"B4" and "B5" headcodes. The first letter indicates the type of train, in this case Class B (Ordinary Passenger) - which DMUs almost always were. The second character indicated a route, which varied by region and area, certain letters were used for inter-regional services.

To continue:- As previously stated, the Avenue - Gowhole services were the mainstay of the depot. These trains, usually Class J, loaded minerals out, returning with empties, with a distance of some 34 miles between the two yards, were normally encompassed within the eight hour day by Hasland locomen and guard. The mineral loadings at that time were based on a loaded 13 ton mineral wagon with equations as follows:-

Up to 14 tons goods wagons     3.5 = 2 loaded minerals

14 to 16 tons mineral                      5 = 6      "              

Up to 16 tons empty wagons         5 = 2      "                "

 MINERAL LOADINGS FROM AVENUE

Loco. Class          3          4            8          Gt.+/                Max.

To        

Toton(ML              37       45          66         82                      75

          (GL           39        47         68          86              100

Rowsley            40       48         70          88                 70

Gowhole via Dore    14       29          39          43*       43

   * 40 length limit

Old Road to Masboro  50       60       88        110      100

Sheffield Dist. Line      33       40       58          73         70

Masboro - Leeds         48        58       85        106        90

Grassmoor                19        22         33

Avenue - Alma Jc.        9         11          15

Alma Jc. - Holmewood  23        28          41

MINERAL LOADINGS TO AVENUE

Loco. Class     3          4            8              Gt+/              Max.

From       

Masborough Old Road 39         47         68        86     100

Sheffield New Line                      24         29        43        53        52

Seymour                                        35          41        50       76         90

Toton                                               39         47        68        86       00

Morton                                             50         60        88      110     100

Holmewood                                   55          66        96 AWB from Alma

Alma Jc.                                          55          66         96AWB          70

Grassmoor                                    60          73       100AWB          70

+/ Beyer Garratt, these locos were withdrawn from use 1958

On taking up my appointment I lodged at The Sportman's Arms at Grassmoor. At that time it was alleged that Grassmoor and Shirebrook were regarded as the two most violent villages in Derbyshire where policemen always patrolled in pairs. My lasting memory of my few months there was having to put up with the strains of Cliff Richards and the shadows emanating throughout each and every evening from a `chip' shop across the road.

Joan and I were. of course, on the lookout for a house and our first attempt was to try and buy a semi detached at Temple Normanton near to Williamthorpe Colliery. When we went to view it we were told that we couldn't get in via the front door as suitcases and boxes were piled up behind it ready for the move out. We soon became aware of the real reason when our mortgage survey revealed that the front door area was badly affected by subsidence. The sale of our house at Rochdale was proceeding and we therefore had to find something quickly. We reluctantly decided to take the easy way out by moving into one of the railway cottages at 5 North Terrace, Hasland. Tenancy of these dwellings involved a trip of about 75 yards up the garden path to the toilet, which thankfully, had fairly recently been converted to a water closet. All the family came over one Saturday afternoon when we were introduced to the Derbyshire greeting and/or exclamation of `Hey Up'. We were standing outside our proposed new abode talking to a nearby resident when he suddenly lunged towards Joan and I shouting `Hey Up' whereupon Mother, Father, and two children all jumped as one man into the grass at the road side. To our Lancashire/ Yorkshire orientated minds he was shouting a warning of approaching danger, presumably approaching road traffic, rather than the Derbyshire method of making a point in conversation. I had been transferred to Hasland on 14th July 1958 and we moved into 5 North Terrace in early October.

In early 1959 I encountered my first human fatality in the early hours of one Sunday morning. I was acting as Traffic Inspector in charge of engineering work on the main lines between Hornsbridge and Hasland Sidings. All traffic was being worked over the up and down goods lines and, at the time of the accident, a train of empty wagons was standing on the down main to receive the spoil being dug out in connection with the deep ballasting of the up main. The unfortunate lengthman was `guiding', with the help of a tilley lamp, the driver of an excavator digging out and loading up spoil. On investigating the incident it was apparent that the victim must have strayed across onto the side of the adjoining down goods line where he was struck by the engine of the 3.15am Derby - Leeds Parcels. I was in Hasland Sidings signal box at the time and was immediately advised by the relief signalman on site.  As the accident had occurred alongside Midland Terrace there was no difficulty in getting to the site by road and the ambulance was there within ten minutes of the accident taking place, a fact which warranted favourable comment from the Coroner at the subsequent inquest. Sorry to relate, the lengthman's injuries were such that he died before the ambulance arrived at the hospital. An inquiry, conducted by a Mr. Brown of the Railway Inspectorate, was held in a waiting room at Chesterfield Central Station. I was called as a witness and the tone of the Inspector's questioning appeared to be suggesting that I should have satisfied myself that sufficient lookoutmen had been provided to ensure the safety of all staff working on the site. Fortunately Reg. Smith, the Assistand DOS was sitting in on the Inquiry and he staunchly supported my view that, whilst I had been responsible for ensuring that the lines upon which the engineering work was taking place were properly protected, the responsibility for the safety of the staff working on site rested with the Engineering Department Supervisor. In recent years, since experienced men like Mr. Smith have often given way to young executives unversed in practical railway operating work, I often wonder whether today's supervisors receive the backing I got at that Inquiry.

At that time there was a heavy programme of weekend engineering work on the main lines, mainly deep ballasting prior to relaying with rails welded into lengths of between 180 feet and 300 feet. An idea of the traffic density at that time can be gained from the fact that on one occasion a possession of the main lines at Clay Cross, due to start at 22.00 Saturday, could not be granted until 3.00 Sunday. I had expected some criticism on the Monday at the waste of engineering resources but the decision of the Deputy Chief Controller and myself was accepted as it was agreed that to have allowed an earlier possession would have incurred unacceptable delays to the booked train services.                                                                                                            

to continue:-

In the Autumn of 1960 a stretch of the down main line in advance of Hasland Sidings signal box was relayed with concrete sleepers as a trial. After deep ballasting the prefabricated track was laid in 30 foot lengths, the line being restored to traffic on the Sunday evening. In spite of the 15mph speed restriction, by 04.00 on the Monday morning drivers were queuing up to report `rough' riding. As a result a more severe restriction was imposed which necessitated trains being stopped and verbally advised. Such a course was necessary, and hopefully still is, when a speed restriction more severe than 15mph is imposed which, of course, incurs heavy delay to all trains over the portion of line concerned. When I got to the site, the line, with the numerous low joints, was the nearest I have seen to the big dipper on a stretch of main line. After a full days work by the `relayers' the speed was restored to 15mph around 17.00 that day, but the stretch had to receive constant attention from the same gentlemen until the following weekend.

Another job which I undertook occasionally whilst I was at Hasland was that of Traffic Inspector accompanying out of guage loads. Most of these moved between 22.00 Saturday and 06.00 Monday at times when other traffic was at it lightest. The trains were also accompanied by a Goods Inspector who was responsible for the condition of the load itself whilst the Traffic Inspector was there to ensure the safe and expeditious movement ot that, and other trains, particularly in the event of an emergency. The Inspectors normally travelled with the train throughout its journey in his District. Being at the north end of the Nottingham District, I was occasionally called upon to accompany these trains between Hornsbridge and Trent when a District Traffic Inspector was not available. I shall never forget taking over from an Eastern Region Inspector at Hornsbridge early one Sunday morning. As he alighted from the brakevan to hand over he told me that he had been in the signal box at Masborough, waiting for the train when a shunter entered the box bearing a man's head in his hands saying to the signalman `Do you know this chap?'. Although the incident had occurred some three hours earlier my informant was understandably still visibly shaken.

On 9th November 1959 Bob Muggleton was transferred temporarily to a position as `Assistant to' the D.O.S. at Nottingham. The post was filled temporarily due to the fact that the former LNER Nottingham Victoria District was being absorbed into the Nottingham Midland District. Consequently I was called upon to take over the YM/GA's position at Hasland, for what turned out to be a year, with `on call' responsibilities alternate weeks with the SM/GA at Clay Cross. The `0n call' area extended from Hornsbridge (exclusive) to Danesmoor (inclusive) and Stretton (exclusive), plus the Grassmoor Branch.

The on call area included Clay Cross Tunnel  which, at that time, was incurring a number of `false alarm' incidents from unexplained breakages of the `wires' in the tunnel. These wires were provided, one on each wall, about six feet from the ground in Dove Holes, Disley, Clay Cross, Totley and Cowburn Tunnels. Where there were other wires, these special wires were always the lowest. If, for any reason, the line was unsafe for the passage ot trains, or a train was unable to proceed, or was divided, or there was a personal injury, the Sectional Appendix instructed trainmen, lengthmen etc. to cut or break the wire/s on the appropriate side of the tunnel. If both lines were affected both wires were to be severed. Staff were instructed that, in addition to cutting or breaking the wires, normal protection measures must be taken in accordance with the Rule Book. When a wire was severed an alarm bell rang in the signal boxes at Clay Cross South Junction and Stretton and an indicator showed `Tunnel Blocked'. The Signalman was inctructed to break the paper seal over the switch for Indicator No.2. On moving the switch thus revealed, the needle on the indicator would show which line was blocked, or if both were blocked, remain central. The `Obstruction Danger' block bell signal was then to be sent for the line or lines affected. If there was no apparent reason for the wires having been severed an examination of the tunnel, normally on foot, was then necessary and the person on call was sent for and was usually the `lucky lad' to do the job. I can recall three or four occasions when I attended and the problem appeared to be solely due to the poor condition of the wire. Eventually the wires were completely renewed, bringing the `false' alarms to an end. I did have one justifiable callout in the early hour of a Sunday morning. I went into the tunnel with the Signal and Telegraph Lineman, where we came upon a large bullock about a quarter of a mile from the Stretton end. As we were driving it out we came across the carcass of another bullock in the cess, up against the wall of the up side. The beast had apparently been struck by an up train (confirmed by examination of the locomotive at Washwood Heath) and must have been thrown into the air as the wire above it was broken. As all the local lengthmen were working away on planned engineering work we were not able to take the carcass out on a trolley until 13.00. Fortunately, until then, it was possible trains at caution.