MANNINGTREE RAILWAY STATION A HISTORY BY DOUGLAS SHELDRAKE C1981 Recent alterations to Manningtree Station (my local station until a recent move), set me to imagining the state of the station as it was in GE days and before long I had decided to make a model of it circa 1900-1910. A lot of the character still remains, although it has altered somewhat, more than I had imagined. For the record, alterations in the last couple of years have included the remodelling of the signals and track and have involved the removal of the old semaphore signals and the erection of coloured light signalling, alterations to track work adjacent to the signal box, singling the track on Manningtree North curve, platform lengthening at the London end (also raising the platform height a few inches at the same time), and replacing the crossing gates adjacent to the signal box with automatic barriers. The platform canopy on the down side has been removed and I understand this was done because drivers could not see the new colour lights when approaching from London due to their lower position. Regrettably all the cast-iron work from the canopy was broken up and carted away in wagons. It was rumoured that the building occupying the down platform was also due for demolition - for the same reason as the canopy - but I understand that this will now remain. At this stage I would like to refer you to the O.S. maps and the brief description in Journal Special No.2 available from your Editor at £1 plus 20p pp. The only GE period photo I have found so far is one of the platforms looking towards Ipswich, (see page 27.10), together with a recent photo from the same viewpoint for comparison. The old photo was found in a book c.1910 called The Escaped Nunn. Next stop was Manningtree Station itself, and a talk with senior railman, Mr. J. Westwood, produced the following letter and photographs (see page 27.11), from Mr. F.Gant which were sent to the station in April 1980. From F.A.Gant to the Station Staff at Manningtree:- The framed photograph which I am leaving with these notes is one of the staff at Manningtree Station taken about 1922 when the 123 separate Railway Companies were about to be grouped into four main networks, and the London & North Eastern Railway was to be formed from the Great Central Railway, Great Eastern Railway, Great Northern Railway, North British Railway, North Eastern Railway, Great North of Scotland Railway, Hull & Barnsley Railway and various minor lines. The other three groups were to be: London Midland & Scottish Railway, Southern Railway and Great Western Railway. British Rail was to follow 25 years later when the 1947 Transport Act was passed and nationalisation of the railways effected. In addition to these on the photograph there were four or five other men to complete the Station Staff. The Station Master was Mr. Leverett, a very fair and just man. His uniform was a frock coat of fine serge cloth with gold coloured insignia, he lived in the Station House which was at the side of the level crossing. On day shift duties were two booking clerks, two clerks in the combined parcels and telegraph office and a ticket collector. On three eight hour shifts. were a station foreman and a shunter, and on various day shifts, several porters, two horse shunters and two horse lads. I was one of these lads and can be seen fourth from the left on the back row as one looks at the photograph. There was also a goods clerk, a goods yard foreman and a porter in the separate goods depot in the lower yard. This yard also had cattle pens and there was a bay platform used for loading and unloading horse boxes and vehicles. This was between the passenger station and goods depot and on a level with the Up line platform. The only access to the goods depot for road vehicles was by a long rough road along the lower side of the pond, parallel with the station approach, with room only for single line traffic. This caused a lot of delay. There was (I believe three) young ladies running the two station refreshment rooms .- one on the Up platform, the other on the Down line platform, with a lad to assist them. This lad had also to walk the length of all passenger trains carrying quite a heavy basket tray supported in front of him by a wide strap around his shoulders and containing sweets, chocolates, cakes, etc., for sale. He is the one seated in front on the photograph, wearing a smart uniform with gold coloured piping. As the photograph shows, other staff uniforms were also smart and serviceable. In addition to unif orrns , shunters and some other grades were provided with mackintosh coats, leggings, etc. Compton Son & Webb of Colchester were the clothing contractors, and anyone in the area who had problems with uniforms or misfits, could if they wished go direct to the firm and have them dealt with. There was also an elderly widow who walked from Dedham one or two days a week to scrub floors of offices and the waiting rooms. This total amounted to quite a sizeable staff, but, in those days it was a busy junction with both passenger and goods traffic. It was also a very happy one although they were hard times. There were three waiting rooms on the Up platform - a 1st class, 3rd class and a ladies, and the same on the Down line platform. All were provided with coal fires. The Company also had its own water supply. The pumping station, which had a coal fired boiler, was between the railway and what was at that time the Station Hotel at the bottom end of the station approach. It was manned around the clock. It also provided water for the locomotives by way of large columns at the head of the UP and DOWN line platforms. These columns had swivelling arms for swing¬ing out over the engine tenders with very stout studded leather sleeves on the ends. These were dropped into the engine wcter tanks. It took only a few minutes to fill the biggest of locomotive tanks. There were braziers at the bases of the columns to prevent freezing. The station was well lighted by electricity laid on from Parkeston Quay. It was a really wonderful sight in an otherwise dark surrounding countryside. The station and junctions were controlled by five signal boxes. One within a short distance of each end of the station. Another at what was then the Xylonite Factory at Brantham where there was also a siding, and one at each end of the loop line. The latter two were manned by two eight hour shift signalmen and closed at night when the loop was not in use. Signalling was then switched through to the other signal boxes. One of the day-duty porters also acted as lamp-man and was responsible for all the signalling lamps, including the ground signals or Dollies as they were sometimes called, crossing gates, and various other lamps. This was quite a responsible job, and, at times an arduous one, especially on the exposed stretch of line by the bridges where he had also to do duty as a fog signaller without any shelter or protection from the weather. There were three horses doing duty at the station. Their stables were situated between the passenger station and the goods depot. One was fully employed on deliveries by van to Manningtree and district. The other two were shunting horses. A perfect understanding existed between them and their handlers. They regularly worked on tracks next to the main lines, even as express trains thundered past. They were well cared for and made much of. All responded to names but also had numbers which were branded on the hooves of their fore feet. The two horse lads worked overlapping shifts, helping as porters and working the level crossing gates. Very few vehicles had to cross the lines in those days - most were able to pass under the bridge on the road alongside. There were about twenty barrows on the four platforms. They were of varying types and shapes, all had iron wheels, some were four wheeled, some two. They were heavily constructed which was necessary and suitable too for the wide variety and quantity of the goods carried then by the passenger trains.There were also a dozen or so Penny-in-the-slot machines placed around the platforms dispensing confectionary mostly bars of chocolate. There was also a W.H.Smith & Sons book stall on the station, and a station taxi service provided by Messrs. Goslings Garage of Manningtree - using Ford motor cars which had become very popular at that time. A whistle was blown at 10.00 a.m. every morning for all clocks and watches to be synchronised. Passenger coaches on the branch line and in secondary use did not have corridors. The compartments had gas lighting which had to be lighted by walking along the roofs of the carriages, lifting the covers of the lamps and lighting the burners with a naked flare or torch. By the time the length of the train was completed there were minor explosions from escaping gas, and the compart¬ments reeked of it. These coaches were not heated, there was an irregular supply of metal foot-warmers, the con¬tents of which often leaked making the floors very messy before they could be finally collected at the termini. Following this, I wrote to Mr. Gant for his permission to publish the material and the following is Mr. Westwoods reply, and Mr. Gants reply to me. Extract of the reply to Mr. Gant by J.R.Westwood (Senior Railman, Manningtree):- I came to Manningtree in September 1953 as Station Fore¬man replacing Mr. Fred Fox who retired; in your time I think he would have been at Mistley as a horse shunter. Mr. W.Piper at that time was still at Manningtree as a shunter, I also worked with Mr. Ted Redgrave, at Colchester who retired from there as a passenger guard. We have also named No. 7 on the group photograph as Mr. Bob Edwards. Manningtree Station has changed a lot since I have been here and much more since your time. We have only 1 clerk (booking office) on duty 06.30 off at 14.00, 3 senior railmen (old grade Stn. Foreman) working 06.00 to 14.00. 14.00-22.00 and 22.00 to 06.00, 2 leading railmen (old shunters) working 22.00 to 06.00 and 06.00 to 14.00, 2 railmen (old porters grade) working 06.00 to 14.00 and 14.00 to 22.00, and 3 signalmen working round the clock at Manningtree South Junction, which is now all electric, no semaphore signals or points worked by lever, everything is done by electricity at the push of a button or switch. All the platform awning on the Down side has been removed and most of the Up side. The old stables and goods shed remain and both are used for storage. The old cattle pens have been demolished, making way for an electrical relay building. You will note we do not have Station Masters and now have Area Managers who are stationed at Colchester and supervise an area from Chelmsford to Clacton and the Harwich, Walton, Sudbury and Braintree Branches. The level crossing gates have been replaced by barriers electrically operated from the signal box and the old station masters house has been demolished. The four cottages opposite the old Station Hotel remain; I live in one of them. When I moved in, in 1954, the tenants were Mr.Tom Jay (porter), Mr. Ted Stannard (retired ganger) and Mr. Bob Raby (signal lineman). I came from a railway family, grandfather was Yard Inspector at Ipswich and my father was in your time District Relief Porter, later being passenger guard on the Hadleigh Branch where I was born. On the closing of the Hadleigh branch in the early 1930s to passenger traffic, he was moved to Cromer where I started my railway career in 1939, moving to Ipswich and Colchester before coming to Manningtree. No doubt you knew Mr. Temple PattIe who farmed at Braham Hall, Brantham, and used to load sugar beet at Manningtree Station in my early days here. The local pub, Station Hotel is now used as offices by a grain merchant and the station refreshment room is run by private people. The water columns you speak of were demolished approximately 15 to 20 years ago. Our main traffic is now commuters, who travel to London daily and our station approach road is lined with cars on each side. Up to 100 is an average number and about 500 season tickets are sold. We still take coal, acid and spirit tanks to the Xylonite Factory daily, but this is the only goods traffic that is now handled here. As you remarked the times of yester-year were hard and work was arduous but a bond of fellowship existed which I am sorry to say does not exist today. Extract of a letter from F.A. Gant to Douglas Sheldrake:- I was a horse lad at the station from 1918 to the mid twenties and left the railway service shortly afterwards, so you can judge I was far from an experienced railwayman but I never lost interest. The photograph you sent me was, of course, before my time, but I believe the station mast¬er was a Mr. Swann and that he is shown thereon standing outside his office. Also on the photograph (see page 27.1C)and behind the two men standing alongside the stat¬ion master, and showing up as wide alternate horizontal black and white lines is a wooden cabinet attached to the wall of the parcels office, this was made up with rows of pigeon holes containing labels for luggage, parcels, etc. and bearing the names in alphabetical order of all main or principal stations. There were also a few with blank labels for filling in the names of minor stations. underneath it there was a pot of paste and a brush for sticking them on. Beneath the cabinet was a weighing machine for parcels, etc., the base of this can be seen behind the gentleman wearing the long raincoat. At the head of the Up which, as you know, is the platform shown on the photo¬graph there was a sizeable brick building fitted with racks for storing passengers bicycles. It was kept locked and was the responsibility of the parcels office clerks. The book-stall I mentioned in my notes to Mr. Westwood was also on the Up platform and stood beside the wide booking hall doorway. In the goods yard just above the goods shed was a weigh¬bridge for railway trucks and wagons, and near it, suspend¬ed on two chains over the same track was a semi-circular iron bar fixed as a gauge and set for the maximum height allowed for loads on goods trucks and wagons. Also in the goods yard alongside the sloping track leading down to the cattle-pens, and just below the bank, were two plate layers , huts, one for storing their tools and for shelter. The other for plate laying materials. They were constructed by using wooden sleepers and looked like very nice log cabins. The plate layers usually wore fustian or corduroy trousers with leather straps below their knees, these gave more freedom of movement and also lessened wear-and-tear at the knees of the trousers. Trousers worn in this manner were called Lijahs I dont know why. At times the platelayers used a four wheeled trolley on the tracks when moving heavy materials. When unladen they propelled it by using long flat wooden levers with holes in the ends. These fitted over metal pins projecting from the wheels near the rims. They had T shaped handles at the other ends. Four men would stand on the platform of the trolley above the wheels, two on one side would push down with the levers they were holding when the pins were at the top of the wheels. At the same time the two men on the other side would pull up¬wards as the pins on the wheels on their side would be at the bottom, and so they sailed along by continuous pump ¬like pushing down and pulling up movements. .The lucky men were the ones riding as passengers. When travelling down gradients the levers were used for braking by inserting them between the sides of the trolley and the insides of the rims or flanges of the wheels. When it was necessary to clear the track, the trolley had to be lifted off by hand. When not in use it was secured by lock and chain and the key kept by the Foreman Plate layer. The stretch of line for which each gang Of plate layers were responsible was called The Length. On some of the bigger track repairs there would be a look-out-man. He wore a brassard, carried a green and red flag, and sounded a raucous note on a trumpet to give warning of approaching trains. When possible, a man who had been ill or suffered injury would be given this light duty. One year the Manningtree length was judged the best kept in the region. There was another quite large hut on the piece of land in the apex of the triangle almost opposite the signal box near the level crossing which is formed by the Harwich line branching off from the main line. This was used by the signal fitters. It had a portable furnace outside. The five signal boxes mentioned in my first notes all had quite nice coal burning fires but were rather draughty because of the openwork frames in which the signal levers were fitted. I cannot remember the names of these boxes. Going back now to the station staff -there was a man self-appointed and unpaid, usually he was an elderly railway pensioner who provided a hand-cart to earn a few extra shillings by conveying passengers luggage, etc. to and from the station and also rather large and heavy wicker-work skeps which were used by Commercial Travell¬ers as they were called in those days. He would push his loaded hand-cart into Manningtree with the traveller walking beside him and spend hours with him going the rounds of the shops with the skeps of samples and then push the load back to the station. There is one other occurrence connected with the station which I feel sure will be of interest to you and it was incidentally by this that I recalled the name of the Station Master on your photograph. This happened around 1910. A nun, I think she was a Novitiate, absconded from what was then a Convent for a body of nuns at East Bergholt. It was the building close by the church which is I believe now a communal dwelling. She had made her way to the station where a search party from the Convent either caught up with her or were waiting there for her. They used force in an effort to take her back but she resisted and held fast to the railings of the station approach and she screamed for help. Members of the station staff went to her assistance and the Station Master - gallant old boy - gave her his protection and ordered the search party off the railway property. In gratitude for what he did for her the nun - her name was Madge Moult, later presented him with a gold watch. Not long afterwards she wrote a book about her life in the Convent and her subsequent escape. It was entitled The Escaped Nun by Madge Moult. There was a copy of this in our family but it was lost many years ago.
Posted on: Tue, 15 Jul 2014 17:51:30 +0000
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