Talk:Cromford and High Peak Railway

message: My recollection is that the Ashbourne-Buxton line (which was axed in the early 50s I think) continued southwards to Uttoxeter. Could someone check and add if correct?Linuxlad 08:56, 29 Mar 2005 (UTC)
replies: text: 2013 update - This is now covered by Ashbourne Line Chevin (talk) 13:38, 15 July 2013 (UTC)
thread_title: Uttoxeter link

message: we need to separate adhesion-hauled from locomotive-hauled - which could be rack and pinion (eg Snowdon Railway is 1 in 8 average, 1 in 5.5 steepest, I read) Linuxlad 11:53, 1 Apr 2005 (UTC)
thread_title: adhesion-hauled v loco-hauled

message: Can we clarify who were the engineers for the line - my memory was that it was the Jessops - (And indeed there is a plaque on a bridge near the junction at Parsley Hay to this effect I recollect). But I gather that William Moorsom may also have had a role - if so, what??Linuxlad 09:17, 7 November 2005 (UTC)
replies: text: The Jessops certainly surveyed and built the line. I think Moorsom must have come in later, or assisted, as he was in Nova Scotia until about 1831-2 (The dates are not very clear) If there were two William Scarth Moorsoms it throws my research into a tizzy, but I don't think it likely Chevin 09:39, 7 November 2005 (UTC)

text: Hum. A problem. I've confirmed the date of Josiah's death on a geneology website. Moorsom initially worked for or with the Stevensons, so they might have been approached in the first instance. Josias was the second of eight children, maybe one of them was also an engineer. Also I haven't been able to find out exactly when Moorsom left Canada. A bit more reasearch to do, I guess. Incidentally I've found a fascinating page on the Wirksworth website. Chevin 14:58, 7 November 2005 (UTC)
replies: text:  Update 2013: Moorsom became the manager later. I think there is some ref to him in page revisions later than this one. Chevin (talk) 13:38, 15 July 2013 (UTC)
thread_title: Engineers

message: Not only did the C&HPR have the steepest adhesion worked incline of any line in the country, the 1 in 14 of Hopton, it also had the sharpest curve, 55 yards (50 m) radius through eighty degrees at Gotham.
Leaving aside the small matter of narrow gauge railways there were standard gauge feeder curves below 100 ft radius in various places (eg Vivian works to GWR) 81.2.110.250 ([[User talk:81.2.110.250|talk]) 20:53, 8 November 2010 (UTC)
replies: text: A quick search finds the following statement in "The Cromford & High Peak Railway" by A. Rimmer, 1956.  "Gotham Curve, only 2.5 chains in radius, turns the line through 80 degrees. This, of course, is the reason that only 4-wheeled wagons are permitted south of Friden, and even these grind and groan as they are pulled slowly round the curves. Gotham Curve has been stated to have had no fewer than 11" in superelevation at one time, while another source claimed that the superelevation was 5.5", and a check rail was provided."  If I can't find a reference to it being THE sharpest, I'll simple rewrite it as given above. (I'm not sure who put in that statement.)  Hogyn Lleol (talk) 21:27, 8 November 2010 (UTC)
replies: text:  Hmm, I wonder if this is the origin of the statement? Hogyn Lleol (talk) 21:37, 8 November 2010 (UTC)
replies: text:  That says "main line", there are lots of industrial curves sharper - and docks etc. The gradient one is also wrong btw - Fawley Hill is 1 in 13 adhesion worked (but again not UK mainline - its Sir William McAlpines' private railway). For anything that was 'main line' (ie British Rail) I could believe it  81.2.110.250 (talk) 22:49, 8 November 2010 (UTC)
thread_title:  This seems bogus 

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thread_title:  External links modified