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Monsal Rail – a Dinky Railway!

 providing “Access for All” to the Monsal Trail between Bakewell and the Monsal Valley

The iconic view of the Monsal Viaduct spanning the Wye Valley in Derbyshire

1 Background

2 What is “Monsal Rail”?

3 Map of Monsal Rail between Monsal Valley and Bakewell

4 Sustainability

5 The Benefits of Monsal Rail

6 Monsal Rail – Small.. but functional!

7 Monsal Viaduct boasts a unique combination of features

8 (Peak) Accessibility – try getting to Monsal Viaduct in a wheelchair..

9 History of The Monsal Trail

10 Safety

11 Why not go further?

12 Interested in Monsal Rail?

13 APPENDICES

14 Safety Guidance

15 SSSI – Sites of Special Scientific Interest

16 SUSTRANS – guidance for Shared Path widths and clearances

17 Battery Powered Locomotives

18 Carriages

19 Prefabricated Trackforms

20 Track Construction

21 Platform design

22 Proposed “Halts” (Stations)

23 TERMINUS STATION" – BAKEWELL ECHO BRIDGE HALT

24 Location – "Historic" Bakewell Station

25 Location – Pineapple Bridge Stream

26 Location – Hassop Engine Shed

27 "STATION" – HASSOP VALLEY HALT

28 Location – "Historic" Hassop Station

29 Location – “Main Street Stop”

30 "STATION" – THORNBRIDGE & LONGSTONE HALT

31 Location – "Historic" Great Longstone Station

32 Location – The Headstone Tunnel Eastern Cutting

33 Location – The Headstone Tunnel

34 Location – “Headstone Tunnel Crossover”

35 “TERMINUS STATION” – MONSAL VALLEY HALT

36 Pedestrian routes between Bakewell  and Bakewell Echo Bridge Station

37 Environmental Impact

38 Visual Impact

39 Noise Impact

40 Timetable Frequency

41 Utilities

42 Freehold, Construction Access and Tasks

43 Getting to Monsal Rail – Transport Hubs

44 Organisations with an interest (or potential interest) in Monsal Rail

45 Known “Problems”

45.1 The Speed of some Cyclists is too fast, particularly when the trail is busy

45.2 MEMRAP wants to close the Monsal Trail

45.3 Poor drainage at the eastern portal of Headstone Tunnel

45.4 “Sanding”

46 “Main Line”  reinstatement proposals and the consequential closure of The Monsal Trail

47 “Crossing” Locations on Monsal Rail

48 List of Bridges, Tunnels and Gradients

49 Public Transport Connections

50 Narrow & Standard Gauge Railways in some of the UK’s National Parks


        

1 Background

“Monsal Trail” is a shared use path which was created in 2011 on the trackbed of an old railway line.

The Trail  currently runs for 8.5 miles (13.5 km) from Blackwell Mill in the west to Coombs Rd Bridge ( about 1 mile east of the Original Bakewell Station) in the east.

It is owned and maintained by The Peak District National Park Authority and is not a legal right of way.

“The Trail” refers to “The Monsal Trail”

“Trail Users” refers to all the different types of existing users of the Monsal Trail. These include: Walkers, Cyclists, Runners, Mobility Scooters, Horse Riders and Wheelchairs users.

 

2 What is “Monsal Rail”?

Monsal Rail will be a dinky (small!) railway, to be powered cleanly, and sustainably by batteries, and running alongside the section of the Monsal Trail between Bakewell and the Monsal Viaduct in the Derbyshire Dales.

The total distance is 31/2 miles with intermediate “stations” at Hassop and Thornbridge.

In this relatively short distance there are 2 grade II listed former railway stations,  2 Sites of Special Scientific Interest, a long tunnel, rocky railway cuttings, a large bistro style cafe and accommodation, 2 cycle hire locations and most impressive of all a spectacular viaduct with insurmountable views of the Wye Valley.

Nearby, and accessible to walkers, are some of the oldest factories in the world, (the cotton mills of the Cressbrook and Litton), beautiful meadows, an impressive weir, the site of an ancient Iron Age fort, Fin Cop, more cafes and the impressive grade II listed Thornbridge Hall and gardens. In addition, there is a wealth of flora and fauna and great views all without having to cross one road!

This route is without doubt one of the most scenic in the UK and best of all it can be enjoyed at a pace suiting the visitor, whether that is walking, running, cycling and with Monsal Rail, by train with a top speed which will be relatively slow (slower than a cyclist) in order to be sympathetic with existing Trail Users and be safe.

People with mobility issues will be able to experience the beauty of Monsal Dale at close hand for the first time by using “Monsal Rail”.

Graphic showing “Monsal Rail” positioned on one side of trackbed in order to maximise space for the shared path

The trackbed generally provides for a minimum “gap” of 7.2m between “Solid” structures such as bridges and tunnels

The profile in this diagram shows how erosion over 60+ years has “rounded off” the edges of the trackbed

3 Map of Monsal Rail between Monsal Valley and Bakewell  

Map of Monsal Rail showing the proposed route and Halts (stations)

Schematic showing the location of Monsal Rail Halts relative to Monsal Viaduct and the original stations


4 Sustainability

Monsal Rail is committed to a low-carbon and sustainable future for travel and “Access for All” for its route within the Peak District National Park.

The electricity to be used for charging the batteries which will power the trains will be contracted from  sustainable sources.

Solar panels will be fitted on the large roof of the Engine Shed.

Significant consideration will be given to the environmental, visual and noise impact of Monsal Rail (see appropriate “Impact” see sections later )

Every effort will be made to minimise the carbon generated during the construction phase. Consideration will be given to “offsetting”. (It is appreciated that there is a lot of debate about “offsetting” at the moment)

Ideally some form of vegetation would be grown within the outline of the Trackforms. The relevant authorities will need to be consulted as to whether this would be allowed. There are alternatives to grass which require less maintenance see more at: https://en.wikipedia.org/wiki/Green_track

Grass is allowed to grow between the tracks at Edgbaston tram stop on the West Midlands Metro
By Mark Percy, CC BY-SA 2.0, https://commons.wikimedia.org/w/index.php?curid=131352775


5 The Benefits of Monsal Rail

  • Allow people with mobility issues to access parts of the  Monsal Trail which they are currently unable to do so. This includes disabled, mobility challenged and younger children. There will be level access for wheelchair users (something that Network Rail can only provide at a minority of stations at the moment)
  • Allow continued full use of The Trail to current users
  • Provides a transportation based on sustainable energy
  • Creation of “local” additional seasonal jobs
  • A “year round” feature, which working with other nearby hospitality businesses would help to sustain jobs.
  • Potential links with other sustainable transport providers to provide transportation from outside the Peak District to Monsal Rail stations
  • The most energy efficient form of motorised transport – ie steel wheels on steel rails
  • in very cold weather the train could be used with a special “icicle scraper” to regularly “knock off” the ends of the icicles in the Headstone tunnel to prevent it being closed for safety reasons (which is what happens at the moment)
  • A reminder and a tribute to the thousands of people who built and worked on this railway line in the past

These benefits can be achieved whilst still allowing access to all the existing users of the Monsal Trail. The “human size” scale and slow speed of Monsal Rail would not intimidate the existing users, nor would it make their experience any less enjoyable than it currently is.

A carriage with wide doors and level access allows disabled users to enjoy the “15 inch” gauge Bure Valley Railway in Norfolk

Certainly not the main benefit of Monsal Rail.. however icicles in the Headstone Tunnel in winter periodically cause it’s closure to Trail Users for safety reasons.
Monsal Rail could hopefully be fitted with an “Icicle Scraper” to periodically knock off growing icicles and prevent the closures

6 Monsal Rail – Small.. but functional!

Most railways in the national network (and most of the rest of the world) have been built to the “Standard” gauge. “Gauge” is the distance between the rails and for “Standard gauge” this is the famous 4 feet 8.5 inches distance. Smaller railways, traditionally built in places such as quarries and mines are collectively known as “Narrow gauge railways”.

A variety of different gauges have been used with certain gauges becoming more popular than others and one of these is the “15 inch” gauge.  

Well known “15 inch” gauge lines include the Ravenglass & Eskdale and The Romney & Hythe lines. The nearest Narrow Gauge railways to Derbyshire are the Apedale Valley Light Railway (Newcastle Under Lyme, “24 inch” gauge) and The Sherwood Forest Railway (Mansfield, “15 inch”)

There is a big difference in the carriage size between a “15 inch” and “Standard” gauge carriages!

Ravenglass & Eskdale “15 inch gauge ” railway is certainly dinky compared to the Standard Gauge Mainline    
photo by Adrian Padley


Monsal Rail will be based on the "person sized" proportions as demonstrated in the "15 inch" gauge railways. This will mean that the Monsal Trail trackbed can accommodate both “Monsal Rail”  and allow plenty of space for the existing Trail Users.

 

The size of a Monsal Rail Carriage compared to a Standard Gauge Carriage (Great Longstone Station)

Monsal Rail will be able to benefit from using a wider gauge of “3 feet” which will give improved stability and ride quality. The “3 feet” gauge is currently most widely used in the global mining industry and so manufacturers of locomotives are currently producing battery locomotives for that gauge.

The original railway trackbed was built to allow a clearance of at least 7.2m between structures at the side of the tracks. (One exception found so far is Great Longstone Station at 6.4m) Allowing 2.5m for the Monsal Rail train ( which is 1.3m wide) this leaves a minimum of 3.5m for shared path use (n.b.  the current tarmaced path in the tunnels is 3m wide)

 Diagram showing typical “position” of Monsal Rail on the Monsal Trail


7 Monsal Viaduct boasts a unique combination of features

Even before the railway, the qualities of the view from Monsal Head had been recognised. In 1827 the Reverend Richard Ward described: “any traveller standing on the brow of a lofty and steep mountain, and casting his eyes to the bottom of it, will be struck with the highest admiration by a complete view, suddenly presented, of the charming Monsal Dale, stretching to the right and left immediately beneath him”

When Monsal Viaduct was built in 1863 the great British writer John Ruskin was not happy, He wrote:

There was a rocky valley between Buxton and Bakewell…You Enterprised a Railroad through the valley – you blasted its rocks away, heaped thousands of tons of shale into its lovely stream. The valley is gone, and the Gods with it”

Monsal Viaduct (“official name”: Headstone Viaduct) may not be the longest or highest,  but it and its surrounds have a combination of features which probably make it the most interesting and attractive of all the viaducts in the UK (and maybe the world?)

Steam trains used to “burst out” of the Headstone tunnel which is half way up a steep hillside, straight onto the viaduct that bridges across a bend in the steep sided winding valley. The viaduct spans a meandering river and grass meadows.

The railway continues through a cutting and then contours along the “Putty Hill” before entering another series of tunnels, passing historic cotton mills on the way. Rocky white limestone outcrops adorn the hillsides and sheep graze the grass.

This combination of features has long captured the attention of artists and photographers alike.

 Here are just a couple:

 Midland Railway Poster from the “Holiday Resorts Series” 1935

                        A postcard of Monsal Viaduct from 1909

Monsal Viaduct can be admired from above, from below or walk, run, or cycle over it..

Is there another viaduct anywhere else where you can get all of this?!

If online, you can see images and facts about UK viaducts (past and present) on Wikipedia at this page: https://en.wikipedia.org/wiki/List_of_railway_bridges_and_viaducts_in_the_United_Kingdom

(Monsal Viaduct is listed under its official name of “Headstone Viaduct”)

Ribblehead Viaduct is very imposing and Glenfinnan Viaduct received some “Harry Potter” magic but.. you can’t walk over them! they don’t have a pretty river running through them and nor can you (easily) look down on them from above!

In his TV series “Walking Britain's Lost Railways”, Rob Bell describes Monsal Viaduct as “The country's prettiest viaduct!” (and he’s walked over a lot of them!)


8 (Peak) Accessibility – try getting to Monsal Viaduct in a wheelchair..

The Peak District National Park Foundation is:

 “a registered charity established to raise funds to care for The Peak District National Park and make it more inclusive…”  (http://peakdistrictfoundation.org.uk/about-us)

They go on to say:

“Our right to enjoy the National Park was hard won by ordinary folk. In that spirit, let’s fight to make it ever more accessible, for everyone to enjoy.”

One of the beauties of the Viaduct is that you can walk over it and admire the views from it, but gaining access to the Viaduct itself is virtually impossible for anyone with more than mild mobility issues.

Even viewing the viaduct from Monsal Head is impractical for wheelchair users.  

Wheelchair users are effectively limited to viewing from the very small car park at Monsal Head. This car park is set back from The viewpoint because of a road which descends from Monsal Head to Upperdale.

An adventurous wheelchair user could try crossing the road (no crossing and it’s quite wide because the road is on a bend..  There is one small semi circular “bay” which the wheelchair user must move into where they will still find the view partly obscured by a wall. It is not possible for a wheelchair user to proceed any further.

This is the view a wheelchair user gets from the small car park at Monsal Head:

A wheelchair users “view” of Monsal Viaduct

What “non wheelchair” can see…

Monsal Viaduct is relatively close to Monsal Head but it, and this view are inaccessible to wheelchair users

What about people who have limited mobility, can they get to Monsal Viaduct?

In a word, “No”

The path that descends from Monsal Head is very steep, has huge rocky steps and the polished limestone becomes extremely hazardous when wet.

The “North Face” of Monsal Head – competent climbers only!

There is a path from the very small car park at Upperdale (with a bus stop in summer – if the bus can get through!) It is a very steep and rough ascent.

There are a few level access points along the Monsal Trail. The nearest one to Monsal Viaduct is next to what was Great Longstone Station. It only has “on street” parking and is over a mile (1.7km) away. There is a steep descent from the road bridge (no path on the road) which leads to the old and (and now) narrow platform which has a steep drop on one side. After negotiating a way along the platform there is another fairly steep descent to the trackbed.

“Hassop Station” does have level access to the Trail from the public car park but this is now 21/2 miles (4 km) from Monsal Viaduct which makes a round trip distance of 5 miles – not really feasible in a wheelchair.

“Millers Dale Station” also has level access but this is over 3 miles (5km) from Monsal Viaduct.

In summary, it is virtually impossible for anyone in a wheelchair or with limited mobility to get to, or view Monsal Viaduct without significant assistance.

“Monsal Rail” would give “Access for All”!

9 History of The Monsal Trail

The original railway between Rowsley and Chinley was built by the Midland Railway in 1863 in order to link their existing network with Manchester. The “easiest” routes were already taken, so the Midland was forced to take a challenging route through the Derbyshire Dales and indeed the route is sometimes referred to as “The Peak Line”. It was built with two tracks, and as well as freight traffic it carried express trains between Manchester and St Pancras in London.

The line closed to rail traffic in 1968. In 1981 parts of the line were reopened to walkers, but the three longest tunnels remained closed. Frustratingly this meant that significant diversions had to be made by anyone following the original “Monsal Trail”

Luckily, following a grant from The Department for Transport, the tunnels were made safe and then the four longest tunnels were re-opened in 2011, thus completing the 8.5 mile “Monsal Trail” as we enjoy it today.  

Looking west inside Headstone Tunnel showing the 3m wide shared use tarmac path

also seen is one of the workmans “safety refuge” (they must have been thinner back then!)

The Trail is managed by the Peak District National Park Authority and has become hugely popular attracting  over 300,000 visitors a year!


10 Safety

Safety is the primary concern for any transport system

There are two main aspects for the safety of people (and animals)  :

a) on the Monsal Trail

and

b) travelling on Monsal Rail

A typical cross section of trackbed showing Monsal Rail and “Trail Users” on a narrow embankment section

Pedestrians and cyclists already co-exist with “full size” Trams in some of the UK's city centres (and hundreds in Europe). These trams operate without the need for barriers or fences.

Clockwise from top left: Edinburgh, Croydon , Sheffield (“Tram Train”) and Manchester

These are some of the features that enable Trams to operate safely in these busy pedestrian areas:

  • The driver can see what’s in front and is able to stop quickly if required  
  • Trams run at relatively slow speeds in congested areas
  • The front of the Tram is designed to be close to the ground so that if someone (or something) were to come into contact with a moving Tram, then it would be knocked to the side rather than going underneath

Monsal Rail will have all of these features as well as some additional ones which will help to segregate it from the existing Trail Users…

When approaching and leaving “Stations”,“Halts”, crossings and the tunnel, Monsal Rail will be restricted to 5 mph (a brisk walking speed)

The maximum speed of Monsal Rail in other areas is expected to be about 10 mph which is a “brisk running pace” ( or “leisurely cycle pace”) and is “very slow” by “Heritage Rail” standards which allows a top speed of 25 mph

The speed differential between Monsal Rail and a person walking would be significantly less than that currently experienced between walkers (2-4 mph) and fast cyclists ( 20+ mph )

The railway is to be built using prefabricated Trackform sections which incorporate a number of features which will aid the segregation between Monsal Rail and Trail Users

(See Section “Prefabricated Trackform Track” later for more detail )

The Monsal Rail track will be laid as close as possible to the edge of the existing trackbed to maximise the amount of space for the shared path

 

The “shared path” side of the Trackway has a “Kerb” which:

  • creates a clear physical demarcation of the railway.
  • a “friendly edge” which will help to “deflect” cycle wheels if they were to come into contact with the kerb. (ie the angle of the kerb is set to be steeper than what would allow a cycle wheel to easily “ride up” )

Crossing points will be maintained at all the locations where currently a path or track joins or crosses The Monsal Trail.

See section “Crossing points of the Monsal Trail”

On most sections of Monsal Rail, Trail Users will not need to cross onto the Monsal Rail track.

Trail Users will be “discouraged” from walking along the rail track itself by “Cross Beams” which exist every few metres.

Risk Register

a list of all the known “risks” is maintained along with the actions to be taken to mitigate them.

This is maintained in a separate document and a copy can be requested by emailing:

MonsalRail.info@gmail.com

In summary:

There are 5 particularly “Busy points” at (or near) Bakewell, Hassop (x2), Thornbridge & Longstone and Monsal Valley stations

At each of these points, the Headstone Cutting and Headstone Tunnel the speed of Monsal Rail will be restricted to a maximum of 5 mph

There are an additional 10 “crossing points”

There are 5 points where the line goes above a steep drop and so strengthened barriers are required.

There is a risk of rock fall at the Headstone Tunnel Cutting – a proposal for mitigating this risk is discussed in the section “Headstone Tunnel Cutting”


11 Why not go further?

To the immediate west of the end of Monsal Rail at “Monsal Valley Halt”, there is the “world famous” Grade II listed Monsal Viaduct. The importance and sensitivity of this structure is recognised as well as the iconic view of it from Monsal Head.

As Aesop famously warned: “Don’t kill the goose that laid the golden egg”!

To the east of the end of Monsal Rail at Bakewell Echo Bridge Station. There are significant physical obstacles.

These include (from west to east):
Haddon Tunnels – Over 900m of shallow, unstable “Cut and Cover” construction – currently closed

Park Lane (nr Rowsley) – underbridge “missing”

Church Lane at Rowsley – underbridge “missing”

Rowsley Viaduct – Grade II listed and currently in poor condition

Rowsley A6  – underbridge “missing”. This cannot not be reinstated with the same trackbed level as the original because there would not be enough clearance for today's “high HGV’s” on the A6. The conventional technique of lowering the road is not possible as the River Derwent (which floods regularly) is “in the way”.

Rowsley – “old station site” – currently used as a car park

The ownership of the sections above is believed to be held by a number of freeholders who are not public organisations.

Rebuilding these structures would require a colossal amount of money and it is not clear whether it’s even possible to rebuild the “Rowsley A6” bridge whilst still allowing high HGV’s to pass underneath.

12 Interested in Monsal Rail?

Want to know more about Monsal Rail or would like to help?

Drop an email to MonsalRail.info@gmail.com for more information

Thanks!


13 APPENDICES

14 Safety Guidance

For regulation purposes Monsal Rail may be conceptually similar to a “Tram”

The main publication applying to Trams is currently “Railway Safety Principles and Guidance Part 2 (RSP2)”

currently available at:  https://uktram.com/wp-content/uploads/2018/07/Tramway-Principles-Guidance-Final-2.pdf

It is ultimately the UK Office of Rail and Road (ORR  http://orr.gov.uk ) who determine under which rules Monsal Rail would operate under and it will be expected that significant discussions would take place with them.

Some extracts: with  [emphasis added]

DEFINITION OF TRAMWAY

1.11 For the purposes of this guidance, ‘tramway’ means a system of transport used wholly or mainly for the carriage of passengers, which employs parallel rails which provide support and guidance for vehicles carried on flanged wheels, and in respect of which:

(a) the rails are laid wholly or partly along a road or in any other place to which the public have access; [emphasis added]

and

(b) on any part of the system, the permitted maximum speed of operation of the vehicles is limited to that which enables the driver of any such vehicle to stop it within the distance he can see to be clear ahead (in this document, referred to as ‘operation by line-of-sight’). [emphasis added]

CLEARANCES BETWEEN TRAMS AND STRUCTURES

2.14 The clearances between a SE [Swept Envelope – the maximum extent of the tram] and other highway features or fixed structures should be as follows:

(a) to the edge of a traffic lane – 200 mm; [emphasis added]

PEDESTRIAN FOOTWAYS AND CROSSINGS 

3.26 In streets which have high densities of pedestrians, the pedestrians should be encouraged to use defined crossing points over the tram track. The crossings should have dropped kerbs and appropriate tactile marking.[emphasis added] These crossings should be designed so that they are obviously the safest crossing point.


CYCLE/TRAMWAY INTERFACE

PLATFORM HEIGHT

5.12 Differences in height between tram floor and platforms must not exceed 50 mm at doors [emphasis added] which are intended to be used by mobility-impaired passengers


15 SSSI – Sites of Special Scientific Interest

There are 2 sections of the proposed Monsal Rail that lie within the Wye Valley (Derbyshire) SSSI area and so the planning application will need to be accompanied by an “Environmental Impact Assessment”.

“Natural England” (Sponsored by DEFRA) are the body with a particular interest in SSSI’s

SSSI Area 1 

“The Wye Valley -Derbyshire” includes the “Cutting” area and hillside at the western portal of The Headstone Tunnel

from https://magic.defra.gov.uk/MagicMap.aspx

MAGIC = Multi-Agency Geographic Information for the Countryside

Diagram showing the area of Monsal Rail within the SSSI at the western tunnel portal

The SSSI includes all the land seen beyond the Monsal Viaduct embankment (approximately beyond line shown in yellow)


SSSI Area 2.

“The Wye Valley -Derbyshire” also includes the long cutting leading up to the eastern portal of The Headstone Tunnel

The “Rocky Cutting” leading to the eastern portal of The Headstone Tunnel

Diagram showing theWye Valley (Derbyshire) SSSI cutting at the eastern portal of The Headstone Tunnel

Image of the Wye Valley (Derbyshire) SSSI cutting at the Eastern Portal to the Headstone Tunnel


16 SUSTRANS – guidance for Shared Path widths and clearances

The SUSTRANS (SUStainable TRANSport) organisation is the custodian of The National Cycle Network which is currently over 16,000 miles (including The Monsal Trail).  SUSTRANS is a large enterprise, having a turnover of over £50m a year, employing over 600 people. It is the lead organisation in the UK promoting “traffic free” paths.

Their “Vision”

“We have a clear vision for the future

Our vision is a society where the way we travel creates healthier places and happier lives for everyone.

Our mission is to make it easier for everyone to walk, wheel and cycle.”

from their website at https://sustrans.org

Their “design guidelines” are currently described at:

https://www.sustrans.org.uk/for-professionals/infrastructure/sustrans-traffic-free-routes-and-greenways-design-guide/sustrans-traffic-free-routes-and-greenways-design-guide-contents/2019-design-guidance/part-2-design-details/7-geometric-design

Here are some key extracts:

Geometric design

Geometric design is part of the Sustrans traffic-free routes and greeways design guide. It covers managing speed and providing enough width for all users by presenting minimum design criteria for horizontal and vertical alignments, as well as suitable visibility.

7.1.5

Where it is necessary to encourage slower speeds on approach to a hazard, the preference is to introduce a change in horizontal alignment that will require users to slow down. For example, introducing a 90-degree turn on the approach to a highway interface.

7.2.2

The effective width of a traffic-free route is considered the ‘usable’ width of the route. Providing a path width that satisfies the requirements of the table below does not mean a suitable effective width will have been achieved.

The table below builds upon the principles of user space requirements and summarises the absolute and desirable minimum effective widths:

Shared Use

Absolute Minimum

2.5m

Desirable Minimum

3.0m


7.2.3

Features located at the side of a traffic-free route can have the effect of reducing effective width. For example, users of a 3m shared use path with fencing either side may ‘shy’ away from the fences. In practice, the ‘shy distance’ can have the effect of offsetting path users towards the centre of the path.

Subsequently, a 3m wide shared-use path with fencing either side may only have an effective width of 2m. Put more simply, only 2m of the path is considered functional by path users, even though there is a 3m wide surface.

Designers should note that shy distances are more applicable to people on bikes and horse riders than other path users. This is mainly due to the risk of handlebars, pedals and stirrups striking vertical features situated alongside the path edge. Thus the effect of shy distances on the effective width of a path needs to be considered against the composition of users of the traffic-free route.

The table below summarises the extra width that can be added to a path to achieve or maintain effective widths. These are applicable where vertical features are present alongside the path.

Edge Constraint

Additional Width

Kerb up to 150mm

add 0.2m

Vertical feature 105mm – 600mm high

add 0.25m

Vertical feature > 600mm high

add 0.5m

7.2.5

Where a traffic-free route is located next to a road, within the highway verge, it must be separated from the edge of the road. The table below summarises the level of separation required.

Speed limit (mph)

Desirable minimum horizontal separation (m)

Absolute minimum horizontal separation (m)

30

0.5

N/A

40

1.0

0.5


17 Battery Powered Locomotives

Battery driven locomotives (or “multiple units”) using renewable electricity!

Steam or diesel engines could cause problems with air quality and noise as the Headstone Tunnel next to Monsal Viaduct is 480m long.

Because there is not enough trackbed width available for a turntable or a passing loop at Monsal Valley Halt, it will be necessary to run the train in either direction.

There are a number of different configurations that can enable this:

“Push Pull” – With a loco at each end. This is “mechanically” the best solution and means that the train stays in the same configuration at all times

“Push Pull” – One loco at one end with a “driving car” at the other end

The driving car has all the controls necessary to drive the train but the motive power is only supplied by the single locomotive

“Multiple Units”  – this is where the motors are built into the carriages meaning dedicated separate locomotive(s) is not required.

Narrow Gauge “Push Pull” Example

This lithium battery powered loco is manufactured by Trident (South Africa). The main sales market for this type of loco is underground mines. It is just 1.3m (4’ 3”) wide and is manufactured to run on 2’ or 3’  rail gauges

from: https://tridentsa.co.za/locomotives/10-ton-millenium-loco/

Trident also manufactures a “driving car” (“Caboose” ) to go at “the other end” of the train to the loco.

This one is pictured during the manufacturing process


Narrow Gauge Multiple Units example

This Battery Electric Multiple Unit ( BEMU) was commissioned in 2022 for the 1.3 mile 3’ gauge Southend Pier. Built by Severn Lamb, this one has modern “tube train” styling with sliding doors…

Jun

Jun

A Severn Lamb Battery Electric Multiple Unit on Southend Pier

UK Narrow Gauge, Battery Powered Manufacturers

(in alphabetical order )

Alan Keef – Ross on Wye

Alan Keef Ltd, are a family owned business who have been building locomotives, carriages and track primarily targeting the narrow gauge sector for over 50 years. The locos have included steam, diesel and more recently battery power

an Alan Keef 15” gauge battery loco installed in Sonoma CA in 2022


Clayton Equipment (Burton on Trent)

Clayton Equipment have been manufacturing battery locos for decades ranging in size from a few tons to over 90. These locos are exported around the world and are mainly used for mining operations.

They are currently building a 12 ton 15” gauge battery locomotive for the Bure Valley Railway in Norfolk due for delivery in 2024.

https://claytonequipment.co.uk/clayton-equipment-cb12-zero-emission-locomotive-design-for-bure-valley-railway/

The battery loco that Clayton Equipment are building for the Bure Valley Railway

( from http://claytonequipment.co.uk/mining/battery-locomotives )

Severn-Lamb (Alcester)

see https://www.severn-lamb.com/people-movers/tracked-trains 

see image above of the Southend Pier Multiple Unit train . They also manufacture battery locos

Safety Design Considerations

In order to comply with current regulations ( see previous chapter “Regulations”), the front of the Loco and the Driving Car (once referred to as the “fender”) need to be “extended” towards the ground in order to prevent any significantly sized object from going underneath.

Ideally the front should be made of a material which can absorb impact energy in the highly unlikely event of a collision.

Breakdown vehicle

If a “tandem” locomotive configuration is used then just one of the locos will be able to pull (or push) the train albeit at reduced speed.

For other configurations a “spare” loco (or multiple unit)  would be required in order to retrieve a “broken” down train and act as a spare when one train is requiring maintenance.

Whether a loco has to be battery or potentially “efficient diesel” powered needs to be determined.

Ideally one loco should be able to haul its own trainset and another trainset at the same time This would assist in retrieving a broken down train as quickly as possible.


Styling

Perhaps the appearance of the locomotives for Monsal Rail could echo the iconic “Nanking Blue” coloured  “Midland Pullman” which was one of the first (and last!) premium services to run on the  “Monsal Rail” line. This luxury service ran between London and  Manchester in the 1960’s up to the line's closure.

Surely, the “Midland Pullman” was one of the best looking diesel electric trains ever made?

A painting of the Midland Pullman on “The Peak Line”

Painting of a Midland Pullman in winter conditions (those trainspotters got everywhere!)

(https://www.brcw.co/product/blue-pullman-white-peak-print-by-nick-harling/)

This 2 minute video has images of the Midland Pullman crossing the Monsal Viaduct

click https://www.facebook.com/watch/?v=10152069127812835  to watch via Facebook (account not needed (courtesy of Bakewell of Yesteryear)


18 Carriages

The final design for the Monsal Rail carriage would be subject to full ergonomic, accessibility and engineering studies.

The current design is for a carriage of 9m in length and 1.4m wide.

This would allow for 3 across seating and a capacity of 26 (without a wheelchair) and 21 if there was one wheelchair user travelling alone. There will be an “accessible section” in each carriage which can be used by wheelchair and “small” mobility scooters users. Up to 4 other people could be accommodated in the accessible carriage.

The “accessible section” will have  6 “flip up” seats, which are seats which are sprung so that when someone is not sat on them they remain in an upright position, assisting the boarding and “detraining” of “wheeled” users.

Clearly if there is no “wheeled user” then all the flip-up seats could be used by passengers

Level access and wide “offset” doors will assist with the boarding process for wheelchair users

See possible seating layout of carriage on next page

As wheelchairs and mobility scooters are relatively long compared to the width of the carriage a “curved approach” will be required when boarding:


Bure Valley carriages

Shown here is Bure Valley Railway “15 inch” gauge coach showing the accessible doors.

Bure Valley Railway carriages are about 1.2m wide and  8m long.The carriages can be partially heated in cold weather with onboard electric heaters. The electricity for these are provided from a dedicated diesel generator carriage.

A Bure Valley Railway carriage seen here with their diesel loco

Some of the Bure Valley carriages have “double doors” to assist with level “wheeled” access

Monsal Rail Carriage Heating

A heating system will be designed which will aim to boost the carriage temperatures in cold weather
There will be achieved by small electric heaters which can be powered by:

  • mains electricity when the trains are stopped at stations  
  • on-board batteries

Possible seating config of a Monsal Rail Carriage with 4 * “5 seat”  sections + 1 “accessible” section ( with 6 “flip up” seats )

Plan and side elevation of a possible Monsal Rail carriage seating configuration

A possible Monsal Rail train set configuration utilising 2 locos working in tandem “Push – Pull“ configuration with 5 carriages

Approximate Train Capacity

The length of a train is most likely to be limited by the length of the shortest “platform” and this is likely to be the one at Monsal Valley Halt where a maximum length of 56m is available

The capacity of the carriage design above is 26 passengers (but only if there are no wheelchairs).

Taking a carriage length of ~ 8.6m ..

5 carriages would make a total length of ~ 43m which would leave a maximum 12m for the 2 locomotives

This gives a theoretical (maximum) train capacity of about 130 (n.b one “accessible compartment” will need to used for the guards van)


19 Prefabricated Trackforms

Conventional rail “sleeper and ballast” rail track construction would not be appropriate for Monsal Rail because:

  • There wouldn’t be a built in “boundary edge” to help to keep Trail Users away from the track
  • The ballast would tend to spill out onto the shared path on one side and..
  • The ballast would slip down the steep side on sections of embankment
  • it requires a lot of regular maintenance
  • The construction process would take a longer than a prefabricated solution

To avoid these issues, prefabricated concrete Trackforms will be used in order to provide rapid installation of track with a high degree of precision.

Exact specifications to be determined after consultation with appropriate engineering experts

A key feature of the proposed Trackform is that the steel rails are supported on longitudinal support beams.

This style of Trackform was advocated by the great engineer Isambard Kingdom Brunel. He called it “Baulk Road” and used it with his enlightened, but short lived, “7 foot” gauge railways in the 1840’s.

A recreation of Brunel’s “7 foot” gauge Trackform which he called “Baulk Road”

This is at Didcot Railway Centre (The big black tube is a section of Brunel's vacuum “Hyperloop” invention!)

(from Wikimedia Commons)

The main problem that was encountered (apart from the fact that everyone else continued laying 4’ 81/2” gauge!) was that if the longitudinal wooden beams were not supported properly it led to a “bouncing”  motion of the train.

A recent example of  the use of  prefabricated sections can be seen in the construction of the Cambridgeshire Busway.

The Busway was constructed using 10 and 15m concrete “Trackform” sections which were made of two longitudinal beams connected by 3 “spacers” These were made as close as possible to the construction site  and then transported on a low loader which undertakes the last part of it’s journey along the track that’s just been built

Construction of Cambridgeshire Busway built two parallel tracks using 10 and 15m long prefabricated

concrete “Busway Trackform” sections – 3 crossbars per section. A “joint” between 2 “Trackforms” is seen in the foreground

It is noted that issues were subsequently found with the construction of the busway which required remedial action. These issues were primarily due to poor quality control during installation rather than the design per se.

For Monsal Rail it is hoped that, “conceptually similar”, prefabricated concrete Trackform sections can be built

“Shared Path”                                    “Kerb”               “Kerb support Arm”           “Rail” and “Cross Beams”

                                                                                     

prefabricated concrete Monsal Rail Trackform showing the attached “Kerb”  beam

The steel rails used on Monsal Rail will be significantly smaller than “standard gauge” rails, having a cross section of about 70 x 70mm (height x width) (which is about half of what “standard gauge” is).

The rail size tends to be referred to in terms of weight eg “12kg”, which is the weight per metre.

The rails are “fastened” directly onto the longitudinal reinforced concrete “Rail Beams”.

There are various rail fastening systems available

Diagram showing a rail secured by “Beket 303” bolt fasteners

Different Trackform Configurations

There are expected to be  5 general types of Trackform sections:

1) areas where people are not normally expected to cross – these areas will form the majority of Monsal Rail

 areas where people are expected to cross. The track is in “Tram Track” configuration (see below)

2) Halts (Stations) where there is also a passing loop: Thornbridge & Longstone, Hassop Valley and Bakewell Echo see Bridge)

3) Halts where there is no passing loop: Monsal Valley

4) Other Crossing points (excluding Halts)

and finally

5) areas where there are “points” so that trains can enter (and leave) a passing loop and also the siding to the Engine Shed

The “Kerb Beams” have a number of functions:

– Hold the Cross Beams in place

– Retain any “ballast” material between the “Kerb Beams” from spilling out

– Provide a solid, but “friendly”  boundary to encourage other Trail Users to keep to  the side of the Trackform

Optimum Length of Trackform

A compromise will be required..

The longer the length of each Trackform means:

  • fewer sections
  • fewer joints
  • fewer foundation “pads”

but

  • the section would need to be stronger to be supported on the foundation “pads”
  • weight would be heavier
  • more difficult to transport
  • more difficult to lay

The shorter the length of each Trackform means:

  • more sections
  • more joints
  • more foundation “pads”

but

  • each section could be “lighter” in construction as distance between foundation “pads” is smaller
  • easier to transport
  • easier to lay

The maximum trailer length as part of an articulated lorry is about 12m in the UK so maybe this is the sort of length that would be used

“Light Rail” is often supplied in 6m lengths so IF it were found to be cost beneficial it might be advantageous to weld two length together before fitting to a 12m Trackform

Structural Engineers will confirm the design of the pre-fabricated sections and their foundations.


“Tram Track” configuration

Where Trail Users are expected to cross the track ideally a different profile of rail could be used. For example, “Grooved rail” allows the surrounding surfaces to be constructed immediately up to the rail so that all that is exposed is a flat rail with a groove for the flanged wheel to run in on the inside.

 profile of a “grooved” rail

the “roadway” surface can be built right up to a grooved rail

See section “Monsal Rail Crossing Points” later for the list of sections that could be constructed in this way.

Monsal Rail Trackform In “Tram Track” configuration at a “crossing” location

Tactile paving effect to be used where appropriate

20 Track Construction

Installation on Site

In brief:

  • The line is surveyed in order to plan a line which has smooth curves and an even gradient.
  • Holes for the foundation “Pads” are dug and shuttered as required. The size of the “Pad” will be appropriate to the local subsoil condition.
  • The top surface of each foundation “Pad” is precisely “levelled” relative to the line survey.
  • Each “Pad” supports the ends of 2 adjacent Trackform sections.

Diagram of a Trackform supported on two foundation “Pads”

  • The  prefabricated Trackform sections are transported to site by a low loader vehicle driving alongside the railtrack being built.
  • A mobile crane (or cranes) lift each Trackform from the low-loader into its position on the foundation pads. The “Pad” and the “Trackforms” are separated by a 1cm (approx) rubber membrane.

The Terex TRT 35 is just 2.5m wide, 3.5m tall (minimum) and can lift 35 tons

  • Precise alignment is aided by the use of thin “shims” as and when required
  • The beams are secured to the foundation “Pads” using galvanised steel brackets and bolts

The outer “Cross Beams” on each Busway “Trackform” are fixed into the foundation “Pads” with brackets and bolts

( Picture from Cambridgeshire Busway )

General Alignment of Track (ie which side is it on?)

The Track would be laid on the “northern”/”eastern” side of the Monsal Trail except at “Monsal Valley” where it would cross over to the “southern” side. The reasons for this “crossing point” are detailed later in section “STATION  – Monsal Valley Halt”

This arrangement gives consistency to the Trail Users (except of course for that very short stretch at “Monsal Valley” )

Curves

There are no sharp bends (by railway standards) along the length of Monsal Rail.

Curved rails will probably only be required at a few places such as “the crossing point” at Monsal Valley”, both sides of “passing loops” and lines around the Engine shed. At these points rail track will probably be laid using conventional “sleeper” construction.

“Curves” in the main track will be catered for by very small angles between adjacent Trackform sections.

These small angle changes will be enabled at the “fishplate” joints (see below)

Rail Joints

Conventional “fish plate” joints will be used.

These joints cater for:

  • expansion and contraction of the rails. In simple terms this is achieved by having the holes that the bolts go through being larger than the bolts themselves.
  • enabling “curves” in the line by using slight bends in the fish plates at the point where two adjacent rails meet.

Tram Track” Sections

3 precast concrete “slabs” are fixed “around” the rails in order to create a flat(ish)  surface which is easy to walk or cycle over.

Cross section through a “Tram Track” section

“Transitioning” the track between “Rail”  and  “Tram Track” configuration.

“Tram Track” sections will be “sandwiched” between “Rail Track” Sections.

The level of the rails will be the same throughout.

The level of the Shared Path (or Path or Track joining The Trail) will be raised gradually from both sides until its height is near to the top of the “Tram Track” Section

                                   

When the trackbed was originally built (and maintained), the ground level would have been level but in the 50 plus years since the line closed the trackbed will have suffered differential erosion resulting in “undulating” levels.


21 Platform design

The use of the word “Halt” is to emphasise that there will be minimal facilities and to distinguish them from the original stations at “Great Longstone”, “Hassop” and “Bakewell” which still have some platform infrastructure in place (to varying degrees) and are in different locations (by about one hundred metres)

It is also noted that the name “Hassop Station” is associated with the successful business based there.

 

A simple “low level” platform at Buxton station on the Bure Valley Railway ( G Laird geograph.org.uk )

Because of the low height of the carriages able bodied people would be able to step in and out of a carriage. However platforms are required to provide a surface which: assist with level wheelchair access into the carriages and provide a well drained surface which:

–  is level to assist with the movement of people, particularly if they have mobility issues

–  is at the best height to allow the transfer of people in wheelchairs between the platform and carriages

–  is well drained so that it doesn’t “pond” with water during rainfall.

–  doesn’t become unduly “slippy” during freezing weather

The exact heights of the platforms on Monsal Rail is to be determined.


All of the halts will have a passing loop except for Monsal Valley Halt which will just have a single line and platform..

One possible configuration could be to place a shared “Island” platform between the two parallel sets of Trackform sections in order to keep the overall width of the track as narrow as possible. People will access the platform from the “north/west” end of the platform.

Diagram showing a possible “Line + “Platform + Line” ” configuration at the “double line” Halts(looking north or west)

wheelchair icon from https://www.flaticon.com/free-icons/wheelchair

A maximum gradient of 1 in 10 would be targeted for the slope up to the platform in order to assist solo manual wheelchair users

 diagram showing the slope up to the platform


22 Proposed “Halts” (Stations)

Summary of “Halt” infrastructure

Location

lines

Platform Type

Passenger embarkation/ disembarkation

Notes

distance from Bakewell Station Rd Bridge (miles)

Bakewell Echo Bridge  Halt

2

Island

yes

Terminus with buffers

0

Hassop Valley Halt

2

Island

yes

engine shed, battery charging facilities, ticket office

1.0 (1.6 km)

“Main Street Stop”

2

Island

on special occasions only

additional passing loop that can be used on special occasions

2.0 (3.2 km)

Thornbridge & Longstone Halt

2

Island

yes

2.2 (3.5 km)

Monsal Valley Halt

1

Side

yes

Terminus with buffer

3.3  (5.4 km)

The “Main Street Stop” is 200m east of Thornbridge & Longstone Halt and will be used to corral trains on special events days.

There is no train passing facility at Monsal Valley Halt (because the trackbed here isn’t wide enough to accommodate 2 tracks)

This “stop” could potentially be used for visiting steam and diesel locomotives which are not allowed to enter the Headstone tunnel except under controlled conditions. It would be used in addition to the passing loop at Thornbridge & Longstone

23 TERMINUS STATION" – BAKEWELL ECHO BRIDGE HALT

The "Historic" Bakewell Station, about which there is more detail in the following section: “Location – ‘historic’ Bakewell Station”, consists of two Grade II listed structures: The station itself on the west side and a “Station Wall” on the east side. The platform edge stones for the “down” platform are also still in place and visible.

Because of all these sensitive structures the Monsal Rail Halt will be situated to the south of the Station Road Bridge:

STATION –  Bakewell Echo Bridge halt


                                       Possible “island platform” profile configuration at “Bakewell Echo Bridge Halt” looking south

Track schematic


24 Location – "Historic" Bakewell Station

Bakewell Station shortly before its closure -“Bakewell Echo Bridge” Halt would be situated just beyond the Station Road bridge

(facebook.com/bakewellofyesteryear photo by Frank Lomas. Lawrence Humphreys collection) 

When Bakewell Railway Station was built in 1862 it was located at an altitude of 150m above sea level on a hillside above Bakewell. This was because the surveyor had designed a consistent 1 in 100 (1%) gradient from Rowsley Station (105m) to Peak Forest Summit (300m). This resulted in the train station being about 1/2 mile away (and a 30m ascent) from the town centre which unfortunately possibly contributed towards its early demise and it closed in 1967.

The trackbed between the platforms has subsequently been filled in leaving a large flat area between the former Station building on the west side (seen below on the right) and the platform wall on the East Side. Both these structures are Grade  II listed.

Current view of Bakewell Station looking south. (Station Road Bridge is now almost completely hidden by trees on “The Tip”)

Unfortunately there appears to have been some opportunist “tipping” that has then been done in the past from Station Rd which passes over the trackbed just to the south of the Station complex.

How Station Road Bridge used to look like from the “Station” side. ( there used to be a rather attractive foot bridge too)

in 1966

and today..

2023

Trees have subsequently taken root on this “tip” and now a combination of the tip and the trees on it that the bridge is almost completely hidden from where the Trail User enters the Original Bakewell Station

It would be a great outcome, if as part of the Monsal Rail development, that “The Tip” could be removed (or scaled back) so restoring views of the magnificent Station Road Bridge


25 Location – Pineapple Bridge Stream

Pineapple Bridge carries the A619 over the Monsal Trail at the northern end of Bakewell.

There is a seasonal stream that currently runs alongside the eastern side of the trackbed starting just south of Pineapple Bridge and running downstream for 200m towards Bakewell. Archive photos appear to show a fairly narrow gulley or culvert at the side of the tracks:

Looking south from Pineapple Bridge in the 1960’s. The line of “the stream” is seen on the left side of the trackbed

When the track was maintained, the stream appeared to be in small gulley or culvert which runs southwards for 200m

When the rail line closed the drainage system was no longer maintained. Probably at some point it will have become blocked in some way and then subsequent heavy rain may have caused flooding of the Monsal Trail and/or the nearby houses…

Today, the stream has been allowed to widen somewhat. A levee (bank) has been built, presumably to mitigate flooding

The wide stream and levee has narrowed the width available for the shared path. The design of Monsal Rail track here will need to:

contain the stream efficiently,

prevent flooding of the shared path when the stream is running high

and maintain a minimum width of 3m for the shared path

26 Location – Hassop Engine Shed

Hassop Engine Shed will be situated to the south east of Hassop Valley Halt

The Engine Shed will be a long single storey building with a pitched roof
It provides secure storage of:

locomotives and carriages

battery charging & changing facilities

Workshop tools including crane mechanism to lift a locomotive, battery or carriage

The engine shed will require an electricity supply sufficient for charging batteries

The engine shed would have some large doors to allow multiple tracks into the building

perhaps the Engine Shed could echo some of the design features of the former huge 1925 Engine Shed which was built at Rowsley Sidings 4 miles south of Bakewell

The fine looking 1925 Engine Shed at Rowsley

from http://disused-stations.org.uk/r/rowsley

Potential additional Picnic Area

There will still be plenty of space in the current picnic areas but in order to compensate for some of the area that would be lost to the Engine Shed it is proposed that a new area is mowed (subject to ecological survey) which is on a raised piece of ground at the southeastern corner of what was the original “Goods Area” see

 

This area currently benefits from extensive views to the west but would need infrequent mowing

view of one access point, looking west to the potential new Picnic Area


27 "STATION" – HASSOP VALLEY HALT

Hassop Valley Halt  is situated south east of the original station on an area which was originally a goods yard

“Hassop Valley Halt” – possible Layout – Plan

“Hassop Valley Halt” – possible Platform arrangement – Elevation

Track schematic

There is private vehicle access via an “Access Road” which runs along  the north east edge of the Hassop Cafe/ Hassop Car Park site

Aerial view of the Hassop Cafe complex and location of the private “Access Road”


28 Location – "Historic" Hassop Station

Presumably the Hassop Station Car Park boundary was “defined” before anyone had thought about The Monsal Trail!

The south western corner of the Car Park fence boundary has been allowed to protrude into the line of the original trackbed. It really needs to be “un-protruded!”

Image of the southern end of Hassop Station car park indicating the “line” of the original trackbed

Also seen in this image:

“Access Road” (not public) seen joining The Trail from the right

Car Park access point – opposite fingerpost

Hassop Cafe Access – up steps with handrail (faintly visible beyond, and on other side to fingerpost)


Hassop Cafe

Hassop Cafe is a large well frequented cafe open all year round.

The steps coming down from the cafe is a busy entry/exit point to The Trail. Particular care will need to be taken with the “crossing” at this point

I'll in

Image of the steps leading to/from Hassop Station Cafe


29 Location – “Main Street Stop”

Monsal Rail will use the popular “2 foot” gauge of which there are over 50 lines in the UK:

https://en.wikipedia.org/wiki/2_ft_and_600_mm_gauge_railways_in_the_United_Kingdom

and even more associated steam and diesel locomotives.

One of the advantages of Narrow Gauge locomotives is that they can be transported relatively easily on low loaders and there is a tradition for taking locomotives “on tour” to run on other lines which have the same gauge.

It is likely that for safety reasons steam and diesel locomotives will not be able to go through the Headstone Tunnel when the shared path is in use.

“Main Street Stop” is the most westerly point on the Monsal Trail  (apart from the Thornbridge & Longstone Halt) east of The Headstone Tunnel where there is enough width in the Trail to construct a passing loop.

Main Street Stop is 300m east of Thornbridge & Longstone Halt

Additional sidings in the Thornbridge area would allow flexibility for moving locos to the “other end” of the trainset or the ability of “corralling” locos/trainsets prior to transiting through the Headstone Tunnel if “possession” of the tunnel can be agreed for a limited amount of time. This would, of course, be subject to discussions with the land owner, PDNPA, and the appropriate safety authorities.

Possible location on the right for the “Main Street Stop” passing loop (looking west)

Profile of possible track configuration at “Main Street Stop” looking East

Track schematic


30 "STATION" – THORNBRIDGE & LONGSTONE HALT

This halt is east of the original “Great Longstone” station which closed in 1961 and is a Grade II listed structure..

The new platform would be built 200m to the east of the “old station”. The trackbed is around 10m wide at this point. Just to the west of the end of the halt a path branches off the Monsal Trail and rises gradually up to Quackers Cafe and Thornbridge Hall and gardens

 Thornbridge & Longstone Halt – showing 2 lines, platform and connecting paths to Thornbridge

View looking east from a point near where the path from Thornbridge Hall meets The Trail and showing the wider section of trackbed which is about 80m long and can accommodate a platform and “Passing Loop” (looking east)

Profile of possible track configuration at Thornbridge & Longstone Halt  (looking east)

Because there isn’t space for a passing loop at Monsal Valley Halt,  A train bound for Monsal Valley would need to wait here for any other train on the “Monsal Valley” stretch of track to return here before it, itself could proceed

Track schematic


31 Location – "Historic" Great Longstone Station

Note – the Monsal Rail Thornbridge & Longstone Halt is 200m to the east from where the original “Great Longstone Station” is situated

Great Longstone station is grade II listed.

Unlike at Hassop and Bakewell Echo Bridge Stations, both original platforms remain above ground at what was Great Longstone Station. This means that this is a “fixed narrow point”

People access the Monsal Trail from:

The end of the north platform

From steps descending from the road bridge (at the eastern end of the north platform)

As with other “busy areas” the “Monsal Rail” train will be travelling at a reduced speed through this area

In the image below it shows the rails configured in “"Tram Track" configuration” so that people can more easily walk over the rails.

Profile of Monsal Rail at the original Great Longstone Station – looking west


32 Location – The Headstone Tunnel Eastern Cutting

The cutting at the eastern end of The Headstone Tunnel is, as its “Site of Special Scientific Status”, SSSI, status would suggest, very interesting..

In most of the visible geology of the “Derbyshire Limestone Dome” the strata, aka “beds”, are close to horizontal but when entering this cutting the “tilted beds” can be seen, here in winter:

the tilted beds of the Derbyshire Carboniferous Limestone Dome can be seen in the cutting

There is some interesting “vertical moss”:

The current view of the Eastern Portal is dominated by an “arch” (that looks like a reinforced cycle shed). The arch only provides protection from rock fall from immediately above the tunnel itself:

:

 The Eastern Tunnel Portal with the “reinforced cycle shed”structure and ugly fencing

Unfortunately rock fall does occur from the very steep rocky sides beyond where the current protection arch ends. An extended “protection mechanism” is required. This should also be an architectural feature… One possible solution could be a steel “cage tunnel” which reflects the shape of the tunnel portal. The visualisation below has the “weathering steel” finish as used by Anthony Gormley in many of his sculptures including the iconic “Angel of the North”

Visualisation of a possible  “rusty steel hoops” structure which provides protection from falling rocks and also acts as a visual “lead in” to the tunnel


In some places the rocky sides of the cutting are vertical..and so In cold winters they can be adorned by icicles:

Icicles in the cutting


33 Location – The Headstone Tunnel

The Headstone Tunnel is 490m long with a “wall to wall” minimum distance of 7.2m

Certainly not the main benefit of Monsal Rail.. however icicles in the Headstone Tunnel in winter periodically cause it’s closure to Trail Users for safety reasons.
Monsal Rail could hopefully be fitted with an “Icicle Scraper” to periodically knock off growing icicles and prevent the closures

There is a “concrete duct” which runs along the entirety of the tunnel at the base of the “South side”. See the bottom right of the tunnel in the image above. This is understood to house a “decommissioned water main”.

see “Trails Management Plan”

https://www.peakdistrict.gov.uk/__data/assets/pdf_file/0027/54873/trails-management-plan-2013a.pdf

page 65:

“A decommissioned water main runs along the southern wall of Headstone, Cressbrook and Litton Tunnels, encased in a concrete haunching. The Authority is aware that Severn Trent Water is currently investigating the feasibility of re-commissioning the use of this pipe under the terms of their deed dated 29 October 1979.”

The duct has a smooth exterior surface which is a minimum of 75cm wide and its height tapers up gradually from ground level at each end of the tunnel over a distance of about 30m to a height of about 30cm above the existing tunnel floor for the remaining length of the tunnel.

Pedestrians, particularly children, do use the “concrete duct” as a walkway at the moment, but it is slightly dangerous as in the dim lighting it would be easy for someone to “miss” the edge and they could fall (the 30cm to the trackbed)

Ideally this duct would be removed, discussions with Severn Trent are required.

If removal is not possible then it could be made safer for use by pedestrians by raising the level of the tunnel floor (between the concrete duct and Monsal Rail) so that it becomes level with the top surface of the concrete duct. see diagram on next page:


Cross section through the Headstone Tunnel showing raised trackbed and Monsal Rail

An approximately 25 cm wide strip of hardcore ballast would be left between the Concrete Duct and the tarmaced shared path. This is required to assist with the drainage of water which drips down, particularly on the “southern wall” and also from the roof.

When this water reaches the concrete duct surface it will drain into the ballast (which is what currently happens but with a wider strip of ballast).

This “rough strip” would also have the added benefit of dissuading cyclists from transferring from the tarmaced shared path, as clearly riding on the Concrete Duct is more dangerous because it would be easy to catch a handlebar against the wall.


34 Location – “Headstone Tunnel Crossover”

The “crossover” of Monsal Rail with the Shared Path occurs in the cutting which leads into the western portal of the Headstone Tunnel. It is also adjacent to the Monsal Valley Halt.

This is the only location where Monsal Rail and the Shared Path “change sides”. The main reason for this is that there is a busy path which comes down steeply downhill from the north and once people join the Monsal Trail most of them proceed in the direction of the Monsal Viaduct without the need to cross Monsal Rail.

Diagram showing the location of the Headstone Tunnel Crossover

Layout at the “Headstone Tunnel Crossover”


Some images showing the location of the Crossover relative to the Headstone Tunnel and the path joining from Monsal Head

Looking westwards out of The Headstone Tunnel towards the crossover and beyond to Monsal Valley Halt

Looking eastwards  back to the tunnel from just beyond the Monsal Head path junction

35 “TERMINUS STATION” – MONSAL VALLEY HALT

Monsal Valley Halt will be the western terminus of Monsal Rail. It will be situated immediately to the east of the eastern end of the Monsal Viaduct and on the southern side of the trackbed. Visually it will be hidden from view from afar because of the mature trees that are growing on both sides of the embankment.

looking eastwards towards “Monsal Valley Halt” which would be between the end of the Viaduct and The Headstone Tunnel ( approximately situated on the grass on the right)

Monsal Valley Halt Platform and Shared Path (profile looking east)

Track Schematic

looking westwards from the Crossover location towards where Monsal Valley Halt will be located

seen in winter

A LiDAR  (LIght Detection And Ranging) image of Monsal Viaduct area which clearly shows the embankments (but not the viaduct itself!). The embankments are now largely hidden by trees. Monsal Valley Halt will be almost entirely constructed on the eastern embankment of the viaduct.

1. Diagram showing locations of : Monsal Viaduct, Monsal Valley Halt, the path to Monsal Head and the western Portal of The Headstone Tunnel

2. Expanded view of “Monsal Valley Halt”

Maximum length of train at Monsal Valley is 56m

A wonderful painting of the western end of the Headstone Tunnel by the late David Hey

The Headstone Tunnel – original painting by David Hey

See (the late) David Hey’s fantastic collection of railway photographs and paintings at:https://davidheyscollection.myshopblocks.com/

trains having “burst out” of the tunnel then almost immediately traversed the Monsal Viaduct

36 Pedestrian routes between Bakewell  and Bakewell Echo Bridge Station

As noted previously, the Bakewell Railway Station was built about 1km (6/10ths mile) away from the Town Centre (Rutland Square)  and about 30m (100’) up a hill so it’s certainly not the easiest place to get to on foot.

The usual route “up” Station Road is not a particularly pleasant walk either, but there is a little used alternative which is 300m (1/5th mile) further but immeasurably more pleasant. (with a bit of “engineering” it could also potentially be made  “mobility scooter friendly”)

Alternative pedestrian routes from Bakewell Town Centre to Bakewell “Echo Bridge” Halt

“The Station Rd Route”

This is the “normal” route that pedestrians take but it is not particularly pleasant

First there is Bakewell Bridge over the Wye, it might be Grade I listed but the footpaths on it are very narrow and busy so it is awkward to stop and admire the view.

Next it is necessary to cross Coombs Rd which is wide here and usually busy because of cars going to and from the car parks in this area.

Next is the “long drag” up Station Rd. It is steep and the pavements are quite narrow, flanked for a long section by a high and encroaching hedge. The camber on the south side of the road is steep and so when cars park up, their large side mirrors tend to protrude into the way of any walkers.

The views are limited

 

The pavement on Station Road Route is steep and narrow with parked vehicles to avoid

The “Chatsworth Path Route”

Albeit this is 300m further than the “Station Road Route” it is an altogether much more pleasant and interesting route

It takes in:

  • The “Love Lock” Bridge – now famous for the number of locks that people have locked to it! This is traffic free so it’s a great place to view the river, the weir and the multitude of hungry ducks!
  • The Bakewell Agricultural Centre and it’s iconic roof
  • A “traffic” free ascent to the Monsal Trail on a wide public footpath. (There is vehicle access to a few properties off the path but the amount, and speed, of them is only a fraction of the amount on the “Station Road Route”)
  • (Sometimes there are Llamas to be seen in the field below the Monsal Trail)

“Love Lock” Bridge

looking across to Bakewell Agricultural Centre

The “Chatsworth Path Route” is traffic free and affords extensive views over Bakewell and the Wye Valley

and maybe some llamas!


37 Environmental Impact

Once the Railway has been built the carbon emissions will be kept to a minimum. The electricity used to power the railway will be from “renewable sources”.

The carbon footprint of the construction of the railway will be kept as small as possible. The biggest element will be from the manufacture of cement used in making concrete foundations and the Trackforms

The cement manufacturers are actively looking at ways of reducing their carbon footprint.

Tarmac Group which operates the nearby Tunstead Cement works is aiming to achieve a 45% reduction in CO2 production by 2040 (compared to 1990 levels)

Breedon Group which operates the nearby Hope Cement Works is targeting a 30% reduction in gross carbon emissions by 2030.

38 Visual Impact

The “largest” visual impact will be the track itself. Every effort will be made to ensure that the track blends in with the existing trackbed as best as possible.

See “Weathering” section earlier under the “Prefabricated Rail Track” section.

The only building will be the “Engine Shed” at “Hassop Valley Halt”

This will be a single storey building on the site of the original Goods station and sidings and will be fully screened from the north and east by mature trees and partly screened from the west by trees

The halt at Monsal Viaduct will be difficult to be seen from any other location (other than from the Trail itself) because there are mature trees on the embankment and cutting adjacent to the halt.

See image in section “STATION – Monsal Valley Halt 


39 Noise Impact

Because Monsal Rail travels slowly and is powered by battery, it won’t be noisy.

As the rails will not be “continuously welded” passengers will enjoy the "Historic" “clickity clack” noise which is sadly absent on main lines these days!

However some noise is desirable to act as a warning to Trail Users that the train is approaching.

The train will be fitted with 2 horns:

  • A “toot” horn which is used as standard “friendly warning” at a fixed distance before “crossing areas”
  • A warning horn to be used when a person or animal is seen on the line as the train approaches

A consultation exercise will be undertaken to choose these two horn noises so that they become a distinctive feature of Monsal Rail

40 Timetable Frequency

Assuming the use of two working train sets

“One Train every hour” would be a possible frequency

The Total elapsed time would be 2 hours

Made up say as:

45 mins from Bakewell to Monsal Valley

30 mins “stop” at the Embankment

45 mins from Monsal Valley to Bakewell

Total Elapsed Time of 2 hours

With a return distance of just under 62/3 miles (10.6 kms)  the average speed for the 90 minutes of “travelling” is about 41/2 mph (7 km/hour ) – which is only a “fast” walking pace

41 Utilities

There will probably be a number of utilities under the trackbed.

There are established procedures for establishing what and where these are

It will need to be established which utilities are buried under the existing Trail so that there is awareness and that they can be avoided


42 Freehold, Construction Access and Tasks

The Freehold for the Monsal Trail is held by The Peak District National Park Authority.

“Freehold” Map of Monsal Trail – Monsal Viaduct to Longreave Lane

                 

“Freehold” Map of Monsal Trail – Longreave Lane to Bakewell                          

The boundaries of the freehold appear to have been drawn by using a detailed OS map and including everything that is either marked as a cutting or an embankment. For example notice the two “bulges” indicating the embankments at the Monsal Viaduct.

There are two existing “vehicle access” points to the route of Monsal Rail. (seen as “spurs” on the map above) and are included in the Monsal Trail freehold. They have locked gates.

Authorised vehicles are able to gain access to The Trail for maintenance purposes. Interestingly these access points were used by small buses which ran between Hassop and Bakewell in the days of the multi day Bakewell Show


The two “vehicle access” points are:

1. Hassop Station – via a track which branches off the road into the Car Park at SK 21771 70658

Vehicle Access to Monsal Trail  at Hassop Station (off roundabout on A6020)

2. Bakewell old goods yard  from Station Rd 150m north of Bakewell Station

Vehicle Access to Monsal Trail near Bakewell Station (off Station Yard)


Then next vehicle access point to the west is west of the Monsal Viaduct at the location of the original  Monsal Dale Station

Vehicle Access to this location is somewhat restricted. First there is a narrow minor road which runs through Upperdale and then there is a weak bridge over the River Wye

Vehicle access is better at Millers Dale Station which is about 3 miles west from Monsal Viaduct.

The location and duration of any construction centres would need to be agreed with the planning authority and other interested parties

The scheduling of the phases, and which phases could be undertaken in parallel will be determined by a number of factors such as financing, planning restrictions, SSSI restrictions, weather etc.

Great effort would be made to minimise the number and duration of closures to the Trail.

It may be necessary to NOT undertake construction work during the school Easter and Summer holidays.

Hopefully as the Trail is reasonably well drained, construction work should be able to continue through the winter months.

Main Construction Tasks:

Abbreviations Used:

BEB = Bakewell Echo Bridge Station

HG = Hassop Valley Station

T&L = Thornbridge & Longstone Halt

ME = Monsal Valley Halt

“Engine Shed” Infrastructure:

Engine shed to be built

Electricity Supply

Water Supply

Battery Charging Infrastructure

Septic Tank

Passing Loops:

Passing Loop at BEB

Passing Loop at HG

Passing loop at T&L

n.b.  NO passing loop at ME

Turntable at HG

Platforms:

Platform at BEB

Platform at HG

Platform at T&L

Platform at ME

Buffers:

Buffers at BEB

Buffers at ME

Tracks:

The Laying of track firstly involves digging (and shuttering if required) of foundation holes for the foundation “Pads”

The surface of each Pad is poured to a precise level and angle ready for the Trackforms to be laid on top.

Shims will be used to get precise adjustments

The Trackforms are then laid onto the foundation pads

A bending machine will be required to put small bends into the rails when required

The rails from adjacent Trackforms are then bolted together using “fishplates”.

Track between HG and Bakewell Echo Bridge Station (BEB)

Track between HG and Thornbridge & Longstone Halt (T&L)

Track between T&L  and  Monsal Valley (ME)

Vehicle Crossings:

HG

Cycle Crossings

ME

Pedestrian Crossings

Many – to be detailed

Widening of Metal “Protective Arch” at the Eastern portal of the Headstone Tunnel

Raising of tunnel floor by 30cm in Headstone Tunnel

“Crossover” between Headstone Tunnel and ME


43 Getting to Monsal Rail – Transport Hubs

With the interest in sustainable transport it is hoped that there will be transport hubs that are developed which would encourage this form of transport into the Peak District.

One project, Gateway @Peak is planned to be a “Sustainable transport” hub near Chesterfield..

from their website

https://milliganltd.com/works/the-gateway-at-peak-peak-district-national-park/

One of the key aims of the Gateway at PEAK is to manage visitors and access to the [PEAK] Park safely and in an environmentally friendly way, offering park and ride facilities, reducing traffic and congestion”

Shuttle Bus

Consideration will be given as to whether a Shuttle Bus could be operated between say Rowsley South (northern terminus of Peak Rail), Peak Village (Shopping Centre), “Love Lock” Bridge (the bridge over the River Wye in Bakewell) and then Bakewell Station.


44 Organisations with an interest (or potential interest) in Monsal Rail

Organisation

Type

Summary

Phone/email

Peak District National Park Authority

National Park Authority

Freehold, Planning Authority, Rights of Way

peakdistrict.gov.uk

Natural England

Public Body

Sites of Special Scientific Interest

Derbyshire County Council

Local Authority

Planning, Bridges, Rights of Way, Car parks, Bus Services

derbyshire.gov.uk

Derbyshire Dales District Council

Local Authority

Planning, Rights of Way

derbyshiredales.gov.uk

High Peak Borough Council

Local Authority

bordering authority

highpeak.gov.uk

Bakewell Town Council

Local Authority

Bakewell Station

bakewelltowncouncil.gov.uk

Office of Rail and Road

Public Body

Compliance with rail regulations

orr.gov.uk

Health and Safety Executive

Public Body

Maintenance of safety regulations

hse.gov.uk

AGE UK

Charity

Accessibility

ageuk.org.uk

SCOPE

Charity

Accessibility

scope.org.uk

British Heart Foundation

Charity

Accessibility

bhf.org.uk

MENCAP

Charity

Accessibility

mencap.org.uk

RNIB

Charity

Accessibility

rnib.org.uk

Accessible Derbyshire

Charity

Accessibility

accessiblederbyshire.org

High Peak Access

Charity

Accessibility

highpeakaccess.org.uk

SUSTRANS

Charity

National Cycling Network.

Walking, Cycling, “Wheeling”

sustrans.org.uk

CPRE – The Countryside Charity

Charity

Protection of the countryside

cpre.org.uk

Lsbud.co.uk

Utility

“Line Search Before U dig” to check for utilities

Lsbud.co.uk

Severn Trent

Utility

Water pipes, Sewage Pipes

stwater.co.uk

National Grid

Utility

Overhead power lines,

Underground cables, Gas pipes

nationalgid.com

National Highways

Public Body

Underbridges and Overbridges

A6020 bridge near Hassop Station?

nationalhighways.co.uk

Historic England

Listed buildings

Monsal Viaduct: Grade II 1109915

Great Longstone Platform: Grade II 1109901

Bakewell Railway Station: Grade II  1316505, 1316506

historicengland.org.uk/

Network Rail

Public Body

historic rail bridges ?

networkrail.co.uk

Hassop Station

Food, Retail Business, tourist destination

Major access point, car park

hassopstation.co.uk

Thornbridge Estate

Food, tourist destination

thornbridgehall.co.uk

TM Travel

Bus operator

Stop at adj. Hassop Old Station. Service 218 Sheffield <> Bakewell

Hulleys of Baslow

Bus operator

Stop at adj. Hassop Old Station. Service 7 Chesterfield <> Bakewell

Bat Conservation Trust

Trust

potential sightings of bats in Headstone Tunnel

Peak Rail

Heritage Railway

Terminus at Rowsley South

peakrail.co.uk


45 Known “Problems”

45.1 The Speed of some Cyclists is too fast, particularly when the trail is busy

From SUSTRANS

“Advice on using shared-use paths”

https://www.sustrans.org.uk/our-blog/get-active/2019/everyday-walking-and-cycling/advice-on-using-shared-use-paths

Many people including young, older and disabled people benefit from shared paths.

If you're cycling, we recommend that you consider your speed so you don't accidentally startle other people. Particularly those who are frail or who have reduced sight, hearing or mobility.

From The South East of Scotland Transport Partnership 

“Design Guidance and Best Practice”

http://www.spokes.org.uk/wp-content/uploads/2010/07/0805-Sestran-Final20SEStran20Cycling20Design20Guidance20Document.pdf

 Where there are between 100 to 200 pedestrians/cyclists per hour cyclists should be encouraged to travel at speeds of 10mph or less (e.g. a fairly busy traffic restricted street, such as High Street, Edinburgh).

Cyclists should be encouraged to travel as speeds no greater than 12/13mph on routes shared with pedestrians such as in town centres and shared pedestrian/cycle paths.

It may be necessary in some circumstances to look at physical measures to manage cyclist speeds or increase the separation. When the shared path or street is busy

45.2 MEMRAP wants to close the Monsal Trail

MEMRAP = Manchester and East Midlands Rail Action Partnership

see next section: “‘Main Line’ reinstatement proposals and the consequential closure of The Monsal Trail”

45.3 Poor drainage at the eastern portal of Headstone Tunnel

This area, which is part of the River Wye SSSI,  is in a deep cutting and at a peak in elevation of the line so there is no clear slope either eastwards or westwards

It is likely that the original culverts have become blocked

A “drainage survey” will be required to understand the underlying issues

45.4 “Sanding”

When rails are particular “slippy” conditions, most likely to be caused by “leaves on the line” or ice etc. there is an increased risk of the driven wheels on the locomotives “slipping” when accelerating or skidding when braking.

If wheel slip occurs it can then result in “flat spots” on the steel wheels which then causes a “banging” noise when the wheel turns. To repair this the wheels need to be removed and “re-turned” and so is time consuming and expensive.

The “age old” mitigation for this is “sanding” where  a line of fine sand is dropped onto the rails in front of the wheels in order to improve traction. The sand needs to be clean, angular, and well-graded and is stored in a sandbox attached to the locomotive next to the driving wheels.

It will be necessary to liaise with the environmental bodies to confirm the type of sand to be used.


46 “Main Line”  reinstatement proposals and the consequential closure of The Monsal Trail

Periodically proposals are made to close the Monsal Trail so that a “Main Line” (Standard gauge) railway can be reinstated.  Quite rightly, these proposals have all been rejected as any alternative route for Trail Users would be completely inferior to the current “Monsal Trail”. IThe following map shows all the bridleways in the vicinity of the Monsal Trail

None of these bridleways are level for any significant distance. Indeed many have significant uphill and downhill sections.

It is generally very difficult for a local authority to create new bridleways because, unless the landowners are in agreement the councils would need to resort to compulsory purchase powers which they are reluctant to do because of the legal costs involved.

Also the costs, £1bn+, would be prohibitive and there are also doubts over whether all the missing bridges could be reinstated.

The most recent public statement from Peak District National Park Authority:

Statement on proposals for reinstatement of an active railway line on the route of the Monsal Trail

Friday 23 July 2021

The National Park Authority is aware that organisations including Manchester & East Midlands Rail Action Partnership (MEMRAP) have developed proposals, and are campaigning for the reinstatement of an active railway line on the route now known as the Monsal Trail.

There are two key tests that will need to be applied to any proposal to re-instate a railway line on the Monsal Trail, and the bar for each of these tests is set high due to the nature of the trail and its location. These tests are:

1. Need: Is there a strategic need and is that need in the national interest? This is important because of the principle of considering major development in the National Park and the specific impact on the Natural Zone, which has the highest level of protection in the National Park, characterised as the wilder parts of the landscape.

2. Impact: Can an equally convenient and acceptable provision of the Monsal Trail be provided elsewhere that is of a similar quality and without having an unacceptable impact on the high quality landscape and environment through which it passes?

The Authority has worked with MEMRAP to understand if their current proposal can pass these tests, however to date we have not received anything to indicate the tests can, or have, been overcome by their work.  

The National Park Authority is totally committed to a low-carbon and sustainable future for travel and access for all to the National Park. However, we do not accept that the reinstatement of the railway on the route of the Monsal Trail is part of the solution, for the reasons we have set out above. We cannot therefore, support the reinstatement of what is being referred to as the ‘Peaks and Dales line’.


47 “Crossing” Locations on Monsal Rail

There are no public road crossings across the route of Monsal Rail.

At “Crossing points” the track needs to be laid in “"Tram Track" Configuration” (see section “"Tram Track" Configuration”) in order to facilitate Trail Users being able to cross the track safely.

Monsal Rail trains would also be limited to a maximum speed of 5 mph at these points.

SIgnage would indicate that users should give way to an approaching train.

n.b there are a significant number of over and under bridges which carry traffic and/or people over or under Monsal Rail but these are not listed here.

Table of “Halts” and “crossing points” of Monsal Rail (West to East)

No.

Description

Type

“T” indicates path “joins”

If “T” Joining side

SPS= Shared Path Side

NSPS=Non…

OS Grid Ref (start)

OS Grid Ref (end if different)

Min. length of “Tram Track" config- uration”

Notes

1

Monsal Valley

Halt

SK 1829 7154

SK 18336 71516

50

adjacent to Monsal Viaduct Path+Crossing

2

Path from Monsal Head

“T”

SPS

No crossing. for info. only.

3

Shared path crosses just before Monsal Valley Halt

crossing

SK 18337 71517

10m

4

Path running south from Little Longstone

crossing

SK 19396 71180

5

5

Great Longstone Station
North Platform – west end

“T”

NSPS

SK 19669 71111

10

6

Great Longstone Station
North Platform – east end

“T”

NSPS

SK 19792 71098

10

7

Path from Thornbridge Quackers Cafe

“T”

SPS

SK 20008 71112

No crossing. for info. only

8

Thornbridge & Longstone Halt

Halt +passing loop

 SK 20014 71119

SK 20220 71137

50

9

Public Foot Path

“T”

NSPS

SK 20518 71074

5

10

Access Point next to bridge over minor road between Great Longstone and A6020

“T”

NSPS

SK 20622 71013

5

11

Path from A6020 to Bakewell

cont.

Crossing

SK 21398 70775

5

No.

Description

Type

“T” indicates path “joins”

If “T” Joining side

OS Grid Ref (start)

OS Grid Ref (end if different)

Min. length of “Tram Track" config- uration”

Notes

12

Hassop Station – Access next to Cafe

“T”

NSPS

SK 21734 70534

5

13

Hassop Station – Public Car Park access

“T”

NSPS

SK 21779 70478

5

14

Hassop Station – Track Crossing

Crossing

SK 21802 70441

10

adjacent to Hassop Valley Halt. Vehicle crossing

15

Hassop Valley Halt

Halt+ Passing Loop

SK 21817 70430

SK 21851 70352

70

16

Access to field gate

“T”

SK 22078 69663

not a public right of way. Is this recognised as legal access to field

17

Access from Pineapple Bridge on A619

“T”

NSPS

SK 21969 69896

5

18

Field Access

“T”

NSPS

 SK 22098 69611

19

Road Access Station Rd Bakewell north end

“T”

SPS

SK 22168 69238

No crossing. For Info only. Vehicle access

20

Original Bakewell Station

SPS

SK 22251 69082

SK 22296 69008

40

No crossing. For Info only

21

Bakewell Echo Bridge Station

Halt+ Passing Loop

SK 22292 68957

SK 22317 68919

70


48 List of Bridges, Tunnels and Gradients

List of Bridges (overbridges and underbridges)

From West to East

No.

Location

Description

Ownership guess

OS Grid Ref (start)

OS Grid Ref (end)

1

Headstone Tunnel

tunnel

SK 18364 71496

SK 18827 71394

2

Farmers bridge, Monsal Head

overbridge

SK 19045 71345

3

Farmers bridge, Monsal Head

overbridge

SK 19516 71135

4

Thornbridge to Great Longstone minor road

overbridge

Derbyshire CC?

SK 19792 71097

5

Public Path

overbridge

SK 19958 71108

6

Bridge over minor road (between A6020 and Great Longstone)

underbridge

Derbyshire CC?

SK 20606 71017

7

Private bridge (north of Rowdale House)

overbridge

SK 20833 70915

8

bridge over A6020

underbridge

National Highways?

SK 21107 70847

9

B6001 Hassop Station

overbridge

SK 21716 70553

10

Pineapple Bridge

overbridge

Derbyshire CC?

SK 21977 69854

11

“tunnel” (track from Mesne Lane)

underbridge

Derbyshire CC?

SK 22144 69450

12

“tunnel” – just south of “Mesne Lane”

underbridge

SK 22153 69410

13

Station Rd Bridge Bakewell Station

overbridge

Derbyshire CC?

SK 22289 68958


Gradients

1 in 100 equates to a gradient of 1% which for a main line train is considered “steep”.

For comparison Shap on the West Coast Main line has the “very steep” gradient of 1 in 75

From West to East

From

To

gradient 1 in

Up ^ or Down v

Monsal Viaduct

Headstone Tunnel (Eastern Portal)

107

^

Headstone Tunnel (Eastern Portal)

Great Longstone Station

114

v

Great Longstone

Hassop Station

100

v

Hassop Station

Bakewell Station

102

v

approaching Bakewell Station

from North

**

60

^

** This is due to the space between the platform edges being “filled in”

49 Public Transport Connections

“Bakewell” in the table below is indicating the bus stop at Rutland Square in Bakewell town centre which is about 1/2 mile away (and a 30m ascent)

Destination

Begins at

Operator

Route No

Route

frequency

Bakewell

Chesterfield

Hulleys

 7

via Longshaw

Weekends only

one only

Bakewell

Chesterfield

Hulleys

170

via Chatsworth

hourly

Bakewell

Chesterfield

Hulleys

X70

Direct

hourly

Bakewell

Sheffield

Hulleys

257

hourly

Bakewell

Sheffield

TM Travel

218

alternate service stops at Chatsworth

30 mins

Bakewell

Macclesfield

High Peak

58

Sunday only

Two services

Bakewell

Derby

Trent

6.1

hourly

Bakewell

Matlock

Transpeak

TP3

hourly

Hassop Station

Chesterfield

Hulleys of Baslow

 7

via Longshaw

Weekends only

one only

Hassop Station

Sheffield

TM Travel

218

morning service only


50 Narrow & Standard Gauge Railways in some of the UK’s National Parks

Snowdonia (Eryri) National Park

Snowdon Mountain Railway – Narrow Gauge – Built in the 1890’s as a tourist attraction – Beautiful scenery (if the cloud is high enough!  – no significant tunnel or viaduct!)

Ffestiniog Railway – Narrow Gauge – Built in the 1830’s to transport quarried slate – Beautiful scenery (it does have a tunnel and a “loop” – but no significant viaduct!)

Welsh Highland Railway –  Narrow Gauge – Built in the 1870’s to transport quarried slate – Beautiful scenery (but no significant tunnels or viaducts!)

Lake District National Park

Ravenglass & Eskdale – Built in the 1870’s to transport iron ore 8 miles to the coast – Beautiful scenery ( but no significant tunnels or viaducts )

Yorkshire Dales National Park

Settle & Carlisle Line – Standard Gauge – Network Rail – Built by the Midland Railway Company to enable them to have their own route to Scotland – beautiful scenery ( and it has tunnels and viaducts )

No Narrow Gauge railway

Loch Lomond and The Trossachs National Park

West Highland Line (between Arrochar and Tyndrum stations) – Network Rail – Standard Gauge – beautiful scenery (but no significant tunnels or viaducts!)

No Narrow Gauge railway

North Yorkshire Moors

North Yorkshire Moors Railway – Standard Gauge – Built in the 1830’s to enable traffic to the then important port of Whitby from the south. (no significant tunnels or viaducts )

No Narrow Gauge railway

The Peak District

Hope Valley Line (between Grindleford and Chinley Stations) – Network Rail – Standard Gauge

Currently no Narrow Gauge railway…….

Monsal Rail – providing “Access for All” to the Monsal Trail between Bakewell and Monsal Viaduct                2023-10-18   draft

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