Monthly Archives: May 2024

The little railway with the long name

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Matlock Railway Station, Derbyshire (1977)
Matlock Railway Station, Derbyshire (2016)

Though I’ve driven from home in Sheffield to Matlock more times than I can number, on a whim I decided to travel by train when I needed to visit the Derbyshire Record Office recently.

I told myself it’s difficult to park in Matlock during the day, but actually I like riding on trains and if you’re a certain age you can get a Derbyshire Wayfarer ticket that lasts all day and costs only £7.70:  Derbyshire Wayfarer | National Rail.

It’s a very long time since I set off northwards out of Derby on a train that takes the left branch at Ambergate Junction and stops at the sad little platform which is all that’s left of the triangular Ambergate station.

While passengers climb aboard the driver unlocks the signalling for the line up to Matlock, which is a fascinating piece of transport history as well as an enjoyable piece of Derbyshire countryside.

There’s a point shortly before Whatstandwell station where the Derwent valley narrows so that the Cromford Canal, the railway, the A6 trunk road and the river are practically side by side.

Further north, canal, river and railway change places as the railway plunges through Leawood Tunnel (309 yards) while the canal follows the contour to cross the river at the Wigwell Aqueduct.

The next station, Cromford, is exceptionally pretty.  An expensive essay in French chateau style, it was designed by George Henry Stokes (1826-1876), who had married Emily, daughter of Sir Joseph Paxton, the Duke of Devonshire’s gardener, designer of the Crystal Palace and a director of the Ambergate-Rowsley railway.  The up waiting room is a self-catering holiday let:  The Waiting Room Holiday Cottage – Cromford – Railway Station Cottages.

At the north end of the Cromford platform the line enters Willersley Tunnel (765 yards) and emerges at the approach to the Swiss-style Matlock Bath station.

The stretch north of Matlock Bath was much more fun when diesel railcars allowed you to look forward over the driver’s shoulder.  There are two tunnels, High Tor No 1 (321 yards) and High Tor No 2 (379 yards), separated by a flash of daylight and a glimpse of the River Derwent.  If you blink you miss it.

You can, thanks to years of effort by volunteers, now cross platforms at Matlock and carry on to Rowsley when the Peakrail service is running.

Taking the train from Sheffield to Matlock via Derby is potentially quicker (under 1¼ hours) than the X17 bus service (just over 1½ hours) – and less effort than driving.

Triangular station

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Ambergate Station, Derbyshire (1965)

I remember Ambergate station in the 1960s when it had six platforms, though not all of them were in use. Indeed, I photographed it by chance while on a bike ride when I was sixteen [Buyers’ remorse: British Railways Class 17 | Mike Higginbottom Interesting Times], and I went back a couple of years later when a sunset provided appropriate lighting for a station in rapid decline.

In 1972-73 I was coming to the end of my time teaching at Bilborough Grammar School in Nottingham and beginning a long career of part-time adult-education lecturing for the University of Nottingham.

Through that winter and spring I left school promptly, took a bus to Nottingham station and caught a diesel rail-set that trundled over some of the oldest railway lines in the north Midlands – the original Midland Counties Railway (1839) to Derby, then north over the North Midland Railway (1840) to Ambergate, and from there on the little railway with the long name, the Manchester, Buxton, Matlock & Midland Junction Railway (1849) to Matlock.

The ponderous title of the company indicates an intention to connect the East Midlands with Manchester, but it only reached Rowsley on the doorstep of two ducal estates before running out of cash in 1849. 

The title also indicates that the three railways which met at Derby had amalgamated in 1844 as the Midland Railway.

In the midst of the frantic competition between railway companies after the investment bubble known as the “Railway Mania”, the MBM&MJR became jointly leased by the Midland and its rival, the London & North Western Railway, which operated what we now call the West Coast Main Line from London to Scotland.

The L&NWR gave up its share of the lease after the Midland gained powers to build a competing line from its branch to Wirksworth.

Eventually, after the 6th Duke of Devonshire died and his successor didn’t want a railway running through his Chatsworth estate, the 8th Duke of Rutland was persuaded to allow a line tunnelling behind the back garden of Haddon Hall, and the railway was extended from Rowsley up the Wye Valley, first to New Mills and eventually on to Manchester.

The southern “Midland Junction” at Ambergate developed, in fits and starts, into a key connection for trains between Derby, Manchester and Sheffield. 

An informative Wikipedia map [Ambergate junction – Ambergate railway station – Wikipedia] shows how the 1849 junction was west-to-north, and the south/north-west link was opened later, in 1863.  A further south/north-east link, to allow expresses to overtake stopping trains, followed in 1876.

Another service began in 1875, providing passenger trains to Pye Bridge on the Erewash Valley line, part of which now operates as a heritage railway, Midland Railway (Butterley).  (The MBM&MJRroute north of Matlock to south of Rowsley is also a heritage line, Peakrail.)

In the course of the nineteenth-century operational changes the station buildings were shifted around, until the triangular junction was provided with six platforms on a high embankment.  The buildings were, of necessity, constructed of timber.

The station remained intact until all passenger services except the shuttle service to Matlock ended in 1968.  Then, in 1970, the redundant platforms and all the timber buildings were taken down, and Ambergate passengers wait on the former up platform with the benefit of a bus shelter.

Ambergate had, along with Queensbury (closed 1955) and Shipley in West Yorkshire and Earlestown in Lancashire, the distinction of being a triangular station with six platforms. 

Fragmentary remains

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Site of former Brightside & Carbrook Staniforth Road store: pilaster base

When I’m stuck for information about an aspect of Sheffield’s architectural and social history, one of the people I call on is Robin Hughes, trustee of Hallamshire Historic Buildings and Joined Up Heritage Sheffield.  He almost always has a detailed, referenced answer.

In return, he occasionally asks me for answers to his queries.  Sometimes I know something;  other times I’m clueless, as I was when he asked if I’d noticed three stones on the west side of Staniforth Road in Attercliffe, immediately downhill from the Pinfold Bridge across the Sheffield Canal. 

The blunt answer was no:  I must have driven past them hundreds of times and never even glanced in their direction.

Robin was at a loss to explain them, though they had clearly been significant.  Two form a pair at the boundary of Spartan Works though too far apart to mark an entrance;  the other is smaller (or perhaps lower) and immediately adjacent to the canal-bridge parapet.

It would have been irresponsible for me to speculate:  any conjecture of mine would have been no more than a wild guess.  Robin’s initial hypothesis was that they were boundary markers, and he found an 1819 map on Picture Sheffield to support it.  But he added, “There may be another explanation, though.”

And there was.  Within a couple of hours he e-mailed again with the correct answer.

These stones are all that remains of the Brightside & Carbrook Co-operative Society’s Staniforth Road store [Print details Picture Sheffield], which was built in 1894 when Staniforth Road was still Pinfold Lane, and completely destroyed in the Blitz in December 1940.  They are, in Robin’s words “the decorative bases of the shop front pilasters, and are not functional.”  The building was designed by the B&C’s preferred architect, Henry Webster.  In this Picture Sheffield image [Print details Picture Sheffield] of the ruins the single stone is visible next to the small child on the extreme left.

These almost invisible vestiges mark a place where Attercliffe people shopped for “value for money furniture”, jewellery, prams, pianos, cycles, carpets, rugs and mats, according to an advertisement in The Sheffield Co-operator (May 1924) that promises “Give us your co-operation, and we will give you Civility, Attention, and Free Delivery”:  Issue_021_May_1924.pdf (principle5.coop) [page 3].

It’s also a memento of a night of terror in December 1940 when bombs rained on Attercliffe obliterating familiar shops, pubs and churches, making many houses uninhabitable and killing at least 660 people across the city.

These three small pilaster bases would almost certainly have been forgotten without Robin’s detective work, and their history would have been lost.

In the imminent rejuvenation of Attercliffe I suggest it’s important to commemorate the lives and lifestyles that went before.

The Friends of Zion Graveyard have made it easy for visitors to visualise what was on their site until a few decades ago by raising funds to install professionally composed interpretation boards that are now accompanied by a £5 guide book.

The writer Neil Anderson has led a series of effective campaigns to ensure that the 1940 Sheffield Blitz is not forgotten.  His easy-to-use app [Sheffield Blitz 85th] enables anyone with a mobile phone in their hand to visit relevant locations in and around the city centre, accompanied by the voice of the late Doug Lightning, the last surviving firefighter to have been on duty in the midst of the raid.  Ian Castle has commemorated the World War I raid on the Lower Don Valley in 1916:  Sheffield author Neil Anderson relaunches book that led to proper tribute to city sacrifice in Blitz (thestar.co.uk).

Attercliffe has more than enough sites associated with the Blitz to make a walking trail that captures for younger generations the impact of two nights’ destruction in the dark days of the Second World War.  Alongside books, videos and apps, there’s a special immediacy to markers of the actual sites that casual pedestrians can stumble upon, like Gunter Demnig’s Stolpersteine:  Stolpersteine | Mike Higginbottom Interesting Times.

If “heritage” means anything, it’s about linking the experience of past generations to the imagination of those who follow.