of WW2. By 1922 the service had settled down to three trains a day, calling at all stations from Sheffield (later Sheffield Midland) to Mansfield via Catcliffe, Clowne South, Langwith Junction and Shirebrook (later renamed Shirebrook West, now plain "Shirebrook" on the Robin Hood Line). There was a late evening extra southbound on Saturdays and an early afternoon extra northbound to match. There was also a late evening train from Langwith Junction on Saturdays which terminated at Clowne South. Other services Local passenger services and local goods were very small beer compared with the other services over the line, i.e.: Summer holiday traffic and excursions, e.g. to football matches Special trains, e.g. for railway enthusiasts alternative routing to relieve congestion diversions, and coal. Only the first needed to call at Clowne South, the others needed the tracks through it. Summer holiday traffic was big business until it was hit from three sides by the rise of the car, by the package holiday revolution and by Beeching, who deemed the whole exercise financial nonsense. The traditional Summer Holiday excursion – "Wakes Week Specials" in some parts of the country – was decimated in the early 1960s, both stations at Clowne being prime examples. An early 1960s Working Timetable shows weekend trains through Clowne South between Manchester Central and Skegness and between Manchester Central and Yarmouth Vauxhall. "Excursions" were wide-ranging; they could be for a day at the seaside, for a football match, for sightseeing such as to York or just cheap tickets on service trains to drum up custom. This last was impossible after the station closed to normal traffic, but an example of an "excursion" was a train in 1957 to Sheffield via Clowne South. The line from Killamarsh South Junction through Clowne South to Langwith Junction then through Shirebrook South to Kirkby South Junction acted as a loop line to the GCML, because it connected with it at both ends. Both lines had significant gradients north of Nottingham, so the line through Clowne relieved a potential bottleneck, especially for freight. As freight traffic fell dramatically from the mid-1950s less and less congestion needed to be relieved. The GCML was closed north of Nottingham in September 1966, leaving nothing at all to relieve. Before that the line had a last hurrah when a sleeping car service from Marylebone to Glasgow was routed through Clowne South from 1962 to 1964. The