Apologies to Ted, he sent me this and I forgot to post it.

To continue-

At that time most of the LMR operating system was run on a district organisation. We were in the Central Divisional Operating Superintendent's area which was the exception and covered, more or less, the former L&Y area with headquarters at Hunt's Bank, Manchester. To encourage attractive stations, garden competitions, on a district (in our case divisional) basis were in operation each year throughout BR, and it was decided in 1953 to supplement these with competitions for cleanliness and tidiness, later to be known as the Best Kept Station Competition. Entry for the `best kept' competition was made compulsory with the `garden' one remaining optional. New Hey had always been prominent in the garden competition and, in spite of a rather reluctant staff, I decided in 1952 that we should also join battle in the competition. With the help of large stones from the recently demolished goods shed and some heroic work from the porters, two large beds were created on each platform and the rough grass embankment on the up platform turned into a garden. For the next six years we had a friendly rivalry with New Hey and, whilst we usually just pipped them in the best kept station competition, I think we only finished above them once in the garden competition. On that occasion I think, to be fair, a lot of their displays had been damaged by the passage of the weedkiller train. An idea of our success can be obtained from the record below of our performance in the competitions:-

Year                                     Garden                                      Cleanliness                        

1952                                    Commended                           No competition  

1953                                    Fourth                                        Commended

1954                                    Third                                           Second

1955                                    Second                                       First

1956                                    Second                                       First

1957                                    Second                                       Second

The Oldham Branch was constructed on a rising gradient from Rochdale, the assisting or `banking' of goods trains being authorised on the up line between Rochdale East Junction and Royton Junction. Rule 198 of the 1933 LMS Rule Book (eventually perpetuated by BR) required the Pilotman in Single Line Working (i.e. when one or more lines are blocked and traffic is worked in both directions over the one remaining line) to accompany every train passing over the single line, where ther is a failure of block instruments and/or bells, and the gradients are heavy. The definition of a heavy gradient in this connection was always debatable. The most convincing ruling I ever heard was given by Harry Greenwood, then District Signalling Inspector, Leeds, later to be Chief Regional Inspector, N.E.R., York. This was that when `banking' was authorised over the section concerned this constituted a heavy gradient. When, therefore, I was faced with a total instrument and telephone failure while operating `single line working' between Milnrow and Rochdale East Junction one Sunday I was, for the only time in my service, presented with a situation where both these conditions applied. This state of affairs is rare and many rail operators do not meet up with it in a lifetime's work. The `Instructions for working down inclines'  applied on the down line approaching Rochdale East Junction where the gradient is 1 in 54 for a quarter of a mile. The AWB notice board where trains had to be brought to a stand for brakes to be applied was where the line ran alongside Rochdale Hormnet's rugby ground. One evening the crew of a special mineral train stopped for this purpose got so carried away with the excitement that, although the train had entered the section on an ample margin, a passenger train was delayed about 20 minutes at Milnrow. Thankfully, heavy loose coupled freight trains were few and far between on the down line and this temptation was a rarity indeed.

At that time Milnrow Station handled quite large amounts of commuter traffic, probably more than two hundred originating passengers, and rather more incoming, mainly for John Holroyd's each day. Given good weather, day excursions were always well patronised at bank holidays and during Rochdale Wakes Weeks, the main destinations being Southport and Blackpool. On the Friday evening at the start of Rochdale Holidays special trains ran to Paignton/Torquay, Newquay, and Bournemouth. These trains were `regulated' and stations were given a allocation on these services which could be exceeded, and often was, on the authority of the Passenger Manager. A number of passengers from the Oldham area would also alight at Milnrow, at weekends and holiday times, for Hollingworth Lake about two miles away.

During the winter of 1952/53 a `hush-hush' project was undertaken on spare ground close to the Station signal box between the running lines and Harbour Lane. Although never officially confirmed, I understood that the underground facilities thus provided would be for the use of the Divisional Control in the event of the outbreak of war. It was, of course, feared that such a war would involve the use of atomic weapons. No means of access was ever kept at Milnrow and, as far as I am aware, no information was given locally regarding their anticipated use.

Out son Ian was born on 14th June 1953 and I had been fortunate enough in getting my annual leave around that time for the occasion. The first day i returned to work the driver of an up passenger train reported seeing a body in the canal at Firgrove. I passed on the information to the Milnrow Police who showed some concern as to which bank the body was nearest to. I was unable to answer that question but later found out that the Rochdale Canal at his point formed the boundary between Rochdale Borough and Lancashire County. It was alleged that the Milnrow (County) Police kept a long pole nearby with which, if they were fortunate enough to get to site first, they would push any body well away from their bank and then advise the Borough Police.   

To be continued      

Its good to catch up on things Ted. I remember Harry Cash (whom I e-mailed you about a couple of months ago). I remember very well the best kept station competitions from the fifties and early sixties. I'm pretty sure my best mate Verner (Harries step son) has still got a couple of the certificates from both Milnrow and Newhey stations. I dont know whether or not you would be interested in talking to him, but if you are I can E-mail you his tel number.

Both Milnrow and most of the stations on the loop had waiting rooms and ladies waiting rooms in those days. They even had coal fires in them in the winter. However like most things good times came to an end, and Good Old Dr Beeching put paid to any manning on the loop.

All that is left now is a single track with cross-over points at a couple of the stations. The waiting rooms as such are now just bus type shelters.

Another snippet of information. My Aunt Jean used to live in Oldham, but she worked at the Garfield for a while. She used to come to work and return by train. In those days there wasnt a through bus from Newhey to Oldham you had to change at Wrens Nest so it was easier to travel by train and return from Oldham.

Harry used to leave my Aunt a couple of cigerettes under Newhey station clock for her. I suppose these days that would be enough for summary dismisal. On the grounds of interfering with the cargo. Halcyon days.........

Do you remember this Ted? Milnrow railway station. The chimney in the background (for the steeplejacks amongst us ) is the Universal Laundry stack on Buckley Hill Rd.