Buxton to Matlock - The missing link

[zwk500]

Indeed, but the time for the brake pipe pressure change to propagate along the length of the train is only a matter of seconds. It does not "take a lot longer to stop" as you suggested. American trains are far longer than we are discussing here.

I've seen SRTs where heavier trains take longer to stop, and I've seen SRTs where they don't. It will depend on local factors as well. My proposition was that a heavy train running downhill 'takes a lot longer to stop'. Maybe 'a lot' is pushing it, but a 1 in 90 gradient will require heavy trains to take extra care.

All of this is rather far from the point - 3,600t trains won't be running out of the Peak district via any route for a long time yet.

 

[Killingworth]

I've seen SRTs where heavier trains take longer to stop, and I've seen SRTs where they don't. It will depend on local factors as well. My proposition was that a heavy train running downhill 'takes a lot longer to stop'. Maybe 'a lot' is pushing it, but a 1 in 90 gradient will require heavy trains to take extra care.

All of this is rather far from the point - 3,600t trains won't be running out of the Peak district via any route for a long time yet.

It doesn't have to be long loaded trains to be helpful. Long trains of empty wagons could also assist better utilisation of existing infrastructure. Currently a significant number of paths are used to take empty wagons to and from Barrow Hill and Toton, being transferred to the quarries when needed.

The extended chord/loop between Dore West and Dore South Junctions is designed to take trains up to 520 metres, see diagram taken from public inquiry documentation. Longer could run, especially at night when other running lines could be obstructed for longer, but a loaded train around that tight uphill (at least 1:100 I think) curve would take some time to clear through Bradway Tunnel and down into Chesterfield. Currently trains up to 640 metres run through Sheffield.