_Aqueduct.

The shortest way, or the prettiest

L&NWR Station, Buxton, Derbyshire

L&NWR Station, Buxton, Derbyshire

At one time, you had a choice of rail routes to travel between Buxton and Manchester.

As a result of farcical Victorian competition, there were two Buxton stations, served by two companies, running between Buxton and Manchester by completely different routes.

The London & North Western service, which survives, took a reasonably obvious way over the hills to Whaley Bridge and Hazel Grove, where it joined the main line through Stockport to Manchester.

The Midland route, which was a by-product of that company’s desperate dash to find an independent route from Derby to Manchester, dived through deep Derbyshire limestone dales and a lengthy, 1½-mile long tunnel at Dove Holes, to link with the Cheshire Lines into Manchester Central.

Though the Midland line passenger service closed in 1967, almost all of the track is still in place for use by mineral trains.  Only the approach tracks into Buxton and the Midland station have gone, replaced by the town’s inner relief road.

Present-day trains run into the North Western platforms, and though the train-shed roof has been demolished, the distinctive gable with its Crystal Palace fanlight window remains.  The adjacent Midland station was a mirror-image of this.

The shape of the window hints at the involvement of Sir Joseph Paxton, the 6th Duke of Devonshire’s head gardener and a Midland Railway director.  It seems that the Duke, as principal landowner, insisted that the two stations should sit harmoniously side-by-side, and Paxton was instructed to advise the architect, John Smith.

Indeed, when the two companies opened on May 30th 1863 it seems that the inaugural dinners were scheduled to begin an hour apart.  Presumably, Paxton turned up to both, and got two starters and only one pudding.

A full and well-illustrated account of the Buxton Midland station can be found at http://www.disused-stations.org.uk/b/buxton/index.shtml.

The 72-page, A4 handbook for the 2009 Derbyshire-based Taking the Waters:  the history of spas & hydros tour, with text, photographs and a reading list, is available for purchase, price £10.00 including postage and packing.  To view sample pages click here.  To order a copy, please click here or, if you prefer, send a cheque, payable to Mike Higginbottom, to 63 Vivian Road, Sheffield, S5 6WJ.

2½ miles and six locks to start with

Ironville Locks, Cromford Canal, Derbyshire (1978)

Ironville Locks, Cromford Canal, Derbyshire (1978)

My blog-article about the Cromford Canal caught the attention of Hugh Potter, the Archivist of the Friends of the Cromford Canal, partly because of the 1963 image of the west portal of the Butterley Tunnel, which is no longer recognisable because of the construction of the A61 Ripley by-pass.

Hugh asked what other images I had from that period, and very kindly rescanned them for me to a higher resolution than my scanner can achieve.  They’re now displayed on the Friends’ website at http://www.cromfordcanal.info/archives/mharchive/mh1.htm.

The Friends exists to work towards the entire restoration of the Cromford Canal, including its Pinxton and Lea Wood branches.  This is clearly the work of a generation, at least.

When I pottered around the canal in the 1960s it was virtually intact.  In the time it took me to go through secondary school and university, a great bite was taken out of it at Ambergate to build a gas-processing plant, and other stretches were lost to road improvements and opencast coal working.  The current state of the entire line can be seen at http://www.cromfordcanal.info/images/map_large.jpg.

At the moment, only six hundred yards of the Cromford Canal are accessible from the inland-waterways system:  above the first lock at Langley Mill, a stretch exists as moorings for boats that have travelled up the Erewash Canal.

Beyond that, the course of the canal was obliterated by opencast mining in the 1960s:  six locks and 2½ miles of waterway must be completely rebuilt to connect with the surviving flight of locks to Ironville.

Here, well-intentioned but over-enthusiastic flood prevention works have wrecked the top locks which were, until 1985, virtually intact, though the gates had been removed and concrete cills installed to carry overflow.

What would have been a restoration will now become a major rebuilding.  Now is not the time to expect enormous financial support from outside bodies, but the Friends quietly beaver away reversing the decay and encroachments of nature:  http://www.cromfordcanal.info/restoration/eastern.htm.

It’s the work of volunteers and their determination, for which ‘heroic’ is not too strong an adjective, that kickstarts the recovery of amenities which shouldn’t have been squandered in the first place.

One day, boats will sail again up to Ironville and to Pinxton, and in time through the Butterley Tunnel and on to Cromford.

It worked on the Rochdale and Huddersfield Narrow Canals, and it’s happening on the Chesterfield.

It’s only a matter of time – and timing.

The Flute

Monsal Dale Viaduct & Headstones Tunnel, Derbyshire (1970)

Monsal Dale Viaduct & Headstones Tunnel, Derbyshire (1970)

My friend Richard is a serious walker.  He doesn’t think twice about twenty-five miles in a day, and goes walking with people who’ll tackle the West Highland Way (94 miles) carrying their own rucksacks.

So a walk along the Derbyshire Monsal Trail [see Changing trains in the middle of nowhere: Miller’s Dale Station] counts as a gentle stroll.  This is the former railway line between Derby and Manchester that has so many tunnels the railwaymen called it “the flute”.

Richard told me that as he walked across Monsal Dale Viaduct on a hot day in a T-shirt recently he was suddenly confronted with a blast of cold air.

This turned out to be the draught from Headstones Tunnel, which for years has been bricked up with a locked steel door for inspection parties.  Now the tunnel mouth is open again, and work proceeds to make it accessible to walkers, complete with lighting.

This welcome development is flagged on the Peak District National Park website:  http://www.peakdistrict.gov.uk/index/visiting/cycle.htm.

One might ask, what happened to the proposal to reinstate the railway line from Matlock to Buxton, which at present stops at the PeakRail terminus at Rowsley [see Rails across the Peak].  The most probable answer is not that there’s a bridge missing across the A6 road at Rowsley, but that there’s a problem a little further west.

UPDATE:  Richard told me (riding through another railway tunnel on a train, on our way to a Friday night at Anoki [see Cosy Curry]) that the Monsal Trail tunnels are now open:  http://www.peakdistrict.gov.uk/index/news/news-display-page.htm?id=24902.